WO2005065997A1 - Method for identifying critical driving situations of a vehicle - Google Patents

Method for identifying critical driving situations of a vehicle Download PDF

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Publication number
WO2005065997A1
WO2005065997A1 PCT/EP2004/013478 EP2004013478W WO2005065997A1 WO 2005065997 A1 WO2005065997 A1 WO 2005065997A1 EP 2004013478 W EP2004013478 W EP 2004013478W WO 2005065997 A1 WO2005065997 A1 WO 2005065997A1
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WIPO (PCT)
Prior art keywords
vehicle
angle
rotation
measured
values
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PCT/EP2004/013478
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German (de)
French (fr)
Inventor
Martin Auer
Horst Brauner
Ludger Dragon
Lutz Kiessling
Hans-Dieter Multhaupt
Hans RÖHM
Erwin Schmid
Thomas Unselt
Alfred Wagner
Original Assignee
Daimlerchrysler Ag
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Publication of WO2005065997A1 publication Critical patent/WO2005065997A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B60R21/0132—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to vehicle motion parameters, e.g. to vehicle longitudinal or transversal deceleration or speed value
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • 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
    • B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/05—Attitude
    • B60G2400/051—Angle
    • B60G2400/0511—Roll angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
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    • B60G2400/051—Angle
    • B60G2400/0513—Yaw angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
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    • B60G2400/052—Angular rate
    • B60G2400/0521—Roll rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60G2400/0523—Yaw rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60G2400/104—Acceleration; Deceleration lateral or transversal with regard to vehicle
    • B60G2400/1042—Acceleration; Deceleration lateral or transversal with regard to vehicle using at least two sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60G2400/106—Acceleration; Deceleration longitudinal with regard to vehicle, e.g. braking
    • B60G2400/1062—Acceleration; Deceleration longitudinal with regard to vehicle, e.g. braking using at least two sensors
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    • B60G2400/25—Stroke; Height; Displacement
    • B60G2400/252—Stroke; Height; Displacement vertical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/02—Retarders, delaying means, dead zones, threshold values, cut-off frequency, timer interruption
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/04—Means for informing, instructing or displaying
    • B60G2600/042—Monitoring means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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    • B60G2600/04—Means for informing, instructing or displaying
    • B60G2600/044—Alarm means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/22—Braking, stopping
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60G2800/70—Estimating or calculating vehicle parameters or state variables
    • B60G2800/704—Estimating or calculating vehicle parameters or state variables predicting unorthodox driving conditions for safe or optimal driving
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    • B60G2800/90—System Controller type
    • B60G2800/91—Suspension Control
    • B60G2800/912—Attitude Control; levelling control
    • B60G2800/9124—Roll-over protection systems, e.g. for warning or control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R2021/0002—Type of accident
    • B60R2021/0018—Roll-over
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
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    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R2021/01122—Prevention of malfunction
    • B60R2021/01184—Fault detection or diagnostic circuits
    • B60R2021/0119—Plausibility check
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B60R2021/01306—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over monitoring vehicle inclination
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B60R21/0132—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to vehicle motion parameters, e.g. to vehicle longitudinal or transversal deceleration or speed value
    • B60R2021/01325—Vertical acceleration
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    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B60R21/0132—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to vehicle motion parameters, e.g. to vehicle longitudinal or transversal deceleration or speed value
    • B60R2021/01327—Angular velocity or angular acceleration
    • 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
    • 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
    • B60W30/04—Control of vehicle driving stability related to roll-over prevention
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
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    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
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    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention

Definitions

  • the invention relates to a method for recognizing critical driving situations of a vehicle, in particular for identifying an impending vehicle rollover.
  • vehicle dynamics systems are known in particular, which are designed either as brake control systems to influence the longitudinal and lateral dynamics of the vehicle, or as chassis control systems that are used as comfort systems to improve driving comfort engage the landing gear.
  • a method for detecting a vehicle rollover is known, which is used to trigger occupant protection devices, such as roll bars, belt tensioners, front and side airbags.
  • the accelerations acting on the vehicle in the vehicle longitudinal direction, vehicle transverse direction and in the vehicle vertical direction are measured with corresponding acceleration sensors in order to calculate an acceleration vector.
  • a rotation rate sensor is also provided, which detects the angular velocity of the vehicle with respect to its longitudinal or roll axis.
  • a second rotation rate sensor may also be provided, which measures the angular velocity of the vehicle with respect to its transverse or pitch axis.
  • the acceleration vector is compared with threshold values as a function of the detected roll and possibly pitch speed in order to make a decision about an impending vehicle rollover.
  • a triggering algorithm is known from DE 1O0 25 259 C2 which processes the sensor signal of a rotation rate sensor provided in a safety system of a motor vehicle in order to make a triggering decision for triggering at least one occupant protection or safety device of a safety system.
  • the trigger algorithm also processes the output signal of an acceleration sensor, which detects the acceleration acting on the vehicle in the vertical direction, and an output signal of an inclination sensor.
  • an acceleration sensor that detects lateral accelerations can also be provided.
  • a reversible belt tensioner is known from DE 1O0 05 010 C2, which is actuated in advance of a possible accident, i.e. when a critical driving situation is detected, in order to bring vehicle occupants into a position before a dangerous impact or rollover there is a comparatively low risk of injury.
  • the vehicle speed, the steering angle, the yaw angle, the yaw speed, etc. are also determined for the purpose of detection in order to decide whether the reversible belt tensioner is actuated.
  • a method for controlling a reversible occupant protection means in a motor vehicle in which the steering angle, the wheel speeds, the yaw rate and the lateral acceleration are measured in a vehicle in order to prevent the vehicle from starting to spin as a result of oversteer or To be able to close understeer.
  • a brake light switch and an output signal of a brake assist system which indicates that this system is active, emergency braking can also be concluded, so that the various reversible occupant protection means, such as belt tensioners, seat adjustment and seat displacement and the like, can be activated.
  • the known methods each require corresponding sensors in order to obtain the necessary information about the respective driving situation.
  • Special yaw rate sensors are required in particular for the detection of rollovers.
  • the devices described like airbag systems, anti-lock and / or anti-slip brake control systems, as well as vehicle dynamics and chassis control systems, are essentially stand-alone solutions between which information exchange does not take place, or at most only to a limited extent.
  • the object of the invention is to develop a method of the type mentioned at the outset in such a way that it does not need its own specific sensors, in particular without special sensors to detect the risk of a vehicle rollover, in order to control corresponding safety systems, for example occupant protection systems or driving safety systems (active steering, braking or chassis systems).
  • corresponding safety systems for example occupant protection systems or driving safety systems (active steering, braking or chassis systems).
  • movement situation-dependent movement variables of the vehicle are measured at at least two locations that are spaced from each other on one side of a normally horizontal axis of rotation of the vehicle; that from the measured movement quantities and the distance between the locations of the measurements, an angle of rotation, e.g. a roll and / or pitch angle, and a rotational angular velocity, e.g. a roll and / or pitch rate of the vehicle with respect to this normally horizontal axis of rotation; and that the calculated values for angle of rotation and angle of rotation speed are evaluated as a function of vehicle-specific threshold values in order to generate and output control signals for actuating safety systems in the vehicle.
  • an angle of rotation e.g. a roll and / or pitch angle
  • a rotational angular velocity e.g. a roll and / or pitch rate of the vehicle with respect to this normally horizontal axis of rotation
  • the calculated values for angle of rotation and angle of rotation speed are evaluated as a function of vehicle-specific threshold values in order to generate and output control signals for actu
  • the method according to the present invention makes it possible to recognize critical driving conditions, in particular using the detection of movement variables dependent on the driving situation for other vehicle systems, so that no separate measurements are required for this. If necessary, rotation angle and / or rotation angle speed sensors that are otherwise present can therefore be saved.
  • Accelerations are expediently used as movement variables depending on the driving situation, in particular on the vehicle body acting accelerations measured, which act on the vehicle in its vertical direction.
