EP1697189A1 - Procede et dispositif pour determiner l'etat d'un vehicule - Google Patents

Procede et dispositif pour determiner l'etat d'un vehicule

Info

Publication number
EP1697189A1
EP1697189A1 EP04804126A EP04804126A EP1697189A1 EP 1697189 A1 EP1697189 A1 EP 1697189A1 EP 04804126 A EP04804126 A EP 04804126A EP 04804126 A EP04804126 A EP 04804126A EP 1697189 A1 EP1697189 A1 EP 1697189A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
state
vehicle model
movement
model
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Withdrawn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
EP04804126A
Other languages
German (de)
English (en)
Inventor
Markus Raab
Alexander Stein
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.)
Daimler AG
Original Assignee
DaimlerChrysler AG
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 DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of EP1697189A1 publication Critical patent/EP1697189A1/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Withdrawn legal-status Critical Current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
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B60T8/17551—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve determining control parameters related to vehicle stability used in the regulation, e.g. by calculations involving measured or detected parameters
    • 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
    • B60T2230/00—Monitoring, detecting special vehicle behaviour; Counteracting thereof
    • B60T2230/03—Overturn, rollover
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/86—Optimizing braking by using ESP vehicle or tire model

Definitions

  • the invention relates to a method and an apparatus for determining a vehicle state, and in particular to a method and an apparatus for determining vehicle states, the knowledge of which is required to stabilize a vehicle when a tilt angle is reached.
  • this object is achieved by a method having the features of patent claim 1 and by a device for determining a vehicle state having the features of patent claim 12.
  • a method for determining a vehicle state with the method steps: estimating a first state of a vehicle by means of a first vehicle model on the basis of predetermined parameters; Estimating a second state of the vehicle by means of a second vehicle model based on the predetermined parameters; weighted switching from the first vehicle model to the second vehicle model during the transition of the vehicle from the first state to the second state as a function of at least one estimated parameter. (Claim 1)
  • a device for determining a vehicle state with a first estimation device for estimating a first state of a vehicle by means of a first vehicle model on the basis of predetermined parameters; with a second estimation device for estimating a second state of the vehicle by means of a second vehicle model on the basis of the predetermined parameters; with egg- ner switching device for weighted switching from the first vehicle model to the second vehicle model when the vehicle changes from the first state to the second state as a function of at least one estimated parameter.
  • predetermined parameters used above is to be understood as follows: these variables are those variables, depending on which the states of the vehicle are determined. These variables represent the input variables for the vehicle models or Kaiman filters. These quantities can be measurement quantities or quantities derived from measurement quantities by simple conversions. Both the vehicle model provided with respect to the rolling movement and with respect to the tilting movement use the same variables in each case to determine the states of the vehicle.
  • the first state of the vehicle stands for a rolling movement of the vehicle and the second state of the vehicle for a tilting movement of the vehicle, wherein a rolling movement describes a rotary movement about a longitudinal axis of the vehicle with ground contact of all wheels and a tilting movement of a rotary movement following the rolling movement corresponds to a lane when the wheels lose contact with the ground.
  • the rolling movement and / or the tilting movement can take place about the longitudinal axis of the vehicle or about an axis oriented in the longitudinal direction of the vehicle.
  • the weighted switchover from the first vehicle model to the second vehicle model initializes the second vehicle model with parameters of the state of the first vehicle model.
  • the weighting takes place during the weighted switching as a function of nes estimated angle, preferably a roll or tilt angle of the vehicle. It is particularly advantageous if the weighting during the switchover takes place with a linear increase in the weighting of the second vehicle model for increasing values of the estimated angle ( ⁇ ) with a simultaneous linear decrease in the weighting of the first vehicle model.
  • the switchover takes place when the angle lies between a first predetermined angle value and a second predetermined angle value, the first predetermined angle value preferably describing a vehicle angle at which a first relieved wheel of a lane lifts off, and the second predetermined angle value describes a vehicle angle at which a second relieved wheel of the same lane loses contact with the ground.
  • a longitudinal inclination of the road, a cross-road inclination, a cross-road inclination rate and / or a coefficient of friction on the road are simulated and taken into account, taking into account the longitudinal inclination of the road preferably in conjunction with a detected longitudinal acceleration of the vehicle he follows.
