Method of influencing the roll behavior of motor vehicles

• US 6,088,637 A
• Filed: 08/13/1999
• Issued: 07/11/2000
• Est. Priority Date: 08/13/1998
• Status: Expired due to Fees

• Current Assignee: Ramsle Technology Group GmbH LLC (Intellectual Ventures LLC)
• Original Assignee: Daimler Chrysler Company LLC (Stellantis NV)
• Inventors: Krause, Wolfgang, Spieth, Martin, Meier, Gerhard, Acker, Bernd, Szell, Thomas
• Primary Examiner(s): Cuchlinski, Jr., William A.
• Assistant Examiner(s): Beaulieu, Yonel
• Application Number:
  US09/374,583
• Time in Patent Office: 333 Days
• Field of Search: 701/38, 701/41, 701/91, 701/93, 280/5.502, 280/5.506, 280/5.507, 280/5.573, 280/124.106
• US Class Current: 701/38
• CPC Class Codes: B60G 17/016 characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input B60G17/017 takes precedence
• CPC Class Codes: B60G 21/0555 including an actuator inducing vehicle roll
• CPC Class Codes: B60G 2400/0531 Roll acceleration
• CPC Class Codes: B60G 2400/104 lateral or transversal with regard to vehicle
• CPC Class Codes: B60G 2400/204 Vehicle speed
• CPC Class Codes: B60G 2400/32 Torque on propulsion shaft
• CPC Class Codes: B60G 2400/38 Speed of engine rotation
• CPC Class Codes: B60G 2400/412 of steering wheel or column
• CPC Class Codes: B62D 17/00 Means on vehicles for adjusting camber, castor, or toe-in
• CPC Class Codes: B62D 9/02 combined with means for inwardly inclining vehicle body on bends
• CPC Class Codes: B62K 5/027 Motorcycles with three wheels specially adapted for disabled riders B62K5/023

Abstract

A method for influencing the roll response of motor vehicles having at least three wheels, the method using transverse forces acting on the center of gravity to reduce vehicle body motion. A two-part stabilizer for a vehicle axle, in which a hydraulic actuator is integrated, and which can twist the two stabilizer halves with respect to one another, is used. The moment introduced into the stabilizer is transferred to the respective knuckles via the stabilizer leg. A roll moment resulting from the transverse force acting on the vehicle is compensated by this moment. Roll behavior with respect to accuracy and speed of response is improved.

Claims

1. A method of influencing the roll response in a motor vehicle, the motor vehicle including at least three wheels, the at least three wheels including a first wheel and a second wheel, a vehicle body, a first stabilizer part acting on the first wheel, a second stabilizer part acting on the second wheel, and at least one actuator disposed between the first and second stabilizer parts or between the first and second stabilizer parts and the vehicle body, the method comprising:

measuring an angle of a steering wheel of the vehicle and a transverse acceleration of the vehicle;

measuring a respective wheel rotational velocity on at least two wheels of the at least three wheels;

measuring at least an engine rpm of the vehicle on a drive drain of the vehicle;

calculating, using the measured wheel rotational velocities, a travel velocity of the vehicle for calculating a theoretical transverse acceleration of the vehicle;

calculating the theoretical vehicle transverse acceleration from the measured steering wheel angle and the calculated travel velocity of the vehicle;

measuring the engine torque on an engine of the vehicle or determining the engine torque from engine-specific measured data and/or characteristic maps;

comparing the calculated theoretical transverse acceleration of the vehicle to a first threshold value, the first and second actuator parts being inactive when the calculated theoretical transverse acceleration of the vehicle is below the first threshold value, a difference between the calculated theoretical and the measured transverse acceleration of the vehicle being determined and compared to a second threshold value if the calculated theoretical transverse acceleration of the vehicle exceeds the first threshold value;

determining an actual transverse acceleration value, the actual transverse acceleration value being equal to the calculated theoretical transverse acceleration of the vehicle when the difference between the calculated theoretical and the measured transverse acceleration of the vehicle is less than the second threshold value, otherwise the actual transverse acceleration value being equal to the measured transverse acceleration;

determining an initial roll moment distribution from at least one of the actual transverse acceleration, the measured wheel rotational velocities and a change in the measured or determined engine torque;

comparing the actual transverse acceleration to a third threshold value, the measured wheel rotational velocities to a fourth threshold value and the change in measured or determined engine torque to a fifth threshold value;

determining an actual roll moment distribution, the actual roll moment distribution being equal to the initial roll moment distribution when less than two of the actual transverse acceleration, the measured wheel rotational velocities and the change in the measured or determined engine torque exceed the respective third, fourth or fifth threshold value, the actual roll moment distribution being equal to a new roll moment distribution determined from at least one of the actual transverse acceleration, the measured wheel rotational velocities and a change in the measured or determined engine torque when more than one of the actual transverse acceleration, the measured wheel rotational velocities and a change in the measured or determined engine torque exceed the respective third, fourth, or fifth threshold value; and

calculating actuating forces of the first and second actuator parts based on the actual transverse acceleration value and the actual roll moment distribution.

2. The method as recited in claim 1 wherein the at least one actuator is disposed between the first and second stabilizer parts and the first and second wheels are associated with one axle of the motor vehicle.

3. The method as recited in claim 1 wherein the measuring of the respective wheel rotational velocity is performed at least on two wheels associated with one axle of the motor vehicle.

4. The method as recited in claim 1 further comprising controlling a power supply to the first and second actuators based on the respective actuator force data.

5. The method as recited in claim 1 wherein the determining of the initial and the new roll moment distributions is performed based on a position of a manually actuatable switch selectable between relaxed and sporty driving styles.

6. The method as recited in claim 1 wherein the first and second actuator parts include a hydraulic motor.