Determination of the Actual Yaw Angle and the Actual Slip Angle of a Land Vehicle

• US 20080201038A1
• Filed: 04/11/2006
• Published: 08/21/2008
• Est. Priority Date: 05/31/2005
• Status: Active Grant

• Current Assignee: Continental Automotive GmbH (Continental AG)
• Original Assignee: Continental Automotive GmbH (Continental AG)
• Inventors: Mayer, Andreas, Trippler, Peter, Jung, Andreas
• Granted Patent: US 8,280,586 B2
• Time in Patent Office: Days
• US Class Current: 701/41
• CPC Class Codes: B60T 2230/02 Side slip angle, attitude angle, floating angle, drift angle
• CPC Class Codes: B60T 2250/03 Vehicle yaw rate
• 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: B60W 2050/0075 Automatic parameter input, automatic initialising or calibrating means
• CPC Class Codes: B60W 2520/14 Yaw
• CPC Class Codes: B60W 2520/20 Sideslip angle
• CPC Class Codes: B60W 2556/45 External transmission of data to or from the vehicle

Abstract

In a method for determining the actual yaw rate and slip angle of a vehicle, a slip angle characteristic is first determined by a driving condition sensor system, a yaw rate sensor and a position determination system. If the slip angle characteristic remains below a threshold value, the actual yaw angle is adjusted to match the actual speed vector angle. Otherwise, the actual yaw angle is determined by a continuous value integration using yaw rate sensor values and the slip angle is calculated as the difference between the yaw angle and the speed vector angle. The slip angle is reliably determined with sufficient accuracy, without the need for additional sensors, if the values of the slip angle increase over several seconds. in addition, the yaw angle is reliably determined over long periods of time and the deviations in the values that occur in the integrating methods are adjusted at frequent intervals.

Claims

1. A method for determining the actual yaw angle and the actual slip angle of a land vehicle with the aid of a driving condition sensor systems, a yaw rate sensor and a position determining system, the method comprising the steps of:

determining at least one slip angle characteristic of the land vehicle with the aid of sensor values which are provided by the driving condition sensor system internal to the vehicle and/or the yaw rate sensor;

determining an actual speed vector angle which is determined as the angle between a speed vector of the land vehicle, determined with values of the position determining system, and an earth-fixed axis;

comparing the at least one slip angle characteristics with at least one fixed characteristic limit value;

wherein

if the characteristic limit value is fallen below

adjusting the actual yaw angle to match the actual speed vector angle, and

determining the actual slip angle with the aid of the sensor values which are provided by the driving condition sensor system internal to the vehicle and/or the yaw rate sensor;

if the characteristic limit value is exceeded

determining the actual yaw angle with the aid of sensor values which are provided by the yaw rate sensor by continuous value integration on the basis of a preceding adjustment to the speed vector angle, and

determining the slip angle as the difference between the thus determined yaw angle of the land vehicle and the actual speed vector angle.

2. The method according to claim 1, wherein the method steps are repeated in fixed or changeable time intervals.

3. The method according to claim 1, wherein a static characteristic limit value and a dynamic characteristic limit value, which characterizes the increase in the slip angle, is established.

4. The method according to claim 1, wherein at least one respective value is determined with the aid of the driving condition sensor system for determining at least one wheel speed and/or a vehicle lateral acceleration and/or a vehicle longitudinal acceleration.

5. The method according to claim 1, wherein at least one respective value is determined with the aid of the driving condition sensor system for determining a driving moment and/or a braking moment of at least one wheel of the land vehicle.

6. The method accordance to claim 1, wherein characteristics for the lateral slippage and/or the longitudinal slippage and for the lateral force or longitudinal force acting on at least one wheel are determined with the aid of an algorithm from the values determined with the driving condition sensor system as the basis for calculation of the at least one slip angle characteristic.

7. The method according to claim 1, wherein an offset correction for at least one acceleration signal of the driving condition sensor system is performed with the aid of a filter algorithm, in particular a Kalman filter.

8. The method according to claim 1, wherein data which is obtained from additional information on the surroundings, is used for the offset correction of at least one acceleration signal.

17. The method according to claim 1, wherein an offset correction for at least one acceleration signal of the driving condition sensor system is performed with a Kalman filter.

9. A device for calculating movement dynamics of a land vehicle set up for acquiring and preparing data of a driving condition sensor system, comprising a yaw rate sensor and a position determining system and having an arithmetic-logic unit which comprises functional units for determining the actual yaw angle and the actual slip angle of a land vehicle, wherein the functional units are operable to:

determine at least one slip angle characteristic of the land vehicle with the aid of sensor values which are provided by the driving condition sensor system internal to the vehicle and/or the yaw rate sensor;

determined an actual speed vector angle which is determined as the angle between a speed vector of the land vehicle, determined with values of the position determining system, and an earth-fixed axis;

compare the at least one slip angle characteristic with at least one fixed characteristic limit value;

wherein

if the characteristic limit value is fallen below the functional units are operable to;

adjust the actual yaw angle to match the actual speed vector angle, and

determine the actual slip angle with the aid of the sensor values which are provided by the driving condition sensor system internal to the vehicle and/or the yaw rate sensor;

if the characteristic limit value is exceeded the functional units are operable to;

determine the actual yaw angle with the aid of sensor values which are provided by the yaw rate sensor by continuous value integration on the basis of a preceding adjustment to the speed vector angle, and

determine the slip angle as the difference between the thus determined yaw angle of the land vehicle and the actual speed vector angle.

10. The device according to claim 9, wherein the method steps are repeated in fixed or changeable time intervals.

11. The device according to claim 9, wherein a static characteristic limit value and a dynamic characteristic limit value, which characterizes the increase in the slip angle, is established.

12. The device according to claim 9, wherein at least one respective value is determined with the aid of the driving condition sensor system for determining at least one wheel speed and/or a vehicle lateral acceleration and/or a vehicle longitudinal acceleration.

13. The device according to claim 9, wherein at least one respective value is determined with the aid of the driving condition sensor system for determining a driving moment and/or a braking moment of at least one wheel of the land vehicle.

14. The device according to claim 9, wherein characteristics for the lateral slippage and/or the longitudinal slippage and for the lateral force or longitudinal force acting on at least one wheel are determined with the aid of an algorithm from the values determined with the driving condition sensor system as the basis for calculation of the at least one slip angle characteristic.

15. The device according to claim 9, wherein an offset correction for at least one acceleration signal of the driving condition sensor system with the aid of a filter algorithm, in particular a Kalman filter.

16. The device according to claim 9, wherein data which is obtained from additional information on the surroundings, is used for the offset correction of at least one acceleration signal.