  • the vehicle mass, the position of the center of gravity of the vehicle, the wheelbase, the track width and / or the roll characteristic, in particular the roll stiffness, and / or the vehicle damping are taken into account in the vehicle modeling.
  • circumferential forces of individual wheels are estimated using the brake pressures per wheel provided by the vehicle and the number of wheel revolutions provided, preferably by means of a deterministic Luenberger observer system, from which a vehicle longitudinal acceleration is estimated.
  • a yaw acceleration measuring device a transverse acceleration measuring device and preferably a longitudinal acceleration measuring device and / or a roll rate measuring device are provided for providing the predetermined parameters.
  • Fig. 1 is a schematic block diagram for explaining the operation of an embodiment of the present invention
  • FIG. 2 shows a schematic weighting diagram for explaining the functioning of an embodiment of the present invention
  • FIG. 3 shows a schematic side view of a motor vehicle
  • 4 shows a schematic plan view of a motor vehicle
  • FIG. 5 shows a schematic rear view of a motor vehicle, in each case to explain an embodiment of the present invention.
  • a transverse acceleration a y preferably measured by an acceleration sensor, in the transverse direction of a vehicle, that is to say in the y direction, is fed to a first estimating device 10 and a second estimating device 11.
  • a determined yaw acceleration ⁇ is also fed to a first and second estimation device 10, 11.
  • the estimating devices 10, 11 separate state estimates are made using a first vehicle model in the first estimating device 10 and a second vehicle model in the second estimating device 11.
  • different caimans are preferably used in both the first and second estimating devices 10, 11. Filters used.
  • Both the mass m of the vehicle F and the position of the center of gravity S in the vehicle F, the wheelbase of the vehicle, the track width front and rear and the roll characteristic, that is to say in particular the roll rigidity and damping, flow into the vehicle models using the preferably individual Cayman filters of the vehicle in terms of Roll, with a.
  • the condition is estimated using a roll monitor.
  • a tilt observer is used to estimate the state of motion in the second estimation device 11. This is followed by a weighting 12 of the state estimated by the roll observer and a separate weighting 13 of the state estimated by the tipping observer. Both correspondingly weighted movement state estimates are then added in an adding device ⁇ , so there is a combined state estimate 13 which corresponds to that of a combined observer.
  • the weighting 12 of the roll observer and the weighting 13 of the tilt observer 13 in the state estimation are shown by way of example in FIG. 2.
  • FIG. 2 schematically shows a weighting diagram over the roll or estimated in the estimation devices 10, 11
  • the ordinate has a factor between 0 and 1 as a weighting factor for multiplication with the corresponding state estimate of the roll monitor or tilt monitor, that is to say of the first vehicle model or of the second vehicle model.
  • the weighting 12 of the roll observer runs by a factor of 1 up to that
  • the angle is a roll angle estimated by the observer systems, where stands for an angle value at which a wheel of a track loses contact with the ground and where
  • the difference between different observer methods lies in the calculation of the feedback matrix K (x, u), whereby according to the present preferred embodiment a Cayman filter is used which takes into account the stochastic properties of the system for the calculation of the feedback matrix K (x, u).
  • the different Kaiman filters differ in the model equations f (x, u) and h (x, u), so that there are different feedbacks.
  • speed in the vehicle longitudinal direction v x speed in the vehicle transverse direction v y the roll or tilt angle ⁇
  • the roll or tilt rate ⁇ is generally required: speed in the vehicle longitudinal direction v x , speed in the vehicle transverse direction v y the roll or tilt angle ⁇ , and the roll or tilt rate ⁇ .
  • Rolling movement is understood in the following to mean a rotary movement about a longitudinal axis of the vehicle, that is to say the x-axis, which results from the deflection of a vehicle F on one side of the track.
  • a roll movement all wheels R are in contact with the ground.
  • tilting movement the rotary movement about the longitudinal axis of the vehicle is referred to below as tilting movement or tilting.
  • the rolling movement and / or the tilting movement can take place not only about the vehicle's longitudinal axis or x-axis, but also about an axis oriented in the longitudinal direction of the vehicle.
  • a speed change v y in the y direction thus corresponds to the negative product of a yaw angle speed ⁇ and a vehicle longitudinal speed v x in addition to an acceleration a y in the y direction.
  • a change in speed i ⁇ in the x direction equals the product of the
  • wt stands for a time-dependent disturbance variable term, corresponding to a stochastic noise.
  • the longitudinal inclination of the roadway ⁇ and the roadway gradient rate ⁇ are preferably simulated by a Markov process in accordance with a colored noise, which can be attributed to a white noise, since these two variables are stochastic, correlated variables.
  • the road coefficient of friction ⁇ is modeled in particular as a quasi-constant variable.