  • One method consists in first determining the rotational angular velocity from the accelerations measured, in order to subsequently determine the rotational angle therefrom, the rotational angular velocity and rotational angle being calculated by means of integration or by means of condition monitoring using Kaiman filters.
  • an absolute vehicle inclination or rotation angle is calculated from the measured accelerations, taking into account the acceleration due to gravity, using trigonometric relationships.
  • spring travel in the area of the vehicle wheels is measured as movement-dependent movement variables.
  • One method is that the angular velocities of the vehicle about its longitudinal and / or transverse axis are determined by deriving the spring travel according to the time, taking into account the distances between the corresponding locations at which the spring travel was measured, with the continuously determined values for the rotational speeds of the vehicle whose angle of rotation are determined.
  • a relative vehicle inclination or rotation angle it is also possible for a relative vehicle inclination or rotation angle to be calculated directly from the spring travel.
  • a particularly advantageous embodiment of the invention is characterized in that the values for the angle of rotation and the angle of rotation speed are determined in different ways, and that all the values determined are taken into account for plausibility checking of the values for the angle of rotation and the angle of rotation speed.
  • critical values for roll and / or pitch angle as well as for roll and / or pitch rate can be verified very early, so that despite early activation of security systems, early protection and thus a very low false trigger rate is obtained.
  • FIG. 1 shows a schematic, simplified plan view of a motor vehicle to illustrate installation locations for sensors for detecting movement variables dependent on the driving situation
  • FIG. 2 shows a schematic block diagram to illustrate a system according to the invention for actuating security systems.
  • a large number of sensors are installed in a typical arrangement in a motor vehicle in order to detect different movement variables depending on the driving situation.
  • all four vehicle wheels have speed sensors Sdrz whose output signals drz_vr, drz_vl, drz_hr and drz_hl correspond to the speed of the vehicle wheels front right, front left, rear right and rear left.
  • yaw rate sensor S ⁇ and a signal ay_esp for lateral acceleration by a likewise centrally located lateral acceleration sensor
  • spring travel sensors Sfw are arranged on all four wheels, which deliver signals fw_vr, fw_vl, fw_hr, fw_hl corresponding to the spring travel when the wheels spring on and rebound.
  • acceleration sensors Saz are provided on the left and right front wheels and on the right rear wheel, which provide acceleration signals az_vr, az_vl, az_hr corresponding to the body acceleration at these locations.
  • the travel and body accelerations are used, for example, to control the chassis to improve driving comfort and driving safety.
  • the accelerations ax_ab, ay_ab acting in the longitudinal and transverse directions of the vehicle and the roll rate ⁇ x with a corresponding roll rate sensor are also recorded.
  • the outputs of the individual sensors S are applied to a roll and pitch angle calculation unit 11 via an interface 10.
  • the interface works according to the so-called "plug and play method", ie the interface 10 recognizes which sensors S in the vehicle the corresponding monitoring and control algorithms for controlling the individual active and passive protective devices, such as airbags, belt tensioners, brakes, etc. are actually available and connected.
  • the roll and pitch angle calculation unit 11 supplies the roll rate ⁇ x and the pitch rate ⁇ y corresponding signals to a rollover detection unit 12, to a detection unit 13 of dangerous driving situations and, in a manner not shown, to other devices which influence driving safety, driving dynamics and driving comfort.
  • a rollover is recognized due to impermissibly high roll and / or pitch rates ⁇ x, ⁇ y, a roll bar and / or belt tensioner and possibly also the airbags are activated via the control 14 for the protective systems.
  • reversible occupant protection systems such as belt tensioners and seat adjustment are activated by the control unit 14 for protection systems on the basis of a corresponding output signal of the detection unit 13 for the detection of dangerous driving situations when dangerous driving situations are detected.
  • ESP interventions can also be better coordinated, e.g. by more precise statements about the wheel load distribution.
  • active driving safety systems can also be activated (braking, steering intervention or chassis intervention).
  • the signals supplied by the body acceleration sensors Saz and / or spring travel sensors Sfw for the various body accelerations az and the various spring paths fw are used to calculate the roll and pitch angles and the roll and pitch rates.
  • the roll angle acceleration ⁇ "in turn results from the difference between the body accelerations az_l and az_r on the left and right side of the vehicle and the distance between the sensors Saz according to the following equation:
  • ⁇ "" (az_vl-az_vr) / distance sensors
  • the integrals can be calculated in a time-discriminated manner.
  • g represents the acceleration due to gravity.
  • the full acceleration due to gravity no longer acts in the detection direction of the acceleration sensor Saz, so that it provides an output signal that increases with increasing angle of inclination or roll until the acceleration due to gravity acts on the acceleration build-up sensor perpendicular to its detection direction.
  • the acceleration body sensors that detect the body acceleration, it is thus possible to detect an absolute vehicle inclination angle in both the roll and pitch directions, that is, a vehicle inclination angle relative to the direction of gravity acceleration.
  • Stationary processes can advantageously be defined and detected since the acceleration of gravity is also measured in the sensors.
  • the calculation of ⁇ _stat can also be carried out in the dynamic case for each measurement or sampling time in the same way as in the static case.
  • the determination of the roll angle ⁇ can then be checked for plausibility by comparing ⁇ _stat (N) with ⁇ _N.
  • the measurement and calculation of the pitch angle and the pitch angle rate ⁇ y and their plausibility check are carried out in a corresponding manner by, for example,
  • the output signals of a front and a rear acceleration sensor Saz_vr or Saz_hr are used, so that the angular acceleration about the vehicle transverse or pitch axis Ay is determined for the further calculations ,
  • the system dynamics can also be included in the evaluation of the determined values.
  • An advantage of the invention compared to a roll or pitch rate sensor is also that the roll axis and the pitch axis can be detected in their course in the vehicle, which is important in rollover detection.
  • a roll rate sensor does not detect where the roll axis is in the vehicle.

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

Abstract

The invention relates to a method for identifying critical driving situations of a vehicle, in particular for identifying an impending rollover of said vehicle. According to said method: displacement variables (az_vr; az_vl; az_hr; az_hl; fw_vr; fw_vl; fw_hr; fw_hl) of the vehicle that are dependent on the driving situation are measured in at least two locations which lie at a distance from one another on either side of a usually horizontal rotation axis of the vehicle; a rotation angle and a rotation angle speed of the vehicle are calculated in relation to the usually horizontal rotation axis from the measured displacement variables; and the distance between the measurement locations and the values that have been calculated for the rotation angle and rotation angle speed are interpreted based on vehicle-specific threshold values, in order to generate and emit control signals for controlling safety systems in the vehicle.

Description

Verfahren zur Erkennung kritischer Fahrsituationen eines Fahrzeugs Method for detecting critical driving situations in a vehicle
Die Erfindung betrifft ein Verfahren zur Erkennung kritischer Fahrsituationen eines Fahrzeugs, insbesondere zur Erkennung eines drohenden Fahrzeuguberschlags.The invention relates to a method for recognizing critical driving situations of a vehicle, in particular for identifying an impending vehicle rollover.
In heutigen Kraftfahrzeugen sind eine Vielzahl von Überwachungs- Steuer- und Regelsystemen integriert, die in das Fahrwerk und das Bremssystem eingreifen sowie reversible und irreversible Insassenschutzmittel und -Systeme steuern, um die Fahrsicherheit und den Fahrkomfort zu erhöhen bzw. um die Insassen eines Fahrzeugs im Falle eines gefährlichen Aufpralls oder eines Überschlags möglichst zu schützen.In today's motor vehicles, a large number of monitoring and control systems are integrated, which intervene in the chassis and the braking system and control reversible and irreversible occupant protection means and systems in order to increase driving safety and driving comfort, or in order to increase the occupants of a vehicle in the event of an accident to protect as far as possible from a dangerous impact or rollover.
