EP1347902A1 - Systeme et procede pour controler la traction d'une automobile - Google Patents

Systeme et procede pour controler la traction d'une automobile

Info

Publication number
EP1347902A1
EP1347902A1 EP01990358A EP01990358A EP1347902A1 EP 1347902 A1 EP1347902 A1 EP 1347902A1 EP 01990358 A EP01990358 A EP 01990358A EP 01990358 A EP01990358 A EP 01990358A EP 1347902 A1 EP1347902 A1 EP 1347902A1
Authority
EP
European Patent Office
Prior art keywords
wheel
force
force component
wheels
motor vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP01990358A
Other languages
German (de)
English (en)
Inventor
Ulrich Hessmert
Jost Brachert
Thomas Sauter
Helmut Wandel
Norbert Polzin
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1347902A1 publication Critical patent/EP1347902A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/175—Brake regulation specially adapted to prevent excessive wheel spin during vehicle acceleration, e.g. for traction control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
    • B60T2210/10—Detection or estimation of road conditions
    • B60T2210/16—Off-road driving conditions

Definitions

  • the present invention relates to a system for monitoring the traction of a motor vehicle with at least two wheels, the system comprising at least one wheel force sensor device which is assigned to a wheel and which detects at least one wheel force component of the respective wheel acting essentially between the driving surface and the wheel contact area and outputs a signal representing the wheel force component , and wherein the system further comprises an assessment device which processes the signal representing the wheel force component of the wheel.
  • the present invention further relates to a method for monitoring the traction of such a motor vehicle, preferably for execution by a system according to the invention, with the steps: detection of at least one wheel force component acting at least essentially between the driving surface and the wheel contact area on at least one wheel, and processing of the detected wheel force component , State of the art
  • the generic system and the generic method are used in the context of vehicle dynamics controls and regulations. For example, they are used as a subsystem or sub-process in connection with anti-lock braking systems (ABS), traction control systems (ASR) and the electronic stability program (ESP). It is known to detect wheel speeds of the individual wheels of a motor vehicle or the lateral acceleration of the motor vehicle via sensors and to take the variables thus recorded into account when controlling and / or regulating the driving behavior of the motor vehicle. Although good results have already been achieved with the known methods and systems, there is an interest in particular with regard to traffic safety to further improve the known methods and systems.
  • tires can be provided in which magnetized surfaces or strips are incorporated in each tire, preferably with field lines running in the circumferential direction. For example, the magnetization always takes place in sections in the same direction, but with the opposite orientation, that is to say with alternating polarity.
  • the magnetized stripes preferably run near the rim flange and near the mountain. The sensors therefore rotate at wheel speed.
  • Corresponding transducers are preferably attached to the body at two or more points that are different in the direction of rotation and also have a different radial distance from the axis of rotation. This allows one inner measurement signal and an outer measurement signal can be obtained. A rotation of the tire can then be recognized in the circumferential direction via the changing polarity of the measurement signal or the measurement signals. The wheel speed can be calculated, for example, from the rolling range and the change over time of the inner measurement signal and the outer measurement signal.
  • the sensors can be implemented as micro sensors in the form of micro switch arrays.
  • forces and accelerations and the speed of a wheel are measured by the sensors arranged on the movable part of the wheel bearing. This data is compared with electronically stored basic patterns or with data from a similar or similar microsensor that is attached to the fixed part of the wheel bearing.
  • the invention is based on the system mentioned at the outset in that the assessment device assesses a lifting behavior of the respective wheel in accordance with the result of the processing.
  • the lifting behavior of a wheel of the motor vehicle is thus determined directly from the signal output by the wheel force sensor device.
  • the tendency of a sensed wheel to lift can be determined even when the vehicle is stationary, whereas the prior art systems for determining a lifting behavior use driving dynamics that require movement of the motor vehicle.
  • a force or a force component is determined by a sensor device, this includes not only the immediate detection of the force (component) itself, but of course also a detection of a variable proportional to this force (component) , as is common in sensor technology.
  • a force-proportional variable can be a deformation, for example.
  • the signal representing the wheel force component can be any signal.
  • an electrical signal is preferably used.
  • the assessment device can assess the lifting behavior of the respective wheel with very little effort by at least having the signal representing the wheel force component compares a predetermined wheel force threshold value and assesses the lifting behavior of the respective wheel in accordance with the comparison result.
  • similar wheel force components can also be determined on at least two wheels, preferably on all wheels, of the motor vehicle and these can be compared with one another.
  • at least one sensor device is assigned to a corresponding number of wheels.
  • An increased number of sensor devices can on the one hand increase the accuracy of the assessment result, and on the other hand, when comparing the wheel force components with one another, disturbance variables that are difficult to ascertain can be implicitly taken into account or filtered out, such as bumps in the road and the like.
  • the system according to the invention takes advantage of the fact that forces that act between the wheels of a vehicle and the driving surface change at least in terms of amount when a wheel is lifted off.
  • a significant change is experienced, for example, by a wheel contact force, which is a wheel force component acting orthogonally to the wheel contact area. Therefore, the sensor device can be a wheel contact force sensor device that detects the wheel contact force. This enables particularly simple and therefore quick following control and / or regulation interventions in vehicle operation.