  • FIG. 3 shows a vehicle speed v x in the longitudinal direction of the vehicle, which acts as an example on the center of gravity S of the vehicle, on which the weight force m - g acts radially to the center of the earth.
  • the vehicle movement in the v x direction is counteracted by a tire friction force which is exemplarily illustrated by the road friction coefficient ⁇ .
  • a possible longitudinal inclination of the roadway with the inclination angle ⁇ is also apparent from the schematic side view according to FIG. 3.
  • the schematic plan view according to FIG. 4 again shows the vehicle speed v x in the longitudinal direction of the vehicle and a speed v y in the transverse direction of the vehicle.
  • a yaw rate ⁇ and a yaw acceleration ⁇ are exemplarily illustrated at the center of gravity S.
  • 5a and 5b illustrate the vehicle inclination angle ⁇ as well as the inclination angle rate ⁇ and inclination angle acceleration ⁇ and again the vehicle transverse speed v y with a correspondingly shown frictional force in the opposite direction, which acts on the vehicle wheels R depending on the road friction coefficient ⁇ .
  • the vehicle F is aligned on the roadway B according to FIG. 5a in the horizontal direction, wherein the roadway B can also have a roadway bank angle qu.
  • v a , v a and ⁇ corresponds to a measurement noise of the variables a y nsor , a x s nsor and ⁇ w measured with a sensor.
  • the lateral forces F Sv and F sh of the tires in the transverse direction, i.e. in the y direction, correspond to a circumferential by force Fu and Fr ⁇ of the tires in the vehicle's longitudinal direction, that is, in the x-direction.
  • the lateral forces F Sv and F S h each multiplied by the distance l v and l h between the center of gravity S and the front vehicle axis A v and the rear vehicle axis A h according to FIG.
  • the estimate of the states according to FIGS. 1 and 2 is transferred to the second vehicle model, in particular the second Kalman filter.
  • the second vehicle model in particular the second Kalman filter.
  • it is initialized with the previously estimated states of the first filter responsible for the roll motion.
  • the transition from the estimates of the first filter responsible for the rolling motion to the estimates of the second filter responsible for the tilting motion is carried out by means of a weighted filter changeover according to FIG. 2.
  • the states estimated by both vehicle models and Kaiman filters are dependent on the Rolling or tilting angle ⁇ ⁇ ⁇ weighted and then added in the addition device ⁇ according to FIG. 1.
  • the two angles ⁇ x , ⁇ 2 define the range in which the weighted switchover is carried out (see FIG. 2).
  • ⁇ is the angle of the vehicle F at which the first wheel R of the unloaded lane lifts off
  • the angle ⁇ 2 denotes the angle at which the second wheel R of this lane also loses contact with the ground.
  • ⁇ and ⁇ 2 there is no clear assignment, whereas outside of this range there is a clear assignment to one of the two vehicle models, preferably Kalman filters. This uniform blending of the states from one vehicle model to the other or a filter enables a smooth transition of the state estimation to be achieved.
  • the basis for the system equation of the vehicle model responsible for the tilting movement is also formed by the momentum and the swirl theorem. It is noteworthy that the system equation, in contrast to the vehicle model or filter responsible for the roll motion, differs for the tilting motion over the left and right sides of the vehicle F. Even within the system equation of the second vehicle model or filter responsible for the tilting movement, highly non-linear tire forces are replaced by values from acceleration sensors. Generally speaking, the system equations of this second Kalman filter result in:
  • the yaw rate ⁇ can be defined both as a state variable and as a measured variable.
  • the filter equations of the rolling observer that is to say of the first vehicle model or Kalman filter, do not become linear, but the sensor property, in particular the measurement noise, can thus be taken into account more precisely in the filter.
  • the circumferential forces Fu h the individual wheels R of the vehicle F can be estimated using the brake pressures per wheel provided by a preferably available ESP system (electronic stability program) and the knowledge of the rotational speeds of the individual wheels R. This is preferably done using a deterministic Luenberger observer. Its estimated circumferential forces Fu can in principle be used within the two vehicle models or Kalman filters to replace the longitudinal acceleration sensor for measuring the acceleration in the x direction, that is to say a x nsor . In addition, with the help of the estimated circumferential forces F ⁇ , four additional measurement equations can be introduced within the Kalman filter. In addition, the normal forces of the individual wheels R of the vehicle F are calculated using a static model or using a dynamic model.
  • a movement state in particular a wobbling or tipping of a vehicle based on acceleration information, an acceleration in the y-direction a y, a yaw acceleration ⁇ and optionally an acceleration value in the x-direction a x on the vehicle state, in particular the roll, can thus be determined - or tilt angle ⁇ are closed.
  • the roll rate ⁇ is also required to simulate the vehicle conditions.
  • vehicle condition condition of a vehicle
  • vehicle movement condition condition of a vehicle
  • moving condition movement condition

