WO1999007588A1 - Method for increasing the driving stability of a vehicle - Google Patents

Method for increasing the driving stability of a vehicle Download PDF

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Publication number
WO1999007588A1
WO1999007588A1 PCT/EP1998/004788 EP9804788W WO9907588A1 WO 1999007588 A1 WO1999007588 A1 WO 1999007588A1 EP 9804788 W EP9804788 W EP 9804788W WO 9907588 A1 WO9907588 A1 WO 9907588A1
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WO
WIPO (PCT)
Prior art keywords
curve
wheels
tendency
oversteer
wheel
Prior art date
Application number
PCT/EP1998/004788
Other languages
German (de)
French (fr)
Inventor
Ivica Batistic
Holger Schmidt
Original Assignee
Continental Teves Ag & Co. Ohg
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 Continental Teves Ag & Co. Ohg filed Critical Continental Teves Ag & Co. Ohg
Publication of WO1999007588A1 publication Critical patent/WO1999007588A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
    • B60K28/10—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle 
    • B60K28/16—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle  responsive to, or preventing, skidding of wheels
    • 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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • B60W30/045—Improving turning performance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18145—Cornering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D37/00—Stabilising vehicle bodies without controlling suspension arrangements
    • 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
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/16—Curve braking control, e.g. turn control within ABS control algorithm
    • 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
    • B60T2270/30—ESP control system
    • B60T2270/303—Stability control with active acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/28—Wheel speed

Definitions

  • the invention relates to a method for increasing driving stability in the curve, for a motor vehicle which is equipped with an electronic traction control system and engine control and in which the rotational behavior of the individual wheels is measured, for forming a vehicle reference speed and other control variables and for cornering detection is evaluated.
  • Modern motor vehicles are increasingly being equipped with electronic control systems which, by intervening in the brake system in the event of excessive brake application (ABS) or timid brake application (brake assistant), by traction control (ASR) with the help of the brake system and by engine intervention, by driving stability control or vehicle dynamics control ( ASMS, FDR) etc. support the driver and thereby increase driving safety.
  • ABS excessive brake application
  • ASR traction control
  • ASMS vehicle dynamics control
  • control systems are sometimes very complex.
  • An elaborate sensor system and evaluation electronics are required to record and evaluate the controlled variables.
  • Great efforts are therefore made to reduce manufacturing costs. Efforts are made to get by with as few simple sensors as possible, for example by making better use of the information obtained with the help of the indispensable wheel sensors, which are required for all control systems and without additional sensors.
  • the present invention is based on the object of developing a method by means of which the driving stability of a vehicle which is equipped with traction control and engine control can be improved without any appreciable increase in production costs. In particular, measures against oversteering or understeering of the vehicle when cornering were required.
  • a stabilizing counter torque is generated by the method according to the invention.
  • Understeer which is typical of front-wheel drive vehicles, produces a torque that supports cornering.
  • the invention is therefore based on the knowledge that the oversteer or understeer tendency of the vehicle during cornering can be remedied by a relatively simple expansion of the traction control system, and the driving stability and driving safety of the vehicle can thereby be decisively increased.
  • the driving stability in a situation with oversteer behavior is significantly increased by an active, ie independent of a brake actuation, braking of the drive wheel on the outside of the curve and increasing the drive torque on the second wheel of the drive axle. If there is a tendency to understeer, the drive wheel on the inside of the curve is braked and the drive torque on the outside of the curve is increased.
  • the components and control options already present in a vehicle with traction control are used. All information is derived from the wheel turning behavior of the individual wheels. An oversteer or understeer tendency is recognized by logically linking and evaluating the turning behavior that the wheel sensors detect.
  • An indication of a tendency to understeer is given according to one embodiment of the invention if the wheels on the inside of the curve and the front wheel on the outside of the curve are unstable, while the rear wheel on the outside of the curve shows stable turning behavior,
  • the illustrated embodiment relates to a motor vehicle control system, which is seen both for anti-lock control (ABS) and traction control (ASR) before and also includes an engine control (AM) as part of the traction control.
  • the input control variables are obtained in a known manner with the aid of wheel speed sensors S1 to S4.
  • wheel speed sensors S1 to S4 After the signals have been processed in a processing circuit 1, further processable wheel speed signals vi to v are available.
  • a vehicle reference speed V REF is generated, which approximately reflects the vehicle speed.
  • circuits 7 and 8 Processing or evaluation of the information obtained in the evaluation circuit 3 in further circuits 7 and 8 is also required for the method according to the invention. of which the circuit 7 for curve detection (KVE) and the circuit 8 for determining an oversteer or understeer behavior or tendency are provided.
  • KVE curve detection
  • circuit 8 for determining an oversteer or understeer behavior or tendency are provided.
