DE4436162C1 - System for regulating the driving stability of a motor vehicle - Google Patents

System for regulating the driving stability of a motor vehicle

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Publication number
DE4436162C1
DE4436162C1 DE4436162A DE4436162A DE4436162C1 DE 4436162 C1 DE4436162 C1 DE 4436162C1 DE 4436162 A DE4436162 A DE 4436162A DE 4436162 A DE4436162 A DE 4436162A DE 4436162 C1 DE4436162 C1 DE 4436162C1
Authority
DE
Germany
Prior art keywords
control
signals
motor vehicle
yaw rate
sensor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
DE4436162A
Other languages
German (de)
Inventor
Wolfgang Dr Kuehnel
Hans Dr Rauner
Ralf-Johannes Lenninger
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to DE4436162A priority Critical patent/DE4436162C1/en
Application filed by Siemens AG filed Critical Siemens AG
Priority to JP8512258A priority patent/JPH10506861A/en
Priority to KR1019970702327A priority patent/KR970706156A/en
Priority to AU36039/95A priority patent/AU3603995A/en
Priority to PCT/DE1995/001381 priority patent/WO1996011128A1/en
Priority to BR9509288A priority patent/BR9509288A/en
Priority to CN95195571A priority patent/CN1160380A/en
Priority to EP95933325A priority patent/EP0785884A1/en
Priority to CZ971084A priority patent/CZ108497A3/en
Application granted granted Critical
Publication of DE4436162C1 publication Critical patent/DE4436162C1/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/019—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the type of sensor or the arrangement thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B60G17/0162—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during a motion involving steering operation, e.g. cornering, overtaking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/0195—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the regulation being combined with other vehicle control systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
    • B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
    • B62D7/15—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels
    • B62D7/159—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels characterised by computing methods or stabilisation processes or systems, e.g. responding to yaw rate, lateral wind, load, road condition
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/05—Attitude
    • B60G2400/052—Angular rate
    • B60G2400/0523—Yaw rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/10—Acceleration; Deceleration
    • B60G2400/102—Acceleration; Deceleration vertical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/10—Acceleration; Deceleration
    • B60G2400/104—Acceleration; Deceleration lateral or transversal with regard to vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/10—Acceleration; Deceleration
    • B60G2400/106—Acceleration; Deceleration longitudinal with regard to vehicle, e.g. braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/20—Speed
    • B60G2400/204—Vehicle speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/20—Speed
    • B60G2400/208—Speed of wheel rotation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/40—Steering conditions
    • B60G2400/41—Steering angle
    • B60G2400/412—Steering angle of steering wheel or column
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/70—Estimating or calculating vehicle parameters or state variables
    • B60G2800/702—Improving accuracy of a sensor signal
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2260/00—Interaction of vehicle brake system with other systems
    • B60T2260/09—Complex systems; Conjoint control of two or more vehicle active control systems

Abstract

Signals from wheel rotation speed sensors (8-11), a steering angle sensor (19), possibly a yaw rate sensor (18) and other sensors are evaluated by a control device (12). This generates setting signals by means of which the braking pressures acting on the individual wheels (4-7) of the motor vehicle (1) are controlled in such a way that the running state of the motor vehicle remains stable, the brakes do not lock, for example, the wheels do not continue to rotate, the vehicle does not skid, etc. The control device (12) is connected to an air-bag control (17) and evaluates the signals of an acceleration sensor (16) in the air-bag control. The yaw rate sensor (18), the acceleration sensor (16) and the air-bag control (17) are preferably fitted in a housing (14) arranged at a central point in the motor vehicle. In addition, active shock-absorbers and steerable rear axles can be controlled and included in the motor vehicle's engine control system in order to match the engine torque to the driving situation, e.g. to reduce it temporarily if the driving wheels continue to turn.

