Method and Apparatus that takes in consideration the driver steering reaction for a tractor-trailer combination

State of the art

0001The invention relates to a method and apparatus for stabilizing a Road vehicle according to DE 199 64 048 A1.

0002In DE 199 64 048 A1 is a road vehicle, in particular a passenger car one drawn by the passenger car trailer, with respect to rolling movements monitored. Upon detection of a rolling movement of the vehicle is automatically a yaw moment is impressed that for the rolling movement substantially is out of phase.

0003The features of the preambles of the independent claims are the 199 64 048 A 1 removed.

ADVANTAGES OF THE INVENTION

0004The invention relates to a device for damping the rolling motions of a of a road vehicle towed trailer,<ul><li>which rolling motion detection means by which a rolling movement of the Trailer and their intensity based on a size, in which at least one the Vehicle lateral dynamics variable describing arrives, is recognized and</li><li>Roll damping means by which at an intensity threshold is exceeded by the intensity of the rolling movement of the damping of the rolling movement based driver-independent braking of the road vehicle and / or driver-independent occurs reduction in engine torque,</li></ul>contains. The core of the invention is characterized in that further<ul><li>steering angle analysis means are provided, with which from the chronological course of the Steering angle at least one parameter is determined and</li><li>the intensity threshold which, if exceeded by the intensity of the rolling movement If the damping of the rolling motion, dependent on the determined Parameter is.</li></ul>Since the steering angle profile represents the driver's request, it is thus possible, the adjust the roll damping on the previous driver behavior. In size, in which received at least one vehicle lateral dynamics variable describing, can It, in particular, a combined size, in which both the Vehicle lateral dynamics variable describing as well as a driver's desired size is received.

0005An advantageous embodiment of the invention is characterized, that the steering angle analysis means are designed so that at least on the basis of so determined characteristic variable between<ul><li>a present panic steering reaction of the driver and</li><li>a consciously performed by the driver maneuver A distinction is made and</li><li>the intensity threshold is dependent on whether a panic steering reaction of the driver or deliberately by run by the driver maneuver exists.</li></ul>Particularly in a carried out as consciously recognized maneuvers to the experienced Driver the possibility, the team by own driving skills Can stabilize ( "fun").

0006An advantageous embodiment of the invention is characterized in that then a present panic steering reaction of the driver is detected when the determined Parameter exceeds a threshold parameters.

0007An advantageous embodiment of the invention is characterized in that the has characteristics threshold depending on the vehicle longitudinal speed. Thereby, it is possible that the range of low speeds of the driving skill Can a wide space will be given, while at high speeds rather a driver-independent stabilization intervention to train arrives.

0008An advantageous embodiment of the invention is characterized in that on a driver present panic steering reaction is only detected when the intensity the rolling movement grows additional time or an oscillation with increasing Amplitude is present.

0009The growth of the snaking intensity is an indication that the driver the trailer stabilization do not succeed on their own.

0010An advantageous embodiment of the invention is characterized in that in the case of the driver a smaller intensity threshold of a detected panic steering reaction is selected as in the case of a deliberately performed as the driver detected driving maneuver. This ensures that when the driver panic behavior rapid Stabilizing intervention takes place.

0011An advantageous embodiment of the invention is characterized in that a low pass filter is present, through which filtered the characteristic prior to further processing becomes. This high-frequency interference are filtered out.

0012An advantageous embodiment of the invention is characterized in that<ul><li>a steering angle analysis only then takes place if at least the change of the Steering angle per unit time exceeds a predetermined limit value, and</li><li>for the case that no steering angle analysis takes place, the intensity threshold to a predetermined default value is set.</li></ul>The steering angle analysis consumes computation time in the control device (for example, in the control unit the driving dynamics controller). Therefore, it is advantageous that the steering angle analysis only then perform when evidence of a substantial steering reaction of the driver are present.

0013An advantageous embodiment of the invention is characterized in that a Steering angle analysis only takes place if, in addition, the intensity of the rolling movement exceeds a predetermined threshold. Also characterized unnecessary Steering angle analysis avoided.

0014An advantageous embodiment of the invention is characterized in that the intensity the rolling movement by the difference between the low-pass filtered actual yaw rate determined the road vehicle and the target yaw rate becomes.

0015An advantageous embodiment of the invention is characterized in that the target yaw rate is determined using a single-track model. This is mathematically simple and therefore easy to implement programmatically.

0016The invention includes a method for damping the rolling motions of a a road vehicle towed trailer, in which<ul><li>a rolling movement of the trailer and its intensity based on a size, in which received at least one vehicle lateral dynamics variable describing, is detected, and</li><li>when exceeding a threshold intensity by the intensity of the rolling movement the damping of the snaking movement based driver-independent braking interventions the road vehicle and / or driver-independent withdrawal of Engine torque is,</li></ul>contains, characterized in that<ul><li>determined from the time profile of the steering angle of at least one characteristic variable is and</li><li>the intensity threshold which, if exceeded by the intensity of the rolling movement If the damping of the rolling motion, dependent on the determined Parameter is.</li></ul>

0017The advantageous embodiments of the inventive device comment course as advantageous embodiments of the inventive method and vice versa.

drawing

0018The drawing consists of the figures 1 and 2. FIG.

0019In Fig. 1, the structure of the overall system is illustrated.