  • a cornering situation can be recognized, for example, from the different speed measurement values of the inside of the curve in comparison to the outside wheels. From cornering considerations (side hatching sums) and other known calculation methods, cornering can also be distinguished from straight-ahead driving. This takes place in circuit 7. There is an oversteer tendency during cornering, or it is taken as an indication of an oversteer tendency if the two wheels of the vehicle on the outside of the curve show stable turning behavior while the wheels on the inside of the curve are unstable at the same time. This instability can also be seen from the fact that the side slip sum of the wheels on the inside of the curve exceeds a predetermined threshold value.
  • understeering tendency or an indication of understeering is given if the wheels on the inside of the curve and the front wheel on the outside of the curve are unstable, while the rear wheel on the outside of the curve shows stable turning behavior.
  • processing or evaluation of the information obtained in the evaluation circuit 3 is also required in further circuits 7 and 8, of which the circuit 7 for curve detection (KVE) and the circuit 8 for determining an oversteer or understeer behavior or tendency are provided are.
  • KVE curve detection
  • a cornering situation can be recognized, for example, from the different speed measurement values of the inside of the curve in comparison to the outside wheels. From cornering considerations (side hatching sums) and other known calculation methods, a cornering can also be distinguished from a straight ahead. This is done in circuit 7.
  • understeering tendency or an indication of understeering is given if the wheels on the inside of the curve and the front wheel on the outside of the curve are unstable, while the rear wheel on the outside of the curve shows stable turning behavior.
  • this state exists for a certain minimum duration or a threshold value is exceeded, this information is passed on via a signal line 9 to the ABS / ASR logic 4, which is expanded by an additional circuit 10 separated by a broken line is.
  • this additional circuit 10 as a result of the detected oversteer or understeer in cooperation with the circuit 4, there is an increase in the drive torque of the drive motor 6 and a simultaneous one Activation of the brake system 5 initiated.
  • a cornering detection is already present in many control systems and is used to improve the control.
  • the method according to the invention thus leads to a significant increase in driving stability when cornering and load changes in the limit area and the oversteer or understeer tendencies caused thereby.
  • the counter-yaw moment or the supporting yaw moment is generated.
  • the control system actively intervenes via the engine control and the wheel brake.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Regulating Braking Force (AREA)

Abstract

The invention relates to a method for increasing the driving stability of a vehicle during cornering. The inventive method is suitable for an automobile with an electronic traction control system and a motor control unit. When an oversteering or understeering trend is detected, a yawing moment is produced by increasing the motor drive torque and braking a set driving wheel at the same time. Said yawing moment counteracts or stabilises the oversteering or understeering or supports the cornering. The information for detecting a cornering situation and the oversteering or understeering trend is derived from the wheel rotation behaviour as detected by speed sensors (S1-S4).

Description

Verfahren zur Erhöhung der Fahrstabilität eines Kraftfahrzeugs.Method for increasing the driving stability of a motor vehicle.
Die Erfindung bezieht sich auf ein Verfahren zur Erhöhung der Fahrstabilität in der Kurve, für ein Kraftfahrzeug, das mit einem elektronischen Antriebsschlupfregelungssystem und Motorsteuerung ausgerüstet ist und bei dem das Drehverhalten der einzelnen Räder gemessen, zum Bilden einer Fahrzeug-Referenzgeschwindigkeit und anderer Regelgrößen sowie zur Kurvenfahrterkennung ausgewertet wird.The invention relates to a method for increasing driving stability in the curve, for a motor vehicle which is equipped with an electronic traction control system and engine control and in which the rotational behavior of the individual wheels is measured, for forming a vehicle reference speed and other control variables and for cornering detection is evaluated.
Moderne Kraftfahrzeuge werden in zunehmendem Maße mit elektronischen Regelungssystemen ausgerüstet, die durch Eingriff in die Bremsanlage bei zu heftiger Bremsenbetätigung (ABS) oder zu zaghafter Bremsenbetätigung (Bremsassistent), durch Antriebsschlupfregelung (ASR) mit Hilfe der Bremsanlage und durch Motoreingriff, durch Fahrstabilitätsregelung oder Fahrdynamikregelung (ASMS, FDR) usw. den Fahrer unterstützen und dadurch die Fahrsicherheit erhöhen.Modern motor vehicles are increasingly being equipped with electronic control systems which, by intervening in the brake system in the event of excessive brake application (ABS) or timid brake application (brake assistant), by traction control (ASR) with the help of the brake system and by engine intervention, by driving stability control or vehicle dynamics control ( ASMS, FDR) etc. support the driver and thereby increase driving safety.
