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WO2017129199A1 - Procédé de détermination d'un état d'inclinaison d'un véhicule et logiciel - Google Patents

Procédé de détermination d'un état d'inclinaison d'un véhicule et logiciel Download PDF

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Publication number
WO2017129199A1
WO2017129199A1 PCT/EP2016/000127 EP2016000127W WO2017129199A1 WO 2017129199 A1 WO2017129199 A1 WO 2017129199A1 EP 2016000127 W EP2016000127 W EP 2016000127W WO 2017129199 A1 WO2017129199 A1 WO 2017129199A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
angle
acceleration
vector
value
Prior art date
Application number
PCT/EP2016/000127
Other languages
German (de)
English (en)
Inventor
Pascal Munnix
Original Assignee
Pascal Munnix
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
Application filed by Pascal Munnix filed Critical Pascal Munnix
Priority to PCT/EP2016/000127 priority Critical patent/WO2017129199A1/fr
Priority to DE112016006304.0T priority patent/DE112016006304A5/de
Publication of WO2017129199A1 publication Critical patent/WO2017129199A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/11—Pitch movement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/112—Roll movement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0028—Mathematical models, e.g. for simulation
    • B60W2050/0031—Mathematical model of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0062—Adapting control system settings
    • B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
    • B60W2050/0083—Setting, resetting, calibration
    • B60W2050/0088—Adaptive recalibration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration

Definitions

  • the present invention generally relates to the field of technical sensing, and to detecting the vehicle condition of a vehicle, and more particularly to a method of determining a vehicle roll-over with respect to a road surface based on a tilt model including at least one model parameter a computer program comprising program code means for performing all the steps of the method on a computer.
  • Such systems include sensors for determining movement and driving state variables.
  • the more of these movement and driving state variables are known, the better and more reliable the driving state of the vehicle can be determined in principle and the more effective and reliable can be counteracted an unwanted behavior of the vehicle by means of control functions.
  • control functions in motor vehicles such as active undercarriages, in an air suspension, or in a headlamp leveling the tilting of the vehicle, in particular the vehicle pitch angle, is required.
  • a headlamp leveling of a vehicle headlamp is required by law, especially in xenon light and LED light.
  • the vehicle pitch angle is the angle between the vehicle's longitudinal axis and the roadway.
  • the tilting state of a vehicle can also be described by the roll angle.
  • the roll angle is the angle between the vehicle transverse axis and the roadway.
  • a cause of rolling motions is, for example, driving through a horizontal curve in which the vehicle body tilts to the side. In this case, the wheels of the vehicle on the outside of the curve on and rebound on the inside of the curve.
  • a system for headlamp leveling which minimizes the influence of the vehicle pitch angle on the headlamp range of a vehicle headlamp.
  • a system that compensates for the static pitch angle of the body (e.g., due to loading) or a dynamic system that also responds to momentary pitch angle changes (e.g., due to braking or acceleration events).
  • Such systems are based on arranged in the vehicle longitudinal direction of the level sensors, which are usually installed on the axles of the vehicle and each measure the height of the vehicle body above the roadway. About the difference of the two altitude signals of the pitch angle of the vehicle body relative to the road surface is determined. Based on the measured pitch angle, the headlamp setting is then made.
  • Document DE 102008 040684 A1 relates to a method for determining the inclination of a body of a motor vehicle, wherein the motor vehicle has wheel sensors assigned to its wheels.
  • an inertial sensor system is provided for determining the acceleration and / or rate of rotation of the motor vehicle body which, together with values measured by the wheel sensors, establishes a basis for determining a body inclination with respect to one of the wheels of the motor vehicle standing underground serves.
  • the vehicle condition can basically also be determined on the basis of models, such as chassis models, tire models, etc.
  • the object of the present invention is to provide a method for determining a tilting condition of a vehicle relative to a road surface.
  • the present invention provides a method for determining a tilting condition of a vehicle relative to a road surface based on a tilting model comprising at least one model parameter according to claim 1.
  • Figure 1 shows a schematic representation of a vehicle on an inclined road surface, the vehicle having a pitch angle
  • Figure 2 shows a schematic representation of a vehicle on a flat road surface, the vehicle having a pitch angle
  • FIG. 3 shows a schematic diagram of two exemplary characteristic curves of a pitch angle as a function of the longitudinal acceleration
  • Figure 4 is a flowchart of a method according to a first preferred embodiment
  • Figure 5 is a flowchart of a method according to a second preferred
  • Embodiment represents;
  • Figure 6 illustrates a flowchart of a method according to a third preferred embodiment.
