• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A driving stability control system for a vehicle, comprising a load sensor structure (28) applied to the vehicle, an information sensor structure (32) on the vehicle, first actuators (42) arranged to controlling aerodynamic components of the vehicle, second actuators (42 ') arranged to control a suspension (11) of the vehicle and a vehicle behavior control unit (22) arranged to receive information about the vehicle and the overall load; applying to the vehicle and to send a signal to the first actuators to adjust the aerodynamic components
    公开号:FR3033756A1
    申请号:FR1600391
    申请日:2016-03-08
    公开日:2016-09-23
    发明作者:Richard N Blust；Chris A Harrison；Eric A Matoy；Justin A Ruediger
    申请人:Continental Automotive Systems Inc；
    IPC主号:
    专利说明:

    [0001] The invention relates to the behavior of a passenger vehicle and, more particularly, to a system and method for dynamically changing the load applied to the vehicle. or the suspension of the vehicle, in order to reduce tendencies to oversteer or understeer. BACKGROUND Modern motor vehicles are often equipped with a vehicle dynamics control system, such as the known Electronic Stability Control (ESC) system, which stabilizes the vehicle in critical driving situations. To this end, the braking force is usually increased in a targeted manner on certain wheels of the vehicle, to produce a lurching moment that stabilizes the vehicle. But, the braking performed, in particular by the ESC system, can be felt clearly by the driver as a deceleration of the vehicle and can, therefore, be unexpected and uncomfortable. The ESC system also responds after instability has occurred. Thus, a system and method that dynamically changes the load on the vehicle or the stiffness of the suspension is required to reduce oversteer or understeer trends based on vehicle load information at the same time. time than other information about the vehicle before instability.
    [0002] SUMMARY The invention aims to satisfy the need mentioned above. According to the principles of one embodiment, this is achieved by a method of controlling the drivability of a vehicle. The method detects an overall load on the vehicle. A vehicle mass or its estimate is obtained. A control unit determines whether the vehicle negotiates a turn during a driving situation. If the vehicle negotiates a W-turn during the driving situation, the control unit determines whether the vehicle has a tendency to oversteer or understeer. The load on the vehicle is dynamically changed or a stiffness of the vehicle suspension is dynamically adjusted to reduce the tendency of the vehicle to oversteer or understeer. Preferably: the stage of detection of the overall load comprises using a suspension system of the vehicle; the stage of detection of the overall load comprises using a probe incorporated in each tire of the vehicle; if it is determined that the vehicle tends to oversteer, the stage of dynamic load change comprises adjusting aerodynamic components of the vehicle to increase an aerodynamic load at the rear of the vehicle or to reduce the aerodynamic load to the vehicle. the front of the vehicle; the stage of adjustment of aerodynamic components controls actuators associated with the aerodynamic components; If it is determined that the vehicle has a tendency to oversteer, the stage of dynamically adjusting a stiffness of the vehicle suspension includes increasing roll stiffness at the front of the vehicle or decreasing roll stiffness at the rear of the vehicle; if it is determined that the vehicle has a tendency to understeer, the stage of dynamic load change includes adjusting the aerodynamic components of the vehicle to increase aerodynamic load at the front of the vehicle or to decrease the aerodynamic load at the rear of the vehicle; the stage of adjustment of aerodynamic components comprises the control of actuators associated with the aerodynamic components; if it is determined that the vehicle has a tendency to understeer, the stage of dynamically adjusting the stiffness of the vehicle suspension includes increasing the roll stiffness at the rear of the vehicle or decreasing the roll stiffness at the front of the vehicle; the determination stage comprises using information of lurching, steering and speed of the vehicle; If it is determined that the vehicle is not negotiating a turn, but instead is in a straight line driving situation, the method further comprises the dynamic control of aerodynamic components of the vehicle for the performance or performance of the vehicle. and the method further comprises dynamically adjusting aerodynamic components of the vehicle during braking of the vehicle to increase an aerodynamic load applied to the vehicle. In another aspect of an embodiment, a vehicle driving stability control system includes a load sensing structure applied to the vehicle, constructed and arranged to achieve an overall load that applies to the vehicle. a vehicle, a vehicle information probe structure, constructed and arranged to obtain information about the vehicle, including at least a vehicle lurching, steering and speed information, first actuators constructed and arranged for controlling aerodynamic components of the vehicle, second actuators constructed and arranged to control a suspension of the vehicle and a vehicle behavior control unit, constructed and arranged to receive information about the vehicle and the overall load applied to the vehicle and, on their bases, to send a signal to the first actuators to dynamically adjust the aerodyna components to change a load applied to the vehicle, or to send a signal to the second actuators to dynamically adjust the vehicle suspension, to reduce a vehicle tendency to oversteer or understeer.
