Device for recognizing an overturn process of a vehicle

• US 6,625,564 B2
• Filed: 04/11/2002
• Issued: 09/23/2003
• Est. Priority Date: 04/19/2000
• Status: Expired due to Fees

• Current Assignee: Robert Bosch GmbH
• Original Assignee: Robert Bosch GmbH
• Inventors: Kissner, Juergen, Wottreng, Walter, Mattes, Bernhard, Lang, Hans-Peter, Knoedler, Kosmas
• Primary Examiner(s): Bui, Bryan
• Application Number:
  US10/018,916
• Publication Number:
  US 20020169577A1
• Time in Patent Office: 530 Days
• Field of Search: 702/141, 702/142, 702/145, 702/147, 702/150, 702/151-153, 701/29, 701/45, 701/46, 701/47-48, 340/436, 340/438, 340/440, 180/274, 180/282, 280/734, 280/735
• US Class Current: 702/150
• CPC Class Codes: B60R 2021/0018 Roll-over
• CPC Class Codes: B60R 2021/01306 monitoring vehicle inclination
• CPC Class Codes: B60R 2021/01325 Vertical acceleration
• CPC Class Codes: B60R 2021/01327 Angular velocity or angular acceleration
• CPC Class Codes: B60R 21/013 including means for detecting collisions, impending collisions or roll-over

Abstract

The arrangement is to allow timely rollover recognition in the event of tipping over an embankment. For this purpose, the arrangement determines a predictive value of the yaw rate of the vehicle after a fictitious impact of the wheels on one longitudinal side of the vehicle against the ground from a yaw rate prevailing prior to the fictitious impact, the momentum of the vehicle in the direction of its vertical axis, and the angular momentum of the center of gravity of the vehicle prior to the fictitious impact. In addition, using the currently measured angle of inclination of the vehicle, it determines a critical yaw rate of the vehicle about its longitudinal axis instantaneously measured by the arrangement, which would be required to cause the vehicle to roll over. A conclusion is drawn about an imminent rollover if the predictive value of the yaw rate exceeds the critical yaw rate.

Claims

1. An arrangement for recognizing an imminent rollover of a vehicle, comprising:

an arrangement for determining a critical yaw rate of the vehicle about a longitudinal axis thereof that would be required to cause the vehicle to roll over, the critical yaw rate being determined as a function of an angle of inclination of the vehicle about the longitudinal axis;

an arrangement that, in the event a motion behavior of the vehicle that is characteristic for tipping over an embankment is detected, determines a predictive value of a second yaw rate of the vehicle after a fictitious impact of wheels of the vehicle located on one longitudinal side of the vehicle against the ground from a third yaw rate prevailing prior to the fictitious impact, a momentum of the vehicle in a direction of a vertical axis thereof, and an angular momentum of a center of gravity of the vehicle prior to the fictitious impact; and

an arrangement for signaling the imminent rollover if the predictive value of the second yaw rate exceeds the critical yaw rate.

2. The arrangement according to claim 1, wherein:

the predictive value of the yaw rate of the vehicle is computed by multiplying the third yaw rate of the vehicle prior to the fictitious impact by a factor $f<br><br>\left(\mathrm{\varphi <br><br>}\right)=\frac{1-\frac{{\mathrm{mr}}^2}{I}<br><br>\cos <br><br>\text{\hspace{1em}<br><br>}<br><br>\left(\mathrm{\varphi <br><br>}+\mathrm{\varphi <br><br>}<br><br>\text{\hspace{1em}<br><br>}<br><br>0\right)·<br><br>\cos <br><br>\text{\hspace{1em}<br><br>}<br><br>\left(\mathrm{\varphi <br><br>}-\mathrm{\varphi <br><br>}<br><br>\text{\hspace{1em}<br><br>}<br><br>0\right)}{1+\frac{{\mathrm{mr}}^2}{I}<br><br>{\cos }^2<br><br>\left(\mathrm{\varphi <br><br>}+\mathrm{\varphi <br><br>}<br><br>\text{\hspace{1em}<br><br>}<br><br>0\right)},$

where I is a moment of inertia of the vehicle, m is a mass of the vehicle, r is a distance of the center of gravity of the vehicle to the wheels on one longitudinal side, φ

is the angle of inclination of the vehicle with respect to the longitudinal axis, and φ

0 is an angular position of the center of gravity of the vehicle relative to a transverse axis of the vehicle, and the critical yaw rate is calculated according to $\mathrm{\omega <br><br>}<br><br>\text{\hspace{1em}<br><br>}<br><br>\mathrm{nc}=\frac{\mathrm{\omega <br><br>}<br><br>\text{\hspace{1em}<br><br>}<br><br>k}{f<br><br>\left(\mathrm{\varphi <br><br>}\right)},$

where the following equation applies;

$\mathrm{\omega <br><br>}<br><br>\text{\hspace{1em}<br><br>}<br><br>k=\pm <br><br>\sqrt{\frac{2<br><br>\text{\hspace{1em}<br><br>}<br><br>\mathrm{mg}}{I}<br><br>r<br><br>\left(1-\sin <br><br>\left(\mathrm{\varphi <br><br>}+\mathrm{\varphi <br><br>}<br><br>\text{\hspace{1em}<br><br>}<br><br>0\right)\right)}.$