Method and Control Device for Identifying a Trailer Operation of a Towing Vehicle

• US 20090306861A1
• Filed: 05/09/2007
• Published: 12/10/2009
• Est. Priority Date: 06/27/2006
• Status: Abandoned Application

• Current Assignee: Robert Bosch GmbH
• Original Assignee: Robert Bosch GmbH
• Inventors: Berding, Lars, Schumann, Andreas, Brander, Michael, Nenninger, Gero, Fellke, Daniel, Mergenthaler, Rolf-Hermann
• Application Number:
  US12/227,506
• Publication Number:
  US 20090306861A1
• Time in Patent Office: Days
• US Class Current: 701/48
• CPC Class Codes: B60T 2230/06 Tractor-trailer swaying
• CPC Class Codes: B60T 8/1708 for lorries or tractor-trailer combinations
• 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 8/17551 determining control parameters related to vehicle stability used in the regulation, e.g. by calculations involving measured or detected parameters
• CPC Class Codes: B60T 8/17552 responsive to the tire sideslip angle or the vehicle body slip angle
• CPC Class Codes: B60W 40/12 related to parameters of the vehicle itself , e.g. tyre models

Abstract

In a method for identifying a trailering mode in the context of a towing vehicle, in particular as part of a vehicle dynamics control system having a trailer roll logic function for stabilizing the combination of towing vehicle and trailer, that identification of the trailering mode is accomplished by a comparison of an actual signal characterizing the vehicle state with a corresponding target signal.

Claims

1. A method for identifying a trailering mode in the context of a towing vehicle, in particular as part of a vehicle dynamics control system having a trailer roll logic function for stabilizing the combination of towing vehicle and trailer,

wherein identification of the trailering mode is accomplished by a comparison of an actual signal characterizing the vehicle state with a corresponding target signal.

2. The method as recited in claim 1,

wherein the actual signal is an actual yaw rate signal and the target signal is a target yaw rate signal;

and/or the actual signal is an actual float angle signal and the target signal is a target float angle signal, and/or the actual signal is an actual steering angle signal and the target signal is a target steering angle signal.

3. The method as recited in one of the preceding claims,

wherein the target signal is ascertained on the basis of a reference model having at least one input variable, in particular the steering angle and/or the vehicle speed.

4. The method as recited in one of the preceding claims,

wherein for identification of the trailering mode, the phase shift between the actual signal and the target signal is evaluated.

5. The method as recited in one of the preceding claims,

wherein for identification of the trailering mode, the amplitude difference between the actual signal and the target signal is evaluated.

6. The method as recited in one of claims 4 or 5,

wherein an exceedance of a limit phase shift is classified as trailering mode, in particular by the fact that the count status of a counter is modified.

7. The method as recited in one of claims 5 or 6,

wherein an exceedance of a limit amplitude difference is classified as trailering mode, in particular by the fact that the count status of a counter is modified.

8. The method as recited in one of claims 4 through 7,

wherein a trailering mode is identified when the limit phase shift and/or limit amplitude difference is exceeded over a predefined time span, or when a predefined number of exceedances is detected.

9. The method as recited in one of claims 4 through 8,

wherein evaluation of the phase shift is accomplished by an evaluation of the directional course of the actual signal and of the target signal.

10. The method as recited in claim 9,

wherein evaluation of the phase shift is accomplished by an evaluation of the codirectional and/or contradirectional courses of the actual signal and of the target signal.

11. The method as recited in claim 9,

wherein an actual signal difference is constituted from the instantaneous actual signal and from an actual signal from a previous polling cycle, preferably the last polling cycle;

and a product of the actual signal difference and a target signal difference is constituted, the target signal difference being constituted from the instantaneous target signal and from a target signal of a previous polling cycle, preferably the last polling cycle; and

a classification as trailering mode is made as a function of the sign of the product.

12. The method as recited in claim 11,

wherein as a function of the sign of the product, a count status of a counter is modified, in particular the count status of a counter is increased with a positive sign, and the count status is reduced with a negative sign.

13. The method as recited in claim 12,

wherein the maximum and/or minimum count status is limited.

14. The method as recited in one of claims 12 or 13,

wherein the count status is modified as a function of the result of the evaluation of the amplitude difference between the actual signal and the target signal, in particular the count status is reduced upon exceedance of the limit amplitude difference.

15. The method as recited in claim 14,

wherein the count status is multiplied by a quotient of the amplitude difference without a trailer and the amplitude difference with a trailer, or by a reciprocal quotient.

16. The method as recited in one of claims 12 through 15,

wherein a trailering mode is identified when a limit count status is reached.

17. The method as recited in one of the preceding claims,

wherein upon identification of a non-trailering mode, a trailer roll logic function of a vehicle dynamics control system is, preferably temporarily, switched off or desensitized.

18. The method as recited in one of the preceding claims,

wherein when trailering operation has been identified, the behavior of a vehicle dynamics control system is modified, in particular an activation of vehicle stabilization interventions, preferably of vehicle stabilization interventions for the purpose of decreasing the instabilities occurring especially in trailering mode, is accomplished.

19. The method as recited in one of the preceding claims,

wherein when non-trailering mode has been identified, the behavior of a vehicle dynamics control system is modified, in particular a deactivation or attenuation of vehicle stabilization interventions, preferably of vehicle stabilization interventions for the purpose of decreasing the instabilities occurring especially in trailering mode, is accomplished.

20. The method as recited in one of claims 18 or 19,

wherein a modification of the behavior of the vehicle dynamics control system is also accomplished for the case in which the towing vehicle is excited to oscillate even though no driver stipulation to bring the vehicle into a different vehicle state exists.

21. The method as recited in one of claims 4 through 19,

wherein authorization for evaluation of the phase shift between the actual signal and target signal is linked to at least one condition;

and preferably, identification of the phase shift remains activated for a parameterizable time span after violation of the condition.

22. The method as recited in one of claims 4 through 20,

wherein upon deactivation of the evaluation of the phase shift between the actual signal and target signal, the variables used, in particular a count status, are reset.

23. A control device for carrying out the method according to one of the preceding claims.

24. A method for identifying a phase shift between a first and a second signal,

wherein identification of the phase shift is accomplished by an evaluation of the codirectional and/or counterdirectional courses of the actual signal and of the target signal.

25. The method as recited in claim 24,

wherein a first signal difference is constituted from a subsequent, preferably current, first signal and from a first signal of a previous polling cycle, preferably of the last polling cycle;

and a product of the first signal difference and a second signal difference is constituted, the second signal difference being constituted from the subsequent, preferably current, second signal and from a second signal of a previous polling cycle, preferably the last polling cycle; and

an identification of a phase shift is made as a function of the sign of the product.

26. The method as recited in claim 25,

wherein with a negative sign, a phase shift is identified.