Device and Method for Stabilizing a Motor Vehicle

• US 20080033612A1
• Filed: 06/16/2005
• Published: 02/07/2008
• Est. Priority Date: 06/25/2004
• Status: Abandoned Application

• Current Assignee: DaimlerChrysler AG (Mercedes-Benz Group AG)
• Original Assignee: Daimler AG (Mercedes-Benz Group AG)
• Inventors: Raab, Markus
• Application Number:
  US11/630,852
• Publication Number:
  US 20080033612A1
• Time in Patent Office: Days
• US Class Current: 701/38
• CPC Class Codes: B60T 2230/02 Side slip angle, attitude angle, floating angle, drift angle
• CPC Class Codes: B60T 2230/03 Overturn, rollover
• CPC Class Codes: B60T 7/12 for automatic initiation; for initiation not subject to will of driver or passenger limiting speed of vehicles other than rail vehicles B60K31/00
• CPC Class Codes: B60T 8/172 Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters B60T8/17551 takes precedence
• CPC Class Codes: B60T 8/17552 responsive to the tire sideslip angle or the vehicle body slip angle
• 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
• CPC Class Codes: B60T 8/243 for roll-over protection
• CPC Class Codes: B60T 8/246 Change of direction
• CPC Class Codes: B60W 10/184 with wheel brakes
• CPC Class Codes: B60W 30/02 Control of vehicle driving stability
• CPC Class Codes: B60W 40/101 Side slip angle of tyre
• CPC Class Codes: B60W 40/103 Side slip angle of vehicle body
• CPC Class Codes: B62D 37/00 Stabilising vehicle bodies without controlling suspension arrangements

Abstract

The invention relates to a device and a method for stabilizing a vehicle, having a detection device (10) which is provided for determining an actual value of a lateral dynamics variable which describes the lateral dynamics of the vehicle, and having an evaluation unit (11) which determines a setpoint value for the lateral dynamics variable and limits said setpoint value to a limit value which is determined as a function of a prescribed stability condition if it is found that the magnitude of the setpoint value of the lateral dynamics variable exceeds the magnitude of the determined limit value, with the evaluation unit (11) actuating vehicle assemblies (12), which are provided for influencing the longitudinal and/or lateral dynamics of the vehicle, as a function of a comparison of the determined actual value and the determined and possibly limited setpoint value of the lateral dynamics variable in such a way that the driving stability of the vehicle is increased. In this case, the lateral dynamics variable comprises a tilting angle variable which describes a tilting angle of the vehicle, and/or a slip angle variable which describes a slip angle which occurs on a vehicle wheel.

Claims

1. A device for stabilizing a vehicle, having a detection device (10) which is provided for determining an actual value (x_act) of a lateral dynamics variable which describes the lateral dynamics of the vehicle, and having an evaluation unit (11) which determines a setpoint value (x_set) for the lateral dynamics variable and limits said setpoint value to a limit value (x_limit) which is determined as a function of a prescribed stability condition if it is found that the magnitude of the setpoint value (x_set) of the lateral dynamics variable exceeds the magnitude of the determined limit value (x_limit), with the evaluation unit (11) actuating vehicle assemblies (12), which are provided for influencing the longitudinal and/or lateral dynamics of the vehicle, as a function of a comparison of the determined actual value (x_act) and the determined and possibly limited setpoint value (x_set) of the lateral dynamics variable in such a way that the driving stability of the vehicle is increased, characterized in that the lateral dynamics variable comprises a tilting angle variable (φ

) which describes a tilting angle (φ

) of the vehicle, and/or a slip angle variable (α

) which describes a slip angle (α

) which occurs on a vehicle wheel.

2. The device as claimed in claim 1, characterized in that the tilting angle variable (φ

) describes the tilting angle (φ

) itself and/or the behavior of the tilting angle (φ

) over time.

3. The device as claimed in claim 1, characterized in that the slip angle variable (α

) describes the slip angle (α

_v) which occurs on a front-wheel axle of the vehicle and/or the slip angle (α

_h) which occurs on a rear-wheel axle of the vehicle.

4. The device as claimed in claim 1, characterized in that the slip angle variable (α

) describes a slip angle difference (Δ

α

) between the slip angle (α

_v) which occurs on the front-wheel axle of the vehicle and the slip angle (α

_h) which occurs on the rear-wheel axle of the vehicle.

5. The device as claimed in claim 1, characterized in that the evaluation unit (11) determines a setpoint value (M_set), which can be set on the vehicle in order to increase the driving stability, of a yaw moment variable, which describes a yaw moment which acts on the vehicle, as a function of the comparison of the actual value (x_act) and the setpoint value (x_set) of the lateral dynamics variable, with the vehicle assemblies (12) then being actuated in such a way that an actual value (M_act) of the yaw moment variable which corresponds to the determined setpoint value (M_set) is set on the vehicle.

6. The device as claimed in claim 1, characterized in that the vehicle assemblies (12) comprise at least wheel-braking devices (12a . . . 12d) which are provided for braking respectively associated vehicle wheels, with the wheel-braking devices (12a . . . 12d) being actuated in order to increase the driving stability by prescribing braking torques and/or braking forces to be generated on selected wheels.