Description

Die Erfindung betrifft ein System nach dem Oberbegriff von Anspruch 1. Ein derartiges System wird zum Regeln der Fahr­ stabilität von Kraftfahrzeugen eingesetzt. Dazu werden die Signale von verschiedenen Sensoren ausgewertet, die Bewegun­ gen des Kraftfahrzeugs messen, wie Nick-, Wank- und Gierbewe­ gungen sowie Beschleunigungen und Verzögerungen. Es werden dabei verschiedene Sensoren, insbesondere Raddrehzahlsenso­ ren, Lenkradwinkelsensoren, Giergeschwindigkeitssensoren und gegebenenfalls weitere Sensoren eingesetzt. Die Signale die­ ser Sensoren werden in dem Fahrstabilitäts(FSR)-System aus­ gewertet und daraufhin Stell- oder Steuersignale erzeugt, mit denen der auf die einzelnen Räder des Kraftfahrzeugs einwir­ kende Bremsdruck gesteuert wird. Bestandteile der Fahrstabi­ litätsregelung sind ein Antiblockiersystem und eine Antriebs- oder Antischlupfregelung.The invention relates to a system according to the preamble of Claim 1. Such a system is used to regulate the driving stability of motor vehicles used. To do this, the Signals from various sensors are evaluated, the movement measure against the motor vehicle, such as pitch, roll and yaw movement accelerations and decelerations. It will various sensors, in particular wheel speed sensors Ren, steering wheel angle sensors, yaw rate sensors and if necessary, additional sensors are used. The signals the These sensors are made in the driving stability (FSR) system evaluated and then generated control or control signals with those who act on the individual wheels of the motor vehicle kende brake pressure is controlled. Components of the driving stabilizer tity control are an anti-lock braking system and a drive or anti-slip control.

Bei einem bekannten System zur Erhöhung der Beherrschbarkeit eines Kraftfahrzeugs (EP-B 0 446 234) sind die Sensoren und ein Steuergerät an verschiedenen Stellen des Fahrzeugs ange­ ordnet. Dies erfordert einen nicht unerheblichen Gehäuse- und Verkabelungsaufwand für die einzelnen Bestandteile des Systems.In a known system for increasing controllability of a motor vehicle (EP-B 0 446 234) are the sensors and a control unit at various points in the vehicle arranges. This requires a not inconsiderable housing and Cabling effort for the individual components of the Systems.

Ein bekanntes System zur Beeinflussung der Fahrdynamik eines Kraftfahrzeugs weist mindestens zwei Sensoreinheiten zur Erfassung der Fahrzeugbewegungen - Längs- und/oder Quer- und/oder Gierbewegungen - und zur gleichzeitigen Steuerung von Gurtstraffer, Airbag, Warnblinkanlage, Überrollbügel u.ä. mit geringem Aufwand auf. Die in Mikrotechnologie ausge­ führten Sensoreinheiten sind mit einer ersten Auswerteeinheit räumlich zusammengefaßt. Eine zweite Auswerteeinheit steuert Aktuatoren, die die Fahrzeugbewegungen beeinflussen; sie ist räumlich außerhalb des Sensormoduls angebracht und mit diesem über einen Datenbus verbunden. Sensorsignale müssen rechne­ risch auf den Fahrzeugschwerpunkt transformiert werden (DE 42 28 893 A1).A known system for influencing the driving dynamics of a vehicle Motor vehicle assigns at least two sensor units Detection of vehicle movements - longitudinal and / or transverse and / or yaw movements - and for simultaneous control of pretensioners, airbags, hazard lights, roll bars, etc. with little effort. The out in microtechnology led sensor units are with a first evaluation unit spatially summarized. A second evaluation unit controls Actuators that influence vehicle movements; she is mounted outside of the sensor module and with it  connected via a data bus. Sensor signals have to calculate be transformed to the vehicle's center of gravity (DE 42 28 893 A1).

Eine ebenfalls bekannte Sicherheitsanlage für ein Kfz besteht aus einer Kombination eines ABS/ASR-Systems mit einem Rück­ haltesystem. Beide Systeme sind mit einem gemeinsamen Steuer­ gerät verbunden. Sensorsignale werden in zwei parallelen Kanälen redundant verarbeitet (DE 42 12 337 A1). Beide Kanäle arbeiten die Anwenderprogramme im Multiplexbetrieb ab und für beide Kanäle gibt es eine gemeinsame Sicherheitsüberwachung.There is also a known security system for a motor vehicle from a combination of an ABS / ASR system with a rear holding system. Both systems have a common tax device connected. Sensor signals are in two parallel Channels processed redundantly (DE 42 12 337 A1). Both channels the user programs work in multiplex mode from time to time both channels have a common security monitor.

