• 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:
    Method for modeling the dynamic behavior of a motor vehicle wheel according to a road profile (10) measured in front of the vehicle, comprising a first step performed by a tire modeling function (4), giving a calculation of height variation theoretical wheel center (14) according to the measured road profile (10) and the vehicle speed (12), from a model of the tire contour, then a second step performed by a dynamic wheel modeling function (6) giving a first position calculation of the wheel center (16), and then loop iterations of this second step taking into account a suspension effort calculation (18) performed by a dynamic vehicle modeling function ( 8), to successively renew this position calculation with the values of the previous iteration and the new value of the road profile.
    公开号:FR3041127A1
    申请号:FR1558675
    申请日:2015-09-16
    公开日:2017-03-17
    发明作者:Stephane Barale；Paul Cosqueric；Frederic Mangonneaux；Benoit Parmentier
    申请人:Peugeot Citroen Automobiles SA；
    IPC主号:
    专利说明:

    MODELING THE DYNAMIC BEHAVIOR OF A WHEEL BASED ON IRREGULARITIES OF THE SOIL
    The present invention relates to a method for modeling the dynamic behavior of a motor vehicle wheel as a function of the irregularities of the ground measured upstream of the wheel, and a motor vehicle comprising means implementing such a modeling method.
    Motor vehicles generally comprise for each wheel a suspension comprising a suspension spring, a damper that slows the movement of the suspension, and a stop on which the body comes to support when the suspension reaches the end of the race, in order to stop this movement by avoiding a shock.
    The suspensions ensure both the road holding of the vehicle by maintaining good contact of each wheel with the ground, and comfort by absorbing the irregularities of this ground to limit the uncomfortable vertical movements of the vehicle body.
    To ensure handling and comfort, it is generally realized when defining the various suspension members a compromise between the stiffness of the suspension springs, and the braking of the dampers which is differentiated in the direction of movement.
    To improve this compromise it is known to use dynamic variable damping systems, called by some manufacturers "AMVAR", controlled by an electronic computer, which according to a number of parameters measured on the operation of the vehicle, or on the demands of the driver, modify in real time the level of damping to optimize the comfort, or the handling in particular in the case of a sporty driving.
    The computer then selects, according to the conditions, an optimized operating mode of damping from a range of predefined modes. An adjustment of the speed of vertical movement of the wheels relative to the vehicle body, which controls the movements of the body.
    Moreover, to improve comfort and handling, it is known to use information of the road profile in front of the vehicle, obtained with a camera filming this road or sensors of reading of height of the ground, to deliver indications of future irregularities. Taking into account the speed of the vehicle, an electronic calculator then uses these indications of future irregularities to dynamically adjust the damping of the suspension in advance in order to better control the movements of the body by the variable damping system.
    It is therefore interesting to have a modeling of the dynamic behavior of the vertical displacement of the wheel to perform these calculations.
    Moreover, a type of known calculation method, presented in particular by the document EP-B1-1840552, takes into account the transient response of a tire to a lateral or longitudinal acceleration, to know its sliding relative to the ground and to study the behavior vehicle dynamics in a turn or when braking.
    However, this type of method does not show any modeling of the vertical displacement of the wheel, which would make it possible to implement a variable damping system combined with a reading of the profile of the road in front of the vehicle.
    The present invention is intended to avoid these disadvantages of the prior art.
    To this end, it proposes a method for modeling the dynamic vertical behavior of a motor vehicle wheel according to a road profile measured in front of the vehicle, intended to be implemented in real time by a computer embedded in the vehicle, which is remarkable for it comprises a first step performed by a tire modeling function, giving a calculation of the theoretical height variation of the wheel center according to the measured road profile and the vehicle speed, from a model of the contour of the tire. pneumatic, then a second step performed by a dynamic wheel modeling function giving a first wheel center position calculation, and then loop iterations of this second step taking into account a suspension effort calculation performed by a function of dynamic modeling of the vehicle, to successively renew this position calculation with the values of the iteration previous and the new value of the road profile.
    An advantage of this modeling method is that in a simple and effective manner, the first step of calculating the theoretical variation of the wheel center following the irregularities of the ground gives information on the geometrical stress that will apply to this wheel, allowing the second step to calculate the position of the wheel center with the wheel dynamics model. This result is then repeated by a succession of calculation loops taking into account the vehicle's reaction with the dynamic modeling of this vehicle and the evolution of the road profile, in order to update the wheel center position calculation.
