Data processing: vehicles – navigation – and relative location – Vehicle control – guidance – operation – or indication – Indication or control of braking – acceleration – or deceleration
Reexamination Certificate
2001-06-26
2002-10-08
Cuchlinski, Jr., William A. (Department: 3661)
Data processing: vehicles, navigation, and relative location
Vehicle control, guidance, operation, or indication
Indication or control of braking, acceleration, or deceleration
C701S089000, C180S197000
Reexamination Certificate
active
06463379
ABSTRACT:
FIELD OF THE INVENTION
The present invention relates to a device and a method for influencing the propulsion of a vehicle.
BACKGROUND INFORMATION
German Published Patent Application No. 1 902 944 concerns a control device for preventing motor vehicles from skidding during cornering. The motor vehicle contains an antilock braking system, measuring elements which measure the driving condition, and final control elements which are controllable via the measuring elements. The measuring elements include gyroscope, wheel sensors, steering sensors, and potentiometers. The measuring elements are connected to a programmed control unit which responds to limiting values of the transverse acceleration of the vehicle. The final control elements for controlling the braking system and a power-controlling element of an internal combustion engine can be tripped via the control unit for directional stability. The directional stability device becomes active already below the maximum permissible transverse acceleration for the intended vehicle design so that the vehicle cannot get into an unstable driving condition. It is believed that there is no provision for making allowance for a variable describing the time behavior of the transverse acceleration.
SUMMARY OF THE INVENTION
An object of the exemplary embodiment and/or exemplary method of the present invention is to improve existing devices or methods for influencing the propulsion of a vehicle to the effect that the time or dynamic response of the vehicle is also allowed for in the influencing of the propulsion.
The exemplary embodiment and/or exemplary method of the present invention is directed to a device and/or a method for influencing the propulsion of a vehicle. The device includes a first apparatus, arrangement or structure which is used to measure a transverse acceleration variable describing the transverse acceleration acting upon the vehicle. According to an exemplary embodiment of the present invention, the device contains a second apparatus, arrangement or structure which is used to determine a variable describing the time behavior of the transverse acceleration variable. Moreover, the device has a third apparatus, arrangement or structure which is used to determine an intervention variable at least as a function of the transverse acceleration variable and of the variable describing the time behavior of the transverse acceleration variable. Furthermore, the device features a fourth apparatus, arrangement or structure which is used to carry out or perform at least engine interventions for influencing the propulsion, the engine interventions being carried out as a function of the intervention variable.
It is advantageous for the intervention variable to describe the throttle-valve angle to be adjusted, or the fuel injection quantity to be injected, or the ignition point to be adjusted. If the vehicle is equipped, for example, with an Otto spark ignition engine, then the throttle-valve angle or the ignition point (ignition angle) may be used as the intervention variable. In the case of a vehicle equipped with a diesel engine, the fuel injection quantity is usable. Ignition interventions permit a quick reduction of the engine torque.
The exemplary method according to the present invention can also be used for vehicles which are equipped with an electric motor. In this case, the electric current flowing through the motor is to be regarded as the intervention variable.
In addition to the engine interventions, it is also believed that it may be advantageous to carry out or perform interventions in the wheel brakes and/or in the clutch and/or in the transmission for influencing the propulsion of the vehicle. By appropriate interventions in the wheel brakes, the vehicular speed may be reduced. By interventions in the clutch, the drive train is opened for a short time as a result of which the driven wheels, being free from longitudinal forces, are able to transmit the maximum lateral force. As an intervention in the transmission, it is conceivable, for example, to shift up one gear to reduce the drive torque. The influencing of the propulsion torque can give rise to a limiting of, a reduction of or an increase in the propulsion torque.
The intervention variable is believed to be advantageously determined in such a manner that the vehicle is stabilized in the transverse direction by the engine intervention. Via the engine intervention and further interventions described above, the vehicle stability is influenced at the limit, thus supporting the driver in critical driving situations. In the propulsion case, the steerability of the vehicle is increased, the vehicle tends to understeer less strongly. In particular, the engine intervention is also intended to prevent the vehicle from tipping over about a vehicle axis oriented in the longitudinal direction of the vehicle.
In a first exemplary embodiment, a change variable describing the time-related change of the transverse acceleration variable is determined as the variable describing the time behavior of the transverse acceleration variable.
The exemplary device according to the present invention includes an apparatus, arrangement or structure which is used to determine a speed variable describing the vehicular speed. The intervention variable is determined as a function of this speed variable, of the transverse acceleration variable, and of the variable describing the time behavior of the transverse acceleration variable. For this end, the exemplary device according to the present invention advantageously has, in the third apparatus, arrangement or structure, a first determining apparatus, arrangement or structure which is used to determine a first value for the intervention variable as a function of the transverse acceleration variable and of the speed variable, and/or a second determining apparatus, arrangement or structure which is used to determine a second value for the intervention variable as a function of the variable describing the time behavior of the transverse acceleration variable and of the speed variable, and/or a third determining apparatus, arrangement or structure which is used to determine an incremental value for the intervention variable as a function of transverse acceleration variable and of the variable describing the time behavior of the transverse acceleration variable. The intervention variable is determined as a function of the first or of the second value and/or of the incremental value.
The three above described determining apparatus, arrangement or structure are implemented as characteristic maps. That is, predetermined values for the intervention variable or the incremental value, respectively, are read out from the respective characteristic maps as a function of the input variables, namely the speed variable and/or transverse acceleration variable and/or the variable describing the time behavior of the transverse acceleration variable. These predetermined variables can be determined in the preliminary stages, for example, on the basis of road tests or by model calculations. The first value of the intervention variable has the character of a static intervention variable since, being determined on the basis of the transverse acceleration variable, it allows for the static behavior of the vehicle. If the first intervention variable is used to influence the throttle-valve position, then the first value of the intervention variable constitutes a static throttle-valve limitation. In a corresponding manner, the second value of the intervention variable constitutes a dynamic throttle-valve limitation since it goes back to the variable describing the time behavior of the transverse acceleration variable. Both values have a limiting character because they are used as intervention variable in the case where, on the basis of the driver's command, a throttle-valve angle would have to be adjusted which would result in an unstable vehicle behavior in the present vehicle situation. For this reason, a throttlevalve angle which goes back to the first or second value of the
Braun Guenter
Kohler Rolf
Kottmann Matthias
Schmitt Johannes
Zoebele Andreas
Cuchlinski Jr. William A.
Kenyon & Kenyon
Marc-Coleman Marthe Y.
Robert & Bosch GmbH
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