Der Erfindung liegt die Aufgabe zugrunde, ein System zur Fahrstabilitätsregelung zu schaffen, das sich mit geringem Aufwand realisieren läßt und bei dem die von Kabelbrüchen und dergleichen herrührenden Gefahren möglichst gering sind.The invention has for its object a system for Driving stability control to create that with little Effort can be realized and in which the cable breaks and similar dangers are as low as possible.

Diese Aufgabe wird erfindungsgemäß durch ein System mit den Merkmalen von Anspruch 1 gelöst. Zweckmäßige Weiterbildungen der Erfindung sind in den Unteransprüchen niedergelegt.This object is achieved by a system with the Features of claim 1 solved. Appropriate further training the invention are laid down in the subclaims.

Ein Vorteil des erfindungsgemäßen Systems liegt darin, daß bei ihm die Sensorsignale nicht rechnerisch auf den Fahrzeug­ schwerpunkt transformiert werden müssen. An advantage of the system according to the invention is that with him the sensor signals are not calculated on the vehicle focus must be transformed.  

Dadurch daß das Steuergerät mit einer Airbagsteuerung verbun­ den ist, ergibt sich der Vorteil, daß die zum Messen der Fahrzeugbewegungen bestimmten Beschleunigungs- und Gierraten­ sensoren im Fahrzeugmittelpunkt angeordnet werden können. Dieser liegt in der Regel in etwa auf dem Mitteltunnel hinter der Handbremse. Da bei Kraftfahrzeugen mit modernen zentralen Airbagsteuerungen diese üblicherweise an der genannten Stelle angeordnet sind, können nun verschiedene der benötigten Sen­ soren und die Airbagsteuerung gemeinsam in einem Gehäuse un­ tergebracht werden. Dadurch verringert sich der Gehäuseauf­ wand, und außerdem können die an dieser Stelle bereits vor­ handenen Kabelbäume und Stecker mit verwendet werden. Eine zusätzliche Einsparung ergibt sich daraus, daß der Airbag-Be­ schleunigungssensor für die Fahrstabilitätsregelung mit ver­ wendet wird.Characterized in that the control unit is connected to an airbag control the, there is the advantage that the for measuring the Vehicle movements determined acceleration and yaw rates sensors can be arranged in the center of the vehicle. This is usually around the middle of the tunnel the handbrake. Because in vehicles with modern central Airbag controls usually at the location mentioned are arranged, various of the required Sen can now sensors and the airbag control together in one housing be brought up. This reduces the housing wall, and besides, you can already at this point existing cable harnesses and plugs can be used. A additional savings result from the fact that the airbag loading acceleration sensor for driving stability control with ver is applied.

Im folgenden wird ein Ausführungsbeispiel der Erfindung an­ hand der Zeichnung erläutert. Es zeigen:The following is an embodiment of the invention hand of the drawing explained. Show it:

Fig. 1 ein Kraftfahrzeug mit einem erfindungsgemäßen System zur Fahrstabilitätsregelung, Fig. 1 shows a motor vehicle with an inventive system for driving stability control,

Fig. 2 eine schematische Darstellung der Wirkungsweise des Systems nach Fig. 1, und Fig. 2 is a schematic representation of the operation of the system according to Fig. 1, and

Fig. 3 eine tabellarische Zusammenstellung verschiedener in dem System nach Fig. 1 verwendbarer Methoden zur Be­ rechnung der Gierrate oder Giergeschwindigkeit. Fig. 3 is a tabular summary of various methods used in the system of Fig. 1 for loading the yaw rate or yaw rate.

