• 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 method and device for actuating an active and/or passive motor vehicle safety system in a driving situation in which the vehicle executes a rotary movement about the vertical axis of the vehicle. A variable describing the rotary motion is measured, and this variable is processed by a mathematical model, which determines information therefrom about the future rotary motion of the vehicle. This information in turn may be used to control the vehicle safety systems as a function of the situation and prepare them for a possibly imminent collision.
    公开号:SE534602C2
    申请号:SE0950506
    申请日:2009-06-30
    公开日:2011-10-18
    发明作者:Stephan Stabrey
    申请人:Bosch Gmbh Robert；
    IPC主号:
    专利说明:

    25 30 534 502 However, if the vehicle is within the limits of the driving physical limits, which are not stabilizable, such interventions can lead to the vehicle remaining unnecessarily long in a critical state of movement for the passengers, especially in the transverse direction.
    Thus, a situation may arise in that the rotational movement of the vehicle is stopped by the driving dynamics control but that the vehicle moves further in the transverse direction.
    Without the intervention of the driving dynamics control, the vehicle would be further rotated about the vertical axis and in connection with this, for example, further roll backwards.
    This situation would be significantly less risky for passengers than the vehicle crossing in the transverse direction with the danger of a side impact. Knowledge of the future rotational conditions (possibly assuming a certain stabilization intervention) is hereby essential for a further improvement of passenger protection.
    DESCRIPTION OF THE INVENTION It is an object of the present invention to provide a method, as well as a device by means of this resp. this to predict the future rotational movement of the vehicle in an uncontrolled driving situation.
    This object is solved according to the invention by the features stated in claim 1 as well as in claim 8. Further embodiments of the invention are obtained by the subclaims.
    An essential aspect of the invention consists in measuring a quantity that describes gir- resp. the rotational movement of the vehicle and enter this quantity into a mathematical model, which from there - assuming certain physical conditions and optionally also a definite intervention of a vehicle controller - determines an information about the future rotational movement of the vehicle.
    This information is finally used to operate at least one vehicle safety system depending on the situation. For example, since the model-based estimation of the future rotational movement results in the vehicle, even with full engagement of the driving dynamics control, will be able to cross the direction for a longer time, the engagement of the driving dynamics control can be reduced to such an extent that the vehicle rotates more than 90 ° and the rotation, for example, will end up at 180 ° rotation. For passengers, this allows a significantly lower risk of a critical side impact. Regardless of a modification of the intervention strategy of the driving dynamics control, other vehicle safety systems, especially of passive technology, such as passenger support systems, airbag systems or an active side-impact protection system, can also be activated early or prepared for a short-term operation.
    The inventive mathematical model is preferably designed so that the future course of an angular deviation or turning angle, a maximum angle, a length of time to reach a maximum angle, an angular acceleration and / or another characteristic quantity can be predicted, which describes the future rotational movement of the vehicle. . In particular, information is obtained on the future course of deviations resp. the gear angle or their maximum values, if the vehicle enters a future driving condition, in which it can cross the center of gravity path.
    As an input quantity for the mathematical model, for example, measured values of the current resp. the resulting rotational speed, deviation angle or other descriptive quantities for the rotational movement of the vehicle are used.
    This quantity or quantities are preferably measured by means of corresponding sensors or by estimating suitable algorithms.
    According to a preferred embodiment of the invention, the turning speed of the vehicle obtained so far is measured and processed by a mathematical model.
    The turning speed is preferably measured by means of a turning speed sensor, which is nevertheless already built into most vehicles. The use of the gear speed as the input quantity thus has the advantage that it can be obtained easily and cost-effectively in the vehicle. 10 15 20 25 30 534 B02 The mathematical model takes into account the frictional relationship between wheels and road surface and also the intervention of at least one stabilization system, such as ESP. According to a preferred embodiment of the invention, the mathematical model determines the information about the future rotational movement of the vehicle under the assumption of a maximum engagement of a stabilization system, for example a maximum braking engagement of the ESP.
    In order to calculate the desired information, the mathematical model preferably contains a function which depicts the decay of a rotational movement occurring at one time. According to a preferred embodiment of the invention, this function is realized as a parabola function. Other mathematical descriptions, which approximate the rotation ratio as accurately as possible, are also conceivable.
    The algorithm described above can in principle be applied in any control device of the vehicle. Preferably, the mathematical model is integrated into the control dynamics of the driving dynamics control.