  • a wheel side force sensor device that detects the wheel side force, that is, a force acting orthogonally to the wheel contact force and to the wheel circumferential direction, can be used. With a change in the wheel contact force, the wheel lateral force also changes.
  • the assessment of the tendency of a vehicle to take off on the basis of the wheel side force can in particular be carried out with great accuracy if the wheel side force is recorded on a plurality of wheels, preferably on all wheels, of the motor vehicle and the detected wheel side forces are compared with one another.
  • the system has a memory device for storing a sensor signal that precedes the time, and the evaluation device further processes the temporally changing and a current sensor signal to change the detected wheel force component over time determined, compares this with a predetermined change threshold value and assesses the lifting behavior of the at least one wheel in accordance with the comparison result.
  • Whether and, if so, about which tipping axis the vehicle threatens to tip over can be determined more precisely by the assessment device by determining the wheels for which there is an excessive change in the wheel force over time to lower wheel forces and / or a drop below a wheel force threshold value , If wheels that meet at least one of these conditions are on the same side of the vehicle, that is to say at the front, rear, left or right, the vehicle threatens to tip around these wheels as tipping points. The possible tilt axis is then the connecting line between the wheel contact points of these wheels.
  • the assessment device outputs an actuating signal in accordance with the assessment result and the system continues comprises an actuating device which influences an operating state of the motor vehicle in accordance with the actuating signal.
  • the actuating device is able to act in a suitable manner on the operating state of the vehicle and thus increase the traction of individual or all vehicle tires.
  • Possible interventions in the operating state of the motor vehicle include, for example, a change in the engine power and / or a change in a wheel brake pressure of at least one wheel of the motor vehicle.
  • the engine output can take place by adjusting the ignition timing and / or by changing the throttle valve position and / or by deliberate injection suppression.
  • the system according to the invention comprises a speed sensor and takes the vehicle speed into account when assessing the tendency to take off and / or when determining the control signal.
  • Tipping of a motor vehicle about a tilt axis running in the direction of travel can be prevented, for example, by increasing the wheel brake pressure of a wheel on the outside of the curve, preferably all wheels on the outside of the curve, since this can generate a yaw moment that stabilizes the vehicle position.
  • the detected traction state can be evaluated both for the starting area, that is, starting from a standstill, and for the normal driving area, that is, for a driving speed less than 80 km / h, and as follows in an ASR algorithm are further processed:
  • the braking torque control (BMR) for a longitudinal lock control (control of the locking of the center differential of a motor vehicle) and for the cross lock control (control of the locking of a differential) can be controlled with great sensitivity.
  • the sensitivity of the braking torque control can be reduced in order to obtain a control that is robust against driving surface disturbances, such as potholes, bumps and the like. The same applies to engine torque control.
  • An interruption in tractive effort or digging in of individual wheels can be reduced by minimizing the differential slip in the case of the transverse lock control.
  • a brake pressure can be gradually reduced on the wheels which previously had a low contact force, so that these wheels can also transmit their contact force to the road surface according to their contact force.
  • the present invention can be particularly effective in cooperation with devices for controlling and / or regulating the driving behavior of motor vehicles, such as e.g. from an anti-lock and / or an ASR and / or an ESP system.
  • devices for controlling and / or regulating the driving behavior of motor vehicles such as e.g. from an anti-lock and / or an ASR and / or an ESP system.
  • the adjusting device and possibly also the assessment device can be part of such a device.
  • Precise determination of lifting wheels or wheels with strong wheel relief is particularly advantageous for improving ASR algorithms or algorithms for regulating differential locks.
  • This enables targeted off-road measures to be activated in the algorithms, which are normally used on conventional roads do not occur.
  • This detection improves the performance of the ASR and differential lock controllers and at the same time prevents erroneous activation of off-road measures on other lanes.
  • the detected wheel force component is a force component acting between the driving surface and the wheel contact area, it is advantageous for the most accurate detection possible to measure the wheel force component also at this point, for example using a tire sensor described at the beginning.
  • wheel bearing sensors described at the beginning can also be used.
  • the wheel bearing sensors are very robust and are also close to the point of action of the force to be detected. Both types of sensors also have the advantage that they can measure both a wheel contact force and a wheel lateral force and, in addition, a wheel speed.
  • the invention is based on the method mentioned at the outset in that the processing step comprises an assessment of the tendency of the respective wheel to lift off in accordance with the detected wheel force component.
  • the detected wheel force component can be compared with at least one predetermined wheel force threshold value with little computing effort.
  • the tendency to withdraw can then be assessed in accordance with the comparison result.
  • a wheel force component can be detected on at least two wheels of a vehicle to increase the accuracy of the assessment. Then there is the advantageous possibility of comparing the detected wheel force components of the at least two wheels with one another and thus filtering out any disturbing influences from the nature of the driving surface.
  • the wheel contact force of the respective wheel and / or the wheel lateral force of the respective wheel can be recorded as a wheel force component.
  • a determination of a change over time of the detected wheel force component and a comparison of the temporal change of the detected Radkraf component with a predetermined change threshold is advantageous.
  • an operating state of the motor vehicle can be influenced in accordance with the result of the assessment in order to eliminate critical driving or operating states.