Die Regelungssysteme sind zum Teil sehr aufwendig. Zum Erfassen und Auswerten der Regelgrößen ist eine aufwendige Sensorik und Auswertungselektronik erforderlich. Es werden daher große Anstrengungen unternommen, die Herstellungskosten zu reduzieren. Man ist bemüht, mit möglichst wenigen, einfachen Sensoren auszukommen, indem z.B. die mit Hilfe der unentbehrlichen, praktisch für alle Regelungssysteme benötigten Radsensoren gewonnenen Informationen, unter Verzicht auf zusätzliche Sensoren, noch besser ausgeschöpft werden. Auch ist man bemüht, The control systems are sometimes very complex. An elaborate sensor system and evaluation electronics are required to record and evaluate the controlled variables. Great efforts are therefore made to reduce manufacturing costs. Efforts are made to get by with as few simple sensors as possible, for example by making better use of the information obtained with the help of the indispensable wheel sensors, which are required for all control systems and without additional sensors. One also tries
die ohnehin für ein Regelungssystem benötigten Komponenten, wie Sensoren, Hydraulikventile, Hydraulikpumpen usw. auf vielfältige Weise zur Erhöhung der Fahrstabilität in kritischen Situationen einzusetzen.use the components required for a control system, such as sensors, hydraulic valves, hydraulic pumps, etc., in a variety of ways to increase driving stability in critical situations.
Der vorliegenden Erfindung liegt nun die Aufgabe zugrunde, ein Verfahren zu entwickeln, mit dem die Fahrstabilität eines Fahrzeugs, das mit Antriebsschlupfregelung und Motorsteuerung ausgerüstet ist, ohne nennenswerte Erhöhung des Herstellungsaufwandes verbessert werden kann. Es waren insbesondere Maßnahmen gegen ein Übersteuern oder Untersteuern des Fahrzeugs bei Kurvenfahrt gefordert.The present invention is based on the object of developing a method by means of which the driving stability of a vehicle which is equipped with traction control and engine control can be improved without any appreciable increase in production costs. In particular, measures against oversteering or understeering of the vehicle when cornering were required.
Es hat sich gezeigt, daß diese Aufgabe durch das im Anspruch 1 beschriebene Verfahren gelöst werden kann, dessen Besonderheiten darin bestehen, daß beim Erkennen einer Übersteuerungsoder Untersteuerungstendenz durch Erhöhen des Motor-Antriebsmoments und gleichzeitiges Abbremsen eines angetriebenen Rades ein der Ubersteuerungs- bzw. Untersteuerungstendenz entgegenwirkendes, die Fahrstabilität des Fahrzeugs erhöhendes oder wiederherstellendes Giermoment erzeugt wird.It has been shown that this object can be achieved by the method described in claim 1, the peculiarities of which are that when an oversteer or understeer tendency is detected by increasing the motor drive torque and at the same time braking a driven wheel, this counteracts the oversteer or understeer tendency , the driving stability of the vehicle increasing or restoring yaw moment is generated.
Bei einer Übersteuerungstendenz, die vor allem bei Fahrzeugen mit Heckantrieb auftritt, wird durch das erfindungsgemäße Verfahren ein stabilisierendes Gegenmoment erzeugt. Bei einer Üntersteuerung, die für Fahrzeuge mit Vorderradantrieb typisch ist, wird ein die Kurvenfahrt unterstützendes Moment produziert. Die Erfindung beruht also auf der Erkenntnis, daß sich durch eine relativ einfache Erweiterung des Antriebsschlupfregelungssystems die Ubersteuerungs- oder die Untersteuerungsneigung des Fahrzeugs während einer Kurvenfahrt beheben und dadurch die Fahrstabilität und Fahrsicherheit des Fahrzeugs entscheidend erhöhen läßt. Durch ein aktives, d.h. von einer Bremsbetätigung unabhängiges, Abbremsen des kurvenäußeren Antriebsrades und Erhöhen des Antriebsmomentes am zweiten Rad der Antriebsachse wird die Fahrstabilität in einer Situation mit Übersteuerungsverhalten entscheidend erhöh-»- . Bei einer Untersteuerungstendenz wird das kurveninnere Antriebsrad abgebremst, das Antriebsmoment am kurvenäußeren erhöht.In the event of an oversteering tendency, which occurs particularly in vehicles with rear-wheel drive, a stabilizing counter torque is generated by the method according to the invention. Understeer, which is typical of front-wheel drive vehicles, produces a torque that supports cornering. The invention is therefore based on the knowledge that the oversteer or understeer tendency of the vehicle during cornering can be remedied by a relatively simple expansion of the traction control system, and the driving stability and driving safety of the vehicle can thereby be decisively increased. The driving stability in a situation with oversteer behavior is significantly increased by an active, ie independent of a brake actuation, braking of the drive wheel on the outside of the curve and increasing the drive torque on the second wheel of the drive axle. If there is a tendency to understeer, the drive wheel on the inside of the curve is braked and the drive torque on the outside of the curve is increased.