Ein Kraftfahrzeug 1, dessen Fahrtrichtung durch einen Pfeil 2 angedeutet ist, weist vier Räder 4, 5, 6 und 7 auf. Jedem der Räder ist ein Raddrehzahlsensor 8 (vorne links), 9 (vorne rechts), 10 (hinten links) und 11 (hinten rechts) zugeordnet. Die von diesen Sensoren gelieferten Signale gelangen über aus der Zeichnung ersichtliche Signalleitungen zu einem Steuerge­ rät 12 und werden dort ausgewertet. Das Steuergerät 12 er­ zeugt Stellsignale, mit dem der auf die einzelnen Räder ein­ wirkende Bremsdruck gesteuert wird. Das Steuergerät kann als Antiblockiersystem (ABS), als Antriebsschlupfregelungssystem (ASR) oder als kombiniertes ABS-ASR-Steuergerät ausgebildet sein. Solche Antiblockier- und Antriebsschlupfregelungs-Sy­ steme sind in vielfacher Ausführung bekannt (vgl. z. B. die eingangs genannte Patentschrift), sie werden deshalb hier nicht weiter beschrieben. Zusätzlich kann das Steuergerät eine Giermomentenregelung oder allgemein eine Fahrstabili­ tätsregelung realisieren. Auch dabei werden Stellsignale er­ zeugt, die den auf die einzelnen Rädern 4-7 einwirkenden Bremsdruck steuern. Des weiteren können aktive Stoßdämpfer und lenkbare Hinterachsen gesteuert und in die Motorsteuerung des Kraftfahrzeugs eingegriffen werden, um das Motordrehmo­ ment an die Fahrsituation anzupassen, zum Beispiel um es bei durchdrehenden Antriebsrädern vorübergehend zu verringern.A motor vehicle 1 , the direction of which is indicated by an arrow 2 , has four wheels 4 , 5 , 6 and 7 . A wheel speed sensor 8 (front left), 9 (front right), 10 (rear left) and 11 (rear right) is assigned to each of the wheels. The signals supplied by these sensors pass through signal lines shown in the drawing to a control unit 12 and are evaluated there. The control unit 12 generates control signals with which the braking pressure acting on the individual wheels is controlled. The control unit can be designed as an anti-lock braking system (ABS), as a traction control system (ASR) or as a combined ABS-ASR control unit. Such anti-lock and traction control systems are known in many versions (see, for example, the patent specification mentioned at the outset), and are therefore not described further here. In addition, the control unit can implement yaw moment control or, in general, driving stability control. Here too, control signals are generated which control the brake pressure acting on the individual wheels 4-7 . Furthermore, active shock absorbers and steerable rear axles can be controlled and intervened in the engine control of the motor vehicle in order to adapt the engine torque to the driving situation, for example to temporarily reduce it when the drive wheels spin.

Das Steuergerät 12 ist über eine Datenleitung 13, z. B. über einen VAN- oder CAN-Bus, mit einem Gehäuse 14 verbunden, das an zentraler Stelle angeordnet ist, d. h. möglichst in dem Fahrzeugmittelpunkt. Dieses zentrale Gehäuse 14 enthält min­ destens einen Beschleunigungssensor 16 und eine Airbagsteue­ rung 17. Diese Airbagsteuerung 17 löst einen oder mehrere in dem Kraftfahrzeug vorhandene Airbags im Falle eines Aufpralls oder einer Kollision des Kraftfahrzeugs aus. Es wertet dazu die Signale des Beschleunigungssensors 16 aus. Signale dieses Sensors werden hier auch für die Fahrstabilitätsregelung ver­ wendet.The control unit 12 is connected via a data line 13 , e.g. B. connected via a VAN or CAN bus to a housing 14 which is arranged at a central point, that is, if possible in the center of the vehicle. This central housing 14 contains at least an acceleration sensor 16 and an airbag control tion 17th This airbag control 17 triggers one or more airbags present in the motor vehicle in the event of an impact or a collision of the motor vehicle. For this purpose, it evaluates the signals from the acceleration sensor 16 . Signals from this sensor are also used here for driving stability control.