  • Fig. 1 illustrates a vehicle on an inclined road surface and the pitch angle of the vehicle.
  • the inventive method for determining a tilting condition of a vehicle is primarily intended for the application of a vehicle headlamp leveling. Furthermore, it can also be used for the application of vehicle stabilization.
  • the embodiments relate to a method for determining a tilting state of a vehicle relative to a road surface.
  • the inventive method vehicles that can move on land, such as motor vehicles.
  • the method relates to single-track (eg a motorcycle) and / or two-lane motor vehicles (eg a passenger car).
  • the road surface may be the surface of a road with which the vehicle, in particular the wheels of the vehicle, are in contact.
  • a vehicle can be assigned to a variety of degrees of freedom of translation and degrees of freedom of rotation about the coordinate axes.
  • the direction of movement in the longitudinal direction of the vehicle is influenced inter alia by braking and accelerating the vehicle.
  • a rotation of the vehicle about the axis in the transverse direction is commonly referred to as a pitch.
  • the axis of the vehicle in the transverse direction plays a central role, for example when cornering.
  • a rotation of the vehicle about the axis in the longitudinal direction is commonly referred to as rolling.
  • the rotation of the vehicle corresponds to a rotation angle of the vehicle about the respective vehicle axle.
  • the method according to the invention is based on a tilt model comprising at least one model parameter.
  • a model can be used to determine a driving state as a function of a time profile of at least one further driving state variable.
  • the tilting model according to the invention serves to determine the tilting state of the vehicle as accurately as possible as a function of a driving state variable. For this it is necessary that the at least one model parameter is known.
  • the tilt model may also include a variety of model parameters that are included in the model.
  • the at least one model parameter may comprise, for example, a pitch stiffness, a roll stiffness, a pitch angle offset, a maximum value of pitch or compression, or also different damping characteristics.
  • the method according to the invention comprises measuring a first value of a driving state variable based on an inertial sensor which is mounted on the vehicle.
  • An inertial sensor system comprises at least one inertial sensor, wherein such a sensor For example, for measuring an acceleration and / or a rotation rate in at least one spatial direction is used.
  • the inertial sensor system can have an evaluation circuit which directly provides the acceleration and / or the rate of rotation of the body of the motor vehicle.
  • the inertial sensor allows extremely accurate measurement of acceleration and / or rotation rate values.
  • Part of the inertial sensor system may already be provided by the manufacturer on board a motor vehicle since it is also required for other purposes.
  • the method according to the invention there is no need to provide further sensors (eg height sensors on the wheel axles) on the vehicle.
  • the inertial sensor can be mounted, for example, on a chassis of a vehicle. Accordingly, a measurement of the acceleration and / or rate of rotation takes place in the vehicle-mounted three-dimensional coordinate system.
  • the method according to the invention can also be transferred to other coordinate systems. Instead of working in the vehicle-mounted coordinate system (see FIG. 4), the method can also be transferred to a terrestrial coordinate system (see FIGS. 5 and 6).
  • the mounting position of a sensor generally has tolerances, which can lead to falsification of the result of the measurement, for example. This could be corrected by means of a check at the end of the manufacturing process of the vehicle. For example, a measurement of the acceleration value (for example, acceleration about the transverse axis of the vehicle) when the vehicle is empty could be carried out on a flat surface in order to adjust the error angle or to train the measuring system.
  • the acceleration value for example, acceleration about the transverse axis of the vehicle
  • the measuring system itself can "teach in.” This is based on the fact that the vehicle is initially moved in an unloaded state at the end of the line until it is handed over by a dealer to a customer This time of the unloaded state may serve for the measuring system to learn the orientation of the sensors in the vehicle, for example by adjusting the lights at the end of the belt for the unloaded vehicle and this condition of the vehicle then serves as a reference angle for the headlamp leveling.
  • the term sensor is understood in the functional sense, ie as a measuring unit, which can measure a movement quantity, ie for example a rate of rotation or an acceleration along a direction in space.
  • the driving state variable may be a multiplicity of measured variables, of which only the rotational speeds or rotational speeds of the vehicle about different axes in space, the acceleration, the steering angle, the wheel speeds, the drive torque or the brake pressure are mentioned here by way of example.
  • a tilt angle of the vehicle defined relative to the road surface is determined based on the first measured value.
  • the vehicle has a vehicle longitudinal axis and a vehicle transverse axis and the tilt angle is the pitch angle, wherein the pitch angle corresponds to a rotation angle of the vehicle about the vehicle transverse axis.
