Process for the determining travel-situation-dependent steering angle

• US 5,694,319 A
• Filed: 11/08/1996
• Issued: 12/02/1997
• Est. Priority Date: 08/13/1992
• Status: Expired due to Term

• Current Assignee: Ramsle Technology Group GmbH LLC (Intellectual Ventures LLC)
• Original Assignee: Daimler-Benz AG (Mercedes-Benz Group AG)
• Inventors: Suissa, Avshalom, Bottiger, Friedrich, Lorenz, Rudolf
• Primary Examiner(s): PARK, COLLIN
• Application Number:
  US08/746,306
• Time in Patent Office: 389 Days
• Field of Search: 364/424.05, 364/424.051, 364/424.052, 364/426.016, 180/132, 180/140, 180/141, 180/142, 180/79.1, 280/91, 303/139, 303/140, 303/146, 303/147
• US Class Current: 701/41
• CPC Class Codes: B60K 28/10 responsive to conditions relating to the vehicle
• CPC Class Codes: B60K 28/16 responsive to, or preventing, skidding of wheels brake control systems for vehicle drive stability B60T8/1755; arrangements responsive to a speed condition for adjusting wheel braking force B60T8/32; control of vehicle driving stability otherwise than by controlling the propulsion unit only B60W30/02; preventing wheel slippage by reducing power in rail vehicles B61C15/00
• 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: B60W 2540/18 Steering angle
• 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: B62D 6/04 responsive only to forces disturbing the intended course of the vehicle, e.g. forces acting transversely to the direction of vehicle travel
• 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 process is provided for determining a travel-situation-dependent steering angle, in which a specification of a characteristic value for the transverse motion of the vehicle is given, the actual value of the yaw angular velocity of the vehicle is evaluated, and a criterion is derived as a function of the actual value of the yaw angular velocity as well as the predetermined characteristic value. As a function of the criterion, an influencing of the travel behavior of the vehicle takes place by an intervention in the vehicle steering. For the derivation of the criterion, additionally the side slip angle, the steering angle and the vehicle velocity are evaluated, and, for the derivation of the criterion, the lateral forces at the vehicle wheels are taken into consideration.

Claims

1. A process for determination of a travel-situation-dependent steering angle of a vehicle, comprising the steps of specifying a characteristic value for transverse motion of the vehicle based upon yaw angular velocity and floating angle;

determining an actual value of yaw angular velocity of the vehicle;

deriving a criterion, based upon a non-linear relationship between lateral wheel forces and the floating angle, as a function of the actual value of the yaw angular velocity and the characteristic value;

determining the travel-situation-dependent steering angle as a function of the derived criteria; and

intervening in steering of the vehicle via brake control utilizing the travel-situation-dependent steering angle and the non-linear relationship to prevent vehicle instability during a critical driving state.

2. The process according to claim 1, wherein the step of deriving includes taking into consideration the lateral wheel forces at least as a function of one of tire slip angles, yaw angular acceleration, and transverse acceleration.

3. The process according to claim 1, wherein the criterion is derived by transforming a vehicle model into a nonlinear regulation standard form, and with reference to this form, the steering angle is utilized as a regulated quantity in the regulating system.

4. The process according to claim 3, wherein the step of deriving includes taking into consideration the lateral wheel forces at least as a function of one of tire slip angles, yaw angular acceleration, and transverse acceleration.

5. The process according to claim 1, wherein the influencing of the vehicle travel behavior occurs in a transverse direction and includes brake control in individual wheel brakes in one axle.

6. The process according to claim 5, wherein the step of deriving includes taking into consideration the lateral wheel forces at least as a function of one of the tire slip angles, yaw angular acceleration and also of transverse acceleration.

7. The process according to claim 6, wherein the criterion is derived by transforming a vehicle model into a nonlinear regulation standard form, and with reference to this form, the steering angle is utilized as a regulated quantity in the regulating system.

8. The process according to claim 5, wherein, upon reaching one of a lateral force maximum at one axle and a previously specified maximum slip angle, brake control in individual wheel brakes of a second vehicle axle is effected.

9. An apparatus for determining a travel-situation-dependent steering angle of a vehicle, comprising means for specifying a characteristic value for transverse motion of the vehicle based upon yaw angular velocity and floating angle;

means for evaluating an actual value of yaw angular velocity of the vehicle;

means for deriving a criterion, based upon a non-linear relationship between lateral wheel forces and the floating angle, as a function of the actual value of the yaw angular velocity and the characteristic value;

means for determining the travel-situation-dependent steering angle as a function of the derived criteria; and

means for intervening in steering of the vehicle via brake control utilizing the non-linear relationship and the travel-situation-dependent steering angle to prevent vehicle instability during a critical driving state.

10. The apparatus according to claim 9, wherein the deriving means includes taking lateral wheel forces into consideration at least as a function of one of tire slip angles, yaw angular acceleration and transverse acceleration.