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

L'invention concerne un procédé pour déterminer l'état d'un véhicule selon les opérations suivantes: évaluation d'un premier état d'un véhicule (F) au moyen d'un premier modèle de véhicule et de paramètres prédéterminés (?, ?, ay, ax ), évaluation d'un deuxième état du véhicule (F) au moyen d'un deuxième modèle de véhicule et des paramètres prédéterminés (?, ?, ay, ax ), commutation pondérée du premier modèle de véhicule au deuxième modèle de véhicule lors du passage du véhicule (F) du premier état dans le second état, en fonction d'au moins un paramètre évalué (ζ). La présente invention porte également sur un dispositif pour déterminer l'état d'un véhicule (F).
EP04804126A 2003-12-23 2004-12-21 Procede et dispositif pour determiner l'etat d'un vehicule Withdrawn EP1697189A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10360728A DE10360728A1 (de) 2003-12-23 2003-12-23 Verfahren und Vorrichtung zur Bestimmung eines Fahrzeugzustandes
PCT/EP2004/014528 WO2005063536A1 (fr) 2003-12-23 2004-12-21 Procede et dispositif pour determiner l'etat d'un vehicule

Publications (1)

Publication Number Publication Date
EP1697189A1 true EP1697189A1 (fr) 2006-09-06

Family

ID=34683806

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04804126A Withdrawn EP1697189A1 (fr) 2003-12-23 2004-12-21 Procede et dispositif pour determiner l'etat d'un vehicule

Country Status (5)

Country Link
US (1) US20070156315A1 (fr)
EP (1) EP1697189A1 (fr)
JP (1) JP2007534534A (fr)
DE (2) DE10360728A1 (fr)
WO (1) WO2005063536A1 (fr)

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US7031816B2 (en) * 2004-03-23 2006-04-18 Continental Teves, Inc. Active rollover protection
JP4872276B2 (ja) * 2005-09-02 2012-02-08 トヨタ自動車株式会社 走行体
US7590481B2 (en) 2005-09-19 2009-09-15 Ford Global Technologies, Llc Integrated vehicle control system using dynamically determined vehicle conditions
JP2007099178A (ja) * 2005-10-07 2007-04-19 Fuji Heavy Ind Ltd 近似推定装置
US7953521B2 (en) * 2005-12-30 2011-05-31 Microsoft Corporation Learning controller for vehicle control
JP4281777B2 (ja) 2006-10-05 2009-06-17 トヨタ自動車株式会社 傾斜角推定機構を有する移動体
FR2925003A3 (fr) * 2007-12-14 2009-06-19 Renault Sas Procede de determination de la derive d'un vehicule automobile
DE112011103019T5 (de) 2010-09-10 2013-07-04 Ntn Corp. Radlager mit Sensor
JP5553731B2 (ja) * 2010-11-10 2014-07-16 Ｎｔｎ株式会社 センサ付車輪用軸受
CN102853967A (zh) * 2012-03-22 2013-01-02 东南大学 一种用于多维轮力传感器的初始值计算方法
US10460599B2 (en) * 2015-04-08 2019-10-29 Here Global B.V. Method and apparatus for providing model selection for traffic prediction
US10408855B1 (en) * 2015-09-21 2019-09-10 Marvell International Ltd. Method and apparatus for efficiently determining positional states of a vehicle in a vehicle navigation system
WO2017149158A1 (fr) * 2016-03-04 2017-09-08 Continental Teves Ag & Co. Ohg Procédé permettant de déterminer l'angle de roulis d'une moto
US10809068B2 (en) * 2017-12-21 2020-10-20 Panasonic Intellectual Property Corporation Of America Orientation identification method and recording medium
CN111796522B (zh) * 2020-07-16 2022-06-03 上海智驾汽车科技有限公司 一种车辆状态估计方法
CN112498362B (zh) * 2020-12-14 2022-04-22 北京航空航天大学 一种考虑传感器故障的独立驱动电动车车辆状态估计方法

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DE19515046B4 (de) * 1994-11-25 2012-03-08 Continental Teves Ag & Co. Ohg Vorrichtung zur Regelung des Giermoments eines Fahrzeugs
DE19529539A1 (de) * 1995-08-11 1997-02-13 Man Nutzfahrzeuge Ag Verfahren zur ON-BOARD-Ermittlung von fahrdynamischen Sicherheitsreserven von Nutzfahrzeugen
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Also Published As

Publication number Publication date
JP2007534534A (ja) 2007-11-29
US20070156315A1 (en) 2007-07-05
DE112004002473D2 (de) 2006-11-16
WO2005063536A1 (fr) 2005-07-14
DE10360728A1 (de) 2005-07-21

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