    Brief description of the drawings The invention will be explained in more detail below as an example with the aid of the accompanying drawings. They show: Fig. 1 a schematic view of a system for controlling active or passive vehicle safety systems with regard to the future estimated rotational movements of the vehicle; and Fig. 2 the course of the gear acceleration (Fig. 2a), the gear speed (Fig. 2b) and the gear angle (Fig. 2c) during a driving situation, in which the vehicle rotates about the vertical axis. 10 15 20 25 30 534 G02 Embodiments of the invention Fig. 1 shows a schematic block diagram of different vehicle safety systems, which are driven taking into account different estimated future rotational movements of the vehicle. The device comprises a driving dynamics control 1, which by means of one or more actuators, such as the vehicle brakes, can intervene in the vehicle driving, in order to stabilize the vehicle. The actuators belonging to the driving dynamics control 1 are summarized in a block 4. The current driving situation is monitored by means of the sensors 2 and 3. These are usually especially a turning speed sensor 2 and additional sensors such as wheel speed sensors, steering angle sensor and transverse acceleration sensor, which in the drawing is summarized with the number 3. Several sensors can be further arranged in the design of the system.
    The control 1 definitely estimates the deviation angle ß of the vehicle and passes this value as well as the value of the current turning speed dpsi / dt on to a unit 5, which comprises a mathematical model, which estimates the information about the future rotational movement of the vehicle. The deviation angle forecast is based here on a turn angle change, and which is forecast on the basis of a measured turn speed. The information estimated from the unit 5, which in the embodiment shown is a maximum deviation angle Bmx, can also be any other information, such as the course of the future rotational movement.
    The model contained in unit 5 conveys the future rotational movement with regard to certain physical conditions, especially the frictional ratio between wheels and road and preferably also during the assumption of a certain intervention of the vehicle control 1. For the reduction of a rotational movement (with regard to to said quantities), for example, a parabola function can be employed, which relatively well approximates the course of the turning speed. In this case, for the yaw rate dpsi / dt: dpsi / dt = ai-tz + art + aa (1) 10 15 20 25 30 534 602 then a1, a; and a; parameters and t is the time. The initial measured value is preferably the current measured value of the yaw rate dpsi / dt. Thus: dpsildt (t = 0) = a; = dpsioldt The turning angle psi is obtained by the time integration of the turning speed (1) to: psilt) = inudpsi / dtldt + psio = 1 / s-a1-tß + wzaz-t ”+ aß-t + psio (2) For the procedure it is assumed that for the deviation angle ß z -psi holds that the deviation angle thus corresponds in approximate amount to the turning angle. For the input value psio of the yaw angle, the current negative measuring resp. estimated value of the deviation angle -ß0. Thus: Psio = -ßo For the gear acceleration dzpsi / dtz the following applies: dzpsi / dt * = 2-a1-t + az- (3) The gear acceleration can for example be estimated from the wheel forces and the torque equalization weight dzpsildtz = Mz / J, where Mz is in depending on the deviation angle, the highest moment achievable by braking and steering action is Mlmax fi šo), and J is the moment of mass inertia. For the coefficient az in equation (1) the following applies: dzpsvdttlev) = az = Mzmaxißo).
    In the driving operation process, the estimation of the maximum deviation angle can be improved by determining the current gear acceleration with the aid of the gear speed measured value.
    Thus, only parameter a1 in equation (1) is indeterminate. One possibility to determine the parameter a1 consists in determining this as a multiple of az. For example, 81 = -a2'Û, 85 10 15 20 25 30 534 B02 can be employed. Instead of the exemplary value 0.85, another value can also be used. Thereby it can be assumed that the yaw torque generated from the driving dynamics control 1 to the beginning of a critical driving situation, in which the deviation angle is small, becomes larger at a larger deviation angle, at which braking and also steering engagement has only very small effects on the yaw movement.
