Assembly and method for monitoring the driving condition of a vehicle

• US 6,842,675 B2
• Filed: 12/18/2001
• Issued: 01/11/2005
• Est. Priority Date: 12/23/2000
• Status: Expired due to Fees

• Current Assignee: Robert Bosch GmbH, Texaco Ovonic Fuel Cell, LLC
• Original Assignee: Robert Bosch GmbH
• Inventors: Braun, Thomas, Landesfeind, Klaus
• Primary Examiner(s): Marc-Coleman, Marthe Y.
• Application Number:
  US10/204,760
• Publication Number:
  US 20030144776A1
• Time in Patent Office: 1,120 Days
• Field of Search: 707/29, 707/1, 707/41, 707/38, 280/5.506, 280/5.508
• US Class Current: 701/29
• CPC Class Codes: B60T 2270/413 Plausibility monitoring, cross check, redundancy
• 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: B60T 8/885 using electrical circuitry

Abstract

The present invention relates to an arrangement for monitoring the driving condition of a vehicle, having means for generating a steering angle signal (L_w) and means for generating a transverse acceleration signal (a_y), means being provided for comparing a signal derived from the steering angle signal L_w to a maximum steering angle signal, means being provided for comparing a signal derived from the transverse acceleration signal (a_y) to a maximum transverse acceleration signal, and a variable (F) that describes the driving condition of the vehicle being derivable from the comparison. The present invention also relates to a method of monitoring the driving condition of a vehicle.

Claims

1. A system for monitoring a driving condition of a vehicle, comprising:

an arrangement for generating a steering angle signal;

an arrangement for generating a transverse acceleration signal;

low-pass filters configured to receive the steering angle signal and the transverse acceleration signal which are each routed to the low-pass filters, and to output a filtered steering angle signal and a filtered transverse acceleration signal;

an arrangement for generating a first absolute value of a difference between the steering angle signal and the filtered steering angle signal;

an arrangement for generating a second absolute value of a difference between the transverse acceleration signal and the filtered transverse acceleration signal;

an arrangement for performing a first comparison of the first absolute value to a maximum steering angle signal; and

an arrangement for performing a second comparison of the second absolute value to a maximum transverse acceleration signal;

wherein a variable describing the driving condition of the vehicle is derived from the first and second comparisons.

2. The system according to claim 1, wherein the first absolute value of the difference between the steering angle signal and the filtered steering angle signal is normalized to the maximum steering angle signal, and wherein the second absolute value of the difference between the transverse acceleration signal and the filtered transverse acceleration signal is normalized to the maximum transverse acceleration signal, and wherein the variable describing the driving condition of the vehicle is derived at least based on the normalized absolute values.

3. The system according to claim 2, wherein the variable describing the driving condition of the vehicle is derived from a maximum of the normalized absolute values.

4. The system according to claim 2, wherein the first absolute value of the difference between the steering angle signal and the filtered steering angle signal is compared to the maximum steering angle signal, and wherein the normalized absolute value of the difference between the steering angle signal and the filtered steering angle signal is assigned a value of 100% if the first absolute value of the difference between the steering angle signal and the filtered steering angle signal is one of greater than and equal to the maximum steering angle signal.

5. The system according to claim 2, wherein the second absolute value of the difference between the transverse acceleration signal and the filtered transverse acceleration signal is compared to the maximum transverse acceleration signal, and wherein the normalized absolute value of the difference between the transverse acceleration signal and the filtered transverse acceleration signal is assigned a value of 100% if the absolute value of the difference between the transverse acceleration signal and the filtered transverse acceleration signal is one of greater than and equal to the maximum transverse acceleration signal.

6. The system according to claim 1, wherein a change in the driving condition to a non-steady-state driving condition is accounted by the variable describing the driving condition.

7. The system according to claim 1, wherein a change in the driving condition to the steady-state driving condition is accounted by the variable describing the driving condition to limit a gradient of the change over a specified time period.

8. A method of monitoring a driving condition of a vehicle, comprising:

generating of a steering angle signal;

generating of a transverse acceleration signal;

routine the steering angle signal and the transverse acceleration signal to a low-pass filter;

outputting a filtered steering angle signal and a filtered transverse acceleration signal from the low-pass filter;

generating a first absolute value of a difference between the steering angle signal and the filtered steering angle signal;

generating a second absolute value of a difference between the transverse acceleration signal and the filtered transverse acceleration signal;

comparing the first absolute value to a maximum steering angle signal;

comparing the second absolute value to a maximum transverse acceleration signal; and

deriving a variable describing the driving condition of the vehicle from the comparisons.

9. The method according to claim 8, further comprising:

normalizing the first absolute value of the difference between the steering angle signal and the filtered steering angle signal to the maximum steering angle signal; and

normalizing the second absolute value of the difference between the transverse acceleration signal and the filtered transverse acceleration signal to the maximum transverse acceleration signal;

wherein the variable describing the driving condition of the vehicle is derived at least based on the normalized absolute values.

10. The method according to claim 9, wherein the variable describing the driving condition of the vehicle is derived at least based on a maximum of the normalized absolute values.

11. The method according to claim 9, further comprising:

assigning the normalized absolute value of the difference between the steering angle signal and the filtered steering angle signal a value of 100% if the first absolute value of the difference between the steering angle signal and the filtered steering angle signal is one of greater than and equal to the maximum steering angle signal.

12. The method according to claim 9, further comprising:

assigning the normalized absolute value of the difference between the transverse acceleration signal and the filtered transverse acceleration signal a value of 100% if the second absolute value of the difference between the transverse acceleration signal and the filtered transverse acceleration signal is one of greater than and equal to the maximum transverse acceleration signal.

13. The method according to claim 8, further comprising:

inputting into the variable describing the driving condition a change in the driving condition to a non-steady-state driving condition.

14. The method according to claim 8, further comprising:

inputting into the variable describing the driving condition a change in the driving condition to a steady-state driving condition to limit a gradient of the change over a specified time period.