  • Triggers for pitching movements of the vehicle may be, for example, road bumps and braking and acceleration maneuvers. These factors can thus lead to the vehicle having a pitch angle.
  • the vehicle has a vehicle longitudinal axis and a vehicle transverse axis and the tilt angle is the roll angle, wherein the roll angle corresponds to a rotation angle of the vehicle about the vehicle longitudinal axis.
  • the centrifugal force occurring during cornering can be a trigger for rolling movements of the vehicle and thus possibly lead to a roll angle.
  • the method according to the invention also comprises the adjustment of the at least one model parameter of the tilting model based on the determined tilt angle and the first measured value.
  • the balancing of the at least one model parameter can occur, for example, during the drive of the vehicle. This allows adaptation of the tilting model while driving.
  • model parameters that change while the vehicle is traveling may be adjusted to a changed tilting characteristic of the vehicle while driving.
  • model parameters may be adjusted while driving, while the other portion of the model parameters are hard-coded.
  • the tilting model can serve as the basis for the most accurate possible control of headlamp leveling of a vehicle.
  • the tilt model according to one embodiment is a pitch model.
  • the tilt model may include at least one equation that includes the at least one model parameter.
  • a plurality of pairs of values consisting of a driving state variable (eg longitudinal acceleration) and a certain tilt angle (eg pitch angle) are inserted into the at least one equation of the tilt model and then the at least one model parameter can be determined.
  • determining the at least one unknown model parameter is based on a mathematical method, such as a least-square method or a Kalman filter method.
  • the tilt model represents a function of the tilt angle based on the at least one model parameter as a function of the measured driving state variable.
  • a function can represent, for example, a linear dependence of the tilt angle on the measured driving state variable.
  • it may be a linear dependence of the pitch angle nw to the vehicle longitudinal acceleration ax, which is expressed as an example by the following equation:
  • nw nwO + (-) * ax
  • nwO is meant the pitch angle offset.
  • the parameter k corresponds to the pitch stiffness of the vehicle.
  • nonlinear characteristics or the consideration of an attenuation can be included in the tilt model.
  • Different driving state quantities i. Measured variables, such as a yaw rate, a longitudinal acceleration, a lateral acceleration, a vertical acceleration, a steering angle, a drive torque and / or a braking torque with go into the tilting model.
  • the method according to the invention also includes determining the tilting state of the vehicle by means of the tilting model based on the first measured value the driving state variable and / or a second measured value of the driving state variable measured on the basis of the inertial sensor system.
  • the tilting state of the vehicle may, in some embodiments, be the pitch angle determined by the tilting model.
  • the vehicle is equipped with a headlamp leveling and / or directional control of the at least one vehicle headlamp.
  • the headlamp leveling and / or directional control is controlled based on the determined tilting condition of the vehicle. That the angle setting of the light source is adjusted depending on the tilting state of the vehicle. This is done in particular in a headlight of the vehicle. The angle adjustment can basically take place about all axes of the motor vehicle.
  • the driving state quantity corresponds to a longitudinal acceleration along the vehicle longitudinal axis
  • the inertial sensor system includes an acceleration sensor for measuring the longitudinal acceleration.
  • the inertial sensor system additionally comprises an acceleration sensor for measuring a further driving state quantity, namely the vertical acceleration of the vehicle along a vehicle vertical axis.
  • measuring a value of the vertical acceleration based on the acceleration sensor is additionally included.
  • determining the pitch angle comprises determining a speed change vector based on the vectorial difference of a first vector and a gravitational acceleration vector, wherein the first vector is based on the longitudinal acceleration measurement value, and wherein the first vector additionally on the The vertical acceleration measurement value is based such that the first vector forms a vector sum of the vector obtained from the longitudinal acceleration measurement value and the vector obtained from the vertical acceleration measurement value.
  • the vehicle has a vehicle longitudinal axis and a vehicle transverse axis
  • the tilt angle is the pitch angle.
  • the determination of the pitch angle comprises determining a vehicle inclination angle between the vehicle longitudinal axis of the vehicle and a horizontal based on the first longitudinal acceleration measurement, determining an angle of the road surface to the horizontal, and finally determining the pitch angle as the difference between the vehicle inclination angle and the angle of the road surface horizontal.
  • This approach to determining the pitch angle also works in acceleration and braking phases of the vehicle.
  • the pitch angle can be determined in particular even when occurring different accelerations of the vehicle.
