JP2001515821A - Unconstrained wheeled retractable body vehicle - Google Patents

Abstract

(57) [Summary] The present invention relates to a retractable vehicle body having active roll control, and a set value of a set roll angle is predicted based on a vehicle speed and a steering operation on a driver side. Includes components that are correlated with lateral acceleration.

Description

DETAILED DESCRIPTION OF THE INVENTION

The present invention includes an actuator system for changing the roll angle of a vehicle, and a controller for activating the actuator system according to a set point signal, such that the vehicle turns inside a curve when the vehicle turns a corner. Regenerating the required roll angle of the vehicle so that the vehicle is tilted and generating the set value signal in correlation with the vehicle lateral acceleration by a set value generator as a function of the parameters sensed by the sensor system. The present invention relates to a non-constrained wheeled vehicle capable of performing various types of wheeling.

When the vehicle wheel width is small, that is, when the lateral distance between the wheels is small, especially when turning a corner, the vehicle is required to be tilted sideways against the respective lateral acceleration, so that the required slope stability is required. Properties can be ensured in a manner known per se. Accordingly, the center of gravity of the vehicle moves laterally in a direction opposite to the lateral acceleration, each of which opposes a correspondingly increased resistance to active lateral forces.

[0003] It is an object of the present invention to be able to control the roll angle in order to ensure the driving safety of the vehicle on the one hand and the comfort of the occupants on the other hand.

In accordance with the present invention, a sensor system detects at least a vehicle steering angle and a vehicle speed or variables correlated therewith (eg, steering wheel angle, wheel speed) and provides a setpoint generator. Generating a setpoint signal that is correlated at least initially, especially before the actual lateral acceleration of the vehicle occurs, or before the lateral acceleration changes, that is to say the lateral acceleration expected by the steering angle and the vehicle speed. Is achieved by

[0005] The present invention is not only a function of the actual lateral acceleration of the vehicle or a function of a parameter correlated to this lateral acceleration, but also the actual lateral acceleration of the vehicle, which is determined on the driver side and with a rather large time delay. Alternatively, as a function of a parameter that can lead to a change in lateral acceleration, it is based on the general idea of controlling the roll angle of the vehicle.

[0006] In contrast to the control of the roll angle, which essentially affects only the actual lateral acceleration of the vehicle, the present invention pre-controls the roll angle applied to the driving operation initiated on the driver side. There is. As a result, it is possible to achieve a change in the roll angle which is in phase with the driving operation, in a manner similar to a single-row vehicle, for example a motorcycle.

[0007] The steering action of the wheel rim is transmitted to the tire only with a time delay and, furthermore, only with a certain time delay, since the wheel cannot exert any lateral force on the vehicle until a slightly larger skid angle occurs on the wheel. In particular, the present invention takes into account that a change in steering angle can lead to a change in the lateral acceleration of the vehicle.

According to a preferred embodiment of the invention, a storage device for a characteristic diagram for reproducing the expected lateral acceleration at least as a function of the steering angle or a parameter correlated with the vehicle speed is provided in the setpoint generator. Can be assigned. Thus, the respective current values for the expected lateral acceleration of the vehicle are substantially available without delay. As a result, the set value of the roll angle that is set can be changed without the phase shift associated with the steering operation. In this way, it is particularly easy for the vehicle to lean sideways at the same time as the driver's steering operation.

[0009] Driving operations required by the driver and initiated by moving the steering wheel or other operating elements are not performed or only partially performed by the vehicle, so that, for example, the grip of the wheels on the road It is necessary, in principle, to take into account the possibility that the vehicle will be inadequate for the required driving operation and that the vehicle will have a significant drift. In order to be able to control this situation well, it is advisable for the setpoint generator to generate a setpoint signal which is correlated with the signal of the sensor system, and this signal and the expected lateral acceleration are The sensor system reproduces the actual lateral acceleration when there is a difference between the signal to be reproduced and the specified limit value of the constant term.