Erfindungsgemäß werden die ohnehin bei einem Fahrzeug mit Antriebsschlupfregelung vorhandenen Komponentea und Regelungsmöglichkeiten genutzt. Alle Informationen werden aus dem Raddrehverhalten der einzelnen Räder abgeleitet. Durch logisches Verknüpfen und Auswerten des Drehverhaltens, das die Radsensoren erfassen, wird eine Ubersteuerungs- oder Untersteuerungstendenz erkannt.According to the invention, the components and control options already present in a vehicle with traction control are used. All information is derived from the wheel turning behavior of the individual wheels. An oversteer or understeer tendency is recognized by logically linking and evaluating the turning behavior that the wheel sensors detect.
Nach einem vorteilhaften Ausführungsbeispiel der Erfindung liegt eine Übersteuerungstendenz vor, wenn während einer Kurvenfahrt beide kurvenäußeren Fahrzeugräder stabiles Drehverhalten zeigen und wenn gleichzeitig die kurveninneren Räder instabil sind, was zum Beispiel dadurch erkennbar ist, daß die Seiten-Schlupfsumme der kurveninneren Räder einen vorgegebenen Schwellwert überschreitet. Es ist auch möglich, die Differenz zwischen der Seiten-Schlupfsumme der kurveninneren Räder und der Seiten-Schlupfsumme der kurvenäußeren Räder zum Erkennen einer Übersteuerungstendenz auszuwerten. According to an advantageous embodiment of the invention, there is a tendency to oversteer when both vehicle wheels on the outside of the curve show stable turning behavior during cornering and when the wheels on the inside of the curve are unstable at the same time, which can be recognized, for example, by the fact that the side slip sum of the wheels on the inside of the curve exceeds a predetermined threshold value. It is also possible to evaluate the difference between the side slip sum of the wheels on the inside of the curve and the side slip sum of the wheels on the outside of the curve in order to identify a tendency to oversteer.
Ein Hinweis auf eine Untersteuerungstendenz ist nach einem Ausführungsbeispiel der Erfindung dann gegeben, wenn die kurveninneren Räder und das kurvenäußere Vorderrad instabil sind, während das kurvenäußere Hinterrad stabiles Drehverhalten zeigt,An indication of a tendency to understeer is given according to one embodiment of the invention if the wheels on the inside of the curve and the front wheel on the outside of the curve are unstable, while the rear wheel on the outside of the curve shows stable turning behavior,
Zur "Absicherung" der erkannten Situation - Übersteuerungstendenz oder Untersteuerungstendenz - kann zusätzlich noch das Vorhandensein oder Fehlen von "Raddynamik" überwacht werden. Wenn beim Feststellen einer Ubersteuerungs- oder Untersteuerungstendenz die Beschleunigungen aller Räder in einem Bereich zwischen Og und -0,7g liegen, kann man davon ausgehen, daß "keine Raddynamik" ' vorliegt und daher eine übersteuerungs- oder Untersteuerungstendenz tatsächlich vorliegt.In order to "safeguard" the recognized situation - oversteering tendency or understeering tendency - the presence or absence of "wheel dynamics" can also be monitored. If, when determining an oversteer or understeer tendency, the accelerations of all wheels are in a range between Og and -0.7g, one can assume that there is "no wheel dynamics" 'and therefore there is actually an oversteer or understeer tendency.
In den Unteransprüchen sind noch andere vorteilhafte Ausführungsbeispiele des erfindungsgemäßen Verfahrens genannt. Weitere Einzelheiten der Erfindung gehen aus der folgenden Beschreibung eines Ausführungsbeispiels anhand der beigefügten Abbildung hervor, die zur Veranschaulichung des Prinzips und der Wirkungsweise der Erfindung die wesentlichen Komponenten einer Schaltung zur Durchführung des erfindungsgemäßen Verfahrens wiedergibt.Other advantageous exemplary embodiments of the method according to the invention are mentioned in the subclaims. Further details of the invention will become apparent from the following description of an exemplary embodiment with reference to the attached figure, which shows the essential components of a circuit for carrying out the method according to the invention to illustrate the principle and the mode of operation of the invention.