  • the resulting value pairs of longitudinal acceleration and corresponding pitch angle are used in a next step to adjust the tilting model. With such a balanced tilt model, the tilting state of the vehicle - in this case the pitch angle - can be determined or calculated at any time, for example to control a headlamp leveling.
  • the driving state quantity corresponds to a longitudinal acceleration along the vehicle longitudinal axis
  • the inertial sensor system has an acceleration sensor for measuring a longitudinal acceleration measured value.
  • the first value of the driving state quantity corresponds to a first longitudinal acceleration measured value, wherein the pitch angle is determined based on the first measured value.
  • determining a vehicle tilt angle between the vehicle longitudinal axis of the vehicle and a horizontal based on the first longitudinal acceleration measurement includes measuring a vehicle speed and determining the vehicle tilt angle based on the difference of the first longitudinal acceleration reading and the time derivative of the vehicle speed. Illustrated in a linearized form for small angles, the vehicle inclination angle ⁇ can be determined, for example, with the aid of the following equation: In this case, ax corresponds to the longitudinal acceleration and the time derivative of the vehicle speed v.
  • the vehicle speed is measured either based on wheel sensors, satellite-based measurements, or radar or video sensors.
  • a wheel sensor may, for example, be a wheel speed sensor or a wheel speed sensor.
  • Satellite-based measurements i. Measurements from a satellite-based positioning system (e.g., GPS, Glonass, and Galileo) determine a position or velocity signal, where the vehicle speed is provided directly as a signal from the global positioning system or results from the derivative of the position. It is also possible to use only individual components of the speed.
  • the satellite-based speed signal is usually based on the evaluation of the Doppler effect.
  • determining an angle of the road surface to the horizontal includes determining the angle based on a change in altitude over at least one traveled travel portion, the height change over the at least one traveled travel portion based on an air pressure measurement, a satellite based measurement, a wireless network, and / or a map database.
  • the barometric air pressure required for the air pressure measurement can be provided, for example, by an input signal from the engine control.
  • the map database may be the standardized format for map databases in navigation systems (NDS). It is also conceivable to determine the change in height over the at least one traveled travel section using a plurality of methods from air pressure measurement, satellite-based measurement, radio network and / or map database in order to detect possible errors of the sensors used.
  • Determining the angle of the road surface to the horizontal can also be determined directly from a velocity vector provided by a satellite-based measurement. The angle can be filtered over a certain time.
  • the driving state quantity corresponds to a longitudinal acceleration along the vehicle longitudinal axis and the inertial sensor system has a acceleration sensor for measuring a longitudinal acceleration measurement value.
  • the inertial sensor system has, in addition to the acceleration sensor, a yaw rate sensor for measuring a further driving state variable, namely the rotational speed of the vehicle about the vehicle transverse axis (also referred to as pitch rate).
  • Measuring by means of an inertial sensor system comprises measuring a first value of a driving state variable which corresponds to a first longitudinal acceleration measured value and additionally measuring at least one value of the rotational speed using the yaw rate sensor.
  • the determination of the vehicle inclination angle is based on an integration of the at least one rotational speed measured value.
  • the determination of the angle of the road surface to the horizontal is based on the vectorial difference of the vector determined from the longitudinal acceleration measured value and a gravitational acceleration vector.
  • the remaining acceleration component corresponds to the velocity gradient, which is average parallel to the road surface.
  • the inertial sensor system in addition to the acceleration sensor, a rotation rate sensor for measuring a further driving state variable, namely the rotational speed of the vehicle about the vehicle transverse axis, and additionally an acceleration sensor for measuring a further driving state quantity, namely the vertical acceleration of the vehicle along a vehicle vertical axis.
  • measuring a first value of a driving state variable by means of an inertial sensor additionally comprises measuring at least one value of the rotational speed using the yaw rate sensor and measuring a value of the vertical acceleration using the acceleration sensor.
  • the determination of the vehicle inclination angle is based on an integration of the at least one rotational speed measured value.
  • Determining the angle of the road surface to the horizontal is based on the vector sum of the components of the vector determined from the longitudinal acceleration measured value and the vector determined from the vertical acceleration measured value, and on the vectorial difference between the vector sum and a gravitational acceleration vector.
  • the tilting state of the vehicle is already available when the vehicle is first started up.
  • the inertial sensor system may also have six sensors for determining accelerations and rotation rates for all three spatial directions.
  • the Sensors can then comprise three yaw rate sensors along the main axes of the vehicle and three acceleration sensors.
  • the yaw rate sensors are arranged to measure the components of the instantaneous angular velocity vector of the vehicle in three directions.