    Thus, all coefficients from equation (1) are determined. The maximum deviation angle is obtained when the yaw rate becomes zero, ie when: dpsi / dt = 0 From equation (1) two solutions are given for the time when the maximum deviation angle occurs: term = 1/2 / a1 '(' a2 '(az' 4 '31'a3) 1,2) (48) fena: = 1/2 / 811-22' * '(32' ”farasf / z) Mb) The maximum yaw angle psiend is finally obtained from equation 2 for t = tend, psiend = war-rem + wz-az-tendz + afraid - ßo and thereby the desired maximum deviation angle Bmx to: ßmax = 'psiend The thus calculated maximum deviation angle Bm, can now be applied to, for example, the driving dynamics control, to control this depending on the situation. When the model-based estimate of the future rotational movement is obtained, for example, that the vehicle, even with full engagement of the driving dynamics control, will also be able to cross the direction of travel for a longer time, the engagement of the driving dynamics control can be reduced so far that the vehicle rotates more than 90 ° and that the rotation will stop at, for example, 180 ° rotation. For passengers, this significantly reduces the risk of a critical side-on collision. 534 602 knowledge of the maximum deviation angle Bm, can thereby also be used, to prepare a support system 6 for a possible collision. Alternatively, a driving assistance system 7 can also lead to an emergency braking.
    Fig. 2a shows the gear acceleration process of a vehicle which has been subjected to a side collision at the rear carriage and thereby carried out a rotational movement about the vertical axis of the vehicle. As can be seen, the gear acceleration through the side collision first assumes a large positive value, so that the gear speed in Fig. 2b increases rapidly. When the collision ceases, the gear acceleration due to the friction and the intervention from the driving dynamics control 1 becomes negative and the gear speed decreases further.
    Fig. 2b shows the course of the vehicle's associated turning speed. As can be seen, this increases as long as a maximum is reached at approximately after 1.45 s.
    Thereafter, the yaw rate dpsi / dt decreases continuously, i.e. the rotational movement decelerates.
    Fig. 2c shows the course of the turning angle 10 and the simulation result 11 of the turning angle prediction. As can be seen, even at the time when the maximum turning speed dpsi / dt is reached, the expected maximum turning angle Lpma can be predicted very well. This corresponds approximately to the negative maximum deviation angle Bm, as previously explained. Thus, it is already possible at a very early stage to adapt the vehicle control system and / or the support systems to the situation.
    权利要求:
    Claims (9)
    [1]
    Method for controlling an active and / or passive vehicle safety system (1, 4, 6, 7) in a driving situation, in which the vehicle performs a rotational movement about the vertical axis of the vehicle, characterized in that a quantity (dpsi / dt) which describes the rotational movement measured and this quantity is processed in a mathematical model (5), which contains assumptions about delay of the rotational motion by friction and also by intervention of at least one stabilization system (ESP), and which mathematical model (5) by these assumptions determines information (psi (t), ßmax, tmax) about the future rotational movement of the vehicle, and that at least one vehicle safety system (1, 4, 6, 7) is controlled depending on the determined information.
    [2]
    Method according to claim 1, characterized in that the mathematical model of the future course determines an angular deviation or turning angle, a maximum angular deviation or turning angle of the vehicle, a length of time to reach a maximum angle, an angular acceleration or another characteristic quantity, which describes rotational movement of the vehicle.
    [3]
    Method according to Claim 1 or 2, characterized in that at least one time for the actual turning speed (dpsi / dt), the deviation angle, or another descriptive value for the rotational movement of the vehicle is measured and processed by the mathematical model.
    [4]
    Method according to claim 3, characterized in that the mathematical model assumes a maximum intervention from at least one stabilization system (1, 4).
    [5]
    Method according to one of the preceding claims, characterized in that the mathematical model comprises a parabola function which describes the future rotational movement of the vehicle. 534 B02
    [6]
    Method according to one of the preceding claims, characterized in that the quantity determined from the mathematical model (psi (t), ßmax, tmax) is used so that an active or passive vehicle safety system is controlled or regulated depending on this quantity.
    [7]
    Control device (8) for carrying out the method according to any one of the preceding claims, comprising a unit (5) comprising said mathematical model, and a driving dynamics control (1) which by means of one or more actuators, such as vehicle brakes, can intervene in vehicle driving. .
    [8]
    Steering apparatus according to Claim 7, characterized in that the steering apparatus is connected to a rotational speed or other sensor which measures a quantity describing the rotational movement of the vehicle.
    [9]
    Steering device according to Claim 7 or 8, characterized in that the steering device is a component of a vehicle safety system, in particular a support, airbag, stabilization or braking system.
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    DE102008040713.5A|DE102008040713B4|2008-07-25|2008-07-25|Method and device for actuating an active and / or passive safety system in a motor vehicle|
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