    One can then knowing the future position of the center of the vehicle wheels on at least one running gear, adjust by anticipation in real time the variable operating law dampers that are adjustable, to better control body movements and improve comfort .
    The modeling method according to the invention may further comprise one or more of the following characteristics, which may be combined with each other.
    Advantageously, the road profile is measured in front of the vehicle by cameras or sensors.
    Advantageously, the measured road profile is put into the form of a one-dimensional longitudinal wire model giving the irregularities in the vertical direction. This simple representation then makes it easy to make the following calculations.
    In addition, the measured road profile can be made into several parallel longitudinal wire modelizations. This specifies the knowledge of the road profile, especially for lateral variations of this profile, which improves the wheel positioning calculation.
    Advantageously, the model of the tire contour uses rigid cam profiles which move in the vertical direction. This model using rigid cam profiles is simple to implement.
    In this case, advantageously, the cam profiles comprise predefined probing points distributed over the contour, forming discrete points for calculating the height of the cam as a function of those which are in contact with the road profile.
    Advantageously, the model of the tire contour comprises a central rigid segment placed flat on the ground in the absence of irregularity of this ground. In this way, it is easy to see the contact of the tire base which is crushed on the ground.
    In particular, the model of the tire contour may comprise a front cam and a rear cam each having a slightly oval rigid profile whose major axis is vertical, which is substantially integrated in the theoretical circular contour of the tire, the central rigid segment connecting the two lower points of each cam. The subject of the invention is also a motor vehicle equipped with means for measuring the road profile in front of this vehicle, and means for modeling the vertical dynamic behavior of the wheels as a function of this road profile, these modeling means using a method comprising any one of the preceding features.
    Advantageously, the vehicle comprises means for adjusting the operating law of the stiffness of the suspension, or the attitude of the vehicle established at the wheel or the axle, depending on the calculated vertical dynamic behavior of the wheels. The invention will be better understood and other features and advantages will appear more clearly on reading the following description given by way of example and in a nonlimiting manner, with reference to the appended drawings, in which: FIG. a flowchart showing the modeling method according to the invention; and FIG. 2 is a diagram showing a side view of the model of the tire contour of this modeling method.
    FIG. 1 shows a vertical dynamic tire model 2, comprising a first modeling function of the tire 4, which delivers a calculation of the theoretical height variation of the wheel center 14 to a second dynamic wheel modeling function 6, delivering to its turn a wheel center position calculation 16.
    Then there is a looping of information between the dynamic wheel modeling function 6 and a dynamic modeling function of the vehicle 8, then by associating new information of the road profile, calculating a new position of the wheel center 16.
    This gives nested computation loops. With each new calculation of the wheel center position corresponds substantially a calculation of the balance of effort of the suspension and the dynamics of the vehicle. These calculations are performed at each time step, with the values of the previous iteration and the new value of the road profile.
    These functions are implemented by an electronic computer embedded in the vehicle, which performs the various calculations in real time according to the progress of the vehicle when used by a driver.
    The first tire modeling function 4 receives information from the road profile from cameras or sensors at the front of the vehicle, which identify the road at a defined distance in front of that vehicle. It is possible to use cameras or sensors, carrying out an identification of the road profile, using any type of technology, such as laser type technologies, "Lidar" (light detection and ranging), ultrasound or radar. The image of the road profile 10 is given by a single dimensional longitudinal wire model indicating the irregularities in the vertical direction, expressed in meters, representing the calculated path that is followed by each of the wheels.
    The first tire modeling function 4 also receives information on the speed of the vehicle 12, expressed in meters per second. This speed information makes it possible to scroll the longitudinal wire model under the wheel with a prediction in the time that is defined.
    The single wired modeling established on the tire width an average of the height of the road, which is then applied to the center of the ground contact point of this tire.
    In a variant, it is possible to produce for each wheel several parallel longitudinal wire modelizations, for example two or three, to take into account any transverse variations in the height of the road over the width of the tire.