Neben herkömmlichen Bremsregelsystemen, die ein Blockieren der Fahrzeugräder bei einer Notfall- oder Panikbremsung verhindern, sind insbesondere Fahrdynamiksysteme bekannt, die entweder als BremsregelSysteme zur Beeinflussung der Längs- und Querdynamik des Fahrzeugs, oder als FahrwerksregelSysteme ausgelegt sind, die als Komforsysteme zur Verbesserung des Fahrkomforts in das Fahrwerk eingreifen.In addition to conventional brake control systems that prevent the vehicle wheels from locking during emergency or panic braking, vehicle dynamics systems are known in particular, which are designed either as brake control systems to influence the longitudinal and lateral dynamics of the vehicle, or as chassis control systems that are used as comfort systems to improve driving comfort engage the landing gear.
Aus der DE 196 09 176 AI ist ein Verfahren zum Erkennen eines Fahrzeuguberschlags bekannt, das zur Auslösung von Insassen- Schutzvorrichtungen, wie beispielsweise Überrollbügel, Gurtstraffer, Front- und Seitenairbags, dient. Zur Erkennung eines Fahrzeuguberschlags werden die in Fahrzeuglängsrichtung, Fahrzeugquerrichtung und in Fahrzeughochrichtung auf das Fahrzeug wirkenden Beschleunigungen mit entsprechenden Beschleunigungsfühlern erfast, um einen Beschleunigungsvektor zu berechnen. Ferner ist ein Drehratensensor vorgesehen, der die Winkelgeschwindigkeit des Fahrzeugs bezüglich seiner Längs- oder Wankachse erfasst . Eventuell kann zusätzlich auch noch ein zweiter Drehratensensor vorgesehen sein, der für die Winkelgeschwindigkeit des Fahrzeugs bezüglich seiner Quer- oder Nickachse misst. Der Beschleunigungsvektor wird in Abhängigkeit von der erfassten Wank- und gegebenenfalls Nickgeschwindigkeit mit Schwellwerten verglichen, um eine Entscheidung über einen bevorstehenden Fahrzeugüberschlag zu treffen.From DE 196 09 176 AI a method for detecting a vehicle rollover is known, which is used to trigger occupant protection devices, such as roll bars, belt tensioners, front and side airbags. To detect a vehicle rollover, the accelerations acting on the vehicle in the vehicle longitudinal direction, vehicle transverse direction and in the vehicle vertical direction are measured with corresponding acceleration sensors in order to calculate an acceleration vector. A rotation rate sensor is also provided, which detects the angular velocity of the vehicle with respect to its longitudinal or roll axis. A second rotation rate sensor may also be provided, which measures the angular velocity of the vehicle with respect to its transverse or pitch axis. The acceleration vector is compared with threshold values as a function of the detected roll and possibly pitch speed in order to make a decision about an impending vehicle rollover.
Aus der DE 1O0 25 259 C2 ist ein Auslösealgorithmus bekannt, der das Sensorsignal eines in einem Sicherheitssystem eines Kraftfahrzeuges vorgesehenen Drehratensensors verarbeitet, um eine Auslöseentscheidung zur Auslösung von wenigstens einer Insassenschutz- oder Sicherheitseinrichtung eines Sicherheitssystems zu treffen. Der Auslosealgorithmus verarbeitet neben dem Ausgangssignal des Drehratensensors zum Treffen einer Auslöseentscheidung auch das Ausgangssignal eines Beschleunigungssensors, der die in Hochrichtung auf das Fahrzeug wirkende Beschleunigung erfasst sowie ein Ausgangssignal eines Neigungssensors. Daneben oder anstelle des Neigungssensors kann auch noch ein Querbeschleunigungen erfassender Beschleunigungssensor vorgesehen sein.A triggering algorithm is known from DE 1O0 25 259 C2 which processes the sensor signal of a rotation rate sensor provided in a safety system of a motor vehicle in order to make a triggering decision for triggering at least one occupant protection or safety device of a safety system. In addition to the output signal of the rotation rate sensor for making a trigger decision, the trigger algorithm also processes the output signal of an acceleration sensor, which detects the acceleration acting on the vehicle in the vertical direction, and an output signal of an inclination sensor. In addition to or instead of the inclination sensor, an acceleration sensor that detects lateral accelerations can also be provided.
Aus der DE 1O0 05 010 C2 ist ein reversibler Gurtstraffer bekannt, der bereits im Vorfeld eines möglichen Unfalls, also wenn eine kritische Fahrsituation erkannt wird, betätigt wird, um Fahrzeuginsassen bereits vor einem gefährlichen Aufprall oder Überschlag in eine Position zu bringen, in der ein vergleichsweise geringes Verletzunsrisiko besteht. Zur Erfassung werden dabei neben den Bewegungen der Fahrzeuginsassen, die beispielsweise durch eine Bildverarbeitung oder mittels einer Gurtauszug-Ermittelungseinrichtung erfasst werden, auch die Fahrzeuggeschwindigkeit, der Lenkwinkel, der Gierwinkel, die Giergeschwindigkeit usw. ermittelt, um über eine Betätigung des reversiblen Gurtstraffers zu entscheiden.A reversible belt tensioner is known from DE 1O0 05 010 C2, which is actuated in advance of a possible accident, i.e. when a critical driving situation is detected, in order to bring vehicle occupants into a position before a dangerous impact or rollover there is a comparatively low risk of injury. In addition to the movements of the vehicle occupants, which are recorded, for example, by means of image processing or by means of a belt pull-out determining device, the vehicle speed, the steering angle, the yaw angle, the yaw speed, etc. are also determined for the purpose of detection in order to decide whether the reversible belt tensioner is actuated.
Aus der DE 101 21 386 Cl ist ferner ein Verfahren zum Ansteuern eines reversiblen Insassenschutzmittels in einem Kraftfahrzeug bekannt, bei dem der Lenkwinkel, die Raddrehzahlen, die Giergeschwindigkeit und die Querbeschleunigung in einem Fahrzeug gemessen werden, um auf ein einsetzendes Schleudern in Folge von Übersteuern oder Untersteuern schließen zu können. Mit Hilfe eines Bremslichtschalters und eines Ausgangssignals eines Bremsassistentensystems, das anzeigt, dass dieses System aktiv ist, kann ferner auf eine Notbremsung geschlossen werden, sodass die verschiedenen reversiblen Insassenschutzmittel, wie Gurtstraffer, Sitzverstellung und Sitzverschiebung und dergleichen aktiviert werden können.From DE 101 21 386 Cl, a method for controlling a reversible occupant protection means in a motor vehicle is also known, in which the steering angle, the wheel speeds, the yaw rate and the lateral acceleration are measured in a vehicle in order to prevent the vehicle from starting to spin as a result of oversteer or To be able to close understeer. With the help of a brake light switch and an output signal of a brake assist system, which indicates that this system is active, emergency braking can also be concluded, so that the various reversible occupant protection means, such as belt tensioners, seat adjustment and seat displacement and the like, can be activated.
Zur Ansteuerung der verschiedenen Insassenschutzsysteme benötigen die bekannten Verfahren jeweils entsprechende Sensoren, um die nötige Information über die jeweilige Fahrsituation zu erhalten. Insbesondere für die Erkennung von Überschlägen sind dabei spezielle Drehratensensoren erforderlich.To control the various occupant protection systems, the known methods each require corresponding sensors in order to obtain the necessary information about the respective driving situation. Special yaw rate sensors are required in particular for the detection of rollovers.
Die beschriebenen Einrichtungen stellen ebenso wie Airbagsyste- me, Antiblockier- und/oder Antischlupfbremsregelsysteme, sowie Fahrdynamik- und FahrwerksregelSysteme im Wesentlichen Insellösungen dar, zwischen denen ein Informationsaustausch nicht oder allenfalls eingeschränkt stattfindet.The devices described, like airbag systems, anti-lock and / or anti-slip brake control systems, as well as vehicle dynamics and chassis control systems, are essentially stand-alone solutions between which information exchange does not take place, or at most only to a limited extent.