In dem zentralen Gehäuse 14 ist auch ein Giergeschwindig­ keits- oder Gierratensensor 18 untergebracht, falls das Kraftfahrzeug einen solchen hat. Die Giergeschwindigkeit oder Gierrate läßt sich aber auch aus den Signalen anderer Senso­ ren ermitteln, wie weiter hinten anhand von Fig. 3 erläutert wird. Sehr vorteilhaft ist allerdings, daß die Funktion des Gierratensensors 18 durch Auswertung der Signale des Lenkrad­ winkelsensors, des Beschleunigungssensors und/oder eines oder mehrerer Raddrehzahlsensoren überprüft werden kann. Es ist dadurch möglich, einen indirekten Selbsttest, auch als Plau­ sibilitätstest bezeichnet, des Gierratensensors durchzufüh­ ren, ohne daß dazu ein zusätzlicher konstruktiver oder schal­ tungstechnischer Aufwand in dem Gierratensensor betrieben werden müßte.In the central housing 14 , a yaw rate or yaw rate sensor 18 is also accommodated if the motor vehicle has one. The yaw rate or yaw rate can also be determined from the signals from other sensors, as will be explained later with reference to FIG. 3. However, it is very advantageous that the function of the yaw rate sensor 18 can be checked by evaluating the signals from the steering wheel angle sensor, the acceleration sensor and / or one or more wheel speed sensors. It is thereby possible to carry out an indirect self-test, also referred to as a plausibility test, of the yaw rate sensor without additional design or circuitry outlay in the yaw rate sensor having to be operated.

Das Steuergerät 12 enthält eine Rechenschaltung 23 zum Be­ rechnen der Gierrate Ω (Fig. 2), die auch als ein Algorith­ mus ausgeführt sein kann, und einen Rechen- oder Programmbe­ reich 24 zum Durchführen der Fahrstabilitätsregelung. Die Kommunikation zwischen diesen beiden Elementen des Steuerge­ räts 12 ist durch einen bidirektionalen Pfeil 25 angedeutet. In der Rechenschaltung 23 werden die Signale der vier Rad­ drehzahlsensoren 8 bis 11, die Signale des Lenkradwinkelsen­ sors 19 und die Signale von zwei Beschleunigungssensoren, einem Längsbeschleunigungssensor 28 und einem Querbeschleuni­ gungssensor 29 ausgewertet.The control unit 12 contains a computing circuit 23 for calculating the yaw rate Ω ( FIG. 2), which can also be implemented as an algorithm, and a computing or program area 24 for performing the driving stability control. Communication between these two elements of the control device 12 is indicated by a bidirectional arrow 25 . In the arithmetic circuit 23 , the signals from the four wheel speed sensors 8 to 11 , the signals from the steering wheel angle sensor 19 and the signals from two acceleration sensors, a longitudinal acceleration sensor 28 and a transverse acceleration sensor 29 are evaluated.

Die durch den Gierratensensor 18 gemessene Gierrate Ω wird, ggf. zusammen mit Selbsttestdaten des Sensors, über eine Signalleitung 26 an die Fahrstabilitätsregelung 24 und über eine Signalleitung 27 an die Rechenschaltung 23 übermittelt. In dieser wird mit Hilfe einer der nachfolgend zu beschrei­ benden Berechnungsmethoden eine Plausibilitätsprüfung der Gierrate Ω durchgeführt. Ergibt sich, daß die Gierrate in Ordnung ist, wird dies über den Kommunikationskanal 25 der Fahrstabilitätsregelung 24 mitgeteilt, die dann den gemesse­ nen Wert verwerten kann.The yaw rate Ω measured by the yaw rate sensor 18 is transmitted, possibly together with self-test data of the sensor, via a signal line 26 to the driving stability control 24 and via a signal line 27 to the computing circuit 23 . In this, a plausibility check of the yaw rate Ω is carried out using one of the calculation methods to be described below. If the result is that the yaw rate is in order, this is communicated via the communication channel 25 to the driving stability control 24 , which can then utilize the measured value.

