Method for detecting driving situation with respect to vehicle yaw behavior

• US 5,345,385 A
• Filed: 07/01/1992
• Issued: 09/06/1994
• 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): Chin, Gary
• Application Number:
  US07/907,109
• Time in Patent Office: 797 Days
• Field of Search: 364/424.05, 364/426.02, 364/426.03, 364/565, 180/79.1, 180/140-142, 180/197, 280/91, 303/95, 303/100, 303/103
• US Class Current: 701/36
• 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: B62D 6/00 Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits means for initiating a change in direction B62D1/00; steering valves B62D5/06; combined with means for inclining the vehicle body or wheels on bends B62D9/00
• CPC Class Codes: G05D 1/0891 specially adapted for land vehicles

Abstract

A method detects the driving situation with respect to the yaw behavior of the vehicle, in which a desired value of the vehicle yaw angle rate μ_des is derived in a computer unit from measured values (such as vehicle speed, steering wheel angle), and at least one sensor signal is supplied to the computer unit from which the actual value of the vehicle yaw angle rate μ_act is derived. 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 in the computer unit. The actual value of the yaw angle rate μ_act is subtracted from the desired value of the yaw angle rate μ_des, and at least one output signal is generated in 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. The magnitude of the time derivative of the difference is used to derive whether there is a tendency towards an increasingly critical driving situation.

Claims

1. A method for detecting an undesired yaw behavior of a vehicle, which behavior produces instability, comprising the steps of forming a desired value of the vehicle yaw angle rate μ

_des in a computer unit from values measured by sensors on the vehicle, supplying to the computer unit at least one sensor signal to form an actual value of the vehicle yaw angle rate μ

_act, determining in the computer unit any difference between the desired value of the yaw angle rate μ

_des and the actual value of the yaw angle rate μ

_act, by subtracting the actual value of the yaw angle rate μ

_act from the desired value of the yaw angle rate μ

_des, forming a time derivative of the difference in the computer unit, and generating at least one output signal in the computer unit, said at least one output signal representing the detected undesired yaw behavior of the vehicle and is used to permit intervention in a control system of the vehicle to one of increase understeering handling and to reduce oversteering handling, wherein a first part of said at least one output signal is generated in the computer unit as a function of the difference, said first part being representative of understeering or oversteering handling of the vehicle, and a second part of the output signal is generated in the computer unit as a function of the time derivative of the difference, said second part being representative of an instability increase or decrease in the handling of the vehicle.

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

_act, and generating an output signal representative of said understeering handling of the vehicle when the variable MULT is less than zero and an output signal which represents said oversteering handling of the vehicle when the variable MULT is greater than zero.

3. The method according to claim 2, wherein a variable DIFF is determined in the computer unit by multiplying the time derivative of the difference by the mathematical sign of the yaw angle rate μ

_act and generating by the mathematical sign of the variable MULT, and an output signal representative of an increase in vehicle instability when the variable DIFF is greater than zero and an output signal representative of an instability decrease when the variable DIFF is less than zero.

4. The method according to claim 2, wherein an output signal representative of the order of magnitude of the understeering or oversteering handling is generated in the computer unit as a function of the value of the variable MULT.

5. The method according to claim 3, wherein an output signal representative of the order of magnitude of the instability increase or instability decrease is generated in the computer unit as a function of the value of the variable DIFF.

6. The method according to claim 1, wherein a warning device, arranged to be monitored by a vehicle driver, is operable as a function of said at least one output signal.

7. The method according to claim 6, wherein an output signal representative of a tendency towards an increasingly critical driving situation, is generated in the computer unit when the magnitude of the time derivative of the difference exceeds a threshold value.

8. The method according to claim 6, wherein a variable MULT is determined in the computer unit by multiplying the difference by the mathematical sign of the yaw angle rate μ

_act, and generating an output signal representative of said understeering handling of the vehicle when the variable MULT is less than zero and an output signal representative of said oversteering handling of the vehicle when the variable MULT is greater than zero.

9. The method according to claim 8, wherein a variable DIFF is determined in the computer unit by multiplying the time derivative of the difference by the mathematical sign of the yaw angle rate μ

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

10. The method according to claim 9, wherein an output signal representative of the order of magnitude of the instability increase or instability decrease is generated in the computer unit as a function of the value of the variable DIFF.

11. The method according to claim 3, wherein an intervention into at least one of the steering and braking of individual wheels of the vehicle occurs as a function of said at least one output signal.

12. The method according to claim 11, wherein an output signal representative of the order of magnitude of the instability increase or instability decrease is generated in the computer unit as a function of the value of the variable DIFF.