Das abgebildete Ausführungsbeispiel bezieht sich auf ein Kraftfahrzeugregelungssystem, das sowohl zur Blockierschutzregelung (ABS) als auch zur Antriebsschlupfregelung (ASR) vor gesehen ist und auch eine Motorsteuerung (AM) als Bestandteil der Antriebsschlupfregelung umfaßt. Die Eingangs-Regelgrößen werden in bekannter Weise mit Hilfe von Rad-Drehzahlsensoren Sl bis S4 gewonnen. Nach Aufbereitung der Signale in einer Aufbereitungsschaltung 1 stehen weiter- verarbeitbare Rad-Geschwindigkeitssignale vi bis v zur Verfügung. Durch logische Verknüpfung dieser Geschwindigkeitssignale in einer Schaltung 2 wird eine Fahrzeug-Referenzgeschwindigkeit VREF erzeugt, die näherungsweise die Fahrzeuggeschwindigkeit wiedergibt. In einer Auswerteschaltung 3 werden in bekannter Weise aus den Rad-Geschwindigkeitssignalen V]_ bis v4 und aus der Fahrzeug-Referenzgeschwindigkeit VRFF Schlupfsignale Ä, bis A4, Beschleunigungs- und Verzögerungssignale bl bis b4 sowie noch andere für eine Regelung dieser Art benötigte, durch zeitliche Ableitung, durch logische Verknüpfung etc. gebildete Signale gewonnen. Auf Basis dieser Signale werden dann in der eigentlichen ABS-/ASR-Logik, symbolisiert durch eine Schaltung 4, nach vorgegebenen Regelungsprinzipien und komplexen Algorithmen Regelungssignale und Stellsignale für hydraulische Ventile eines Bremsensystems, symbolisiert durch einen Block 5, erzeugt; Block 5 stellt eine Bremsanlage BA und/oder elektrisch steuerbare Hydraulikventile HV einer solchen Bremsanlage dar. Ein Eingriff in einen Antriebsmotor 6 eines Kraftfahrzeugs ist zum Beispiel dann erforderlich, wenn während eines Antriebsschlupfregelungsvorgangs der Bremseneingriff nicht mehr genügt oder durch eine Drosselung des Motormomentes ergänzt werden soll.The illustrated embodiment relates to a motor vehicle control system, which is seen both for anti-lock control (ABS) and traction control (ASR) before and also includes an engine control (AM) as part of the traction control. The input control variables are obtained in a known manner with the aid of wheel speed sensors S1 to S4. After the signals have been processed in a processing circuit 1, further processable wheel speed signals vi to v are available. By logically combining these speed signals in a circuit 2, a vehicle reference speed V REF is generated, which approximately reflects the vehicle speed. In an evaluation circuit 3, the wheel speed signals V] _ to v 4 and the vehicle reference speed VRFF slip signals Ä, to A4, acceleration and deceleration signals bl to b4 and others needed for a control of this type in a known manner temporal derivation, signals formed by logical combination etc. obtained. On the basis of these signals, control signals and control signals for hydraulic valves of a brake system, symbolized by a block 5, are then generated in the actual ABS / ASR logic, symbolized by a circuit 4, according to predetermined control principles and complex algorithms; Block 5 represents a brake system BA and / or electrically controllable hydraulic valves HV of such a brake system. An intervention in a drive motor 6 of a motor vehicle is necessary, for example, if the brake intervention is no longer sufficient during a traction control system or is to be supplemented by throttling the engine torque .
Für das erfindungsgemäße Verfahren wird außerdem eine Verarbeitung oder Auswertung der in der Auswerteschaltung 3 gewonnenen Informationen in weiteren Schaltungen 7 und 8 benötigt, von denen die Schaltung 7 zur Kurvenerkennung (KVE) und die Schaltung 8 zur Ermittlung eines Ubersteuerungs- oder Untersteuerungsverhaltens oder -tendenz vorgesehen sind.Processing or evaluation of the information obtained in the evaluation circuit 3 in further circuits 7 and 8 is also required for the method according to the invention. of which the circuit 7 for curve detection (KVE) and the circuit 8 for determining an oversteer or understeer behavior or tendency are provided.
Eine Kurvenfahrtsituation ist beispielsweise aus den unterschiedlichen Drehzahlmeßwerten der kurveninneren im Vergleich zu den kurvenäußeren Rädern erkennbar. Aus Schlupfbetrachtungen (Seiten-Schlupfsummen) und nach anderen bekannte Rechenmethoden läßt sich ebenfalls eine Kurvenfahrt von einer Geradeausfahrt unterscheiden. Dies geschieht in der Schaltung 7. Eine Übersteuerungstendenz während einer Kurvenfahrt liegt vor, oder es wird als Hinweis auf eine übersteuerungstendenz gewertet, wenn während einer Kurvenfahrt die beiden kurvenäußeren Räder des Fahrzeugs stabiles Drehverhalten zeigen, die kurveninneren Räder dagegen zur gleichen Zeit instabil sind. Diese Instabilität läßt sich auch daraus erkennen, daß die Seiten- Schlupfsumme der kurveninneren Räder einen vorgegebenen Schwellwert überschreitet.A cornering situation can be recognized, for example, from the different speed measurement values of the inside of the curve in comparison to the outside wheels. From cornering considerations (side hatching sums) and other known calculation methods, cornering can also be distinguished from straight-ahead driving. This takes place in circuit 7. There is an oversteer tendency during cornering, or it is taken as an indication of an oversteer tendency if the two wheels of the vehicle on the outside of the curve show stable turning behavior while the wheels on the inside of the curve are unstable at the same time. This instability can also be seen from the fact that the side slip sum of the wheels on the inside of the curve exceeds a predetermined threshold value.
