Data processing: vehicles – navigation – and relative location – Vehicle control – guidance – operation – or indication – Indication or control of braking – acceleration – or deceleration
Reexamination Certificate
1998-08-25
2001-07-24
Nguyen, Tan (Department: 3661)
Data processing: vehicles, navigation, and relative location
Vehicle control, guidance, operation, or indication
Indication or control of braking, acceleration, or deceleration
C303S146000
Reexamination Certificate
active
06266599
ABSTRACT:
BACKGROUND INFORMATION
German Patent Application No.
The patent application filed with the German Patent Office 196 15 311.5 describes a method and a device for controlling a parameter of movement which represents the movement of the vehicle, where a transverse acceleration component which depends on the transverse slope of the road surface is determined. This transverse acceleration component is used to correct the measured transverse acceleration of the motor vehicle.
The transverse acceleration component which depends on the transverse slope of the road surface is determined in a stable state of the vehicle which is described by the yaw and the transverse acceleration of the vehicle. To determine the stable state of the vehicle, a brief, active action which is independent of the control process can be performed by the control system in such a way as to have a slight influence on the yaw of the vehicle. The stable state of the vehicle is established when a change in transverse acceleration of the vehicle can be detected on the basis of the intended change in the yaw of the vehicle. If the vehicle is in its stable state, then the transverse acceleration component which depends on the transverse slope of the road surface is determined on the basis of the values determined in this state for the longitudinal acceleration of the vehicle, the transverse acceleration of the vehicle and the yaw of the vehicle.
Systems for relating the driving dynamics of a vehicle are described, e.g., in the article “FDR—driving dynamics control by Bosch” published in the automotive journal Automobiltechnische Zeitschrift (ATZ), vol. 96, no. 11 (1994), pages 674-689. This article also describes that various special situations such as an inclined road surface are taken into account in the control by the driving dynamics controller.
The object of the present invention is to improve on the determination of the transverse acceleration component which depends on the transverse slope of the road surface.
SUMMARY OF THE INVENTION
One of the advantages of the present invention is that with the device and the method according to the present invention for determining the transverse acceleration component which depends on the transverse slope of the road surface, there is no need for short, active interventions by the control system that are independent of the control process to have a slight influence on the yaw of the vehicle.
To be able to do without such actions, the slip angle on the rear axle of the vehicle is determined. Depending on the slip angle thus determined, a vehicle status is determined wherein the transverse acceleration component which depends on the transverse slope of the road surface is determined as a function of at least the values obtained for the yaw of the vehicle, the transverse acceleration of the vehicle and the longitudinal acceleration of the vehicle. The transverse acceleration component thus determined is checked for plausibility and is preferably used to correct the transverse acceleration of the vehicle. Furthermore, this can also be used to correct the yaw of the vehicle, for example, or to correct the slip angle on the rear axle of the vehicle.
For the determination of the slip angle on the rear axle of the vehicle, it is advantageous to determine the slip angles as a function of a value for the float angle of the vehicle and the values obtained for the yaw of the vehicle and the longitudinal velocity of the vehicle. The float angle is determined on the basis of at least the values obtained for the yaw of the vehicle, the transverse acceleration of the vehicle and the longitudinal velocity of the vehicle. At the same time, it is also advantageous in determining the float angle to take into account actions performed on the actuators independently of the driver. For example, when actuators that can influence the braking torque of each wheel individually are operated independently of the driver, this can also be detected for this purpose.
Depending on the slip angle determined, the vehicle status, where the transverse acceleration component which depends on the transverse slope of the road surface is preferably determined by comparing the slip angle obtained with a predetermined threshold value. For example, when the value of the slip angle obtained is larger than the threshold value, then the vehicle status to be detected exists.
The vehicle status to be determined is one which occurs when the vehicle is traveling in a stable manner on a road surface with a transverse slope, in particular when it is traveling in a stable manner on a rock wall or in a steep curve. If the slip angle is determined on the basis of the transverse acceleration determined with a sensor in such a vehicular movement, the slip angle assumes large values. The reason for this is that the measured, uncorrected transverse acceleration is falsified by the transverse acceleration component which depends on the transverse slope of the road surface. Likewise, an unstable traveling condition of the vehicle, such as that which occurs when the vehicle skids, is characterized in that the slip angle occurring at the rear axle of the vehicle assumes large values. However, in this case this is related to the physical conditions which prevail in a skid. Consequently, another criterion is necessary for an unambiguous determination of the vehicle condition which is to be detected.
It is also advantageous to determine the driver's reaction, i.e., the actions taken by the driver. For example, the actuators with which the braking torques acting on the individual wheels of the vehicle can be influenced can be monitored for this purpose. Likewise, monitoring of the steering angle set by the driver is another option. Depending on this monitoring, this vehicle status prevails when, in addition to the criterion derived from the slip angle, at least the braking torques produced by the driver are smaller than a predetermined threshold or the gradient of the steering angle is smaller than a predetermined threshold.
To be able to test the determined value of the transverse acceleration component for plausibility, another advantageous option is a comparison whereby a first value for the yaw of the vehicle, which is determined on the basis of the measured transverse acceleration component, is compared with a second value for the yaw of the vehicle which is determined with a rotation sensor. If this comparison shows that the value for the transverse acceleration component is plausible, this value is used for correcting at least the transverse acceleration of the vehicle.
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A. Van Zanten et al., “FDR—driving dynamics control by Bosch”, Automobiltechnische Zeitschrift (ATZ), vol. 96, No. 11 (1994), pp. 674-689.
Ehret Thomas
van Zanten Anton
Kenyon & Kenyon
Nguyen Tan
Robert & Bosch GmbH
Tran Dalena
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