Apparatus and method for preventing instabilities in vehicle handling

• US 5,341,297 A
• Filed: 07/01/1992
• Issued: 08/23/1994
• Est. Priority Date: 07/13/1991
• Status: Expired due to Term

• Current Assignee: Daimler AG (Mercedes-Benz Group AG)
• Original Assignee: Mercedes-Benz AG (Mercedes-Benz Group AG)
• Inventors: Klinkner, Walter, Mohn, Frank-Werner, Wohland, Thomas, Zomotor, Adam, Schindler, Erich
• Primary Examiner(s): Black, Thomas G.
• Assistant Examiner(s): NGUYEN, TAN QUANG
• Application Number:
  US07/907,283
• Time in Patent Office: 783 Days
• Field of Search: 364/426.03, 364/426.01, 364/424.05, 303/100, 303/111, 180/140, 280/91
• US Class Current: 701/72
• CPC Class Codes: B60T 8/1755 Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve road vehicle drive control systems for control of driving stability otherwise than by controlling a particular sub-unit B60W30/02
• CPC Class Codes: B60T 8/4275 Pump-back systems
• CPC Class Codes: B60T 8/4809 Traction control, stability control, using both the wheel brakes and other automatic braking systems

Abstract

A method and apparatus prevents instabilities in vehicle handling by forming a desired value of the vehicle yaw angle rate μ_des from measured values (namely, vehicle speed, steering wheel angle), and forming the actual value of the vehicle yaw angle rate μ_act from at least one sensor signal. The difference between the desired value of the yaw angle rate μ_des and the actual value of the yaw angle rate μ_act is formed by subtracting the actual value of the yaw angle rate μ_act from the desired value of the yaw angle rate μ_des. At least one output signal is generated and emitted by the computer unit, from this difference. The output signal represents the detected driving situation with respect to the yaw behavior of the vehicle, with the brake pressure of individual wheels of the vehicle being varied as a function of this output signal, and the output signal being generated in the computer unit as a function of a time derivative of the difference. The output signal contains information on whether the vehicle has understeering or oversteering handling. In the case of oversteering handling, the brake pressure is increased for the vehicle front wheel on the outside of the turn; in the case of understeering handling, the brake pressure is increased for the vehicle rear wheel on the inside of the turn.

Claims

1. A method for preventing instabilities in handling of a vehicle, comprising the steps of

(a) forming a desired value of vehicle yaw angle rate μ

_des in a computer unit from measured values,

(b) supplying to the computer unit at least one sensor signal to form an actual value of the vehicle yaw angle rate μ

_act,

(c) determining the difference between the desired value of the yaw angle rate μ

_des and the actual value of the yaw angle rate μ

_act in the computer unit,

(d) forming a time derivative of said difference in the computer unit,

(e) generating at least one output signal in the computer unit from said difference and as a function of said time derivative, said output signal being representative of a detected driving situation with respect to yaw behavior of the vehicle as to whether the vehicle has oversteering handling or understeering handling, and

(f) varying brake slip of individual wheels of the vehicle as a function of this output signal, such that, in the case of oversteering handling, the brake slip is increased for a front wheel of the vehicle on an outside of a turn, and, in the case of understeering handling, the brake slip is increased for a rear wheel of the vehicle on an inside of a turn.

2. The method according to claim 1, wherein, in the case of oversteering handling, the brake slip is additionally increased for a front wheel vehicle on an inside of a turn, and, in the case of understeering handling, the brake slip is additionally increased for a rear wheel of the vehicle on an outside of a turn.

4. The method according to claim 2, wherein during a braking process in the oversteering handling case, the brake slip is decreased for a rear wheel of the vehicle on the inside of the turn when the front wheels of the vehicle reach a slip threshold value, and during a braking process in the understeering handling case, the brake slip is decreased for the front wheel of the vehicle on the outside of the turn when the rear wheels of the vehicle reach a slip threshold value.

5. The method according to claim 4, wherein the slip threshold value is the slip threshold of the anti-lock braking system.

7. The method according to claim 4, wherein during a braking process in the oversteering handling case, the brake slip is additionally decreased for the rear wheel on the outside of the turn, and, during a braking process in understeering handling case, the brake slip is additionally decreased for the front wheel on the inside of the turn.

8. The method according to claim 1, wherein a variable MULT is determined in the computer unit, multiplying said difference by a mathematical sign of the yaw angle rate μ

_act, such that said generated output signal is representative of understeering handling of the vehicle when said variable MULT is greater than zero and of oversteering handling of the vehicle when the variable MULT is less than zero, and a variable DIFF is determined in the computer unit by multiplying said time derivative of said difference by the mathematical sign of the yaw angle rate μ

_act and by the mathematical sign of the variable MULT, such that said generated output signal 7 is representative of an instability increase when the variable DIFF is greater than zero and of an instability decrease when the variable DIFF is less than zero.