    [0003] Preferably: the probe structure of a load applied to a vehicle is constructed and arranged to use components of a vehicle suspension system; the probe structure of a load applied to a vehicle comprises a probe incorporated in each tire of the vehicle; if the vehicle behavior control unit 3033756 determines that the vehicle has a tendency to oversteer, the first actuators are constructed and arranged to adjust the aerodynamic components to increase aerodynamic loading at the rear of the vehicle or 5 decrease the aerodynamic load at the front of the vehicle; if the vehicle behavior control unit determines that the vehicle tends to understeer, the first actuators are constructed and arranged to adjust the aerodynamic components, to increase aerodynamic load at the front of the vehicle or to decrease the aerodynamic load at the rear of the vehicle; - if the vehicle behavior control unit determines that the vehicle has a tendency to understeer, the first 15 actuators are constructed and arranged to adjust the aerodynamic components, to increase aerodynamic load at the front of the vehicle or to decrease the aerodynamic load at the rear of the vehicle and 20 - if the vehicle behavior control unit determines that the vehicle has a tendency to understeer, the second actuators are constructed and arranged to increase the roll stiffness at the rear of the vehicle or to decrease roll stiffness at the front of the vehicle. Other objects, features and arrangements of the present invention, as well as the methods of operation and functions of the elements of the structure, the combination of parts and the economy of manufacture will be apparent in consideration of the following detailed description. Referring to the attached drawings, all of which form part of this presentation.
    [0004] BRIEF DESCRIPTION OF THE DRAWINGS The invention will be better understood from the following more detailed description of its preferred embodiments in connection with the accompanying drawings, in which like numerals refer to like parts, in which: FIG. 1 is a schematic view of a vehicle having a driving stability control system 10 according to one embodiment. Fig. 2 is a detailed schematic illustration of the driving stability control systems of Fig. 1. Fig. 3 is a flowchart of a method according to one embodiment. Figure 4 is a schematic view of the vehicle of Figure 1 shown, while the downward aerodynamic force is increased by the steering stability control system only on the front axle.
    [0005] DETAILED DESCRIPTION OF EXEMPLARY EMBODIMENTS Referring to FIG. 1, a motor vehicle 10 comprises a driving stability control system, indicated generally at 12, in accordance with FIG. embodiment. The vehicle 10 is preferably a two-axle, four-wheeled motor vehicle having steered wheels on at least one front axle 14 and, if necessary, also on a rear axle 16. Figure 1 shows the center of gravity CG and the forces applying to the vehicle. Figure 2 is a detailed schematic illustration of the drive stability control system 12. The system 12 includes a load sensing structure applied to the vehicle, which may include or utilize the pneumatic suspension system of a vehicle 10. A conventional suspension, such as air bellows 18, is associated with each wheel. 20. Only one of the four wheels 20 of the vehicle 10 is shown in FIG. 2. A tank for air and a pump (not shown) for the suspension system 11 provide a source of air to the bellows 18. A vehicle behavior control unit 22, comprising a processor circuit 24 and a memory circuit, controls a solenoid valve 42 'associated with the suspension system 11. The solenoid valves are associated with the pump for controlling the bellows 18 and thus the suspension of the vehicle 10. The control unit 22 may be an ESC unit. The control unit 22 can obtain, by means of signaling lines 26, real-time information of the load applied to the four wheels 20, which represents the normal force EN applied to each wheel. The total normal force FN_total or the load applied to the vehicle (overall load applied to the vehicle) can be calculated by summing the individual forces. Alternatively, the load applied to the vehicle can be obtained by Continental's tire information system (eTIS), which uses a probe 28 integrated directly into the tire liner of each wheel 20. The probe 28 sends to unit 22 of 3033756 8 controls, via signal lines 30, the information on the load applied to the vehicle at each wheel on the basis of pressure and surface.