Davon ausgehend liegt der Erfindung die Aufgabe zugrunde, ein Verfahren der Eingangs genannten Art so weiter zu bilden, dass es ohne eigene spezifische Sensoren, insbesondere ohne spezielle Sensoren zur Erkennung der Gefahr eines Fahrzeuguberschlags auskommt, um entsprechende Sicherheitssysteme z.B. Insassenschutzsysteme oder Fahrsicherheitssysteme (aktive Lenkungs-, Bremsoder Fahrwerkssysteme) anzusteuern.Proceeding from this, the object of the invention is to develop a method of the type mentioned at the outset in such a way that it does not need its own specific sensors, in particular without special sensors to detect the risk of a vehicle rollover, in order to control corresponding safety systems, for example occupant protection systems or driving safety systems (active steering, braking or chassis systems).
Diese Aufgabe wird durch das Verfahren nach Anspruch 1 gelöst . Vorteilhafte Weiterbildungen und Ausgestaltungen der Erfindung sind in den Unteransprüchen beschrieben.This object is achieved by the method according to claim 1. Advantageous further developments and refinements of the invention are described in the subclaims.
Erfindungsgemäß ist also bei einem Verfahren zur Erkennung kritischer- Fahrsituationen eines Fahrzeugs vorgesehen, dass fahrsituationsabhangige Bewegungsgrößen des Fahrzeugs an zumindest zwei Orten gemessen werden, die mit Abstand zueinander jeweils auf einer Seite einer normalerweise horizontalen Drehachse des Fahrzeugs liegen; dass aus den gemessenen Bewegungsgrößen und dem Abstand der Orte der Messungen ein Drehwinkel, z.B. ein Wank- und/oder Nickwinkel, und eine Drehwinkelgeschwindigkeit, z.B. eine Wank- und/oder Nickrate, des Fahrzeugs bezüglich dieser normalerweise horizontalen Drehachse berechnet werden; und dass die berechneten Werte für Drehwinkel und Drehwinkelge- schwin igkeit in Abhängigkeit von fahrzeugspezifischen Schwellenwerten bewertet werden, um Steuersignale zur Ansteuerung von Sicherheitssystemen im Fahrzeug zu erzeugen und auszugeben.According to the invention, in a method for detecting critical driving situations of a vehicle, movement situation-dependent movement variables of the vehicle are measured at at least two locations that are spaced from each other on one side of a normally horizontal axis of rotation of the vehicle; that from the measured movement quantities and the distance between the locations of the measurements, an angle of rotation, e.g. a roll and / or pitch angle, and a rotational angular velocity, e.g. a roll and / or pitch rate of the vehicle with respect to this normally horizontal axis of rotation; and that the calculated values for angle of rotation and angle of rotation speed are evaluated as a function of vehicle-specific threshold values in order to generate and output control signals for actuating safety systems in the vehicle.
Durch das Verfahren gemäß der vorliegenden Erfindung lassen sich kritische Fahrzustände, insbesondere unter Ausnutzung der Erfassung von fahrsituationsabhangige Bewegungsgrößen für andere Fahrzeugsysteme, erkennen, so dass keine eigenen Messungen hierfür erforderlich sind. Gegebenfalls können daher sonst vorhandene Drehwinkel- und/oder Drehwinkelgeschwindigkeitssensoren eingespart werden.The method according to the present invention makes it possible to recognize critical driving conditions, in particular using the detection of movement variables dependent on the driving situation for other vehicle systems, so that no separate measurements are required for this. If necessary, rotation angle and / or rotation angle speed sensors that are otherwise present can therefore be saved.
Zweckmäßigerweise werden als fahrsituationsabhangige Bewegungsgrößen Beschleunigungen, insbesondere auf den Fahrzeugaufbau wirkende Beschleunigungen gemessen, die auf das Fahrzeug in dessen Hochrichtung wirken.Accelerations are expediently used as movement variables depending on the driving situation, in particular on the vehicle body acting accelerations measured, which act on the vehicle in its vertical direction.
Ein Verfahren besteht darin, dass aus den gemessenen Beschleunigungen zunächst die Drehwinkelgeschwindigkeit ermittelt wird, um aus dieser nachfolgend den Drehwinkel zu bestimmen, wobei die Berechnung von Drehwinkelgeschwindigkeit und Drehwinkel mittels Integration oder mittels Zustandsbeobachtung unter Verwendung von Kaiman Filtern erfolgt .One method consists in first determining the rotational angular velocity from the accelerations measured, in order to subsequently determine the rotational angle therefrom, the rotational angular velocity and rotational angle being calculated by means of integration or by means of condition monitoring using Kaiman filters.
Da es in statischen, quasi-stationären und stationären Zuständen des Fahrzeugs schwierig oder nahezu unmöglich ist, aus den relativ geringen Werten für die Wank- oder Nickrate, also für die Drehwinkelgeschwindigkeit um die Fahrzeuglängs- bzw. um die Fahrzeugquerachse zuverlässige Werte für den Wank- bzw. Nickwinkel zu erhalten, ist bei einem bevorzugten Ausführungsbeispiel der Erfindung vorgesehen, dass aus den gemessenen Beschleunigungen ein absoluter Fahrzeugneigungs- oder Drehwinkel unter Berücksichtigung der Erdbeschleunigung mittels trigonometrischer Beziehungen berechnet wird.Since it is difficult or almost impossible in static, quasi-stationary and stationary states of the vehicle, reliable values for the roll are obtained from the relatively low values for the roll or pitch rate, that is to say for the rotational angular velocity around the vehicle's longitudinal or transverse axis. To obtain or pitch angle, it is provided in a preferred embodiment of the invention that an absolute vehicle inclination or rotation angle is calculated from the measured accelerations, taking into account the acceleration due to gravity, using trigonometric relationships.
Gemäß einer anderen Ausgestaltung der vorliegenden Erfindung werden als fahrsituationsabhangige Bewegungsgrößen Federwege im Bereich der Fährzeugräder gemessen.According to another embodiment of the present invention, spring travel in the area of the vehicle wheels is measured as movement-dependent movement variables.
Ein Verfahren besteht darin, dass Drehwinkelgeschwindigkeiten des Fahrzeugs um seine Längs- und/oder Querachse durch Ableitung der Federwege nach der Zeit unter Berüchsichtigung der Abstände der entsprechenden Orte ermittelt wird, an denen die Federwege gemessen wurden, wobei aus den fortlaufend ermittelten Werten für die Drehgeschwindigkeiten des Fahrzeugs dessen Drehwinkel ermittelt werden. Alternativ oder zusätzlich ist es auch möglich, dass aus den Federwegen unmittelbar ein relativer Fahrzeugneigungs- oder Drehwinkel berechnet wird.One method is that the angular velocities of the vehicle about its longitudinal and / or transverse axis are determined by deriving the spring travel according to the time, taking into account the distances between the corresponding locations at which the spring travel was measured, with the continuously determined values for the rotational speeds of the vehicle whose angle of rotation are determined. Alternatively or additionally, it is also possible for a relative vehicle inclination or rotation angle to be calculated directly from the spring travel.
Eine besonders vorteilhafte Ausgestaltung der Erfindung zeichnet sich dadurch aus, dass die Werte für Drehwinkel und Drehwinkelgeschwindigkeit auf verschiedene Weise ermittelt werden, und dass zur Plausibilisierung der Werte für Drehwinkel und Drehwinkelgeschwindigkeit alle ermittelten Werte berücksichtigt werden. Hierdurch können sehr frühzeitig kritische Werte für Wank- und/oder Nickwinkel sowie für Wank- und/oder Nickrate verifiziert werden, so dass trotz früher Aktivierung von Sicherheitssysteme eine frühzeitige Absicherung und damit sehr geringe Fehlauslösungsrate erhalten wird.A particularly advantageous embodiment of the invention is characterized in that the values for the angle of rotation and the angle of rotation speed are determined in different ways, and that all the values determined are taken into account for plausibility checking of the values for the angle of rotation and the angle of rotation speed. In this way, critical values for roll and / or pitch angle as well as for roll and / or pitch rate can be verified very early, so that despite early activation of security systems, early protection and thus a very low false trigger rate is obtained.