Für eine effektive Fahrstabilitätsregelung werden die Kompo­ nenten der Kraftfahrzeugbeschleunigung in drei Raumachsen be­ nötigt. Die Beschleunigungssensoren 17, 28 und 29 können als ein kombinierter Dreiachssensor mit folgenden Meßbereichen ausgeführt werden:The components of motor vehicle acceleration in three spatial axes are required for effective driving stability control. The acceleration sensors 17 , 28 and 29 can be designed as a combined three-axis sensor with the following measuring ranges:

  • (1) in Fahrt-(x-)Richtung mit einem Meßbereich von ± 50 g,(1) in travel (x) direction with a measuring range of ± 50 g,
  • (2) in Quer-(y-)Richtung mit einem Meßbereich von ± 5 g, und(2) in the transverse (y) direction with a measuring range of ± 5 g, and
  • (3) in Richtung der Hochachse (z-Richtung) mit ± 5 g.(3) in the direction of the vertical axis (z direction) with ± 5 g.

Zum Messen der Beschleunigung in Fahrtrichtung wird der Be­ schleunigungssensor 17 des Airbags (üblicherweise als Crash­ sensor bezeichnet) verwendet. Die Messungen der Beschleuni­ gung in Querrichtung können zum Auslösen von ggf. vorhandenen Seitenairbags verwendet werden. Hierfür beträgt der Meßbe­ reich etwa ± 20 g. Daraus folgt, daß durch das Zusammenfassen der für die Airbagsteuerung und für die Fahrstabilitätsrege­ lung benötigten Sensoren in dem gemeinsamen Gehäuse 14 eine Mehrfachausnützung der Sondensignale ermöglicht wird. Eine derartige Zentralisierung ist auch vorteilhaft im Hinblick auf die Übertragung großer Datenmengen in Kraftfahrzeug über einen Datenbus.The acceleration sensor 17 of the airbag (usually referred to as a crash sensor) is used to measure the acceleration in the direction of travel. The measurements of the acceleration in the transverse direction can be used to trigger any side airbags that may be present. For this, the measuring range is approximately ± 20 g. It follows that by combining the sensors required for the airbag control and for the driving stability control in the common housing 14, multiple use of the probe signals is made possible. Such a centralization is also advantageous with regard to the transmission of large amounts of data in motor vehicles via a data bus.

Aus der Fig. 3 sind verschiedene Methoden ersichtlich, nach denen die Giergeschwindigkeit oder Gierrate aus verschiedenen anderen im Kraftfahrzeug durch Sensoren erfaßten Größen be­ rechnet werden kann. In der ersten Textspalte sind die zu messenden Größen aufgeführt:Can be seen from FIG. 3, various methods are shown, according to which the yaw rate, or yaw rate from various other sensed by sensors in the motor vehicle sizes be calculated. The sizes to be measured are listed in the first text column:

  • 1. die Raddrehzahlen (oder Radgeschwindigkeiten),1. the wheel speeds (or wheel speeds),
  • 2. der Lenkradwinkel und eine Raddrehzahl,2. the steering wheel angle and a wheel speed,
  • 3. der Lenkradwinkel und die Fahrzeuggeschwindigkeit,3. the steering wheel angle and vehicle speed,
  • 4. die Längs- und die Querbeschleunigung,4. the longitudinal and lateral acceleration,
  • 5. die Beschleunigung und der Lenkradwinkel.5. the acceleration and the steering wheel angle.

Aus der zweiten Textspalte sind die jeweils benötigten Sen­ sorsignale oder Meßdaten ersichtlich. Die für die Berechnung der Gierrate in den Fällen 1. bis 5. zu verwendenden Formeln sind aus der dritten Textspalte von Fig. 3 ersichtlich, und die in diesen Formeln verwendeten Formelzeichen aus der vier­ ten Textspalte. Die letzte Textspalte ist für eventuelle Be­ merkungen hinsichtlich der Meßgenauigkeit einzelner Berech­ nungsmethoden vorgesehen.The required sensor signals or measurement data can be seen from the second text column. The formulas to be used for calculating the yaw rate in cases 1 to 5 can be seen from the third text column of FIG. 3, and the formula symbols used in these formulas from the fourth text column. The last text column is intended for any comments regarding the measurement accuracy of individual calculation methods.

