Daimler Chrysler Ag

Daimler Ag

Daimler-benz Ag

Avshalom Suissa

Magnus Rau

Friedrich Boettiger

Uwe Franke

Dieter Ammon

Zoltan Zomotor

Carsten Knoeppel

Jens Kalkkuhl

Daniel Keppler

Stefan Hahn

Volker Oltmann

Bernd Woltermann

Ingo Dudeck

Reinhold Schoeb

Uwe Regensburger

Rainer Moebus

Frank-Werner Mohn

Axel Gern

Reinhard Janssen

Edgar Bihler

Helmut Schittenhelm

Ulrich Hipp

Rudolf Lorenz

Matthias Benzinger

Rachad Mahmoud

Friedrich B&ouml;ttiger

Hartmut Goetzen

Friedrich Bottiger

In a method and apparatus for influencing transverse dynamics of a vehicle, for a chassis intervention is carried out when an intervention condition is met. The intervention condition is met when the value of a determined transverse dynamics disturbance variable is higher than a disturbance variable threshold value, and when one or a group of the following criteria is met:

Method and apparatus for influencing the transverse dynamics of a vehicle

In a method for influencing the transverse dynamics of a vehicle, a transverse dynamics disturbance variable acting on the vehicle is detected by a disturbance variable determination device and a counter-yaw moment counteracting the transverse dynamics disturbance variable is produced. For this purpose, the dynamic transverse dynamics disturbance variable is detected by the disturbance variable determination device, and a first counter-yaw moment is produced to compensate at least partially for the dynamic transverse dynamics disturbance variable with the help of a first vehicle system. The first counter-yaw moment is reduced following the at least partial compensation, and with the help of the disturbance variable determination device, a check is made whether a stationary transverse dynamics disturbance variable exists. If so, a second counter-yaw moment is produced with the help of a second vehicle system to at least partially compensate for the stationary transverse dynamics disturbance variable.

Method for influencing the transverse dynamics of a vehicle

A method is provided for operating an active chassis system, in which wheels of at least one axle are arranged with a toe-in angle, and actuating elements which interact with supporting assemblies which are arranged between the wheels and a vehicle body. Wheel contact forces of the wheels assume different values as a result of the actuating elements being actuated. A side force is generated at the wheels which have a toe-in angle, and a resulting yaw moment is produced. A desired yaw rate is determined based upon information from a device which is arranged in the vehicle in order to determine the profile of the roadway in a control unit, and the wheel contact forces are set as a function of the desired yaw rate.

Method for operating an active chassis system

The opening of vehicle doors often leads to collisions with stationary obstacles that are not visible to the occupants or with moving obstacles that approach the vehicle without being noticed. Thus to avoid collisions when vehicle doors are opened, the aim of the invention is to take any modifications to the environmental situation of the vehicle as a result of a movement of the vehicle and the detected objects into consideration. This allows a collision of the vehicle doors with the objects to be reliably avoided. To achieve this, in a first step the probable trajectory of a vehicle is determined. In an additional step, the objects in the vicinity of the vehicle are detected and probable trajectories of said detected objects are determined. Respective probability ranges are then defined both for the vehicle and the pivoting zone of the vehicle doors and for the detected objects. The probability ranges of the pivoting zones of the vehicle doors are respectively compared with the individual probability ranges of the objects, in order to determine whether they overlap. If an overlap is identified, a response; signal that indicates the risk of a collision is generated.