In this connection, the setpoint generator generates the signal for the expected lateral acceleration and the actual lateral acceleration within the tolerance band between the upper and lower limits of the difference mentioned above. A set value signal having a correlation with a mixed value with a signal for lateral acceleration can be defined. The mixed value preferably approaches a roll angle signal generated in correlation with the actual lateral acceleration, with an increase in the constant term of the difference mentioned above.

In order to avoid unnecessary movement of the actuator system when traveling straight ahead, as long as there is no deviation between the actual value of the steering angle and the straight ahead position of the steering, or its constant term limits the limit value. As long as there is only a slight deviation falling above, the setpoint generator can specify a setpoint signal for the upright initial position of the vehicle. As a result, a small steering correction or an unconscious slight steering operation of the driver on an almost straight road does not lead to an active change in the roll angle of the vehicle.

On the one hand, it must be possible to make active changes in the roll angle quickly. On the other hand, excessively strong movements of the vehicle should be avoided. As a result, in a preferred embodiment of the present invention, below the specified rate of change of the steering angle without phase shift or vanishing, the active change in the roll angle only follows the change in the steering angle set by the driver. Thus, on the other hand, above the specified rate of change of the steering angle, dynamic adaptation is provided such that a delay increases with the rate of change.

This can be ensured in a simple way by the fact that the setpoint generator is assigned a low-pass filter with a controllable corner frequency. If this corner frequency, which exceeds the previously specified rate of change of the steering angle, gradually decreases, the output of the filter will follow the change in the input signal with increasing delay. In this way, the desired dynamic adaptation can be realized in a simple manner when the setpoint signal generated by the setpoint generator is supplied to the control device through the filter.

[0014] A particular advantage of the present invention is that the active operation of the actuator system, and when the set point is created for the roll angle, the wheel to vehicle body sensed by appropriate sensors. By taking into account also the time averaging of the displacement position and the corrections which can be defined by the displacement speed of the wheels, it is possible to immediately dampen the rolling movement of the vehicle.

Reference will now be made to the claims and the following description of the drawings for preferred features of the invention.

According to FIG. 1, a collapsible vehicle body 1 (only shown schematically) has a steering gear train 3 (shown schematically) on a handle 4 which is moved by the driver in order to adjust the steering of the front wheels. Only), and has a steerable front wheel 2 connected thereto. further,
The vehicle 1 has non-steerable rear wheels 5, which also preferably form drive wheels (not representing drive trains). If appropriate, instead of the two rear wheels 5, it is possible to provide a single rear wheel or double wheels arranged in the center of the vehicle.

According to FIG. 2, the wheels 2 or 5 are assigned an actuator system 6 (not shown in more detail). This actuator system 6 in each case raises one wheel of the vehicle relative to the vehicle body in such a way that the vehicle 1 tilts slightly more laterally, as represented in FIG. Wheels can be lowered. The actuator system 6 thus actively increases the roll angle of the vehicle, that is, the angle between the longitudinal plane fixed to the vehicle and containing the vertical axis of the vehicle and the vertical plane extending in the longitudinal direction of the vehicle. Can be changed to

In order to simplify the roll angle control, as expressed below, the actuator system is designed so that the roll angle of the vehicle is proportional to the actuation movement of the actuator system.
Kinematically designed.

The actuator system can be formed, for example, by a hydraulic actuator (not shown). This is advantageous in that such actuators are necessary for small spaces and have high performance.

According to FIG. 2, the upper transverse link 7 and the lower transverse link 8 enable the wheels 2 to be pivotally supported on the vehicle body or the chassis. The lower transverse link 8 is constituted in the example represented as a double arm lever, one set of lever arms 8 ′ of said double arm lever guiding each wheel 2 and another set of lever arms 8 ′. The lever arms 8 '' are each connected to one another via a spring 9 using a common connecting rod 10. The connecting rod 10 can be actively adjusted in the lateral direction of the vehicle by means of an actuator (not shown in more detail) of the actuator system 6.