    Alternatively one can from one or more sensors or cameras calculate for each wheel several parallel longitudinal wire modelings, giving additional information on transverse height variations of the track at the contact of the tire. In particular, it is possible to establish two or three wire modelings distributed over the width of the tire, which increases the complexity of the calculations, but will give more details on the final positioning of the wheel.
    The modeling function of the tire 4 delivers, in real time to the dynamic wheel modeling function 6, a calculation of the theoretical height variation of the wheel center 14.
    FIG. 2 details a model of the tire contour comprising, on an orthonormal coordinate system of horizontal axis X representing the direction of vehicle travel, and of vertical axis Z, a theoretical representation of the circular contour of the tire 20 comprising a center 22. .
    Longitudinal wired modeling of the road is applied at each moment to this orthonormal coordinate system, to define the vertical irregularities as a function of the advancement of the contour of the tire 20. In particular the longitudinal wire representation has a horizontal plane comprising a compact obstacle of small height 34, which is in front of the tire 20 and to its contact.
    A front cam 24 and a rear cam 26 each have a slightly oval rigid profile whose major axis is vertical, which is integrated substantially in the theoretical circular contour of the tire 20. The center 28 of each cam 24, 26 moves only in the vertical direction, as shown by the vertical guides enclosing them.
    The cam profiles 24, 26 and their spacing L are defined by the geometry of the tire used. Alternatively one can use more than two rigid cams to improve the accuracy of the tire contour representation.
    Each cam 24, 26 has a lower point 32 disposed vertically from the center 28, these two points being connected by a rigid segment 38 having a center 40. This segment 38 substantially represents the flat lower part of the tire, coming from the deformation at ground contact of this tire supporting the weight of the vehicle.
    Each cam comprises an active lower portion adjusted substantially to the circular theoretical contour of the tire 20, which is intended to come into contact with the irregularities of the ground defined by the longitudinal wire representation, comprising for the cam before 24 the part in front of its point lower 32, and for the rear cam 26 the rear portion of its lower point 32.
    Each active cam portion 24, 26 comprises a succession of predefined probing points 30 presented by the tip of the arrows, regularly distributed over its rigid contour, forming discrete points for calculating the height of the cam as a function of these points which are contact with longitudinal wire representation.
    In practice, the modeling function of the tire 4 takes into account the longitudinal wire representation given by the road profile 10, and advances it continuously in front of the cams 24, 26 at the speed of the vehicle 12, to study the contact of the active parts. cams and the segment 38, each forming a rigid assembly, on the irregularities of the ground.
    In this example the front cam 24 has a touching point 36 in contact on the top of the obstacle 34, resulting in a vertical translation of the entire cam upwards. Since the lower point 32 of the front cam 24 is high and the lower point of the rear cam 26 remains on the ground, the segment 38 has a front side inclined upwards.
    We deduce the height function w (X) of the central point 40 of the segment 38, depending on the advance X of the vehicle on the longitudinal wire representation, which directly gives the height variation of the fulcrum of the tire. We deduce the theoretical height variation of the wheel center 14.
    FIG. 1 shows the dynamic wheel modeling function 6 receiving the theoretical height variation of the wheel center 14, as well as a calculation of the suspension force 18 coming from the dynamic modeling function of the vehicle 8, to establish by a succession of loops of iterations the calculation of position of the center of wheel 16.
    The dynamic wheel modeling function 6 uses Newton's second law, stating that the sum of the forces applying to a solid is equal to its mass multiplied by its acceleration. We take the mass of the wheel as well as unsuspended elements that are linked to it. The tire is considered as a mass, spring and damper system undergoing a vertical force from the ground, which causes a vertical deformation.
    The instantaneous vertical acceleration of the wheel is obtained. Then by performing a double integration of this acceleration, we obtain the position of the calculated wheel center 16.
    The dynamic modeling function of the vehicle 8 takes into account the characteristics of the mass and the inertia of the vehicle body, the stiffness of the suspension and its damping, to establish the suspension effort calculation 18.
    A first position value of the wheel center 16 given by the dynamic wheel modeling function 6 is entered in the dynamic modeling function of the vehicle 8, which in turn gives a first suspension effort value 18. This value suspension force 18 is then entered into the dynamic wheel modeling function 6, in order to refine the wheel center position calculation 16. By repeating this loop several times, the position calculation is updated.