  • Such an influence can be a change in the engine power and / or a change in a wheel brake pressure of at least one wheel. If the influencing takes place during cornering in the form of an increase in the wheel brake pressure of at least one wheel, it may be advantageous to carry out this increase on a wheel on the outside of the curve in order to exert a stabilizing yaw moment on the vehicle.
  • a precise differentiation of the measures taken when influencing the vehicle operating state can be achieved by taking the vehicle speed into account in the assessment step. Since the vehicle speed plays a major role in vehicle dynamics, the most suitable influencing measure can be selected based on your knowledge.
  • the operating state of the motor vehicle can be influenced by a device for controlling and / or regulating the driving behavior of a motor vehicle, such as an anti-lock braking system and / or an ASR system, with little development effort, but with great precision.
  • a device for controlling and / or regulating the driving behavior of a motor vehicle such as an anti-lock braking system and / or an ASR system, with little development effort, but with great precision.
  • Complete systems already exist in the form of such devices. me ready, which are currently designed to intervene in the operating state of vehicles.
  • Figure 1 is a block diagram of a system according to the invention.
  • FIG. 2 shows a flow diagram of a method according to the invention
  • FIG. 3 shows part of a tire equipped with a tire sidewall sensor
  • FIG. 4 shows exemplary signal profiles of the tire side wall sensor shown in FIG. 3.
  • FIG. 1 shows a block diagram of a system according to the invention.
  • a sensor device 10 is assigned to a wheel 12, the wheel 12 shown being shown as representative of the wheels of a vehicle.
  • the sensor device 10 is provided with an assessment device 14 for processing signals from the sensor device 10 in connection.
  • the evaluation device 14 comprises a storage device 15 for storing recorded values.
  • the assessment device 14 is also connected to an actuating device 16. This actuating device 16 is in turn assigned to the wheel 12.
  • the sensor device 10 detects the wheel contact force of the wheel 12. Likewise, the sensor device 10 could detect the wheel side force of the wheel 12. The resulting detection results are transmitted to the assessment device 14 for further processing.
  • the wheel contact force is determined in the assessment device 14 from a detected deformation of the tire. This can be done by using a characteristic curve stored in the storage unit 15. In the assessment device 14, the tendency of the sensed wheel to lift off can then be determined from the wheel contact force.
  • This signal can be transmitted to the actuating device 16 so that, depending on the signal, the operating state of the vehicle, in particular the wheel 12, can be influenced. Such an influence can take place, for example, in the manner already described via a motor intervention and / or a brake intervention.
  • FIG. 2 shows a flow diagram of an embodiment of the method according to the invention within the scope of the present invention, an assessment of the lifting behavior of a sensed wheel being shown.
  • the system shown in Figure 1 is particularly suitable for carrying out the method according to the invention. First, the meaning of the individual steps is given:
  • SOI Detection of a deformation in the radial or circumferential direction of a tire.
  • S04 Detection of proper driving condition.
  • S05 Comparing the determined contact force of the tire with a second predetermined contact force threshold value.
  • S06 Detect critical wheel relief.
  • S07 Detect when the wheel is lifted.
  • the method sequence shown in FIG. 2 can be carried out in this or a similar manner in the case of a rear-wheel drive or a front-wheel drive vehicle.
  • step SOI a deformation of a tire in the radial direction is measured.
  • a wheel contact force is determined from this deformation in step S02. This is done by means of a characteristic curve stored in a memory unit, which indicates the relationship between the deformation in the radial direction and the wheel contact force.
  • step S03 the wheel contact force determined is determined with a predetermined first contact force threshold value compared. If the first riot force threshold is not fallen below, a proper driving condition is recognized in step S04. If, on the other hand, the predetermined first riot force threshold is undershot, the determined wheel contact force is compared with a predetermined second riot force threshold value in step S05.
  • step S6 If the predetermined second contact force threshold value is not undershot, a state "critical wheel relief” is first recognized in step S06. If, on the other hand, the predetermined second riot force threshold is also undershot, a "critical wheel relief” state is recognized in step S07.
  • FIG. 3 shows a section of a tire 32 mounted on the wheel 12 with a so-called tire / side wall sensor device 20, 22, 24, 26, 28, 30 when viewed in the direction of the axis of rotation A of the tire 32 .
  • the tire / side wall sensor device 20 comprises two sensor devices 20, 22 which are attached to the body at two points which are different in the direction of rotation. Furthermore, the sensor devices 20, 22 each have different radial distances from the axis of rotation of the wheel 32.
  • the side wall of the tire 32 is provided with a plurality of magnetized surfaces, which run essentially in the radial direction with respect to the wheel axis of rotation, as measuring sensors 24, 26, 28, 30 (strips) with field lines which preferably run in the circumferential direction.
  • FIG. 4 shows the courses of the signal Si of the sensor device 20 from FIG. 3 arranged on the inside, that is closer to the axis of rotation A of the wheel 12, and of the signal Sa of the sensor device 22 of the figure that is arranged outside, that is, further away from the axis of rotation of the wheel 12 3.
  • a rotation of the tire 32 is recognized via the changing polarity of the measurement signals Si and Sa.
  • the wheel speed can be calculated, for example, from the rolling range and the temporal change in the signals Si and Sa.
  • torsions of the tire 32 can be determined and thus, for example, wheel forces can be measured directly.
  • the contact force of the tire 32 on the road 34 according to FIG. 3 can be determined, since the contact force of the wheels of the motor vehicle can be deduced directly from this contact force in the manner according to the invention.
  • a contact force can be determined from the tire deformation even when the tire is stationary.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Regulating Braking Force (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Force Measurement Appropriate To Specific Purposes (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