  • the acceleration sensors are arranged to measure the components of the acceleration vector of a vehicle-fixed point in the longitudinal and transverse directions of the vehicle and vertical to the footprint of the vehicle. Basically, it is possible with the aid of an inertial sensor to determine acceleration and / or rate of rotation in at least one spatial direction.
  • the determination of accelerations and rotation rates in three spatial directions in each case enables a high degree of accuracy in the determination of the vehicle condition in a wide variety of driving situations (eg cornering with lateral inclination of the vehicle).
  • a first value of a driving state variable is continuously measured while the vehicle is running, a tilt angle of the vehicle is determined based on the first measured value, and the at least one model parameter of the tilt model is adjusted based on the determined tilt angle and the first measured value.
  • changes in the vehicle's tilting behavior due to a change in the weight distribution of the vehicle such as a decrease in the amount of fuel in the vehicle's tank, are detected.
  • the tilting model is adjusted, this causes a change of the at least one model parameter of the tilting model during the drive of the vehicle.
  • a change in the tilting behavior of the vehicle is also conceivable due to occurring fluctuations in the wind speed during the drive of the vehicle.
  • the vehicle has a vehicle longitudinal axis and a vehicle transverse axis, and the tilt angle is the pitch angle.
  • the pitch angle, the vehicle pitch angle and / or the angle of the road surface is stored to the horizontal when stopping the vehicle and determined at the subsequent start the vehicle inclination angle. Based on this, the tilting state of the vehicle is then determined. If the vehicle is parked, for example, on a sloping road, the angle of inclination of the vehicle and the pitch angle of the vehicle is known at this time. From this it is possible to determine directly the angle of inclination of the road surface, which is stored within the measuring system. As soon as the vehicle starts again, the current angle of inclination of the vehicle is first determined.
  • the current Nick angle is determined. This may have changed, for example due to a change in the loading of the vehicle. For example, a pitch angle change between a vehicle stopping and re-driving operation may also be determined based on the change of the vehicle tilt angle between the two states.
  • the method according to the invention can be executed by a computer program, which has program code means and is stored on a computer-readable data carrier, on a computer.
  • FIG. 1 shows a schematic representation of a vehicle on an inclined road surface, the vehicle having a pitch angle.
  • 2 shows a schematic representation of a vehicle on a flat road surface, wherein the vehicle has a pitch angle.
  • 3 illustrates a schematic diagram of two exemplary characteristics of a pitch angle as a function of the longitudinal acceleration, and
  • FIGS. 4 and 5 illustrate a flowchart of a method according to a first and second preferred embodiment.
  • the vehicle 10 shown in FIGS. 1 and 2 has a vehicle-fixed coordinate system. It is a three-dimensional coordinate system with an x'-axis, a y'-axis and a z'-axis.
  • the vehicle-fixed coordinate system is fixedly connected to the vehicle body or the body of the vehicle 0.
  • the x'-axis is representative of the axis in the longitudinal direction of the vehicle 10
  • the y'-axis representative of the transverse axis of the vehicle 10
  • the z'-axis representative of the vertical axis of the vehicle 10.
  • the origin of the coordinate system is in the center of gravity 18 of the vehicle 10 is arranged.
  • a world coordinate system E is set so that an x-axis is representative of a horizontal axis, that a y-axis is representative of a horizontal axis in the image plane, and that a z-axis is representative of a vertical axis ,
  • the vehicle 10 preferably has four wheels. However, the vehicle 10 may also have more or fewer wheels.
  • the vehicle behavior about the center of gravity 18 is assumed to be a movement of a rigid body in three-dimensional space, then the vehicle behavior can be defined as a movement with six degrees of freedom.
  • a linear movement along the x'-axis corresponds to a longitudinal movement of the vehicle 0
  • a linear movement along the y'-axis corresponds to a transverse movement of the vehicle 10
  • a rotational movement about the y'-axis of a pitching motion of the vehicle 10 and a rotational movement about the z'-axis of a yawing motion of the vehicle 10.
  • the vehicle 10 is shown on an inclined road surface 14, which has a roadway slope ⁇ with respect to the horizontal axis of the world coordinate system E.
  • x ' the longitudinal axis of the vehicle 10 is shown with inclined or deflected body (eg due to loading and / or positive / negative vehicle acceleration).
  • the dotted axis represents the horizontal or x-axis of the world coordinate system E.
  • the angle included between the x'-axis and the road surface 14 is the pitch angle a.
