System for Influencing the Driving Behavior of a Vehicle

• US 20100010710A1
• Filed: 03/29/2007
• Published: 01/14/2010
• Est. Priority Date: 04/13/2006
• Status: Abandoned Application

• Current Assignee: Daimler AG (Mercedes-Benz Group AG)
• Original Assignee: Daimler Chrysler Company LLC (Stellantis NV)
• Inventors: Moser, Martin, Schneckenburger, Reinhold, Urban, Christian, Kopp, Johannes
• Application Number:
  US12/296,916
• Publication Number:
  US 20100010710A1
• 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 17/0165 to an external condition, e.g. rough road surface, side wind
• CPC Class Codes: B60G 17/033 characterised by regulating means acting on more than one spring
• CPC Class Codes: B60G 2204/8102 diagonally arranged
• CPC Class Codes: B60G 2400/0523 Yaw rate
• CPC Class Codes: B60G 2400/104 lateral or transversal with regard to vehicle
• CPC Class Codes: B60G 2400/822 Road friction coefficient determination affecting wheel traction
• CPC Class Codes: B60G 2800/016 Yawing condition
• CPC Class Codes: B60G 2800/22 Braking, stopping
• CPC Class Codes: B60G 2800/244 Oversteer
• CPC Class Codes: B60T 2260/06 Active Suspension System
• CPC Class Codes: B60T 8/1764 Regulation during travel on surface with different coefficients of friction, e.g. between left and right sides, mu-split or between front and rear

Abstract

A system and a device are provided for influencing the driving behavior of a vehicle by way of first and second closed-loop controls.

Claims

1-32. -32. (canceled)

33. A system for influencing driving behavior of a vehicle comprising:

first closed-loop control means for performing closed-loop control on a variable that describes a yaw velocity, and

second closed-loop control means for influencing wheel contact forces occurring at vehicle wheels,

wherein the first and second closed-loop control means interact so that, at at least one of the first and second closed-loop control means, a variable, which is included in the respective closed-loop control, is influenced as a function of a variable of the other of the first and second closed-loop control means.

34. The system as claimed in claim 33, wherein, at the first closed-loop control means, a setpoint value for the yaw velocity is influenced as a function of a variable, which is generated in the second closed-loop control means and which represents the influencing of the wheel contact forces that is to be carried out by the second closed-loop control means.

35. The system as claimed in claim 33, wherein, at the second closed-loop control means, a variable which represents the influencing of the wheel contact forces that is to be carried out by the second closed-loop control means is influenced as a function of a difference variable which is determined in the first closed-loop control means and which represents a difference which is present between an actual value and the setpoint value of the yaw velocity.

36. The system as claimed in claim 33, wherein a cornering variable that represents the presence of cornering of the vehicle is determined, and wherein, at least one vehicle wheel, a wheel contact force is influenced in accordance with a functional relationship as a function of the cornering variable, wherein, when a predetermined driving state or operating state of the vehicle is present or is reached, the functional relationship is modified, and wherein the influencing of the wheel contact force is carried out in accordance with the modified functional relationship as a function of the cornering variable.

37. The system as claimed in claim 36, wherein the cornering variable is a variable which describes the lateral acceleration.

38. The system as claimed in claim 37, wherein the variable which describes the lateral acceleration is measured by way of a lateral acceleration sensor or is determined as a function of a variable that describes the steering angle and a variable that describes the velocity of the vehicle.

39. The system as claimed in claim 36, wherein the vehicle has a left-hand front wheel and a right-hand front wheel as well as a left-hand rear wheel and a right-hand rear wheel, wherein in each case a front wheel and a rear wheel are assigned to one of the two vehicle diagonals, wherein, for at least one of the two vehicle diagonals, the wheel contact forces at the two vehicle wheels are influenced in accordance with the functional relationship as a function of the cornering variable, and wherein the wheel contact forces at these two vehicle wheels are changed in the same way.

40. The system as claimed in claim 39, wherein the individual vehicle wheels are respectively assigned actuators for wheel-specific influencing of the wheel contact force occurring at the respective vehicle wheel, and wherein the wheel contact forces at the two vehicle wheels of the at least one vehicle diagonal are changed in the same way by virtue of the fact that the actuators of these two vehicle wheels are driven in a corresponding way, or

by virtue of the fact that the actuators of those vehicle wheels which are assigned to the other vehicle diagonal are driven in a complementary way, or

by virtue of the fact that the actuators of those vehicle wheels which are assigned to the at least one vehicle diagonal and the actuators of those vehicle wheels which are assigned to the other vehicle diagonal are driven in opposing ways.

41. The system as claimed in claim 36, wherein, when cornering, the vehicle has a front wheel on the outside of the bend, a front wheel on the inside of the bend, a rear wheel on the outside of the bend, and a rear wheel on the inside of the bend, wherein, in each case, a front wheel and a rear wheel are assigned to one of the two vehicle diagonals, wherein, for at least one of the two vehicle diagonals, the wheel contact forces at the two vehicle wheels are influenced in accordance with the functional relationship as a function of the cornering variable, wherein the respective wheel contact force is decreased both at the front wheel on the outside of the bend and at the rear wheel on the inside of the bend, and wherein the respective wheel contact force is increased both at the front wheel on the inside of the bend and at the rear wheel on the outside of the bend.

42. The system as claimed in claim 41, wherein the individual vehicle wheels are respectively assigned actuators for wheel-specific influencing of the wheel contact force occurring at the respective vehicle wheel, wherein the actuators which are respectively assigned to the front wheel on the outside of the bend and the actuators which are respectively assigned to the rear wheel on the inside of the bend are driven in such a way that the respective wheel contact force is decreased at these two vehicle wheels, and wherein the actuators which are respectively assigned to the front wheel on the inside of the bend and the actuators which are respectively assigned to the rear wheel on the outside of the bend are driven in such a way that the respective wheel contact force is increased at these two vehicle wheels.