Eine andere Möglichkeit eine verbesserte Früherkennung kritischer Fahrsituationen zu erhalten besteht darin, dass bei der Bewertung der berechneten Werte für Drehwinkel und Drehwinkelgeschwindigkeit die Fahrdynamik beschreibende Größen, wie Fahrzeugquerbeschleunigung, Giergeschwindigkeit, Schwimmwinkelgeschwindigkeit, Fahrzeuggeschwindigkeit und dergleichen berücksichtigt werden.Another possibility to obtain an improved early detection of critical driving situations is that when evaluating the calculated values for angle of rotation and angle of rotation speed, variables describing the driving dynamics, such as vehicle lateral acceleration, yaw rate, slip angle speed, vehicle speed and the like, are taken into account.
Die Erfindung wird im Folgenden beispielsweise anhand der Zeichnung näher erläutert. In dieser zeigen:The invention is explained in more detail below, for example with reference to the drawing. In this show:
Fig. 1 eine schematische vereinfachte Draufsicht auf ein Kraftfahrzeug zur Veranschaulichung von Einbauorten für Sensoren zur Erfassung fahrsituationsabhängiger Bewegungsgrößen; und1 shows a schematic, simplified plan view of a motor vehicle to illustrate installation locations for sensors for detecting movement variables dependent on the driving situation; and
Fig. 2 ein schematisches Blockdiagramm zur Veranschaulichung eines erfindungsgemäßen Systems zur Ansteuerung von Sicherheitssystemen. Wie in Figur 1 dargestellt ist, sind in einem Kraftfahrzeug eine Vielzahl von Sensoren in einer typischen Anordnung eingebaut, um verschiedene fahrsituationsabhangige Bewegungsgrößen zu erfassen. Insbesondere befinden sich an allen vier Fahrzeugrädern Drehzahlsensoren Sdrz, deren Ausgangssignale drz_vr, drz_vl , drz_hr und drz_hl der Drehzahl der Fahrzeugräder vorne rechts, vorne links, hinten rechts bzw. hinten links entsprechen. Diese Signale werden zusammen mit einem der Gierrate Ωz von einem zentral angeordneten Gierratensensor SΩ und einem Signal ay_esp für eine Querbeschleunigung von einem ebenfalls zentral angeordneten Querbeschleunigungssensor Say zur Bewertung und aktiven Kontrolle der Fahrsicherheit und Fahrdynamik genutzt. Ferner sind an allen vier Rädern Federwegsensoren Sfw angeordnet, die dem Federweg beim An- und Ausfedern der Räder entsprechende Signale fw_vr, fw_vl, fw_hr, fw_hl liefern. Des weiteren sind Beschleunigungssensoren Saz am linken und rechten Vorderrad sowie am rechten Hinterrad vorgesehen, die der Aufbaubeschleunigung an diesen Orten entsprechende Beschleunigungssignale az_vr, az_vl, az_hr bereitstellen. Andere Anordnungen sind auch denkbar. Die Federwege und Aufbaubeschleunigungen werden beispielsweise zur Steuerung des Fahrwerks verwendet, um Fahrkomfort und Fahrsicherheit zu verbessern.2 shows a schematic block diagram to illustrate a system according to the invention for actuating security systems. As shown in FIG. 1, a large number of sensors are installed in a typical arrangement in a motor vehicle in order to detect different movement variables depending on the driving situation. In particular, all four vehicle wheels have speed sensors Sdrz whose output signals drz_vr, drz_vl, drz_hr and drz_hl correspond to the speed of the vehicle wheels front right, front left, rear right and rear left. These signals, together with one of the yaw rate Ωz, are used by a centrally arranged yaw rate sensor SΩ and a signal ay_esp for lateral acceleration by a likewise centrally located lateral acceleration sensor Say for evaluating and actively monitoring driving safety and driving dynamics. Furthermore, spring travel sensors Sfw are arranged on all four wheels, which deliver signals fw_vr, fw_vl, fw_hr, fw_hl corresponding to the spring travel when the wheels spring on and rebound. Furthermore, acceleration sensors Saz are provided on the left and right front wheels and on the right rear wheel, which provide acceleration signals az_vr, az_vl, az_hr corresponding to the body acceleration at these locations. Other arrangements are also conceivable. The travel and body accelerations are used, for example, to control the chassis to improve driving comfort and driving safety.
Zur Aktivierung von Insassenschutzsystemen im Falle einer gefährlichen Fahrsituation und/oder eines Unfalls mit Überschlag und/oder gefährlichem Aufprall werden noch die in Fahrzeuglängsund Fahrzeugquerrichtung wirkenden Beschleunigungen ax_ab, ay_ab sowie mit einem entsprechenden Wankratensensor die Wankrate Ωx erfasst .To activate occupant protection systems in the event of a dangerous driving situation and / or an accident with a rollover and / or dangerous impact, the accelerations ax_ab, ay_ab acting in the longitudinal and transverse directions of the vehicle and the roll rate Ωx with a corresponding roll rate sensor are also recorded.
In dem Ausführungsbeispiel nach Fig. 2 werden die Ausgänge der einzelnen Sensoren S über eine Schnittstelle 10 an eine Wank- und Nickwinkelberechnungseinheit 11 angelegt. Die Schnittstelle arbeitet dabei nach dem sogenannten "plug and play-Verfahren" , d.h. die Schnittstelle 10 erkennt welche Sensoren S im Fahrzeug tatsächlich vorhanden und angeschlossen sind und konfiguriert die entsprechenden Überwachungs- und Steueralgorithmen für die Ansteuerung der einzelnen aktiven und passiven Schutzeinrichtungen, wie Airbags, Gurtstraffer, Bremsen, usw.In the exemplary embodiment according to FIG. 2, the outputs of the individual sensors S are applied to a roll and pitch angle calculation unit 11 via an interface 10. The interface works according to the so-called "plug and play method", ie the interface 10 recognizes which sensors S in the vehicle the corresponding monitoring and control algorithms for controlling the individual active and passive protective devices, such as airbags, belt tensioners, brakes, etc. are actually available and connected.
Die Wank- und Nickwinkelberechnungseinheit 11 liefert der Wankrate Ωx und der Nickrate Ωy entsprechende Signale an eine Überschlagserkennungseinheit 12, an eine Erkennungseinheit 13 gefährlicher Fahrsituationen sowie in nicht näher dargestellter Weise gegebenenfalls auch an weitere die Fahrsicherheit, Fahrdynamik und den Fahrkomfort beeinflussende Einrichtungen.The roll and pitch angle calculation unit 11 supplies the roll rate Ωx and the pitch rate Ωy corresponding signals to a rollover detection unit 12, to a detection unit 13 of dangerous driving situations and, in a manner not shown, to other devices which influence driving safety, driving dynamics and driving comfort.
Wird ein Überschlag aufgrund unzulässig hoher Wank- und/oder Nickraten Ωx, Ωy erkannt, so wird über die Ansteuerung 14 für die Schutzsysteme ein Überrollbügel und/oder Gurtstraffer sowie gegebenenfalls auch die Airbags aktiviert.If a rollover is recognized due to impermissibly high roll and / or pitch rates Ωx, Ωy, a roll bar and / or belt tensioner and possibly also the airbags are activated via the control 14 for the protective systems.
In entsprechender Weise werden bei der Erkennung gefährlicher Fahrsituationen reversible Insassenschutzsystem wie Gurtstraffer und Sitzverstellung aufgrund eines entsprechenden Ausgangssignal der Erkennungseinheit 13 zur Erkennung gefährlicher Fahrsituationen von der Ansteuerung 14 für Schutzsysteme aktiviert. Auch können ESP-Eingriffe besser abgestimmt werden, durch z.B. präzisere Aussagen über die Radlastverteilung.In a corresponding manner, reversible occupant protection systems such as belt tensioners and seat adjustment are activated by the control unit 14 for protection systems on the basis of a corresponding output signal of the detection unit 13 for the detection of dangerous driving situations when dangerous driving situations are detected. ESP interventions can also be better coordinated, e.g. by more precise statements about the wheel load distribution.