  • the angle (a + ⁇ ) included between the x'-axis and the x-axis is the angle of inclination of the vehicle 10 to the horizontal.
  • the pitch angle ⁇ represents a rotation angle of the vehicle 10 about the y 'axis (see vehicle-fixed coordinate system in Fig. 1, where the y'-axis points into the image plane.)
  • a vehicle speed v represents the speed of the vehicle 10 along the road surface 14.
  • a pitch rate is representative of a rotation of the vehicle 10 about the vehicle transverse axis (corresponding to the y 'axis). The pitch rate is determined by a pitch rate sensor attached to the vehicle (not shown). Nodding of the vehicle 10 at the pitch rate is caused, for example, by changing a longitudinal acceleration of the vehicle 10.
  • the vehicle 10 is shown on a flat road surface 14, ie, the road surface 14 corresponds to the horizontal axis of the world coordinate system E.
  • FIG. 3 shows a schematic diagram 30 of two exemplary characteristic curves of the pitch angle ⁇ of the vehicle 10 as a function of the longitudinal acceleration ax of the vehicle 10.
  • the dashed line corresponds to a characteristic of an empty or unloaded vehicle 10.
  • the dotted line corresponds to an exemplary characteristic of the vehicle 10 in the loaded state.
  • the diagram 30 exemplarily illustrates a difference of the pitch angle ⁇ , for example, due to a change in the load of the vehicle 10.
  • the characteristic of the loaded vehicle 10 for the condition that no longitudinal acceleration ax is present already has a significantly greater pitch angle ⁇ than that unloaded vehicle 10.
  • the characteristic curve could be linearized, ie represent a linear dependency.
  • An example equation might look like this:
  • the pitch angle ⁇ and nwO is the pitch angle offset.
  • the parameter k corresponds to the pitch stiffness of the vehicle.
  • step 40 first, a longitudinal and vertical acceleration measurement of the vehicle is measured using two acceleration sensors mounted on the vehicle.
  • a speed change vector is then determined in step.
  • the pitch angle then results in step 42 Taking over the angle of the velocity change vector or, alternatively, by integrating and / or filtering the velocity change vector and evaluating the orientation of the resulting velocity vector.
  • the at least one model parameter of the tilting model is adjusted in step 44.
  • the tilt model represents a function of the tilt angle based on the at least one model parameter as a function of the driving state variable (for example, longitudinal acceleration) measured in step 60.
  • Step 46 corresponds to determining the pitch state of the vehicle using the tilt model based on the longitudinal acceleration measurement.
  • This method from the perspective of the vehicle coordinate system ( ⁇ ', ⁇ ', ⁇ ') can be summarized as follows: From measurements of the acceleration of the vehicle 10 (eg, initially not moving vehicle, then approaching vehicle), which direction the speed change measured in Vehicle coordinate system ( ⁇ ', ⁇ ', ⁇ ') has. From this, the pitch angle ⁇ can be determined directly, as an angle between this direction and the X'-axis of the vehicle coordinate system ( ⁇ ', ⁇ ', Z ').
  • the measured acceleration vector points in the direction of the vertical z-axis. This measured acceleration derives exclusively from the gravitational acceleration.
  • At least one longitudinal acceleration is added as a result of driving off to the acceleration due to gravity. In addition, this may change the tilting state of the vehicle 10.
  • the resulting acceleration is measured.
  • the speed change vector dv / dt of the vehicle 10 which is aligned substantially parallel to the road surface 14
  • the resulting acceleration vector measured in the vehicle coordinate system has to be adjusted by the acceleration due to gravity.
  • the orientation of the velocity vector v in the vehicle coordinate system corresponds to the pitch angle a.
  • the orientation and the value can also be determined while driving, for example by observing the vehicle movement over a certain period of time.
  • FIG. 5 there is shown a flowchart of a method according to a second preferred embodiment. This corresponds to a representation in the earthbound coordinate system E.
  • a first value of a driving state variable namely a longitudinal acceleration measured value of the vehicle 10 is first measured using an acceleration sensor which is mounted on the vehicle 10.
  • a pitch angle ⁇ is now determined in step 52.
  • the pitch angle is defined as the angle relative to the road surface.
  • a vehicle inclination angle is determined based on the difference between the longitudinal acceleration measured value and the time derivative of the vehicle speed.
  • the angle of the road surface to the horizontal is determined based on a change in altitude over at least one traveled travel section.
  • the pitch angle is determined as the difference between the vehicle inclination angle and the angle of the road surface to the horizontal.
  • the at least one model parameter of the tilting model is adjusted.