    [0006] Referring to FIG. 2, the system also includes an information sensor structure 32 on the vehicle, electrically connected to the control unit 22 via signal lines 34. The vehicle information probe structure 32 preferably comprises the conventional vehicle speed sensor (s), a lurching probe, lateral acceleration probes and a roll angle sensor. for example as described in U.S. Patent No. 8,395,491 B2, to which reference may be made.
    [0007] Returning to FIG. 1, if the loading of the vehicle is such that the center of gravity CG shifts towards the front of the vehicle, such as by a load due to passengers and cargo, a vehicle will follow. which tends to understeer. The system 12 is configured to combine the vehicle load information (no matter how it is obtained) with the information derived from the probe structure 32 to predict vehicle behavior (tendency to overstep and to understeer). This behavior prediction can then be combined with other systems, such as active aerodynamics or active suspension systems, to counterbalance the undesired behavior of the vehicle. Thus, referring to FIG. 2, the system 12 includes an aerodynamic control unit 34 electrically connected to the control unit 22 via a signaling line 36. The system 12 further comprises a suspension control unit 38 electrically connected to the control unit 22 via a signaling line 40. Both the aerodynamic control unit 34 and the suspension control unit 38 are electrically connected to actuators 42, the lower function of which will be explained. It goes without saying that, if desired, control units 34 and 38 may be integrated with or part of the vehicle behavior control unit 22. Figure 3 outlines the stages or algorithms of driving stability control of a vehicle by one embodiment. At stage 44, the load applied to the vehicle is detected through the suspension system or via the eTIS system, as mentioned above, or in any other way, and the data is stored in a memory 25. The mass of the vehicle is obtained at stage 46. The mass of the vehicle can be a constant value, a CAN message or can be estimated. Then, at stage 48, the driving situation is determined. In particular, based on the information (e.g., lurching, steering information, and speed) of the information probe structure 32 and the load on the vehicle and the mass, the control unit 22 determines whether the vehicle is traveling in a straight line at stage 48. If the vehicle is in a straight line driving situation, the control unit 22 optimizes the driving ability in a straight line at stage 50 by dynamically controlling the aerodynamics vehicle 10 for acceleration, deceleration and drag / efficiency. The aerodynamic force applied to the vehicle can be dynamically controlled also during braking. Referring to FIG. 2, aerodynamic control can be effected by the control unit 22, which instructs the aerodynamic control unit 34 to control actuators 42 to adjust the components. 43 aerodynamic.
    [0008] If the vehicle negotiates a turn during a driving situation, the processor circuit 24 determines, at step 52, whether there is a tendency to understeer on the basis of the loading of the vehicle. If so, the control unit 22, in step 54, instructs the aerodynamic control unit 34 to control the actuators 42 to adjust the aerodynamic components 43 of the vehicle to increase the aerodynamic load at the rear of the vehicle or decrease the aerodynamic load at the front of the vehicle. Alternatively, or in connection with the above step to reduce oversteer, the control unit 22 may instruct the suspension control unit 34 to control actuators 42 '(e.g., associated electromagnets). to the suspension system 11), to increase the roll stiffness at the front or to decrease the roll stiffness at the rear. The control unit 22 can also activate the ESC system or change the traction torque distribution to reduce the tendency to oversteer. After changing the load to reduce the tendency to oversteer, the process returns to step 44 where the load applied to the vehicle is redetected for any further adjustment. While the vehicle negotiates a turn during the driving situation and there is no tendency to oversteer, the processor circuit 24 determines, at step 56, whether there is a tendency for understeer on the base of the loading of the vehicle. If so, the control unit 22 instructs the aerodynamic control unit 34 at step 56 to control the actuators 42 to adjust the aerodynamic components 43 of the vehicle to increase the aerodynamic load at the front of the vehicle or to decrease the aerodynamic load at the rear of the vehicle. Figure 4 shows the vehicle having aerodynamic downforce AF increased only on front axle 14, which results in a vehicle behaving in a more neutral manner before dynamic driving. Alternatively, or in connection with the above step to reduce understeer, the control unit 22 may instruct the suspension control unit 34 to control the actuators 42 (e.g., electromagnets 42 'associated with the suspension system 11) to increase roll stiffness at the rear or to decrease roll stiffness at the front. The control unit 22 can also activate the ESC system or change the distribution of the driving torque to reduce the tendency to understeer. After