Thus, on the one hand, it is possible for the wheels 2 to bounce against the vehicle body. On the other hand,
By adjusting the connecting rod 10, the roll angle of the vehicle can be changed.

The vehicle has a comprehensive sensor system. The wheel sensor 11 can detect the wheel speed, and thus the vehicle speed, as well as variables correlated thereto.

The rotation angle sensor 12 detects a variable similar to the rotation angle of the steering wheel 4, that is, the steering angle of the front wheel 2. Alternatively, it is also possible to use a sensor (not shown) which detects the actuation movement of the steering gear component.

The yaw sensor 13 can be used to record the rotational movement of the vehicle with respect to the vertical axis of the vehicle. Additionally or alternatively, at least two sensors for the lateral acceleration of the vehicle 1 can detect such movement of the vehicle. Assuming that two sensors 14 are sufficiently spaced apart in the longitudinal direction of the vehicle, that is, one sensor measures the lateral acceleration at the front of the vehicle, while the other sensor 14 measures the lateral acceleration at the rear of the vehicle. Measure acceleration. In this case, the difference between these two lateral accelerations is the magnitude of the yaw speed of the vehicle.

Further, the vehicle has a displacement sensor 15, which can detect the displacement positions of the wheels 2 and 5 with respect to the vehicle body. These sensors 15 can detect, for example, the angular position of the transverse link 7 or 8 with respect to the vehicle body. The sensors 11 to 15 are connected to the input side of a computer-aided set value generator 16, and the output side of the computer-aided set value generator 16 is connected to a controller 17.
The controller 17 sets a value between a set value signal for the roll angle of the vehicle generated by the set value generator 16 and an actual value of the roll angle obtained from the signal of the displacement sensor 15. It controls the actuator system 6 as a function of the comparison of the actual values.

A low-pass filter (not shown) downstream of the sensors 11 to 15 for blocking signal noise
Can be arranged respectively.

A low-pass filter 18 having a controllable corner frequency is preferably connected between the setpoint generator 16 and the controller 17 and is controllable as a function of the rate of change of the steering angle. This function can be obtained from the signal of the rotation angle sensor 12 in such a manner that the corner frequency rises with a decrease in the rate of change and is kept constant when the rate of change falls below a specified limit at the upper limit. . In this method, when the rate of change of the steering angle is small, the controller 17 adjusts the actuator 6. The adjustment of the actuator 6 is essentially in phase with changes in the roll angle set value signal generated by the set value generator 16. On the other hand, when the rate of change of the steering angle is higher, a somewhat large phase shift occurs. This ensures that the driver's "bold" steering does not lead to an excessively sharp change in the roll angle.

Otherwise, the low-pass filter 18 has the permanent effect of not sending high-frequency components of the signal supplied to the low-pass filter 18 to the output of the low-pass filter. On the one hand, it considerably increases the driving comfort. On the other hand, not only sudden changes in the setpoint signal supplied to the controller 17 but also sudden changes in the rolling moment caused by the actuator system 6 associated therewith are avoided. This means
This is important because the actuator system 6 could otherwise adversely affect the dynamic tilt stability of the vehicle.

According to a particularly preferred embodiment, a particularly effective active stabilization of the vehicle against rolling moments is achieved by the setpoint generator 16 supplying an additional signal to the controller 17 via an additional channel 19. be able to. This additional signal varies in proportion to the respective vehicle speed and the lateral acceleration expected based on the driver's steering operation.

This additional signal is additionally combined with the output signal of the low-pass filter 18 in an adder stage 17 ′ on the input side of the controller 17.