Bei Erkennung eines drohenden Überschlags oder gefährlichen Fahrsituation können auch aktive Fahrsicherheitssysteme aktiviert werden (Brems-, Lenkungseingriff oder Fahrwerkseingriff) .When an impending rollover or a dangerous driving situation is detected, active driving safety systems can also be activated (braking, steering intervention or chassis intervention).
Erfindungsgemäß werden zur Berechnung der Wank- und Nickwinkel sowie der Wank- und Nickraten die von den Aufbaubeschleunigungs- sensoren Saz und/oder Federwegsensoren Sfw gelieferten Signale für die verschiedenen Aufbaubeschleunigungen az und die verschiedenen Federwege fw gelieferten Signale verwendet. Die Berechnung des Wankwinkels φ erfolgt aus der Fahrzeugaufbaubeschleunigung az über das Doppel-Integral über die Wankwinkel- beschleunigung φ " = (φ2p/dt2) , also über die Winkelbeschleunigung relativ zur Fahrzeug-Längsachse Ax.According to the invention, the signals supplied by the body acceleration sensors Saz and / or spring travel sensors Sfw for the various body accelerations az and the various spring paths fw are used to calculate the roll and pitch angles and the roll and pitch rates. The roll angle φ is calculated from the vehicle body acceleration az via the double integral via the roll angle acceleration φ "= (φ 2 p / dt 2 ), that is to say via the angular acceleration relative to the vehicle longitudinal axis Ax.
Die Wankwinkelbeschleunigung φ" wiederum ergibt sich aus der Differenz der Aufbaubeschleunigungen az_l und az_r auf der linken bzw. rechten Seite des Fahrzeugs und dem Abstand der Sensoren Saz gemäß der folgenden Gleichung:The roll angle acceleration φ "in turn results from the difference between the body accelerations az_l and az_r on the left and right side of the vehicle and the distance between the sensors Saz according to the following equation:
φ""= (az_vl-az_vr) /AbstandSensorenφ "" = (az_vl-az_vr) / distance sensors
Die Integrale können in zeitdiskreditiert berechnet werden.The integrals can be calculated in a time-discriminated manner.
Durch Multiplikation der einzelnen Wankwinkelbeschleunigungswer- te mit der Zeit T_sample zwischen zwei Erfassungszeitpunkten lässt sich die Wankgeschwindigkeit φ'=(dφ/dt) bzw. die Wankrate Ωx ermitteln. Durch erneute Multiplikation mit der Zeit T_sample zwischen zwei Abtast- und Messwerterfas-sungszeitpunkten ergibt sich dann der Wankwinkel zum Zeitpunkt tN+ι. gemäß den folgenden Gleichungen:The roll speed φ '= (dφ / dt) or the roll rate Ωx can be determined by multiplying the individual roll angle acceleration values by the time T_sample between two acquisition times. By repeated multiplication with the time T_sample between two sampling and measured value acquisition times, the roll angle at time t N + ι is then obtained. according to the following equations:
φ'_N+l = φ"_N+l * T_sample + φ'_x φ_N+l = φ"_N+l * T_sample + φ_xφ'_N + l = φ "_N + l * T_sample + φ'_x φ_N + l = φ" _N + l * T_sample + φ_x
Dabei gilt bei dynamischen VorgängenThe following applies to dynamic processes
φ_x = φ_N φ"_x = φ'_Nφ_x = φ_N φ "_x = φ'_N
während bei stationären Vorgängen φ_x = φ_stat φ"_x = (φ_stat (N) - φ_stat(N-l)) / T_samplewhile with stationary processes φ_x = φ_stat φ "_x = (φ_stat (N) - φ_stat (Nl)) / T_sample
gilt.applies.
Die Berechnung von φ_stat erfolgt im statischen Fall oder auch im quasi stationären Fall durch einfache trigonometrische Beziehungen gemäß folgender Gleichung:The calculation of φ_stat takes place in the static case or also in the quasi stationary case by simple trigonometric relationships according to the following equation:
cos (φ_stat) = (g - az_gemessen) / gcos (φ_stat) = (g - az_measured) / g
wobei g die Erdbeschleunigung darstellt. Hierbei wird insbesondere berücksichtigt, dass die Beschleunigungssensoren Saz zur Erfassung der Aufbaubeschleunigung in Richtung der Hochachse des Fahrzeugs, also in z-Richtung so ausgelegt sind, dass ihr Ausgangswert gleich Null, also az=0 ist, wenn das Fahrzeug auf einer horizontalen Ebene steht und außer der Erdbeschleunigung keine weiteren Beschleunigungen auf es einwirken.where g represents the acceleration due to gravity. It is particularly taken into account here that the acceleration sensors Saz for detecting the body acceleration in the direction of the vertical axis of the vehicle, that is to say in the z direction, are designed such that their initial value is zero, that is to say az = 0, when the vehicle is on a horizontal plane and apart from gravitational acceleration, no other accelerations act on it.
Ist das Fahrzeug jedoch gegen die Horizontale geneigt, z.B. auf einer schrägen Fahrbahn, so wirkt nicht mehr die volle Erdbeschleunigung in Erfassungsrichtung des Beschleunigungssensors Saz, sodass dieser ein Ausgangssignal liefert, das mit wachsendem Neigungs- oder Wankwinkel zunimmt bis die Erdbeschleunigung senkrecht zu seiner Erfassungsrichtung auf den Beschleunigungsaufbausensor einwirkt. Mit Hilfe der die Aufbaubeschleunigung erfassenden Beschleunigungsaufbausensoren ist es somit möglich, einen absoluten Fahrzeugneigungswinkel sowohl in Wank- als auch in Nickrichtung zu erfassen, also einen FahrZeugneigungswinkel relativ zur Richtung der Schwerebeschleunigung.However, if the vehicle is inclined to the horizontal, e.g. on an inclined roadway, the full acceleration due to gravity no longer acts in the detection direction of the acceleration sensor Saz, so that it provides an output signal that increases with increasing angle of inclination or roll until the acceleration due to gravity acts on the acceleration build-up sensor perpendicular to its detection direction. With the aid of the acceleration body sensors that detect the body acceleration, it is thus possible to detect an absolute vehicle inclination angle in both the roll and pitch directions, that is, a vehicle inclination angle relative to the direction of gravity acceleration.
In vorteilhafter Weise können stationäre Vorgänge definiert und detektiert werden, da die Erdbeschleunigung in den Sensoren mit- gemessen wird. Die Berechnung von φ_stat kann auch im dynamischen Fall für jeden Meß- oder Abtastzeitpunkt in der gleichen Weise vorgenommen werden, wie im statischen Fall. Durch den Vergleich von φ_stat (N) mit φ_N läßt sich dann die Ermittlung des Wankwinkels φ plausibilisieren.Stationary processes can advantageously be defined and detected since the acceleration of gravity is also measured in the sensors. The calculation of φ_stat can also be carried out in the dynamic case for each measurement or sampling time in the same way as in the static case. The determination of the roll angle φ can then be checked for plausibility by comparing φ_stat (N) with φ_N.
Die Lösung der obigen Gleichungen zur Berechnung von Wankwinkel φ und Wankrate φ " oder Ωx erfolgt über die Integration oder mittels sogenannter Zustandsbeobachter, wie beispielsweise Kaiman Filtern oder dergleichen.The above equations for calculating roll angle φ and roll rate φ "or Ωx are solved by integration or by means of so-called state observers, such as, for example, Cayman filters or the like.