changing the load to reduce the tendency to understeer, the process returns to stage 44 where the vehicle load is detected again for any further adjustment. All of the understeer or oversteer reduction settings occur dynamically in real time in order to increase the vehicle's turning abilities. This could also mean increasing the aerodynamic load when a turn, and decrease it, when driving in a straight line, to reduce drag. In addition, the information can be used to calculate a new coefficient of understeer that could be used to adjust the model of the bike, in order to avoid false or sensitive activations. If desired, control of the severity of the lurch could be increased in critical situations as well as actively mitigating roll. The operations and algorithms described herein can be implemented as an executable code in the processor circuit 24 of the control unit 22 as described or stored on a stand-alone computer or on a memory medium tangible non-transitory decipherable by a computer or machine, which are completed on the basis of the execution of the code by a processor circuit implemented using one or more integrated circuits. Exemplary implementations of the described circuits include a hardware logic circuit, which is implemented in a logical network, such as a programmable logic circuit (PLA), field programmable gate array (FPGA) or by integrated circuit mask programming, as specific to an application (ASIC). These circuits may also be implemented using a software executable resource, which is executed by a corresponding processor internal circuit (not shown) and implemented using an integrated circuit or a plurality of integrated circuits. executing an executable code stored in an internal memory circuit (e.g. in the memory circuit) causing the integrated circuit (s) to implement the processor circuit (24) to store application state variables in the processor memory by creating an executable application resource (e.g., an application instance) that performs the circuit operations as described herein. Therefore, the use of the term "circuit" in this specification refers to both a hardware-based circuitry implemented using one or more integrated circuits and which includes logic for performing the described operations, and a software-based circuit, which comprises a processor circuit (implemented using one or more integrated circuits), the processor circuit comprising a reserved portion of processor memory for storing application state data and application variables, which are modified by execution of the executable code by a processor circuit. The memory circuit 25 may be implemented, for example, using a nonvolatile memory, such as read only programmable memory (PROM) or EPROM, and / or non-volatile memory, such as a DRAM. etc. The foregoing preferred embodiments have been described and illustrated to illustrate the structural and functional principles of the present invention, as well as to illustrate the methods employing the preferred embodiments and are subject to variation without departing from these principles. . The invention thus includes all the modifications.
    权利要求:
    Claims (19)
    [0001]
    REVENDICATIONS1. A method of controlling the rolling ability of a vehicle comprising the steps of: detecting an overall load on the vehicle, obtaining a mass of the vehicle or its estimate, determining in a control unit, if the vehicle negotiates a turn during a driving situation, if the vehicle negotiates a turn during the driving situation, determination in the control unit, whether the vehicle tends to oversteer or understeer and change dynamically the load on the vehicle or dynamically adjusting the stiffness of the vehicle suspension to reduce the vehicle's tendency to oversteer or understeer. 20
    [0002]
    The method of claim 1, wherein the step of detecting the overall load comprises using a vehicle suspension system. 25
    [0003]
    The method of claim 1, wherein the step of detecting the overall charge comprises using a probe incorporated into each tire of the vehicle. 3033756 15
    [0004]
    A method as claimed in any one of the preceding claims, wherein, if it is determined that the vehicle tends to oversteer, the stage of dynamic load change comprises adjusting aerodynamic components of the vehicle to increase a load. aerodynamics at the rear of the vehicle or to reduce the aerodynamic load at the front of the vehicle.
    [0005]
    The method of claim 4 wherein the aerodynamic component control stage controls actuators associated with the aerodynamic components.
    [0006]
    The method of claim 1 or 2, wherein, if it is determined that the vehicle has a tendency to oversteer, the step of dynamically adjusting a stiffness of the vehicle suspension includes increasing the roll stiffness. at the front of the vehicle or the decrease of roll stiffness at the rear of the vehicle. 20
    [0007]
    The method of claim 1, wherein, if it is determined that the vehicle has a tendency to understeer, the stage of dynamic load change comprises adjusting aerodynamic components of the vehicle to increase aerodynamic load. front of the vehicle or to reduce the aerodynamic load at the rear of the vehicle.