In addition or alternatively, the setpoint generator 16 can supply a further additional signal, which acts to dampen the roll movement of the vehicle body, to an adder stage 17 ′ of the controller 17. . To generate such a signal, and to detect the distance each wheel 2 and 5 bounces and the speed of displacement of the wheel relative to the vehicle body, a set value generator 16 is provided by a displacement sensor 15 or an additional sensor (not shown). The signal can be evaluated. Taking into account the rigidity of the spring defined by the spring device of the vehicle (spring 9) and the damping of the vehicle body, the additional signal sent out via the channel 20 is for example

[0032]

(Equation 1)

Where W _Z = additional signal A = intended roll damping c = spring constant of vehicle body suspension d = vehicle body suspension damping h = wheel displacement position h ′ = wheel displacement position It can be calculated according to t = time.

[Brief description of the drawings]

1 is a diagrammatic plan view of a vehicle according to the invention, in particular a representation of a sensor system; FIG.

FIG. 2 is a schematic front view of a tiltable vehicle body leaning sideways according to the present invention, illustrating control of an actuator system.

[Procedural Amendment] Submission of translation of Article 34 Amendment of the Patent Cooperation Treaty

[Submission Date] March 1, 2000 (200.3.1)

[Procedure amendment 1]

[Document name to be amended] Statement

[Correction target item name] Name of invention

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Patent application title: Method of controlling the inward leaning of a non-restrained wheeled retractable vehicle body

[Procedure amendment 2]

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[Correction target item name] Claims

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[Claims]

[Procedure amendment 3]

[Document name to be amended] Statement

[Correction target item name] 0001

[Correction method] Change

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The present invention includes an actuator system for changing the roll angle of a vehicle, and a controller for activating the actuator system according to a set point signal, such that the vehicle turns inside a curve when the vehicle turns a corner. Regenerating the required roll angle of the vehicle so that the vehicle is tilted and generating the set value signal in correlation with the vehicle lateral acceleration by a set value generator as a function of the parameters sensed by the sensor system; A sensor system senses at least the steering angle of the vehicle and the vehicle speed or a variable correlated thereto, and the setpoint generator at least initially
In particular, various wheelbases generate a set value signal that is correlated with the steering angle and the expected lateral acceleration due to vehicle speed before the actual lateral acceleration of the vehicle occurs or before the lateral acceleration changes. The present invention relates to a method of controlling the inward leaning of a non-restrained wheeled vehicle body. Such a retractable body vehicle is disclosed in U.S. Pat. No. 4,546,997.

[Procedure amendment 4]

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[0002] Even when the wheel span is small, that is to say when the lateral spacing of the wheels is small, especially when turning a corner, the vehicle leans sideways against the respective lateral acceleration to ensure the required tilt stability. be able to. Accordingly, the center of gravity of the vehicle moves laterally in a direction opposite to the lateral acceleration, each of which opposes a correspondingly increased resistance to active lateral forces. It is known from DE 43 37 766 to determine the expected lateral acceleration in a drive controller from a characteristic diagram reproducing the lateral acceleration as a function of the steering angle and the vehicle speed.

[Procedure amendment 5]

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[Correction target item name] 0004

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According to the invention, it is provided that a set value generator generates a set value signal or a main component of said set value signal which is correlated with a signal of a sensor system for reproducing the actual lateral acceleration of the vehicle. Is achieved when the difference between the signals listed above and the signal reproducing the expected lateral acceleration exceeds a defined limit of a constant term.

[Procedure amendment 6]

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FIG.

