Method of controlling vehicle handling

• US 6,526,334 B1
• Filed: 03/23/1999
• Issued: 02/25/2003
• Est. Priority Date: 06/13/1996
• Status: Expired due to Term

• Current Assignee: Continental Teves AG & Co. OHG (Continental AG)
• Original Assignee: Continental Teves AG & Co. OHG (Continental AG)
• Inventors: Fennel, Helmut, Latarnik, Michael
• Primary Examiner(s): LOUIS JACQUES, JACQUES H
• Application Number:
  US09/202,412
• Time in Patent Office: 1,435 Days
• Field of Search: 701/1, 701/70, 701/71, 701/72, 701/78, 701/36, 701/37, 701/83, 701/74, 303/146, 303/147, 303/148, 303/149, 303/189, 303/186, 303/165, 303/163, 180/197, 180/199, 180/422, 702/148, 702/150
• US Class Current: 701/1
• 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 2240/03 Tire sensors
• CPC Class Codes: B60T 2250/02 Vehicle mass
• CPC Class Codes: B60T 2270/313 with less than three sensors (yaw rate, steering angle, lateral acceleration)
• CPC Class Codes: B60T 8/1725 Using tyre sensors, e.g. Sidewall Torsion sensors [SWT] for tyre pressure and temperature detection B60C23/00
• 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: B60W 2040/1315 Location of the centre of gravity
• CPC Class Codes: G01P 3/44 for measuring angular speed G01P3/56 takes precedence

Abstract

The present invention provides a process for controlling the driving behavior of an automotive vehicle which determines from tire sensing signals at least the vehicle mass and the momentary location of the mass center of gravity of the automotive vehicle. According to another embodiment of the invention the use of a mass distribution model is suggested containing, as the basic data, the basic mass distribution of the vehicle, namely such masses that are always identical even if the loading is different. Moreover, variable masses, such as location and mass of passengers, luggage etc., are determined from the tire sensing signals and are incorporated into the mass distribution model to provide a variable mass distribution. With such such data being known, also details typical of the driving dynamics of the vehicle can be determined so that yawing angle speed and side slip angle of the vehicle can be computed accordingly with no need of relying on the signals of a yaw rate sensor or a transverse acceleration sensor.

Claims

1. A process for controlling the driving behavior of an automotive vehicle provided with tire sensors that determine the measured forces (F_mess) applied to the vehicle tires, comprising the steps of:

determining the measured forces applied to each vehicle tires;

determining variable masses applied to the vehicle by converting the forces applied to each of the tires into masses and applying the variable masses to a stored mass distribution model, said mass distribution model including basic mass distribution of the vehicle, actual vehicle mass and mass point of gravity location, whereby the addition of the variable masses is to variable loading sites within the mass distribution model; and

determining the variable center of gravity, the yaw rate and the side slip angle of the vehicle using the mass distribution model and controlling the driving behavior of the vehicle based on the determined variable center of gravity, the determined yaw rate and the determined side slip angle.

2. The process according to claim 1, wherein the variable masses at the variable loading sites in the mass distribution model are approximated as points of mass.

3. The process according to claim 2, wherein said points of mass represent points of gravity of at least one of a driver, a passenger, a luggage compartment load and a roof load.

4. The process according to claim 2, wherein at least one of the yaw speed (ψ

), the side slip angle (β

), a time-related derivative of the yaw speed and a time derivative of the slip angle is calculated from the mass distribution model.

5. The process according to claim 4, wherein the actual driving behavior of the automotive vehicle is determined from the mass distribution model and the nominal driving behavior calculated from a linear one-track model.

6. The process according to claim 1, wherein at least one of the variable masses at the variable loading sites in the mass distribution model is applied as a body of finite expansion.