  • the tilt model provides one based on the at least one model parameter Function of the tilt angle as a function of the Fahrschreibsdorf measured in step 50 (eg, longitudinal acceleration).
  • the tilting model for example, a linear dependence of the pitch angle to the longitudinal acceleration of the vehicle correspond (see equation above).
  • value pairs of pitch angle and longitudinal acceleration are permanently determined and used for the adjustment of the tilting model.
  • Step 56 corresponds to determining the pitch state of the vehicle using the tilt model based on the longitudinal acceleration measurement value.
  • the pitch angle can be calculated at any time and, if necessary, also control a headlight range.
  • the accuracy of the specific pitch state increases with increasing travel time due to more value pairs entered.
  • FIG. 6 there is shown a flowchart of a method according to a third preferred embodiment. This corresponds to a representation in the earthbound coordinate system E.
  • a longitudinal and vertical acceleration measurement of the vehicle is first measured using two acceleration sensors mounted on the vehicle. Further, a rotational speed measurement of the vehicle is measured by a yaw rate sensor attached to the vehicle. Based on the longitudinal and vertical acceleration measurements and the rotational speed measurement, a pitch angle is now determined in step 62.
  • a vehicle inclination angle is determined based on an integration of the at least one rotational speed measured value.
  • the angle of the road surface to the horizontal is determined based on the vector sum of the components of the vector determined from the longitudinal acceleration measurement value and the vector obtained from the vertical acceleration measurement value, and based on the vectorial difference of the vector sum and a gravitational acceleration vector.
  • the pitch angle is determined as the difference between the vehicle inclination angle and the angle of the road surface to the horizontal.
  • the at least one model parameter of the tilting model is adjusted in step 64.
  • the tilt model represents a function of the tilt angle based on the at least one model parameter as a function of the driving state variable measured in step 60 (eg longitudinal acceleration).
  • Step 66 corresponds to determining the pitch state of the vehicle using the tilt model based on the longitudinal acceleration measurement.
  • the second preferred embodiment and the third preferred embodiment may also be used in addition. While the quality of the determined tilting state in the first embodiment increases with increasing travel time, the second preferred embodiment delivers a high quality of the determined tilting state already at the start of the journey. Advantageously, a coupling of the two embodiments takes place in the vehicle.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Mathematical Physics (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Lighting Device Outwards From Vehicle And Optical Signal (AREA)

Abstract

La présente invention concerne un procédé de détermination d'un état d'inclinaison d'un véhicule par rapport à une surface de route sur la base d'un modèle d'inclinaison comprenant au moins un paramètre de modèle. Le procédé comprend la mesure d'une première valeur d'une grandeur d'état de roulement à l'aide d'un capteur inertiel monté sur le véhicule. Le procédé comprend en outre la détermination d'un angle d'inclinaison du véhicule défini par rapport à la surface de route sur la base de la première valeur de mesure et le réglage de l'au moins un paramètre de modèle du modèle d'inclinaison sur la base de l'angle d'inclinaison déterminé et de la première valeur de mesure. Le modèle d'inclinaison représente une fonction, basée sur l'au moins un paramètre de modèle, de l'angle d'inclinaison en fonction de la première valeur de la grandeur d'état de roulement mesurée. Enfin, le procédé comprend la détermination de l'état d'inclinaison du véhicule au moyen du modèle d'inclinaison sur la base de la première valeur de mesure de la grandeur d'état de roulement et/ou d'une seconde valeur de mesure, mesurée à l'aide du capteur inertiel, de la grandeur d'état de roulement.