0020In FIG. 2, the analysis of the steering angle is shown.

embodiment

0021With a vehicle combination can, for example caused by shearing winds, swaying movements arise where the trailer swings around its vertical axis and on the towbar also the tractor to vibrations excites. If the vehicle speed vFz<ul><li>below the so-called critical speed vFzkrit (vFz <vFzkrit), then the vibrations are damped,</li><li>at vFz = vFzkrit undamped and</li><li>above the critical speed (vFz> vFzkrit) sound vibrations on, that is, the amplitude or intensity increases.</li></ul>The value of the critical velocity vFzkrit depends inter alia on the geometry data as Wheelbase and drawbar length, mass and yaw moment of inertia of the vehicle and the trailer and on the lateral tire stiffness of the axes. It is car-trailer combinations typically in the range 90 to 130 km / h. To detect the snaking movement of the vehicle combination is the difference between the treated (especially lowpass filtered) yaw rate VGIF and from the driver input (Steering angle, vehicle longitudinal speed) formed target yaw rate vGiSoAck used. In addition, the steering angle in the release of stabilizing interventions is considered in order for targeted the driver's steering movements are not to sensitively intervene. Therefore, the driver's steering movements are analyzed in order early release the trailer stabilization in panic steering response and so on increased safety contribute. The driver is a result of steering movements the driver and derived parameters analyzed and assessed. dependent of the stabilization interventions are released. Thus it is possible, on the one hand to recognize the driver panicked behavior timely and necessary stabilization interventions release appropriate to the situation, on the other hand, the induction of anti-vibration to Special maneuvers as well as possible to adapt interventions. This contributes the method for increased safety and increased comfort when driving with a trailer at.

0022The analysis of the steering angular motions will be explained with reference to FIG. 2.

0023In block 201 the driver's steering movements are terms<ul><li>the steering angle Lw,</li><li>of the steering angle change (per unit time) as well as</li><li>the duration of the steering movements</li></ul>analyzed. This one parameter KoLw is formed. This characteristic is in block 202 with a lowpass filtered and recovered from the filtered characteristic KoLwF.

0024With the filtered size KoLwF and optional additional parameters found in the Blocks 203 and 204, the recognition of different driving situations instead. are shown in FIG. 2 thereby shown by way of example, only two blocks (203 and 204), these can be but also of course act to one block or more than two blocks, as it is indicated by the dots ( "...") in the vertical direction between the blocks 203 and 204 is.

0025In block 203 is based on the size KoLwF a panic steering movement or steering response the driver identified. In this case, an attenuation of the trailer fishtailing must be carried out independently of the driver braking interventions. A panic steering reaction of Driver is recognized that the size KoLwF an (optional from the vehicle longitudinal speed exceeds dependent) threshold. In addition to this threshold crossing may add further requirements such as a yaw rate threshold or increasing amplitude of vibration trailers are used.

0026The described analysis of the steering angle curve, in addition to the panic detection further driving situations such as overtaking another motorist detected with slightly fishtailing trailer and based on this information, the triggering threshold the rolling logic and thus the engagement releasing be adjusted to to prevent unnecessary intervention.

0027In block 204, the existence of an overtaking maneuver is detected. For example, shears the vehicle on a multi-lane roadway to the left and then to the right again. In this case, driver-independent braking interventions are undesirable (as long the intensity of the trailer fishtailing course not a definable threshold exceeds).

0028In a further (not shown) block may for example be appreciated that the driver by skillful steering maneuver the trailer swing already automatically and expertly counteracts. In this case, on driver-independent braking interventions also waived.

0029The outputs of blocks 203 and 204 (and optionally other blocks) forwarded to block 205, in which the driver-independent intervention in the braking system (Wheel-specific braking interventions) and / or the engine controller (withdrawal of Engine torque) are carried out.

0030The blocks 203 and 204 are used to identify the situation in addition to the Size KoLwF course other sizes (for example, the vehicle longitudinal speed vFz or the low-pass filtered yaw rate VGIF) available posed.

0031The analysis of the course of steering angle in block 201 will only occur if at the input 206 of block 201 results in an enable the analysis. For this example, the be considered Lenkwinkelgradient. In order to quick end to the panic detection avoiding with her soothing steering angle history, is a of the triggering threshold various limit (and possibly other conditions, such as a second yaw rate threshold) for the demolition of the steering angle and the analysis used to reset the panic detection.

0032Embedding the apparatus in a larger system shown in Fig. 2 is shown in Fig. 1 shown. This is at block 103 to the system shown in Fig. 2.

0033In block 100, in FIG. 1, the difference between the actual yaw rate VGIF and the target yaw rate vGiSoAck formed. The target yaw rate is vGiSoAck Registered in block 102 from the input variables Lw (= steering angle and steering wheel angle) and vFz (= longitudinal vehicle speed) educated. Based on the time course of the size VGIF - vGiSoAck is determined in block 101, whether a rolling movement of the trailer (which is transferred to a rolling movement of the vehicle) is present. Here, the Difference size VGIF - vGiSoAck on periodically over time or almost periodically recurring Structures studied. May be performed on the so-called wavelet. Alternatively, a wavelet transform is also the use of a Fourier transform in principle conceivable, the computational implementation, however, has the Disadvantage higher memory requirements on (at a wavelet are very high data compression rates achievable).

0034The output from block 101 is forwarded to block 103rd There is reference the steering angle (and optionally other additional signals) on the release of driver-independent Measures trailer stabilization decided. It is particularly a reduction in engine torque (exit 104) or wheel-specific braking interventions (Exit 105) intended.