Method and apparatus for preventing vehicle handling instabilities

• US 5,471,388 A
• Filed: 07/13/1992
• Issued: 11/28/1995
• 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: Mohn, Frank-Werner, Wohland, Thomas, Zomotor, Adam, Schindler, Erich, Klinkner, Walter
• Primary Examiner(s): Zanelli, Michael
• Assistant Examiner(s): MCFADDEN, SUSAN IRIS
• Application Number:
  US07/912,371
• Time in Patent Office: 1,233 Days
• Field of Search: 364/424.05, 364/426.01, 364/426.02, 364/426.03, 180/197, 180/140, 180/141, 180/142, 180/79.1, 280/91
• US Class Current: 701/36
• CPC Class Codes: B60T 2270/86 Optimizing braking by using ESP vehicle or tire model
• 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 7/159 characterised by computing methods or stabilisation processes or systems, e.g. responding to yaw rate, lateral wind, load, road condition

Abstract

A method and apparatus for preventing vehicle handling instabilities, in which a vehicle yaw angular velocity required value (μ_soll) is formed from measured quantities (vehicle velocity, steering wheel angle). The vehicle yaw angular velocity actual value (μ_ist) is formed from at least one sensor signal, the difference between the yaw angular velocity required value (μ_soll) and the yaw angular velocity actual value (μ_ist) is determined by subtracting the yaw angular velocity actual value (μ_ist) from the yaw angular velocity required value (μ_soll), and the handling situation or the vehicle yaw behavior to be detected is determined from this difference. The time derivative of the difference is formed to determine whether the vehicle exhibits understeer or oversteer. The slip threshold value (σ_soll) is varied in the direction of the value 0 when it is deduced from the detected handling situation that a changed lateral guidance force is required on the wheels of the vehicle driven axle.

Claims

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

(a) forming a vehicle yaw angular velocity required value from measured quantities in a means for computing,

(b) supplying the computing means with at least one sensor signal from which an actual value of vehicle yaw angular velocity is formed,

(c) forming a difference between the yaw angular velocity required value and the yaw angular velocity actual value in the computing means by subtracting the yaw angular velocity actual value from the yaw angular velocity required value,

(d) forming a time derivative of the difference in the computing means,

(e) forming at least one output signal in the computing means from the difference and as a function of the time derivative to represent one of a detected handling situation and the yaw behavior of the motor vehicle and to contain information on vehicle understeering and oversteering,

(f) wherein, based upon a determination of at least one of oversteering and understeering in steps (a)-(e) above, in vehicles with driven rear wheels, the required changed lateral guidance force is deduced, for both oversteering and understeering, when drive slip occurs and, for oversteering when an engine braking torque occurs, and, in vehicles with driven front wheels, the required changed lateral guidance force is deduced, for both oversteering and understeering, when drive slip occurs and, for understeering, when an engine braking torque occurs, such that the motor vehicle is handled with minimum instability by selectively braking and accelerating individual wheels, and

(g) varying a slip threshold value in a direction toward zero in the computing means when an analysis of the at least one output signal deduces that a changed lateral guidance force is required on drive axle wheels of the motor vehicle, such that control systems of the motor vehicle are operative to reduce said threshold value when drive slip occurs and increase said threshold value when an engine braking torque occurs.

2. The method according to claim 1, wherein, for the vehicles with driven rear wheels, a lower limiting value is specified during a variation of the slip threshold value in the case of oversteering with drive slip and an upper limiting value is specified in the case of oversteering when an engine braking torque occurs, the slip threshold value being, respectively, not less than and not exceeding the lower and upper limiting values for vehicles with driven rear wheels, a second lower limiting value is specified during a variation of the slip threshold value in the case of understeering with drive slip, the slip threshold value being not less than the second limiting value and the value of the second limiting value being less than zero, for vehicles with driven front wheels, a third lower limiting value is specified during a variation of the slip threshold value in the case of oversteering with drive slip, the slip threshold value being not less than the third limiting value and the value of the third limiting value being less than 0, and for vehicles with driven front wheels, a fourth lower limiting value is specified during a variation of the slip threshold value in the case of understeering with drive slip and a second upper limiting value is specified when an engine braking torque occurs, the slip threshold value being not less than or not exceeding the fourth lower and second upper limiting values respectively.