Zusammenfassend sei das erfindungsgemäße System zum Regeln der Fahrstabilität eines Kraftfahrzeugs wie folgt beschrie­ ben. Signale von den Raddrehzahlsensoren 8-11, von dem Lenk­ radwinkelsensor 19, ggf. von dem Giergeschwindigkeitssensor 18 und von weiteren Sensoren werden von dem Steuergerät 12 ausgewertet. Dieses erzeugt Stellsignale, mit denen die auf die einzelnen Räder 4-7 des Kraftfahrzeugs 1 einwirkenden Bremsdrücke so gesteuert werden, daß der Fahrzustand des Kraftfahrzeugs 1 stabil bleibt. Das heißt, daß zum Beispiel die Bremsen nicht blockieren, die Räder nicht durchdrehen, das Kraftfahrzeug nicht ausbricht usw. Das Steuergerät 12 ist mit der Airbagsteuerung 17 verbunden und wertet die Signale des Beschleunigungssensors 16 der Airbagsteuerung aus. Zweck­ mäßigerweise sind der Giergeschwindigkeitssensor 18, der Be­ schleunigungssensor 16 und die Airbagsteuerung 17 gemeinsam in dem an zentraler Stelle des Kraftfahrzeugs angeordneten Gehäuse 14 untergebracht. Des weiteren können aktive Stoß­ dämpfer und lenkbare Hinterachsen gesteuert und in die Motor­ steuerung des Kraftfahrzeugs eingegriffen werden, um das Mo­ tordrehmoment an die Fahrsituation anzupassen, zum Beispiel um es bei durchdrehenden Antriebsrädern vorübergehend zu ver­ ringern.In summary, the system according to the invention for regulating the driving stability of a motor vehicle is described as follows. Signals from the wheel speed sensors 8-11 , from the steering wheel angle sensor 19 , possibly from the yaw rate sensor 18 and from other sensors are evaluated by the control unit 12 . This generates control signals with which the brake pressures acting on the individual wheels 4-7 of the motor vehicle 1 are controlled so that the driving state of the motor vehicle 1 remains stable. This means that, for example, the brakes do not lock, the wheels do not spin, the motor vehicle does not break out, etc. The control unit 12 is connected to the airbag control 17 and evaluates the signals from the acceleration sensor 16 of the airbag control. The yaw rate sensor 18 , the acceleration sensor 16 and the airbag control 17 are expediently housed together in the housing 14 arranged at a central point of the motor vehicle. Furthermore, active shock absorbers and steerable rear axles can be controlled and intervened in the engine control of the motor vehicle in order to adapt the engine torque to the driving situation, for example to temporarily reduce it when the drive wheels spin.

Schließlich können der Gierratensensor 18 und dessen in dem Steuergerät 12 ausgewertete Signale auch in einem Fahrzeugna­ vigationssystem verwendet werden.Finally, the yaw rate sensor 18 and its signals evaluated in the control unit 12 can also be used in a vehicle navigation system.

Claims (7)

