Yaw rate control with simultaneous maximum deceleration

• US 8,600,639 B2
• Filed: 12/21/2009
• Issued: 12/03/2013
• Est. Priority Date: 02/18/2009
• Status: Active Grant

• Current Assignee: Robert Bosch GmbH
• Original Assignee: Robert Bosch GmbH
• Inventors: Stabrey, Stephan
• Primary Examiner(s): Trammell, James
• Assistant Examiner(s): Shafi, Muhammad
• Application Number:
  US13/138,359
• Publication Number:
  US 20120022758A1
• Time in Patent Office: 1,443 Days
• Field of Search: 701/41, 701 70- 91, 303/46, 303/116.4, 303/119.3, 180/197, 180/410, 180/242
• US Class Current: 701/70
• CPC Class Codes: B60T 2201/024 Collision mitigation systems
• CPC Class Codes: B60T 2230/02 Side slip angle, attitude angle, floating angle, drift angle
• CPC Class Codes: B60T 2270/304 during driver brake actuation
• 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

Abstract

A method for stabilizing a vehicle in a transverse direction, in which: for a first braking force distribution in which each vehicle wheel is braked using the maximum braking force transmittable to the road surface in the current driving situation, the yawing moment acting on the vehicle is ascertained; for at least a second braking force distribution that differs from the first braking force distribution in that at least one wheel is not braked using the maximum braking force, the yawing moment acting on the vehicle is ascertained; a setpoint yawing moment is ascertained; and from at least the first and second braking force distributions, the braking force distribution whose associated yawing moment comes closest to the setpoint yawing moment is set at the vehicle.

Claims

1. A method for stabilizing a vehicle in a transverse direction, independent of driver control, comprising:

ascertaining a yawing moment acting on the vehicle for a first braking force distribution in which each vehicle wheel is braked using the maximum braking force transmittable to the road surface in the current driving situation;

ascertaining a yawing moment acting on the vehicle for at least a second braking force distribution that differs from the first braking force distribution in that at least one wheel is not braked using the maximum braking force;

ascertaining a setpoint yawing moment; and

setting, from at least the first and second braking force distributions, the braking force distribution whose associated yawing moment comes closest to the setpoint yawing moment at the vehicle.

2. The method as recited in claim 1, wherein the yawing moment acting on the vehicle is ascertained from yawing moment portions generated by the individual wheels.

3. The method as recited in claim 2, wherein the yawing moment acting on the vehicle is ascertained from the sum of the yawing moment portions.

4. The method as recited in claim 2, wherein the yawing moment portions are ascertained at least variables describing the vehicle geometry, the wheel angle, the longitudinal force acting on the wheel and the transverse force acting on the wheel.

5. The method as recited in claim 1, wherein the maximum force transmittable by the tires to the road surface is ascertained from at least vehicle geometry data, the vehicle mass and the current transverse and longitudinal accelerations.

6. The method as recited in claim 4, wherein the momentum braking force transmittable to the road surface is ascertained from the maximum force transmittable to the road surface and the slip angle of the tire.

7. The method as recited in claim 1, wherein the setpoint yawing moment is ascertained from at least the wheel angle and the longitudinal speed of the vehicle.

8. The method as recited in claim 1, wherein the braking instances of the individual wheels are braking instances that prevent locking.

9. The method as recited in claim 1, wherein the stabilizing method is only executed after occurrence of a collision.

10. The method as recited in claim 1, wherein the maximum braking force maximally transmittable to the roadway is ascertained using sensor technology contained in the tire.

11. A device for stabilizing a vehicle in a transverse direction, independent of driver control, comprising:

an ascertaining arrangement to ascertain (i) a yawing moment acting on the vehicle for a first braking force distribution in which each vehicle wheel is braked using the maximum braking force transmittable to the road surface in the current driving situation, (ii) a yawing moment acting on the vehicle for at least a second braking force distribution that differs from the first braking force distribution in that at least one wheel is not braked using the maximum braking force, and (iii) a setpoint yawing moment; and

a setting arrangement to set, from at least the first braking force distribution and the second braking force distribution, the braking force distribution whose associated yawing moment comes closest to the setpoint yawing moment at the vehicle.