Eine Untersteuerungstendenz oder ein Indiz für eine Untersteuerung ist dagegen dann gegeben, wenn zur gleichen Zeit die kurveninneren Räder und das kurvenäußere Vorderrad instabil sind, das kurvenäußere Hinterrad dagegen stabiles Drehverhalten zeigt.An understeering tendency or an indication of understeering, on the other hand, is given if the wheels on the inside of the curve and the front wheel on the outside of the curve are unstable, while the rear wheel on the outside of the curve shows stable turning behavior.
Für das erfindungsgemäße Verfahren wird außerdem eine Verarbeitung oder Auswertung der in der Auswerteschaltung 3 gewonnenen Informationen in weiteren Schaltungen 7 und 8 benötigt, von denen die Schaltung 7 zur Kurvenerkennung (KVE) und die Schaltung 8 zur Ermittlung eines Ubersteuerungs- oder Untersteuerungsverhaltens oder -tendenz vorgesehen sind. Eine Kurvenfahrtsituation ist beispielsweise aus den unterschiedlichen Drehzahlmeßwerten der kurveninneren im Vergleich zu den kurvenäußeren Rädern erkennbar. Aus Schlupfbetrachtungen (Seiten-Schlupfsummen) und nach anderen bekannte Rechenmethoden läßt sich ebenfalls eine Kurvenfahrt von einer Geradeausfahrt unterscheiden. Dies geschieht in der Schaltung 7.For the method according to the invention, processing or evaluation of the information obtained in the evaluation circuit 3 is also required in further circuits 7 and 8, of which the circuit 7 for curve detection (KVE) and the circuit 8 for determining an oversteer or understeer behavior or tendency are provided are. A cornering situation can be recognized, for example, from the different speed measurement values of the inside of the curve in comparison to the outside wheels. From cornering considerations (side hatching sums) and other known calculation methods, a cornering can also be distinguished from a straight ahead. This is done in circuit 7.
Eine Übersteuerungstendenz während einer Kurvenfahrt liegt vor, oder es wird als Hinweis auf eine übersteuerungstendenz gewertet, wenn während einer Kurvenfahrt die beiden kurvenäußeren Räder des Fahrzeugs stabiles Drehverhalten zeigen, die kurveninneren Räder dagegen zur gleichen Zeit instabil sind. Diese Instabilität läßt sich auch daraus erkennen, daß die Seiten- Schlupfsumme der kurveninneren Räder einen vorgegebenen Schwellwert überschreitet.There is a tendency to oversteer while cornering, or it is taken as an indication of a tendency to oversteer if the two outside wheels of the vehicle show stable turning behavior while cornering, while the inside wheels are unstable at the same time. This instability can also be seen from the fact that the side slip sum of the wheels on the inside of the curve exceeds a predetermined threshold value.
Eine Untersteuerungstendenz oder ein Indiz für eine Untersteuerung ist dagegen dann gegeben, wenn zur gleichen Zeit die kurveninneren Räder und das kurvenäußere Vorderrad instabil sind, das kurvenäußere Hinterrad dagegen stabiles Drehverhalten zeigt.An understeering tendency or an indication of understeering, on the other hand, is given if the wheels on the inside of the curve and the front wheel on the outside of the curve are unstable, while the rear wheel on the outside of the curve shows stable turning behavior.