1. System zum Regeln der Fahrstabilität eines Kraftfahrzeugs (1), das ein Steuergerät (12) aufweist, durch das die Signale von Raddrehzahlsensoren (8-11) und von einem Giergeschwindig­ keitssensor (18) ausgewertet und Stellsignale erzeugt werden, mit denen der auf die einzelnen Räder (4-7) des Kraftfahr­ zeugs einwirkende Bremsdruck gesteuert wird, dadurch gekenn­ zeichnet, daß das Steuergerät (12) mit einer Airbagsteuerung (17) verbunden ist, daß in ihm die Signale von mindestens ei­ nem Beschleunigungssensor (16) der Airbagsteuerung ausgewer­ tet werden, und daß der Beschleunigungssensor (16) und die Airbagsteuerung (17) gemeinsam an zentraler Stelle des Kraft­ fahrzeugs angeordnet sind.1. System for controlling the driving stability of a motor vehicle ( 1 ), which has a control unit ( 12 ) through which the signals from wheel speed sensors ( 8-11 ) and from a yaw rate sensor ( 18 ) are evaluated and control signals are generated with which the the individual wheels ( 4-7 ) of the motor vehicle acting brake pressure is controlled, characterized in that the control unit ( 12 ) is connected to an airbag control ( 17 ) that in it the signals from at least one acceleration sensor ( 16 ) of the airbag control be evaluated and that the acceleration sensor ( 16 ) and the airbag control ( 17 ) are arranged together at a central point of the motor vehicle. 2. System nach Anspruch 1, dadurch gekennzeichnet, daß der Giergeschwindigkeitssensor (18) und der Beschleunigungssensor (16) in dem Gehäuse der Airbagsteuerung (17) untergebracht sind.2. System according to claim 1, characterized in that the yaw rate sensor (18) and the acceleration sensor (16) are accommodated in the housing of the airbag controller (17). 3. System nach Anspruch 1, dadurch gekennzeichnet, daß das Steuergerät (12) mit der Airbagsteuerung (17) und den Senso­ ren über einen Datenbus (13) verbunden ist.3. System according to claim 1, characterized in that the control device ( 12 ) with the airbag control ( 17 ) and the Senso ren via a data bus ( 13 ) is connected. 4. System nach Anspruch 1, dadurch gekennzeichnet, daß das Steuergerät (12) eine Rechenschaltung (23) enthält, durch die ein Selbsttest der Signale des Giergeschwindigkeitssensors (18) anhand einer Auswertung der Signale mehrerer anderer Sensoren (8-11, 28, 29) durchgeführt wird.4. System according to claim 1, characterized in that the control device ( 12 ) contains a computing circuit ( 23 ) through which a self-test of the signals of the yaw rate sensor ( 18 ) based on an evaluation of the signals of several other sensors ( 8-11 , 28 , 29th ) is carried out. 5. System nach Anspruch 1, dadurch gekennzeichnet, daß durch das Steuergerät (12) Stellsignale erzeugt werden, mit denen aktive Stoßdämpfer gesteuert werden.5. System according to claim 1, characterized in that actuating signals are generated by the control device ( 12 ) with which active shock absorbers are controlled. 6. System nach Anspruch 1, dadurch gekennzeichnet, daß durch das Steuergerät (12) Stellsignale erzeugt werden, mit denen eine lenkbare Hinterachse gesteuert wird. 6. System according to claim 1, characterized in that control signals are generated by the control device ( 12 ) with which a steerable rear axle is controlled. 7. System nach Anspruch 1, dadurch gekennzeichnet, daß durch das Steuergerät (12) Stellsignale erzeugt werden, mit denen in die Motorsteuerung des Kraftfahrzeugs eingegriffen wird, um das Motordrehmoment an die Fahrsituation anzupassen.7. System according to claim 1, characterized in that control signals ( 12 ) are generated by the control device ( 12 ) with which intervention is made in the engine control of the motor vehicle in order to adapt the engine torque to the driving situation.
DE4436162A 1994-10-10 1994-10-10 System for regulating the driving stability of a motor vehicle Expired - Fee Related DE4436162C1 (en)

Priority Applications (9)

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DE4436162A DE4436162C1 (en) 1994-10-10 1994-10-10 System for regulating the driving stability of a motor vehicle
KR1019970702327A KR970706156A (en) 1994-10-10 1995-10-09 SYSTEM FOR CONTROLLING THE RUNNING STABILITY OF A MOTOR VEHICLE
AU36039/95A AU3603995A (en) 1994-10-10 1995-10-09 System for controlling the running stability of a motor vehicle
PCT/DE1995/001381 WO1996011128A1 (en) 1994-10-10 1995-10-09 System for controlling the running stability of a motor vehicle
JP8512258A JPH10506861A (en) 1994-10-10 1995-10-09 System for controlling the running stability of a car
BR9509288A BR9509288A (en) 1994-10-10 1995-10-09 System for regulating the running stability of a motor vehicle
CN95195571A CN1160380A (en) 1994-10-10 1995-10-09 System for controlling running stability of motor vehicle
EP95933325A EP0785884A1 (en) 1994-10-10 1995-10-09 System for controlling the running stability of a motor vehicle
CZ971084A CZ108497A3 (en) 1994-10-10 1995-10-09 System for stability control of a motor vehicle drive

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WO1996011128A1 (en) 1996-04-18
AU3603995A (en) 1996-05-02
BR9509288A (en) 1998-07-07
EP0785884A1 (en) 1997-07-30
KR970706156A (en) 1997-11-03
CZ108497A3 (en) 1997-10-15
JPH10506861A (en) 1998-07-07

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