La présente invention concerne un système pour contrôler la traction d'une automobile comprenant au moins deux roues (12). Ce système comprend au moins un dispositif de détection de forces exercées sur les roues (10), qui est associé à une roue (12). Ce dispositif de détection de forces exercées sur les roues détecte, pour chaque roue (12), au moins une composante des forces exercées sur les roues, agissant sensiblement entre une base de conduite et une surface de contact au sol, et produit un signal (Si, Sa) représentant cette composante des forces exercées sur les roues. Ledit système comprend également un dispositif d'évaluation (14), qui traite le signal (Si, Sa) représentant la composante des forces exercées sur la roue (12). Selon cette invention, le dispositif d'évaluation (14) évalue un comportement de soulèvement de chaque roue (12), en fonction du résultat du traitement. La présente invention concerne également un procédé correspondant pour contrôler la traction.
EP01990358A 2000-12-30 2001-12-20 Systeme et procede pour controler la traction d'une automobile Withdrawn EP1347902A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10065764 2000-12-30
DE10065764 2000-12-30
PCT/DE2001/004847 WO2002053427A1 (fr) 2000-12-30 2001-12-20 Systeme et procede pour controler la traction d'une automobile

Publications (1)

Publication Number Publication Date
EP1347902A1 true EP1347902A1 (fr) 2003-10-01

Family

ID=7669451

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01990358A Withdrawn EP1347902A1 (fr) 2000-12-30 2001-12-20 Systeme et procede pour controler la traction d'une automobile

Country Status (6)

Country Link
US (1) US20030144786A1 (fr)
EP (1) EP1347902A1 (fr)
JP (1) JP2004516979A (fr)
KR (1) KR20020081367A (fr)
DE (1) DE10160046B4 (fr)
WO (1) WO2002053427A1 (fr)

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Also Published As

Publication number Publication date
DE10160046A1 (de) 2002-09-26
US20030144786A1 (en) 2003-07-31
JP2004516979A (ja) 2004-06-10
DE10160046B4 (de) 2006-05-04
WO2002053427A1 (fr) 2002-07-11
KR20020081367A (ko) 2002-10-26

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