    An on-vehicle calculation means is obtained giving a realistic representation of the behavior of the tire in contact with the ground, taking into account the dynamic characteristics of the vehicle body, which indicates continuously and in advance the movements of the wheels on a train. or the two running gear of the vehicle.
    We can then deduce in real time the optimum characteristics of the control of the suspension, in particular the suspension stiffness settings by choosing a predefined operating law, or the attitude of the vehicle established at the wheel or at the wheel. axle, to improve comfort or handling.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    1 - Method for modeling the dynamic vertical behavior of a motor vehicle wheel according to a road profile (10) measured in front of the vehicle, intended to be implemented in real time by a computer embedded in the vehicle, characterized in that it comprises a first step performed by a modeling function of the tire (4), giving a calculation of the theoretical height variation of the wheel center (14) according to the measured road profile (10) and the vehicle speed (12). ), from a model of the tire contour, then a second step performed by a dynamic wheel modeling function (6) giving a first calculation of the wheel center position (16), and then loop iterations of this second step taking into account a suspension effort calculation (18) performed by a dynamic modeling function of the vehicle (8), to successively renew this position calculation with the values rs of the previous iteration and the new value of the road profile.
    [2" id="c-fr-0002]
    2 - modeling method according to claim 1, characterized in that the road profile (10) is measured in front of the vehicle by cameras or sensors.
    [3" id="c-fr-0003]
    3 - A modeling method according to claim 1 or 2, characterized in that the measured road profile (10) is in the form of a one-dimensional longitudinal wire model giving the irregularities in the vertical direction.
    [4" id="c-fr-0004]
    4 - A modeling method according to claim 3, characterized in that the measured road profile (10) is in the form of several parallel longitudinal wire modelings.
    [5" id="c-fr-0005]
    5 - modeling method according to any one of the preceding claims, characterized in that the model of the tire contour uses rigid cam profiles (24, 26), which move in the vertical direction.
    [6" id="c-fr-0006]
    6 - Modeling method according to claim 5, characterized in that the cam profiles comprise predefined probing points (30) distributed over the contour, forming discrete points of height calculation of the cam according to those which are in contact with the road profile.
    [7" id="c-fr-0007]
    7 - A modeling method according to any one of the preceding claims, characterized in that the tire contour model comprises a central rigid segment (38) laid flat on the ground in the absence of irregularity of the soil.
    [8" id="c-fr-0008]
    8 - Modeling method according to claims 6 and 7, characterized in that the tire contour model comprises a front cam (24) and a rear cam (26) each having a slightly oval rigid profile whose major axis is vertical, which is substantially integrated in the theoretical circular contour of the tire (20), the central rigid segment (38) connecting the two lower points of each cam.
    [9" id="c-fr-0009]
    9 - Motor vehicle equipped with means for measuring the road profile (10) in front of this vehicle, and means for modeling the vertical dynamic behavior of the wheels according to this road profile, characterized in that these modeling means use a process according to any one of the preceding claims.
    [10" id="c-fr-0010]
    10 - Motor vehicle according to claim 9, characterized in that it comprises means for adjusting the operating law of the stiffness of the suspension, or the attitude of the vehicle established at the wheel or the axle, dependent the vertical dynamic behavior of the wheels calculated.
    类似技术:
    公开号 | 公开日 | 专利标题
    US9902380B2|2018-02-27|Saddle-straddling type motor vehicle and wheel force acquisition device
    FR3041127A1|2017-03-17|MODELING THE DYNAMIC BEHAVIOR OF A WHEEL BASED ON IRREGULARITIES OF THE SOIL
    EP1926616B1|2012-11-21|Suspension control device, vehicle comprising said device, production method thereof and associated program
    FR3033756B1|2019-06-07|SYSTEM AND METHOD USING LOAD DETECTION FOR VEHICLE BEHAVIOR
    EP2696187B1|2015-11-18|Method for predicting operational efforts of a vehicle travelling on uneven ground
    FR2784941A1|2000-04-28|CONTROL SYSTEM FOR ELASTIC SUPPORT MECHANISM SUCH AS A VEHICLE SUSPENSION MECHANISM
    FR2890905A1|2007-03-23|SUSPENSION CONTROL DEVICE, VEHICLE EQUIPPED WITH SAME, METHOD OF OBTAINING AND PROGRAM.