3. The method according to claim 2, wherein a quantity is determined in the computing means by multiplying the difference by the sign of the yaw angular velocity, an output signal representing understeering of the vehicle is generated when the quantity is smaller than zero, the output signal generated is representative of oversteering of the motor vehicle when the quantity is greater than zero, a second quantity is determined in the computing means by multiplying the derivative with respect to time of the difference by the sign of the yaw angular velocity and by the sign of the first quantity, the generated output signal is representative of an increase in instability when the second quantity is greater than zero, and the generated output signal is representative of a decrease in instability when the second quantity is smaller than zero.

4. The method according to claim 3, wherein the variation of the slip threshold value is proportional to the absolute value of the first quantity and to the second quantity.

5. The method according to claim 4, wherein constants of proportionality depend on the yaw angular velocity such that magnitudes of the constants of proportionality increase with increasing speed.

6. The method according to claim 5, wherein the constants of proportionality depend on friction coefficient such that the magnitudes of the constants of proportionality increase with a decreasing friction coefficient.

7. The method according to claim 6, wherein a greater rate of increase in the magnitude of the constants of proportionality occurs with decreasing friction coefficient.

8. An apparatus for preventing handling instabilities in a motor vehicle, comprising

(a) computer means for forming a vehicle yaw angular velocity required value from measured quantities,

(b) means for supplying the computer means with at least one sensor signal from which an actual value of vehicle yaw angular velocity is formed, said computer means forming a difference between the yaw angular velocity required value and the yaw angular velocity actual value by subtracting the yaw angular velocity actual value from the yaw angular velocity required value and to form a time derivative of the difference, said computer means forming at least one output signal from the difference and as a function of the time derivative to represent a detected handling situation and the yaw behavior of the motor vehicle and to contain information on vehicle understeering and oversteering,

(c) means operatively associated with said computing means for varying a slip threshold value in a direction toward zero when an analysis of the at least one output signal deduces that a changed lateral guidance force is required on drive axle wheels of the motor vehicle, such that said slip threshold value is reduced when drive slip occurs and is increased when an engine braking torque occurs, and

(d) means for changing the lateral guidance force in response to the at least one output signal in a motor vehicle with driven rear wheels if the required changed lateral guidance force is deduced, for both oversteering and understeering when drive slip occurs and for oversteering when an engine braking torque occurs, and for changing the lateral guidance force in a motor vehicle with driven front wheels if the required changed lateral guidance force is deduced, for both oversteering and understeering when drive slip occurs and for understeering when an engine braking torque occurs.

9. The apparatus according to claim 8, wherein for the vehicles with driven rear wheels, a lower limiting value is specified during a variation of the slip threshold value in the case of oversteering with drive slip and an upper limiting value is specified in the case of oversteering when an engine braking torque occurs, the slip threshold value being, respectively, not less than and not exceeding the lower and upper limiting values for the vehicles with driven rear wheels, a second lower limiting value is specified during a variation of the slip threshold value in the case of understeering with drive slip, the slip threshold value being not less than the second limiting value and the value of the second limiting value being less than zero, for vehicles with driven front wheels, a third lower limiting value is specified during a variation of the slip threshold value in the case of oversteering with drive slip, the slip threshold value being not less than the third limiting value and the value of the third limiting value being less than 0, and for vehicles with driven front wheels, a fourth lower limiting value is specified during a variation of the slip threshold value in the case of understeering with drive slip and a second upper limiting value is specified when an engine braking torque occurs, the slip threshold value being not less than or not exceeding the fourth lower and second upper limiting values respectively.

10. The apparatus according to claim 9, wherein a quantity is determined in the computer means by multiplying the difference by the sign of the yaw angular velocity, an output signal representing understeering of the vehicle is generated when the quantity is smaller than zero, the output signal generated is representative of oversteering of the vehicle when the quantity is greater than zero, a second quantity is determined in the computer means by multiplying the derivative with respect to time of the difference by the sign of the yaw angular velocity and by the sign of the first quantity, the generated output signal is representative of an increase in instability when the second quantity is greater than zero, and the generated output signal is representative of a decrease in instability when the second quantity is smaller than zero.

11. The apparatus according to claim 10, wherein the variation of the slip threshold value is proportional to the absolute value of the first quantity and to the second quantity.

12. The apparatus according to claim 11, wherein constants of proportionality depend on the yaw angular velocity such that magnitudes of the constants of proportionality increase with increasing speed.

13. The apparatus according to claim 12, wherein the constants of proportionality depend on friction coefficient such that the magnitudes of the constants of proportionality increase with a decreasing friction coefficient.

14. The apparatus according to claim 13, wherein a greater rate of increase in the magnitude of the constants of proportionality occurs with a decreasing friction coefficient.