FIG. 2

────────────────────────────────────────────────── ─── Continued on the front page (71) Applicant Epplestrasse 225 Stuttgart Germany (72) Inventor Clander, Hans-Peter Germany Stuttgart Augsburg-Burgel Straße 727A (72) Inventor Neerpasch, Uwe Germany Remseck Afartelbäger Strasse 38/2 (72) Inventor Suissa, Absalom Germany Reningen am Kirchplatz 2F term (reference) 3D001 AA03 BA03 CA01 DA17 EA01 EA02 EA08 EA22 EA24 EA36 EA42 EB08 EB15 EB22 EC06 ED02

Claims (14)

[Claims] 1. An actuator system for changing a roll angle of a vehicle, and a controller for activating the actuator system according to a set point signal, wherein the vehicle leans inward when turning the corner. Thus, the set value signal can be generated by reproducing the required roll angle of the vehicle and correlating with the lateral acceleration of the vehicle by the set value generator as a function of the parameters sensed by the sensor system. An unconstrained wheeled and retractable vehicle body vehicle, wherein the sensor system (11-
15) detects at least the steering angle of the vehicle and the vehicle speed or a variable correlated therewith, and said setpoint generator (16) at least initially, especially before the actual lateral acceleration of the vehicle occurs, or An unconstrained wheeled and retractable vehicle body vehicle which generates a set value signal having a correlation with a lateral acceleration predicted by a steering angle and a vehicle speed before a lateral acceleration changes. 2. The method according to claim 1, wherein the setting value generator is assigned storage for a characteristic diagram which defines at least the expected lateral acceleration as a function of the steering angle and the vehicle speed. The retractable vehicle body according to claim 1. 3. A set value signal or a main component of the set value signal, wherein the set value generator (16) is correlated with a signal of a sensor system (11-15) for reproducing the actual lateral acceleration of the vehicle. Occurs when the difference between the signal listed above and the signal reproducing the expected lateral acceleration exceeds a prescribed limit value of a constant term. Body vehicle. 4. Within a tolerance band between an upper limit and a lower limit of the difference between the signal for the expected lateral acceleration and the signal for the actual lateral acceleration, the setpoint generator 16 is provided. However, when a set value signal or a main component of the set value signal that is correlated with the mixed value from the two signals mentioned above is generated and the mixed value is obtained, the constant term of the difference mentioned above increases. 4. The vehicle according to claim 3, wherein a signal for the actual lateral acceleration is taken into account as the weight increases. 5. The sensor system according to claim 1, wherein the sensor system detects a yaw speed of the vehicle and generates a signal for an actual lateral acceleration from the vehicle speed and the yaw speed. A retractable vehicle body according to any one of the preceding claims. 6. The signal for yaw speed is averaged or low-pass filtered over a period of time before being processed by the setpoint generator (16). A retractable body vehicle. 7. The set value generator (16) designates a set value signal of an initial position (upright vehicle body) while the steering angle is within an allowable range close to the steering straight traveling position. The vehicle body according to any one of claims 1 to 6, wherein 8. A set value of a roll angle, which gradually shows a correlation with an actual lateral acceleration of the vehicle, is generated in an allowable range when the deviation of the steering angle from the straight traveling position increases. Item 7. The retractable vehicle body according to Item 7. 9. The signal generated by said set value generator (16) is low-pass filtered (low-pass filter 18) before being processed by a controller (17). A retractable body vehicle according to any one of claims 1 to 8. 10. The retractable system according to claim 9, wherein the low-pass filtering is performed at a controllable corner frequency, and can be performed at a reduced corner frequency when the rate of change of the steering angle is high. Body vehicle. 11. In the case of the low-pass filtering, the phase shift between the movement of the steering wheel (4) and the inclination of the vehicle can be eliminated only when the change rate of the steering angle is less than a specified limit value. 11. The retractable vehicle body according to claim 9, wherein a corner frequency is set. 12. The method according to claim 1, wherein the input signal supplied to the controller includes a component that increases with an expected increase in the lateral acceleration. Inverted vehicle body. 13. The apparatus according to claim 1, wherein the signal supplied to the controller includes a component that acts to dampen the roll of the vehicle body. Inverted vehicle body. 14. The retractable vehicle body according to claim 1, wherein the signal for the expected lateral acceleration includes a component determined by an actual lateral acceleration at the front of the vehicle. vehicle.