11. The method according to claim 4, wherein a variable MULT is determined in the computer unit, multiplying said difference by the mathematical sign of the yaw angle rate μ

_act, such that said generated output signal is representative of understeering handling of the vehicle when said variable MULT is greater than zero and of oversteering handling of the vehicle when the variable MULT is less than zero, and a variable DIFF is determined in the computer unit by multiplying said time derivative of said difference by the mathematical sign of the yaw angle rate μ

_act and by the mathematical sign of the variable MULT, such that said generated output signal 7 is representative of an instability increase when the variable DIFF is greater than zero and of an instability decrease when the variable DIFF is less than zero.

12. The method according to claim 11, wherein during a braking process in the oversteering handling case, the brake slip is additionally decreased for the rear wheel on the outside of the turn, and, during a braking process in understeering handling case, the brake slip is additionally decreased for the front wheel on the inside of the turn.

13. The method according to claim 8, wherein the increase or decrease in the brake slip takes place by such an amount that a slip difference is set as a function of the variable MULT.

14. The method according to claim 13, wherein a switching-on criterion ESK is formed to constitute the output signal, and monitoring occurs as a function of the variables MULT and DIFF to determine whether said criterion ESK exceeds a limit value.

15. The method according to claim 14, wherein, in the case of oversteering handling, the brake slip is additionally increased for a front wheel vehicle on an inside of a turn, and, in the case of understeering handling, the brake slip is additionally increased for a rear wheel of the vehicle on an outside of a turn.

3. A method for preventing instabilities in handling of a vehicle, comprising the steps of

(a) forming a desired value of the vehicle yaw angle rate μ

_des in a computer unit from measured values,

(b) supplying at least one sensor signal to the computer unit to form an actual value of the vehicle yaw angle rate μ

_act,

(c) determining the difference between the desired value of the yaw angle rate μ

_des and the actual value of the yaw angle rate μ

_act in the computer unit,

(d) forming a time derivative of said difference in the computer unit,

(e) generating at least one output signal in the computer unit from said difference and as a function of said time derivative, said at least one output signal being representative of a detected driving situation with respect to yaw behavior of the vehicle as to whether the vehicle has oversteering handling or understeering handling, and

(f) varying brake slip of individual wheels of the vehicle as a function of said output signal, such that during a braking process in a situation involving oversteering, the brake slip is decreased for a rear wheel of the vehicle on an inside of a turn, and in a situation involving understeering, the brake slip is decreased for a front wheel of the vehicle on an outside of a turn.

6. The method according to claim 3, wherein during a braking process in the oversteering handling case, the brake slip is additionally decreased for the rear wheel on the outside of the turn, and, during a braking process in understeering handling case, the brake slip is additionally decreased for the front wheel on the inside of the turn.

9. The method according to claim 6, wherein, in the case of oversteering handling, the brake slip is additionally increased for a front wheel vehicle on an inside of a turn, as a function of the handling of the vehicle and, in the case of understeering handling, the brake slip is additionally increased for a rear wheel of the vehicle on an outside of a turn, as a function of the handling of the vehicle.

10. The method according to claim 3, wherein a variable MULT is determined in the computer unit, multiplying said difference by the mathematical sign of the yaw angle rate μ

_act, such that said generated output signal is representative of understeering handling of the vehicle when said variable MULT is greater than zero and of oversteering handling of the vehicle when the variable MULT is less than zero, and a variable DIFF is determined in the computer unit by multiplying said time derivative of said difference by the mathematical sign of the yaw angle rate μ

_act and by the mathematical sign of the variable MULT, such that said generated output signal 7 is representative of an instability increase when the variable DIFF is greater than zero and of an instability decrease when the variable DIFF is less than zero.

16. The method according to claim 10, wherein the increase or decrease in the brake slip takes place by such an amount that a slip difference is set as a function of the variable MULT.

17. The method according to claim 16, wherein a criterion ESK is formed to constitute the output signal, and monitoring occurs as a function of the variables MULT and DIFF to determine whether said criterion ESK exceeds a limit value.

18. An apparatus for preventing instabilities in the handling of a vehicle, comprising a computer unit is configured such that a desired value of the vehicle yaw angle rate μ

_des is formed from measured values, means for supplying at least one sensor signal to the computer unit from which the actual value of the vehicle yaw angle rate μ

_act is formed, wherein the computer unit forms the difference between the desired value of the yaw angle rate μ

_des and the actual value of the yaw angle rate μ

_act, forms a time derivative of said difference and generates at least one output signal from said difference and as a function of said time derivative, said output signal containing information on whether the vehicle has oversteering or understeering handling, and means for varying brake slip of individual wheels of the vehicle as a function of said output signal, wherein in a case of oversteering handling, the brake slip is increased for a front wheel of the vehicle on an outside of a turn, and in a case of understeering handling, the brake slip is increased for a rear wheel of the vehicle on an inside of a turn.

19. The apparatus according to claim 18, wherein said means for varying brake slip is configured such that in the case of oversteering handling, the brake slip is additionally increased for a front wheel vehicle on the inside of a turn, as a function of handling of the vehicle and, in the case of understeering handling, the brake slip is additionally increased for a rear wheel of the vehicle on the outside of the turn, as a function of the handling of the vehicle.