PCT/EP2016/000127 2016-01-26 2016-01-26 Procédé de détermination d'un état d'inclinaison d'un véhicule et logiciel WO2017129199A1 (fr)

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PCT/EP2016/000127 WO2017129199A1 (fr) 2016-01-26 2016-01-26 Procédé de détermination d'un état d'inclinaison d'un véhicule et logiciel
DE112016006304.0T DE112016006304A5 (de) 2016-01-26 2016-01-26 Verfahren zum Bestimmen eines Kippzustandes eines Fahrzeugs und Computerprogramm

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DE102017122641A1 (de) * 2017-09-28 2019-03-28 Politecnico Di Torino Verfahren zur Bestimmung eines hochfrequenten Anteils einer Fahrzeugdrehung und Verfahren zur Bestimmung des Einflusses eines hochfrequenten Anteils einer Nickbewegung sowie einer Wankbewegung eines Kraftfahrzeugs und Verfahren zur Bestimmung des Einflusses eines hochfrequenten Anteils einer Bewegung eines Kraftfahrzeugs auf die Bewegung einer Radaufhängung
WO2020020594A1 (fr) * 2018-07-27 2020-01-30 Zf Friedrichshafen Ag Procédé pour émettre un signal en fonction d'un signal d'accélération ainsi qu'appareil de commande destiné à émettre un signal en fonction d'un signal d'accélération
CN111806447A (zh) * 2019-04-08 2020-10-23 罗伯特·博世有限公司 求取行驶路段上的液体深度的方法和求取行驶轨迹的方法
EP3922526A1 (fr) 2020-06-09 2021-12-15 Elektrobit Automotive GmbH Détermination d'un angle de rotation ou d'un angle de tangage d'un moyen de déplacement
US20220041167A1 (en) * 2018-10-10 2022-02-10 Sony Corporation Information processing apparatus, mobile apparatus, method, and program
DE102021205565A1 (de) 2021-06-01 2022-12-01 Contitech Luftfedersysteme Gmbh Verfahren zum Kalibrieren einer luftgefederten Vorrichtung in einem kartesischen Vorrichtungskoordinatensystem
DE102022001883B3 (de) 2022-05-30 2023-05-11 Mercedes-Benz Group AG Verfahren zur Kalibrierung einer Inertialmesssensorik eines Fahrzeugs
DE102022126770A1 (de) * 2022-10-13 2024-04-18 Bayerische Motoren Werke Aktiengesellschaft Verfahren und Vorrichtung zum Ermitteln einer Abweichung einer Lage eines Fahrzeugs von einer Normallage und Fahrzeug
WO2024094409A1 (fr) * 2022-11-01 2024-05-10 Mercedes-Benz Group AG Procédé de détermination d'un défaut d'alignement d'une unité de mesure inertielle d'un véhicule et véhicule comprenant une unité de mesure inertielle
DE102023112100A1 (de) * 2023-05-09 2024-11-14 Zf Cv Systems Global Gmbh Verfahren zum Ermitteln eines fahrdynamischen Zustandes eines Fahrzeuges, Steuergerät und Fahrzeug

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DE102017122641A1 (de) * 2017-09-28 2019-03-28 Politecnico Di Torino Verfahren zur Bestimmung eines hochfrequenten Anteils einer Fahrzeugdrehung und Verfahren zur Bestimmung des Einflusses eines hochfrequenten Anteils einer Nickbewegung sowie einer Wankbewegung eines Kraftfahrzeugs und Verfahren zur Bestimmung des Einflusses eines hochfrequenten Anteils einer Bewegung eines Kraftfahrzeugs auf die Bewegung einer Radaufhängung
WO2020020594A1 (fr) * 2018-07-27 2020-01-30 Zf Friedrichshafen Ag Procédé pour émettre un signal en fonction d'un signal d'accélération ainsi qu'appareil de commande destiné à émettre un signal en fonction d'un signal d'accélération
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CN111806447A (zh) * 2019-04-08 2020-10-23 罗伯特·博世有限公司 求取行驶路段上的液体深度的方法和求取行驶轨迹的方法
EP3922526A1 (fr) 2020-06-09 2021-12-15 Elektrobit Automotive GmbH Détermination d'un angle de rotation ou d'un angle de tangage d'un moyen de déplacement
DE102021205565A1 (de) 2021-06-01 2022-12-01 Contitech Luftfedersysteme Gmbh Verfahren zum Kalibrieren einer luftgefederten Vorrichtung in einem kartesischen Vorrichtungskoordinatensystem
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WO2023232318A1 (fr) 2022-05-30 2023-12-07 Mercedes-Benz Group AG Procédé d'étalonnage d'un ensemble de capteurs inertiels d'un véhicule
DE102022126770A1 (de) * 2022-10-13 2024-04-18 Bayerische Motoren Werke Aktiengesellschaft Verfahren und Vorrichtung zum Ermitteln einer Abweichung einer Lage eines Fahrzeugs von einer Normallage und Fahrzeug
WO2024094409A1 (fr) * 2022-11-01 2024-05-10 Mercedes-Benz Group AG Procédé de détermination d'un défaut d'alignement d'une unité de mesure inertielle d'un véhicule et véhicule comprenant une unité de mesure inertielle
DE102023112100A1 (de) * 2023-05-09 2024-11-14 Zf Cv Systems Global Gmbh Verfahren zum Ermitteln eines fahrdynamischen Zustandes eines Fahrzeuges, Steuergerät und Fahrzeug

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