Method for modifying a driving stability control of a vehicle

• US 20050004738A1
• Filed: 06/28/2002
• Published: 01/06/2005
• Est. Priority Date: 06/28/2001
• Status: Abandoned Application

• Current Assignee: Continental Teves AG & Co. OHG (Continental AG)
• Original Assignee: Continental Teves AG & Co. OHG (Continental AG)
• Inventors: Wanke, Peter, Herrmann, Torsten, Gronau, Ralph, Kost, Artur
• Application Number:
  US10/481,664
• Publication Number:
  US 20050004738A1
• Time in Patent Office: Days
• US Class Current: 701/70
• CPC Class Codes: B60T 2210/12 Friction
• CPC Class Codes: B60T 2230/03 Overturn, rollover
• CPC Class Codes: B60T 2270/86 Optimizing braking by using ESP vehicle or tire model
• CPC Class Codes: B60T 8/17551 determining control parameters related to vehicle stability used in the regulation, e.g. by calculations involving measured or detected parameters
• CPC Class Codes: B60T 8/17554 specially adapted for enhancing stability around the vehicles longitudinal axle, i.e. roll-over prevention road vehicle drive control systems for roll-over prevention otherwise than by controlling a particular sub-unit B60W30/04

Abstract

The present invention relates to a method for modifying a driving stability control of a vehicle wherein the input variables essentially composed of the predetermined steering angle (δ) and the driving speed (v) are converted into a nominal value of the yaw velocity ({dot over (Ψ)}_nominal) on the basis of a vehicle model defined by running characteristics. The nominal value is compared with a measured actual value of the yaw velocity ({dot over (Ψ)}_measured), and an additional yaw torque (M_G) is calculated in an ESP controller according to the result of the comparison and used to define an ESP intervention which produces an additional yaw torque by way of pressure quantities applied to the wheel brakes of the vehicle.

Claims

1-11. -11. (canceled)

12. Method for modifying a driving stability control of a vehicle comprising the steps of:

converting a steering angle (δ

) and a driving speed (v) into a nominal value of a yaw velocity ({dot over (Ψ

)}_nominal) on the basis of a vehicle model defined by running characteristics,

comparing the nominal yaw velocity with a measured actual value of the yaw velocity ({dot over (Ψ

)}_measured), and calculating a yaw torque (M_G) value, and according to the result of the comparison, defining an ESP intervention which produces an additional yaw torque by way of pressure quantities applied to the wheel brakes of the vehicle, said additional yaw torque adapting the measured yaw velocity ({dot over (Ψ

)}_measured) to the calculated yaw velocity ({dot over (Ψ

)}_nominal) using a model-based coefficient of friction whose output signals (μ

) are sent to the vehicle model and taken into consideration in the calculation of the nominal value of the yaw velocity ({dot over (Ψ

)}_nominal),

limiting the coefficient of friction to a value below a maximum allowable coefficient of friction (μ

_max) in dependence on variables representative of at least a maximum lateral acceleration or variables derived therefrom.

13. Method as claimed in claim 12, wherein the coefficient of friction is limited to values between 0.4 and 0.7.

14. Method as claimed in claim 12, wherein the coefficient of friction is limited when at least one of the following conditions is satisfied:

a vehicle yaw acceleration is lower than a limit value, preferably lower than 20 to 30 degrees/s²,

a steering angle velocity is lower than a limit value, preferably lower than 100 to 200 degree/s,

a vehicle lateral acceleration exceeds a limit value, preferably 7 to 8 m/s², ESP control does not take place.

15. Method as claimed in claim 12, wherein the ESP intervention is executed as ESP oversteering intervention.

16. Method as claimed in claim 12, wherein the ESP oversteering intervention occurs with neutral or understeering driving performance.

17. Method as claimed in claim 12, wherein said ESP intervention includes the step of commencing ESP control while the driving performance of a vehicle is still stable under ESP criteria, according to a limitation of one or more input variables of a reference model determining the running characteristics of a linear single-track model.

18. Method as claimed in claim 17, wherein the coefficient of friction, or the lateral acceleration, or the steering angle velocity represent the one or more input variables.

19. Method as claimed in claim 12, wherein said ESP intervention is effective for preventing rollover of the vehicle about its longitudinal axis.

20. Method as claimed in claim 12, wherein the ESP intervention is effective for preventing rollover of a vehicle about its longitudinal axis, and wherein the ESP intervention includes the step of commencing ESP control when the driving performance of a vehicle is still stable under ESP criteria, according to a limitation of an input variable of a reference model determining the running characteristics of a linear single-track model.

21. Method as claimed in claim 20, wherein the coefficient of friction, or the lateral acceleration, or the steering angle velocity are sent as limited input variable to the reference model.