    WO2007034104A1|2007-03-29|Suspension control device, vehicle comprising said device, production method thereof and associated program
    EP1354183B1|2010-03-24|Method for forecasting comfort inside a vehicle
    US11008014B2|2021-05-18|Methods and apparatus to determine vehicle weight information based on ride height
    FR2945246A1|2010-11-12|Light beam orientation stabilizing method for e.g. headlight of car, involves controlling linear actuator using corrected compensation signal for applying vibrations, which are opposite to response vibrations, to optical element
    JP6991453B2|2022-01-12|Driving evaluation method and pseudo emotion generation method
    FR2683186A1|1993-05-07|METHOD FOR INFLUENCING AN ELASTICAL SUPPORT SYSTEM AND SHOCK ABSORBER BETWEEN THE CHASSIS AND BODY OF A VEHICLE AND A SUPPORT SYSTEM FOR ITS IMPLEMENTATION
    EP2487057A1|2012-08-15|Simplified method for controlling shock absorbers
    FR2691676A1|1993-12-03|Method and apparatus for generating control or regulation signals of a controlled or adjustable chassis.
    EP3002139B1|2017-06-28|Damper control system
    EP2978617B1|2017-08-09|Method for reducing the risk of rollover of an automotive vehicle provided with a controllable suspension system
    FR3057222A1|2018-04-13|AUTONOMOUS METHOD AND DEVICE FOR DETERMINING A PLATE OF A MOTOR VEHICLE.
    FR3074726A1|2019-06-14|ACTIVE SUSPENSION WITH SHOCK ANTICIPATION
    FR2932416A3|2009-12-18|Front and rear suspensions controlling method for motor vehicle, involves estimating hardness set points to be applied to front and rear suspensions, and applying signals representative of hardness set points to front and rear suspensions
    EP1883549B1|2011-09-07|Method of controlling at least one anti-roll bar actuator on board a vehicle
    FR2875461A1|2006-03-24|Motor vehicle`s e.g. commercial vehicle, dynamic magnitude controlling device, has sensors measuring information about occupants and luggage to send values of load and inertia to observation and yaw control units, to update load and inertia
    JP2020001421A|2020-01-09|Control device and control method
    EP3002140B1|2017-07-05|Damper control system
    FR3026709A1|2016-04-08|METHOD FOR ADJUSTING THE BEHAVIOR OF A MOTOR VEHICLE
    同族专利:
    公开号 | 公开日
    FR3041127B1|2020-10-23|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    FR3073778A1|2017-11-21|2019-05-24|Psa Automobiles Sa|ACTIVE SUSPENSION WITH OBSTACLE ANTICIPATION FUNCTION ON THE ROAD|
    FR3073961A1|2017-11-21|2019-05-24|Psa Automobiles Sa|INTEGRATION OF A ROAD PROFILE DETECTION IN ACTIVE VEHICLE SUSPENSION CONTROL|
    FR3074726A1|2017-12-12|2019-06-14|Psa Automobiles Sa|ACTIVE SUSPENSION WITH SHOCK ANTICIPATION|
    法律状态:
    2016-08-22| PLFP| Fee payment|Year of fee payment: 2 |
    2017-03-17| PLSC| Search report ready|Effective date: 20170317 |
    2017-08-22| PLFP| Fee payment|Year of fee payment: 3 |
    2018-06-29| CA| Change of address|Effective date: 20180312 |
    2018-06-29| CD| Change of name or company name|Owner name: PEUGEOT CITROEN AUTOMOBILES SA, FR Effective date: 20180312 |
    2018-08-22| PLFP| Fee payment|Year of fee payment: 4 |
    2019-08-20| PLFP| Fee payment|Year of fee payment: 5 |
    2020-08-19| PLFP| Fee payment|Year of fee payment: 6 |
    2021-08-19| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1558675A|FR3041127B1|2015-09-16|2015-09-16|MODELING THE DYNAMIC BEHAVIOR OF A WHEEL AS A FUNCTION OF SOIL IRREGULARITIES|FR1558675A| FR3041127B1|2015-09-16|2015-09-16|MODELING THE DYNAMIC BEHAVIOR OF A WHEEL AS A FUNCTION OF SOIL IRREGULARITIES|
    [返回顶部]