Sobald eine solche Ubersteuerungs- oder Untersteuerungstendenz erkannt wird, dieser zustand für eine bestimmte Mindestdauer existiert oder ein Schwellwert überschritten wird, erfolgt eine Weitergabe dieser Information über eine Signalleitung 9 zu der ABS-/ASR-Logik 4, die durch eine gestrichelt abgetrennte Zusatzschaltung 10 erweitert ist. In dieser Zusatzschaltung 10 wird als Folge der erkannten Übersteuerung oder Untersteuerung im Zusammenwirken mit der Schaltung 4 eine Erhöhung des Antriebsmomentes des Antriebsmotors 6 und eine gleichzeitige Ansteuerung der Bremsanlage 5 in die Wege geleitet. Mit Hilfe der ASR-Komponenten (Hydraulikpumpe, Hydraulikventile etc.) wird gleichzeitig mit der Erhöhung des Antriebsmomentes des Antriebsmotors 6 ein bestimmtes der beiden angetriebenen Räder abgebremst; bei einem übersteuerungsverhalten des Fahrzeugs wird grundsätzlich das kurvenäußere Antriebsrad des Fahrzeugs abgebremst, bei Untersteuerung des kurveninnere. Durch dieses zusätzliche Antriebsmoment in Verbindung mit der Abbremsung des zweiten Antriebsrades wird ein der Über- oder Untersteuerungstendenz entgegenwirkendes Giermoment erzeugt und dadurch die gefährdete Fahrstabilität wieder hergestellt oder wesentlich erhöht; zur Behebung der Übersteuerung wird ein Gegen- giermoment erzeugt, zur Behebung der Untersteuerung ein die Kurvenfahrt unterstützendes Giermoment hervorgerufen. Erfindungsgemäß wird also mit einfachen Mitteln, die zu keinem oder höchstens einer unwesentlichen Erhöhung des Herstellungsaufwandes führen, eine Verbesserung des Fahrverhaltens in der Kurve erzielt. Da Kraftfahrzeug-Regelungssysteme der hier beschriebene Art heutzutage durch programmgesteuerte Schaltun¬As soon as such an oversteer or understeer tendency is recognized, this state exists for a certain minimum duration or a threshold value is exceeded, this information is passed on via a signal line 9 to the ABS / ASR logic 4, which is expanded by an additional circuit 10 separated by a broken line is. In this additional circuit 10, as a result of the detected oversteer or understeer in cooperation with the circuit 4, there is an increase in the drive torque of the drive motor 6 and a simultaneous one Activation of the brake system 5 initiated. With the help of the ASR components (hydraulic pump, hydraulic valves, etc.), a specific one of the two driven wheels is braked simultaneously with the increase in the drive torque of the drive motor 6; if the vehicle oversteers, the drive wheel of the vehicle on the outside of the curve is braked, if the inside of the curve is understeered. This additional drive torque in conjunction with the braking of the second drive wheel generates a yaw moment which counteracts the oversteering or understeering tendency and thereby restores or substantially increases the endangered driving stability; A counter-yaw moment is generated to remedy the oversteer, and a yaw moment to assist the cornering is caused to remedy the understeer. According to the invention, an improvement in the driving behavior in the curve is thus achieved with simple means which lead to no or at most an insignificant increase in the production outlay. Since motor vehicle control systems of the type described here nowadays by program-controlled switching
gen, wie Mikroprozessoren oder dergleichen, realisiert werden, ist zur Durchführung des erfindungsgemäßen Verfahrens lediglich eine Änderung oder Erweiterung des Programmablaufs erforderlich, um das Erkennen einer Ubersteuerungs- oder Untersteuerungstendenz und den beschriebenen Eingriff in die ABS- /ASR-Logik 4 zu realisieren. Eine Kurvenfahrterkennung ist ohnehin bereits in vielen Regelungssystemen vorhanden und wird zur Verbesserung der Regelung eingesetzt. Das erfindungsgemäße Verfahren führt also zu einer wesentlichen Erhöhung der Fahrstabilität bei Kurvenfahrt und Lastwechsel im Grenzbereich und den dadurch hervorgerufenen Übersteuerungsoder Untersteuerungstendenzen. Mit Hilfe der vorhandenen Stellglieder einer ASR-Hydraulik und der Momentenschnittstelle zur Fahrzeug-Motorsteuerelektronik werden das Gegengiermoment oder das unterstützende Giermoment erzeugt. Es wird dabei aktiv über die Motorsteuerung und die Radbremse in das Regelungssystem eingegriffen. conditions, such as microprocessors or the like, are all that is required to carry out the method according to the invention is to change or expand the program sequence in order to realize the detection of an oversteering or understeering tendency and the described intervention in the ABS / ASR logic 4. A cornering detection is already present in many control systems and is used to improve the control. The method according to the invention thus leads to a significant increase in driving stability when cornering and load changes in the limit area and the oversteer or understeer tendencies caused thereby. With the help of the existing actuators of an ASR hydraulic system and the torque interface to the vehicle engine control electronics, the counter-yaw moment or the supporting yaw moment is generated. The control system actively intervenes via the engine control and the wheel brake.

Claims

Patentansprüche claims
Verfahren zur Erhöhung der Fahrstabilität in der Kurve, für ein Kraftfahrzeug, das mit einem elektronischen Antriebsschlupfregelungssystem und Motorsteuerung ausgestattet ist, bei dem das Drehverhalten der einzelnen Räder gemessen und zur Gewinnung einer Fahrzeug-Referenzgeschwindigkeit sowie zur Kurvenfahrterkennung und anderer Regelgrößen ausgewertet wird, dadurch gekennzeichnet, daß beim Erkennen einer ubersteuerungs- oder Untersteuerungstendenz (8) durch Erhöhung des Motor-Antriebsmoments (6) und gleichzeitiges Abbremsen eines angetriebenen Rades ein der Übersteuerungsbzw. Untersteuerungstendenz entgegenwirkendes, die Fahrstabilität erhöhendes oder wiederherstellendes Giermoment erzeugt wird.Method for increasing driving stability in the curve, for a motor vehicle which is equipped with an electronic traction control system and engine control, in which the turning behavior of the individual wheels is measured and evaluated in order to obtain a vehicle reference speed as well as for cornering detection and other control variables, characterized in that that when an oversteer or understeer tendency (8) is detected by increasing the motor drive torque (6) and simultaneously braking a driven wheel, one of the oversteer or Understeering tendency counteracting, increasing or restoring yaw moment is generated.
Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß eine Kurvenfahrt-Situation und/oder eine Ubersteuerungs- bzw. Untersteuerungstendenz durch logisches Verknüpfen und Auswerten des Drehverhaltens der einzelnen Räder erkannt wird.Method according to Claim 1, characterized in that a cornering situation and / or an oversteering or understeering tendency is recognized by logically linking and evaluating the turning behavior of the individual wheels.
Verfahren nach Anspruch 2, dadurch gekennzeichnet, daß während einer Kurvenfahrt ein stabiles Drehverhalten der beiden kurvenäußeren Räder des Fahrzeugs, wenn gleichzeitig die kurveninderen Räder des Fahrzeugs instabiles Drehverhalten zeigen, als Übersteuerungstendenz oder als Hinweis auf eine Übersteuerungstendenz bewertet wird. A method according to claim 2, characterized in that during cornering a stable turning behavior of the two outside wheels of the vehicle, if the turning wheels of the vehicle show unstable turning behavior at the same time, is assessed as an oversteer tendency or as an indication of an oversteer tendency.
4. Verfahren nach Anspruch 3, dadurch gekennzeichnet, daß als instabiles Drehverhalten der kurveninneren Räder angesehen wird, wenn die Seitenschlupfsumme der kurveninneren Räder einen vorgegebenen Schwellwert überschreitet.4. The method according to claim 3, characterized in that the unstable turning behavior of the wheels on the inside of the curve is considered when the side slip sum of the wheels on the inside of the curve exceeds a predetermined threshold value.
5. Verfahren nach Anspruch 3, dadurch gekennzeichnet, daß als instabiles Drehverhalten der kurveninneren Räder angesehen wird, wenn die Differenz zwischen der Seitenschlupfsumme der kurveninneren Räder und der Seitenschlupfsumme der kurvenäußeren Räder einen vorgegebenen Differenz-Schwellwert überschreitet.5. The method according to claim 3, characterized in that the unstable turning behavior of the wheels on the inside of the curve is considered when the difference between the side slip sum of the wheels on the inside of the curve and the side slip sum of the wheels on the outside of the curve exceeds a predetermined difference threshold value.
6. Verfahren nach Anspruch 2, dadurch gekennzeichnet, daß ein gleichzeitiges instabiles Drehverhalten der kurveninneren Räder und des kurvenäußeren Vorderrades sowie ein stabiles Drehverhalten des kurvenäußeren Hinterrades als Hinweis auf eine Untersteuerungstendenz bewertet wird.6. The method according to claim 2, characterized in that a simultaneous unstable turning behavior of the inner wheels and the outer front wheel and a stable turning behavior of the outer rear wheel is evaluated as an indication of a tendency to understeer.
7. Verfahren nach einem der Ansprüche 3 bis 5, dadurch gekennzeichnet, daß eine Ubersteuerungs- bzw. Untersteuerungstendenz nur dann erkannt wird, wenn zur gleichen Zeit das Fehlen von "Raddynamik" festgestellt wird bzw. wenn die Beschleunigung aller Räder in einem bestimmten, vorgegebenen Beschleunigungsband von z.B. Og bis -0,7g liegt.7. The method according to any one of claims 3 to 5, characterized in that an oversteering or understeering tendency is only recognized if the absence of "wheel dynamics" is determined at the same time or if the acceleration of all wheels in a certain, predetermined Acceleration band from e.g. Og to -0.7g.
8. Verfahren nach einem oder mehreren der Ansprüche 1 bis 7, dadurch gekennzeichnet, daß beim Erkennen einer Übersteuerungstendenz das kurvenäußere Antriebsrad abgebremst wird und das Antriebsmoment des kurveninneren Antriebsrad erhöht wird. Verfahren nach einem oder mehreren der Ansprüche 1 bis 7, dadurch gekennzeichnet, daß beim Erkennen einer Untersteuerungstendenz das kurveninnere Antriebsrad abgebremst wird und das Antriebsmoment des kurvenäußeren Antriebsrad erhöht wird. 8. The method according to one or more of claims 1 to 7, characterized in that when a tendency to oversteer is detected, the drive wheel on the outside of the curve is braked and the drive torque of the drive wheel on the inside of the curve is increased. Method according to one or more of Claims 1 to 7, characterized in that when a tendency to understeer is detected, the drive wheel on the inside of the curve is braked and the drive torque of the drive wheel on the outside of the curve is increased.
PCT/EP1998/004788 1997-08-04 1998-07-31 Method for increasing the driving stability of a vehicle WO1999007588A1 (en)

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