Die Messung und Berechnung des Nickwinkels und der Nickwinkelrate Ωy sowie deren Plausibilisierung erfolgt in entsprechender Weise dadurch, dass z.B. anstelle der AusgangsSignale der linken und rechten vorderen Aufbaubeschleunigungssensoren Saz_vl, Saz__vr des Ausführungsbeipiels in Fig. 1 die AusgangsSignale eines vorderen und eines hinteren Aufbeschleunigungssensors Saz_vr bzw. Saz_hr verwendet werden, so dass die Winkelbeschleunigung um die Fahrzeugquer- oder Nickachse Ay für die weiteren Berechnungen ermittelt wird.The measurement and calculation of the pitch angle and the pitch angle rate Ωy and their plausibility check are carried out in a corresponding manner by, for example, Instead of the output signals of the left and right front body acceleration sensors Saz_vl, Saz__vr of the exemplary embodiment in FIG. 1, the output signals of a front and a rear acceleration sensor Saz_vr or Saz_hr are used, so that the angular acceleration about the vehicle transverse or pitch axis Ay is determined for the further calculations ,
Solange das Fahrzeug mit allen vier Rädern den Boden berührt, ist es ferner möglich relative Wank- und Nickwinkel aus den Federwegen fw_vr fw_vl, fw_hr und fw_hl sowie aus den wechselseitigen Abständen der entsprechenden Federwegsensoren Sfw zu berechnen. Dabei ist es ferner möglich, dass sowohl für Nickwinkel als auch für Wankwinkel jeweils ein rechter und ein linker Nickwinkelwert bzw. ein vorder und ein hintere Wankwinkelwert ermittelt werden können.As long as the vehicle touches the ground with all four wheels, it is also possible to calculate relative roll and pitch angles from the spring travel fw_vr fw_vl, fw_hr and fw_hl as well as from the mutual distances of the corresponding travel sensors Sfw. It is also possible that a right and a left pitch angle value or a front and a rear roll angle value can be determined for both pitch angle and roll angle.
Hierbei ist also zu berücksichtigen, dass aus den Federwegwerten nur relative Wank- oder Neigungswinkel bestimmt werden können, während aus der Aufbaubeschleunigung absolute Wank- oder Nei- gungswinkel insbesondere auch für ein stehendes Fahrzeug ermittelt werden kann.It must therefore be taken into account here that only relative roll or inclination angles can be determined from the spring travel values, while absolute roll or inclination can be determined from the body acceleration. angle can be determined in particular for a stationary vehicle.
Um aus den ermittelten Werten für Wank- und Nickwinkel sowie aus Wank- und Nickwinkelrate möglichst frühzeitig auf eine gefährliche Fahrsituation, insbesondere auf einen drohenden Überschlag schließen zu können, lässt sich für die Bewertung der ermittelten Werte auch die Systemdynamik einbeziehen.In order to be able to infer a dangerous driving situation, in particular an impending rollover, from the determined values for roll and pitch angle as well as from roll and pitch angle rate as early as possible, the system dynamics can also be included in the evaluation of the determined values.
Beispielsweise lässt sich so unterscheiden, ob ein Fahrzeug eine bestimmte Schräglage einnimmt, weil es einseitig eine Rampe oder eine Steilwandkurve befährt .For example, a distinction can be made as to whether a vehicle is in a certain inclined position because it is traveling on one side on a ramp or a steep wall curve.
Im ersteren Fall ist zu berücksichtigen, dass hier das Fahrzeug bei hohen Fahrzeuggeschwindigkeiten bereits aufgrund der Rampenanfahrt kippt, während es im stationären oder quasi stationären Fall, also bei sehr langsamen Geschwindigkeiten erst dann kippt, wenn die absolute Schräglage des Fahrzeugs einen kritischen Wert übersteigt .In the former case, it must be taken into account that the vehicle tilts at high vehicle speeds due to the approach to the ramp, whereas in stationary or quasi-stationary cases, i.e. at very slow speeds, it only tilts when the absolute inclined position of the vehicle exceeds a critical value.
Beim Befahren einer Steilkurve sind hohe Fahrzeuggeschwindigkei- ten die Voraussetzung für ein sicheres Befahren, da niedrige FahrZeuggeschwindigkeiten zum Unfall führen.When driving on a steep curve, high vehicle speeds are a prerequisite for safe driving, since low vehicle speeds lead to an accident.
Ferner kann anhand der gemessenen Federwege und berechneten Federweggeschwindigkeiten auch unterschieden werden, ob eine Schräglage des Fahrzeugs durch ein Abkippen auf der einen Seite, zum Beispiel wegen einer rechtsseitigen Böschung oder durch Abheben auf der anderen Seite, beispielsweise aufgrund einer linksseitigen Rampe oder eines rechtsseitigen Einhackens bei hohem Schwimmwinkel vorliegt.On the basis of the measured spring travel and calculated travel speed, a distinction can also be made as to whether the vehicle is tilted due to tipping on one side, for example due to a slope on the right-hand side, or by lifting on the other side, for example due to a left-hand ramp or a right-hand hacking there is a high float angle.
Aus den einzelnen im Bereich der Fahrzeugräder gemessenen Beschleunigungen az die in Hochrichtung des Fahrzeugs auf dessen Aufbau wirken, und den Federwegen fw an den einzelnen Rädern können somit nicht nur durch Nicken und Wanken erfasst werden, sondern auch Zusatzinformationen darüber wo und in welcher Richtung Kräfte auf das Fahrzeug einwirken und ob hierdurch eine gefährliche Fahrsituation hervorgerufen wird, die möglicherweise zu einem Überschlag führen kann.From the individual accelerations az measured in the area of the vehicle wheels, which act on the body of the vehicle in the vertical direction, and the spring travel fw on the individual wheels can therefore not only be recorded by nodding and swaying, but also additional information about where and in which direction forces are acting on the vehicle and whether this can cause a dangerous driving situation that could possibly lead to a rollover.
Durch die Berechnung von Nick- und Wankverhalten sowohl aus den Aufbaubeschleunigungen az und den Federwegen fw ergibt sich eine zuverlässigere und damit frühere Erkennung insbesondere eines bevorstehenden Überschlags, sodass beispielsweise ein entsprechender Überschlagssensor zur Aktivierung eines Überrollbügels entfallen kann. Die Bewertung des Wank- und Nickverhaltens aufgrund unterschiedlicher Messwerte macht also die Erkennung eines Überschlags plausibler und ermöglich damit einen frühzeitigen und rechtzeitigen Einsatz der Insassenschutzsysteme wie Airbag, Gurtstraffer, Sitzverstellungen und dergleichen.The calculation of pitch and roll behavior from the body accelerations az and the spring travel fw results in a more reliable and therefore earlier detection of an upcoming rollover, so that, for example, a corresponding rollover sensor for activating a roll bar can be omitted. The evaluation of the roll and pitch behavior on the basis of different measured values therefore makes the detection of a rollover more plausible and thus enables early and timely use of the occupant protection systems such as airbag, belt tensioners, seat adjustments and the like.
Ein Vorteil der Erfindung gegenüber einem Wank- oder einem Nickratensensor besteht auch darin, dass die Wankachse und die Nickachse in ihrem Verlauf im Fahrzeug erfasst werden können, was bei der Überschlags-Erkennung (Rollover) wichtig ist. Ein Wankratensensor erfasst nicht, wo die Wankachse im Fahrzeug verläuft. An advantage of the invention compared to a roll or pitch rate sensor is also that the roll axis and the pitch axis can be detected in their course in the vehicle, which is important in rollover detection. A roll rate sensor does not detect where the roll axis is in the vehicle.

