Process and Apparatus for the Sway Stabilization of a Motor Vehicle

• US 20080255726A1
• Filed: 04/10/2008
• Published: 10/16/2008
• Est. Priority Date: 04/12/2007
• Status: Active Grant

• Current Assignee: Dr Ing hc F Porsche AG (Volkswagen AG)
• Original Assignee: Dr Ing hc F Porsche AG (Volkswagen AG)
• Inventors: Ferger-Andrews, Robert, Fischlein, Hartmut
• Granted Patent: US 8,065,057 B2
• Time in Patent Office: Days
• US Class Current: 701/38
• CPC Class Codes: B60G 17/0162 mainly during a motion involving steering operation, e.g. cornering, overtaking B60G17/0164 takes precedence
• CPC Class Codes: B60G 17/018 characterised by the use of a specific signal treatment or control method
• CPC Class Codes: B60G 2202/40 Type of actuator
• CPC Class Codes: B60G 2204/82 left and right unit on same axle
• CPC Class Codes: B60G 2400/104 lateral or transversal with regard to vehicle
• CPC Class Codes: B60G 2400/204 Vehicle speed
• CPC Class Codes: B60G 2400/41 Steering angle
• CPC Class Codes: B60G 2600/02 Retarders, delaying means, dead zones, threshold values, cut-off frequency, timer interruption
• CPC Class Codes: B60G 2600/124 Error signal
• CPC Class Codes: B60G 2800/012 Rolling condition
• CPC Class Codes: B60G 2800/24 Steering, cornering
• CPC Class Codes: B60G 2800/702 Improving accuracy of a sensor signal
• CPC Class Codes: B60G 2800/9122 ARS - Anti-Roll System Control

Abstract

A process for stabilizing the sway of a motor vehicle, in which adjusting signals are generated for actuators associated with a front axis and with a rear axis of the motor vehicle on the basis of a measured or a calculated transverse acceleration of the motor vehicle, which actuators make support moments available on the front axis and/or on the rear axis for stabilizing the sway. Accordingly the measured transverse acceleration and the calculated transverse acceleration are used in at least one speed range of the motor vehicle in such a manner to generate the adjusting signals for the actuators that either the calculated transverse acceleration or the measured transverse acceleration is used to generate the adjusting signals in dependence on an absolute value of the difference between the calculated transverse acceleration of the motor vehicle and the measured transverse acceleration of the motor vehicle.

Claims

1. A process for stabilizing sway in a motor vehicle, which comprises the steps of:

generating adjusting signals for actuators associated with at least one of a front axis and a rear axis of the motor vehicle on a basis of one of a measured transverse acceleration and a calculated transverse acceleration of the motor vehicle, the actuators making support moments available on the front axis and the rear axis for sway stabilization; and

using the measured transverse acceleration and the calculated transverse acceleration in at least one speed range of the motor vehicle for generating the adjusting signals for the actuators and one of the calculated transverse acceleration and the measured transverse acceleration is used to generate the adjusting signals in dependence on an absolute value of a difference between the calculated transverse acceleration of the motor vehicle and the measured transverse acceleration of the motor vehicle.

2. The process according to claim 1, which further comprises using the calculated transverse acceleration to generate the adjusting signals if the absolute value of the difference between the calculated transverse acceleration and the measured transverse acceleration is less than a first boundary value.

3. The process according to claim 2, which further comprises subsequently using a first fixed transverse acceleration value as a transverse acceleration for generating the adjusting signals if the calculated transverse acceleration is used to generate the adjusting signals and the absolute value of the difference between the calculated transverse acceleration and the measured transverse acceleration exceeds the first boundary value.

4. The process according to claim 3, which further comprises setting the first fixed transverse acceleration value to correspond to a value of the calculated transverse acceleration at which the first boundary value is exceeded.

5. The process according to claim 3, which further comprises subsequently using again the calculated transverse acceleration to generate the adjusting signals if the first fixed transverse acceleration value is used to generate the adjusting signals and the absolute value of the difference between the calculated transverse acceleration and the measured transverse acceleration drops below the first boundary value.

6. The process according to claim 3, which further comprises subsequently using the measured transverse acceleration as the transverse acceleration for generating the adjusting signals if the first fixed transverse acceleration value is used to generate the adjusting signals and an absolute value of the difference between the measured transverse acceleration and the first fixed transverse acceleration value exceeds a second boundary value or drops below a third boundary value.

7. The process according to claim 6, which further comprises subsequently using again the calculated transverse acceleration to generate the adjusting signals if the measured transverse acceleration is used to generate the adjusting signals and the absolute value of the difference between the measured transverse acceleration and the calculated transverse acceleration drops below the first boundary value.

8. The process according to claim 6, which further comprises subsequently using a second fixed transverse acceleration value as a transverse acceleration for generating the adjusting signals if the measured transverse acceleration is used to generate the adjusting signals and the absolute value of the difference between the measured transverse acceleration and the calculated transverse acceleration drops below the first boundary value.

9. The process according to claim 8, which further comprises setting the second fixed transverse acceleration value to correspond to a value of the measured transverse acceleration at which the first boundary value is dropped below.

10. The process according to claim 8, which further comprises subsequently using again the measured transverse acceleration to generate the adjusting signals if the second fixed transverse acceleration value is used to generate the adjusting signals and the absolute value of the difference between the calculated transverse acceleration and the measured transverse acceleration exceeds the first boundary value.

11. The process according to claim 8, which further comprises subsequently using the calculated transverse acceleration as the transverse acceleration for generating the adjusting signals if the second fixed transverse acceleration value is used to generate the adjusting signals and an absolute value of the difference between the calculated transverse acceleration and the second fixed transverse acceleration value exceeds a fourth boundary value or drops below a fifth boundary value.

12. The process according to claim 11, which further comprises using the measured transverse acceleration to generate the adjusting signals for the actuators outside of the or of every speed range of the motor vehicle.

13. An apparatus for stabilizing a sway of a motor vehicle, the apparatus comprising:

a first device for one of measuring and calculating a transverse acceleration of the motor vehicle; and

a second device selected from the group consisting of a control apparatus and a regulating apparatus for generating adjusting signals for actuators associated with a front axis and with a rear axis of the motor vehicle on a basis of one of the measured transverse acceleration and the calculated transverse acceleration, the actuators make support moments available on at least one of a front axis and a rear axis for stabilizing the sway, said second device having an apparatus programmed to;

generate adjusting signals for the actuators associated with at least one of a front axis and a rear axis of the motor vehicle on a basis of one of the measured transverse acceleration and the calculated transverse acceleration of the motor vehicle; and

use the measured transverse acceleration and the calculated transverse acceleration in at least one speed range of the motor vehicle for generating the adjusting signals for the actuators and one of the calculated transverse acceleration and the measured transverse acceleration is used to generate the adjusting signals in dependence on an absolute value of a difference between the calculated transverse acceleration of the motor vehicle and the measured transverse acceleration of the motor vehicle.