    [0008]
    The method of claim 7, wherein the step of adjusting aerodynamic components comprises controlling actuators associated with the aerodynamic components. 3033756 16
    [0009]
    The method of claim 1, wherein, if it is determined that the vehicle has a tendency to understeer, the stage of dynamically adjusting the stiffness of the vehicle suspension includes increasing the roll stiffness of the vehicle. the rear of the vehicle or the decrease in roll stiffness at the front of the vehicle.
    [0010]
    The method of any one of the preceding claims, wherein the determining step comprises using vehicle lurching, steering and speed information.
    [0011]
    11. A method as claimed in any one of the preceding claims, wherein, if it is determined that the vehicle is not negotiating a turn, but is instead in a desired line driving situation, the method further comprises: the dynamic control of aerodynamic components 20 of the vehicle for efficiency or drag.
    [0012]
    The method of any of the preceding claims, further comprising: dynamically adjusting aerodynamic components of the vehicle during braking of the vehicle to increase an aerodynamic load applied to the vehicle.
    [0013]
    13. A driving stability control system for a vehicle, comprising: a load sensing structure (28) applied to the vehicle, constructed and arranged to obtain an overall load on a vehicle, a structure ( 32) of the vehicle information sensor, constructed and arranged to obtain vehicle information, comprising at least vehicle lurching, steering and speed information, first actuators (42) constructed and arranged 5 for controlling aerodynamic components of the vehicle, second actuators (42 ') constructed and arranged to control a suspension (11) of the vehicle and a vehicle behavior control unit (22), constructed and arranged to receive information about the vehicle and the overall load on the vehicle and on their bases, to send a signal to the first actuators (42) to dynamically adjust the aerodynamic components in order to change a load applied to the vehicle, or to send a signal to the second actuators (42 ') to dynamically adjust the suspension (11) of the vehicle, to reduce a vehicle tendency to oversteer or understeer. 20
    [0014]
    The system of claim 13, wherein the probe structure (28) of a load applied to a vehicle is constructed and arranged to utilize components of a vehicle suspension system. 25
    [0015]
    The system of claim 13 or 14, wherein the probe structure (28) of a load applied to a vehicle comprises a probe incorporated in each tire of the vehicle. 30
    [0016]
    The system of any one of claims 13 to 15, wherein, if the vehicle behavior control unit determines that the vehicle has a tendency to oversteer, the first actuators are constructed and arranged to adjust the aerodynamic components. , in order to increase the aerodynamic load at the rear of the vehicle or to reduce the aerodynamic load at the front of the vehicle. 5
    [0017]
    A system as claimed in any one of claims 13 to 16, wherein, if the vehicle behavior control unit determines that the vehicle has a tendency to oversteer, the second actuators are constructed and arranged to increase the roll stiffness of the vehicle. the front of the vehicle or to reduce roll stiffness at the rear of the vehicle.
    [0018]
    The system of any one of claims 13 to 15, wherein, if the vehicle behavior control unit determines that the vehicle has a tendency to understeer, the first actuators are constructed and arranged to adjust the aerodynamic components. , to increase the aerodynamic load at the front of the vehicle or to reduce the aerodynamic load at the rear of the vehicle.
    [0019]
    The system of any one of claims 13 to 15 and 17, wherein, if the vehicle behavior control unit determines that the vehicle has a tendency to understeer, the second actuators are constructed and arranged to increase the roll stiffness at the rear of the vehicle or to reduce roll stiffness at the front of the vehicle.
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    同族专利:
    公开号 | 公开日
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    DE102016203637A1|2016-09-22|
    GB2560846A|2018-09-26|
    GB201604338D0|2016-04-27|
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    GB2538356B|2018-08-01|
    FR3033756B1|2019-06-07|
    GB2538356A|2016-11-16|
    GB2560846B|2019-05-22|
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    法律状态:
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    2018-03-23| PLFP| Fee payment|Year of fee payment: 3 |
    2018-05-25| PLSC| Search report ready|Effective date: 20180525 |
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    优先权:
    申请号 | 申请日 | 专利标题
    US14/661041|2015-03-18|
    US14/661,041|US9573591B2|2015-03-18|2015-03-18|System and method utilizing detected load for vehicle handling|
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