Claims

DaimlerChrysler AGPatentansprüche DaimlerChrysler AG patent claims
Verfahren zur Erkennung kritischer Fahrsituationen eines Fahrzeugs, bei dem fahrsituationsabhangige Bewegungsgrößen (az_r, az__l ; az_v, az_h; fw_vr, fw_vl ; fw_hr, fw_hl ; fw__vr, fw_hr; fw_vl , fw__hl) des Fahrzeugs an zumindest zwei Orten gemessen werden, die mit Abstand (d) zueinander jeweils auf einer Seite einer normalerweise horizontalen Drehachse (Ax; Ay) des Fahrzeugs liegen, aus den gemessenen Bewegungsgrδßen (az_r, az_l; az_v, az_h; fw_vr, fw_vl ; fw_hr, fw_hl ; fw_vr, fw_hr; fw_vl , fw_hl) und dem Abstand (d) der Orte der Messungen ein Drehwinkel (φ) und eine Drehwinkelgeschwindigkeit ( des Fahrzeugs bezüglich dieser normalerweise horizontalen Drehachse (Ax; Ay) berechnet werden, und die berechneten Werte für Drehwinkel (Φ) und Drehwinkelgeschwindigkeit (φ') in Abhängigkeit von f hrzeugspezifischen Schwellenwerten bewertet werden, um Steuersignale zur Ansteuerung von Sicherheitssystemen im Fahrzeug zu erzeugen und auszugeben.Method for recognizing critical driving situations of a vehicle, in which movement-dependent motion variables (az_r, az__l; az_v, az_h; fw_vr, fw_vl; fw_hr, fw_hl; fw__vr, fw_hr; fw_vl, fw__hl) of the vehicle are measured at a distance (at a distance ( d) each lie on one side of a normally horizontal axis of rotation (A x ; A y ) of the vehicle, from the measured movement variables (az_r, az_l; az_v, az_h; fw_vr, fw_vl; fw_hr, fw_hl; fw_vr, fw_hr; fw_vl, fw_hl ) and the distance (d) of the locations of the measurements, a rotation angle (φ) and a rotation angle speed (of the vehicle with respect to this normally horizontal rotation axis (A x ; A y ) are calculated, and the calculated values for rotation angle (Φ) and rotation angle speed (φ ') are evaluated as a function of vehicle-specific threshold values in order to generate and output control signals for actuating safety systems in the vehicle.
Verfahren nach Anspruch 1 dadurch gekennzeichnet, dass als fahrsituationsabhangige Bewegungsgrößen Beschleunigungen (az_r, az_l; az_v, az_h) gemessen werden, die auf das Fahrzeug in dessen Hochrichtung wirken. A method according to claim 1, characterized in that accelerations (az_r, az_l; az_v, az_h) are measured as the movement situation-dependent movement variables, which act on the vehicle in its vertical direction.
3. Verfahren nach Anspruch 2 dadurch gekennzeichnet, dass auf den Fahrzeugaufbau wirkende Beschleunigungen (az_r, az__l; az__v, az_h) gemessen werden.3. The method according to claim 2, characterized in that accelerations acting on the vehicle body (az_r, az__l; az__v, az_h) are measured.
4. Verfahren nach Anspruch 2 oder 3 dadurch gekennzeichnet, dass aus den gemessenen Beschleunigungen (az_r, az_l; az_v, az_h) zunächst die Drehwinkelgeschwindigkeit (φ') ermittelt wird, um aus dieser nachfolgend den Drehwinkel (Φ) zu bestimmen.4. The method according to claim 2 or 3, characterized in that from the measured accelerations (az_r, az_l; az_v, az_h) the rotational angular velocity (φ ') is first determined in order to subsequently determine the rotational angle (Φ) therefrom.
5. Verfahren nach Anspruch 4 dadurch gekennzeichnet, dass die Berechnung von Drehwinkelgeschwindigkeit (φ") und Drehwinkel (Φ) mittels Integration oder mittels Zustandsbeo- bachtung unter Verwendung von Kaiman Filtern erfolgt.5. The method according to claim 4, characterized in that the calculation of the rotational angular velocity (φ ") and the rotational angle (Φ) is carried out by means of integration or by means of condition monitoring using Kaiman filters.
6. Verfahren nach Anspruch 2 oder 3 dadurch gekennzeichnet, dass aus den gemessenen Beschleunigungen (az_r, az_l; az_v, az_h) ein absoluter Fahrzeugneigungs- oder Drehwinkel (Φ) unter Berücksichtigung der Erdbeschleunigung (g) mittels trigonometrischer Beziehungen berechnet wird.6. The method according to claim 2 or 3, characterized in that from the measured accelerations (az_r, az_l; az_v, az_h) an absolute vehicle inclination or angle of rotation (Φ) is calculated taking into account the acceleration due to gravity (g) by means of trigonometric relationships.
7. Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass als fahrsituationsabhangige Bewegungsgrößen Federwege (fw_vr, fw_vl; fw_hr, fw_hl ; fw_vr, fw_hr; fw_vl , fw_hl) im Bereich der Fahrzeugräder gemessen werden.7. The method according to claim 1, characterized in that spring travel (fw_vr, fw_vl; fw_hr, fw_hl; fw_vr, fw_hr; fw_vl, fw_hl) are measured in the region of the vehicle wheels as movement situation-dependent movement variables.
8. Verfahren nach Anspruch 7 , dadurch gekennzeichnet, dass Drehwinkelgeschwindigkeiten (φ") des Fahrzeugs um seine Längs- und/oder Querachse (Ax, Ay) durch Ableitung der Federwege (fw_vr, fw_vl ; fw_hr, fw_hl ; f _vr, fw_hr; fw_vl , fw_hl) nach der Zeit unter Berüchsichtigung der Abstände der entsprechenden Orte ermittelt wird, an denen die Federwege (fw_yr, fw_vl; fw_hr, fw_hl ; fw_vr, fw_hr; fw_vl , fw_hl) gemessen wurden.8. The method according to claim 7, characterized in that that angular velocities (φ ") of the vehicle about its longitudinal and / or transverse axis (Ax, Ay) by deriving the spring travel (fw_vr, fw_vl; fw_hr, fw_hl; f _vr, fw_hr; fw_vl, fw_hl) according to the time taking into account the distances the corresponding locations at which the spring travel (fw_yr, fw_vl; fw_hr, fw_hl; fw_vr, fw_hr; fw_vl, fw_hl) were measured.
9. Verfahren nach Anspruch 9, dadurch gekennzeichnet, dass aus den fortlaufend ermittelten Werten für die Drehgeschwindigkeiten (φ') des Fahrzeugs dessen Drehwinkel (φ) ermittelt werden.9. The method according to claim 9, characterized in that the rotation angle (φ) of the vehicle is determined from the continuously determined values for the rotational speeds (φ ').
10. Verfahren nach Anspruch 7, dadurch gekennzeichnet, dass aus den Federwegen (fw_vr, fw_vl ; fw_hr, fw_hl ; fw_vr, fw_hr; fw_vl, fw_hl) ein relativer Fahrzeugneigungs- oder Drehwinkel (φ) berechnet wird.10. The method according to claim 7, characterized in that a relative vehicle inclination or rotation angle (φ) is calculated from the spring travel (fw_vr, fw_vl; fw_hr, fw_hl; fw_vr, fw_hr; fw_vl, fw_hl).
11. Verfahren nach einem der vorstehenden Ansprüche, dadurch gekennzeichnet, dass die Werte für Drehwinkel (Φ) und Drehwinkelgeschwindigkeit (φ') auf verschiedliche Weise ermittelt werden, und dass zur Plausibilisierung der Werte für Drehwinkel (Φ) und Drehwinkelgeschwindigkeit (φ') alle ermittelten Werte berücksichtigt werden.11. The method according to any one of the preceding claims, characterized in that the values for the angle of rotation (Φ) and the angle of rotation speed (φ ') are determined in different ways, and that for the plausibility of the values for the angle of rotation (Φ) and the angle of rotation speed (φ') all determined values are taken into account.
12. Verfahren nach einem der vorstehenden Ansprüche, dadurch gekennzeichnet, dass bei der Bewertung der berechneten Werte für Drehwinkel (Φ) und Drehwinkelgeschwindigkeit (cp") die Fahrdynamik beschreibende Größen, wie Fahrzeugquerbeschleunigung (ay) , Giergeschwindigkeit, Schwimmwinkelgeschwindigkeit, Fahrzeug- geschwindigkeit (V_Fzg) und dergleichen berücksichtigt werden. 12. The method according to any one of the preceding claims, characterized in that when evaluating the calculated values for angle of rotation (Φ) and angle of rotation speed (cp ") variables describing the driving dynamics, such as vehicle lateral acceleration (ay), yaw rate, slip angle speed, vehicle speed speed (V_Fzg) and the like are taken into account.
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