43. The system as claimed in claim 41, wherein the wheel contact forces are increased, decreased, or increased and decreased by the same absolute value.

44. The system as claimed in claim 36, wherein the functional relationship as a function of the cornering variable is used to determine a change variable, which is a measure of the change in the wheel contact force which is to be carried out.

45. The system as claimed in claim 44, wherein the change variable is the value by which the wheel contact force is to be changed.

46. The system as claimed in claim 44, wherein a setpoint value is determined for the wheel contact force that is to be set on the basis of the change variable and an actual value, which is determined for the wheel contact force.

47. The system as claimed in claim 46, wherein the vehicle wheel is assigned an actuator for wheel-specific influencing of the wheel contact force occurring at this vehicle wheel, and wherein a predefined value for the driving of the actuator is determined as a function of the setpoint value for the wheel contact force which is to be set.

48. The system as claimed in claim 47, wherein the predefined value is a setpoint value for a travel variable which is to be set with the actuator or a setpoint value for a pressure variable which is to be set at the actuator.

49. The system as claimed in claim 44, wherein the functional relationship is divided into a plurality of sections, wherein, in a first section for which the cornering variable is lower than a first threshold value, the change variable assumes a first value which essentially corresponds to the value zero, wherein, in a second section for which the cornering variable is higher than the first threshold value and lower than a second threshold value, the value of the change variable increases starting from the first value to a second value, wherein, in a third section for which the cornering variable is higher than the second threshold value and lower than a third threshold value, the value of the change variable decreases starting from the second value to a third value, and wherein, in a fourth section for which the cornering variable is higher than the third threshold value, the value of the change variable essentially retains the third value.

50. The system as claimed in claim 36, wherein the predetermined driving state or operating state of the vehicle is reached or is present when the cornering variable is higher than a threshold value and at the same time a decrease in the cornering variable over time or in another vehicle variable which also represents cornering is detected.

51. The system as claimed in claim 50, wherein the threshold value for the cornering variable is the value of the cornering variable at which the change variable has its absolute maximum in accordance with the functional relationship.

52. The system as claimed in claim 44, wherein the modified functional relationship as a function of the cornering variable is used to determine a modified change variable which is a measure of the change in the wheel contact force which is to be carried out, wherein the respective value of the modified change variable does not exceed, or only exceeds to an insignificant degree, the value of the change variable which was determined using the functional relationship when the predetermined driving state or operating state of the vehicle started or was present.

53. The system as claimed in claim 52, wherein the value of the change variable which was determined using the functional relationship when the predetermined driving state or operating state of the vehicle started or was present is retained as the value of the modified change variable, or wherein the respectively determined value of the modified change variable is lower in absolute terms than said value of the change variable.

54. The system as claimed in claim 52, wherein the modified change variable is determined using the modified functional relationship until the value of the modified change variable corresponds to a value of the change variable which has been determined using the functional relationship and which is determined for a value of the cornering variable which is lower than the value of the cornering variable which was present when the predetermined driving state or operating state of the vehicle started or was present.

55. The system as claimed in claim 53, wherein the modified functional relationship is a functional relationship which has a monotonously falling profile toward lower values of the cornering variable with respect to the value of the cornering variable and the value of the change variable which was determined for it, both values being present when the predetermined driving state or operating state of the vehicle started or was present.

56. The system as claimed in claim 55, wherein said system comprises a linear function with a negative gradient.

57. The system as claimed in claim 56, wherein the value of the gradient is permanently predefined, or is determined as a function of the value of the change variable which was present when the predetermined driving state or operating state of the vehicle started or was present.

58. The system as claimed in claim 53, wherein the predetermined driving state or operating state of the vehicle is reached or is present when a traction control system which is arranged in the vehicle at least one driven wheel carries out interventions for performing closed-loop control on the traction present at this driven wheel during cornering.

59. The system as claimed in claim 58, wherein the value of the modified change variable is determined from the value of the change variable which was determined using the functional relationship and which was present when the predetermined driving state or operating state of the vehicle started or was present is reduced by a permanently predefined value or by a value which is determined as a function of said value of the change variable, or the value of the change variable which was determined using the functional relationship and which was present when the predetermined driving state or operating state of the vehicle started or was present is reduced until intervention for performing closed-loop control on the traction no longer occurs at the at least one driven wheel.

60. The system as claimed in claim 58, wherein the wheel contact force is set in accordance with the modified change variable at least at the at least one driven wheel at which closed-loop control on the traction is carried out.

61. The system as claimed in claim 53, wherein the predetermined driving state or operating state of the vehicle is reached or is present when a braking intervention is carried out during cornering.

62. The system as claimed in claim 61, wherein the value of the modified change variable is determined as follows:

the value of the change variable which was determined using the functional relationship and which was present when the predetermined driving state or operating state of the vehicle started or was present is reduced by a permanently predefined value or by a value which is determined as a function of said value of the change variable.

63. A system for influencing driving behavior of a vehicle comprising:

determining means for determining a cornering variable which represents the presence of cornering of the vehicle, and

influencing means with which, at least one vehicle wheel, the wheel contact force is influenced in accordance with a functional relationship as a function of the cornering variable,

wherein, when a predetermined driving state or operating state of the vehicle is present or is reached, the functional relationship is modified, and influencing of the wheel contact force is carried out in accordance with the modified functional relationship as a function of the cornering variable.

64. A system for influencing driving behavior of a vehicle comprising brakes and a chassis, wherein a presence of braking on a roadway is sensed with different coefficients of friction for two sides of the vehicle so that, when braking is present, the chassis is tensioned diagonally at least for a certain time.