7. The device as claimed in claim 6, characterized in that, when prescribing the braking torques and/or braking forces to be generated on selected wheels, the evaluation unit (11) takes into account a braking torque request and/or braking force request which may be being made by the driver.

8. The device as claimed in claim 1, characterized in that the evaluation unit (11) determines the actual value (x_act) of the lateral dynamics variable on the basis of an input variable which describes the current movement state of the vehicle.

9. The device as claimed in claim 1, characterized in that the evaluation unit (11) determines the setpoint value (x_set) of the lateral dynamics variable on the basis of an input variable which describes the current movement state of the vehicle.

10. The device as claimed in claim 1, characterized in that the limit value (x_limit) of the lateral dynamics variable is either definitively prescribed or else is determined by the evaluation unit (11) on the basis of an input variable which describes the current movement state of the vehicle.

11. The device as claimed in claim 10, characterized in that the input variable is a longitudinal speed variable (v_l) which describes a longitudinal speed of the vehicle, and/or is a lateral speed variable which describes a lateral speed (v_q) of the vehicle, and/or is a lateral acceleration variable (a_q) which describes a lateral acceleration which acts on the vehicle, and/or is an attitude angle variable (β

) which describes the attitude angle of the vehicle, and/or is a yaw rate variable ({dot over (ψ

)}) which describes the yaw rate of the vehicle, and/or is a wheel steering angle variable (δ

) which describes a wheel steering angle which is set on steerable vehicle wheels, and/or is a spring travel variable (d_{i,i=1 . . . 4}) which describes compression travel which occurs on wheel spring devices of the vehicle, and/or is a roll rate variable which describes the roll rate of the vehicle, and/or is a variable (s_sp) for the center of gravity position, which variable describes the position of the center of gravity of the vehicle, and/or is a static friction variable (μ

_r) which describes the static friction occurring between vehicle wheels and the surface of the carriageway.

13. The device as claimed in claim 8, wherein the input variable is a longitudinal speed variable (v_l) which describes a longitudinal speed of the vehicle, and/or is a lateral speed variable which describes a lateral speed (v_q) of the vehicle, and/or is a lateral acceleration variable (a_q) which describes a lateral acceleration which acts on the vehicle, and/or is an attitude angle variable (β

) which describes the attitude angle of the vehicle, and/or is a yaw rate variable ({dot over (ψ

)}) which describes the yaw rate of the vehicle, and/or is a wheel steering angle variable (δ

) which describes a wheel steering angle which is set on steerable vehicle wheels, and/or is a spring travel variable (d_{i,i=1 . . . 4}) which describes compression travel which occurs on wheel spring devices of the vehicle, and/or is a roll rate variable which describes the roll rate of the vehicle, and/or is a variable (s_sp) for the center of gravity position, which variable describes the position of the center of gravity of the vehicle, and/or is a static friction variable (μ

_r) which describes the static friction occurring between vehicle wheels and the surface of the carriageway.

14. The device as claimed in claim 9, wherein the input variable is a longitudinal speed variable (v_l) which describes a longitudinal speed of the vehicle, and/or is a lateral speed variable which describes a lateral speed (v_q) of the vehicle, and/or is a lateral acceleration variable (a_q) which describes a lateral acceleration which acts on the vehicle, and/or is an attitude angle variable (β

) which describes the attitude angle of the vehicle, and/or is a yaw rate variable ({dot over (ψ

)}) which describes the yaw rate of the vehicle, and/or is a wheel steering angle variable (δ

) which describes a wheel steering angle which is set on steerable vehicle wheels, and/or is a spring travel variable (d_{i,i=1 . . . 4}) which describes compression travel which occurs on wheel spring devices of the vehicle, and/or is a roll rate variable which describes the roll rate of the vehicle, and/or is a variable (s_sp) for the center of gravity position, which variable describes the position of the center of gravity of the vehicle, and/or is a static friction variable (μ

_r) which describes the static friction occurring between vehicle wheels and the surface of the carriageway.

12. A method for stabilizing a vehicle, in which an actual value (x_act) of a lateral dynamics variable which describes the lateral dynamics of the vehicle is determined, and in which a setpoint value (x_set) for the lateral dynamics variable is determined and limited to a limit value (x_limit) which is determined as a function of a prescribed stability condition if it is established that the magnitude of the setpoint value (x_set) of the lateral dynamics variable exceeds the magnitude of the determined limit value (x_limit), with the longitudinal and/or lateral dynamics of the vehicle being influenced as a function of a comparison of the determined actual value (x_act) and the determined and possibly limited setpoint value (x_set) of the lateral dynamics variable in such a way that the driving stability of the vehicle is increased, characterized in that the lateral dynamics variable comprises a tilting angle variable (φ

) which describes a tilting angle (φ

) of the vehicle, and/or a slip angle variable (α

) which describes a slip angle (α

) which occurs on a vehicle wheel.