Process and device for avoiding collision while opening vehicle doors

For the purpose of controlling the yaw dynamics and lateral dynamics in a road vehicle with electrically controlled four-wheel steering, in the case of which the setting of the front axle steer angle &#x3b4;and of the rear axle steer angle &#x3b4;is performed by means of mutually decoupled control loops, a desired value &#x3b4;for the lateral force Sto be built up at the front axle is determined in the control loop assigned to the front axle and, for this desired value S, the value of the slip angle, linked to the desired value S, is determined as desired value &#x3b1;from an S(&#x3b1;) characteristic representing the dependence of the lateral force S, to be built up at the front axle, on the slip angle &#x3b1;. In the control loop assigned to the rear axle, a desired value Sfor the lateral force Sto be built up at the rear axle is determined in a control process in accordance with a controller law of the formand, for this desired value S, the value of the slip angle, linked to the desired value S, is determined as desired value &#x3b1;from an S(&#x3b1;) characteristic. These desired values &#x3b1;and &#x3b1;are used to determine the desired values &#x3b4;and &#x3b4;of the steer angle, taking account of an estimated value of the sideslip angle &#x3b2; at the center of gravity of the vehicle, the position of the center of gravity and measured or estimated values of the yaw velocity {dot over (&#x3a8;)} and of the longitudinal speed vof the vehicle.

Method for controlling yaw and transversal dynamics in a road vehicle

To control the yaw behavior of a vehicle, a setpoint for the yaw rate of the vehicle is determined from the steering angle specified by the driver and a vehicle speed that has been determined. An actual value of the yaw rate is also determined. A controlling deviation is then determined from the difference between the actual value and the setpoint of the yaw rate, and is then supplied to controllers operating independently of one another. In one controller, the steering controller, the setpoint is determined for the wheel steering angle of the steered wheels, while in the other controller, the braking controller, a setpoint is determined for the change in the braking pressure of the brake wheels. Taking this value into account, a specified braking pressure is then determined. By means of the braking pressure control elements, the corresponding specified braking pressure is produced in the wheel brake cylinders and the corresponding wheel steering angle is supplied to the steered wheels by steering control members.

Process for controlling the yaw relationship of vehicles

For detecting and localizing sensor defects in motor vehicles, a sensor determines a measuring signal for the description of the dynamic behavior of the motor vehicle. A state value assigned to the measuring signal is computed from a mathematical equivalent model. An estimation error of the state value is determined and a residue is determined from the difference between the measuring signal and a reference quantity which corresponds to the measuring signal and is formed from the state value. For clearly detecting and localizing the sensor defects, a characteristic parameter is formed by multiplying the residue and the estimation error, and an error signal is generated if the characteristic parameter exceeds a limit value.

Method and system for detecting and localizing sensor defects in motor vehicles

A method is provided for automatically controlling the lateral dynamics of a vehicle with front-axle steering by determining a first desired value for the vehicle yaw velocity, corresponding to the path movement of the vehicle set by the operation of a steering element or device, and a second desired value for the vehicle yaw velocity, corresponding to the sideslip angle in the area of the unsteered rear wheels of the vehicle, and supplying the smaller of the two yaw velocity values to an automatic control device as the desired input. Upon activation of the automatic control device, the vehicle no longer precisely follows the driver's wish as set by the steering element but rather, follows it only approximately by adjusting the sideslip angle in the area of the unsteered rear vehicle wheels to a value that is compatible with the dynamic of a non-swerving vehicle and thereby enlarging the slip angle at the steered front wheels of the vehicle.

Method for automatically controlling the lateral dynamics of a vehicle with front-axle steering

A regulatable suspension system for an active chassis of a motor vehicle has at least two actuators which are capable of being set via actuating signals in order to influence the relative movement between a wheel of the motor vehicle and the vehicle body. A control unit is provided for generating the actuating signals as a function of input signals representing vehicle state variables. Actuating movements that can be applied to the wheel by the actuators and acting on the wheel have parallel direction components. In the event of a fault, if one actuator is defective, actuating signals coupling the actuators can be generated in such a way that a control function assigned to the defective actuator can be set via an intact actuator.

Controllable wheel suspension system for an active running gear of a motor vehicle

A method sofeware and apparatus for suppressing high-frequency oscillations in the steered axles of a vehicle with a regulating device for regulating a steering angle on the basis of a setpoint that has been calculated. Active steering of this kind has the advantage that driving errors, within the scope of the physically possible, are prevented. However, the disadvantage is that as a result of the regulation of the steering angle, steering stiffness, and running-in behavior of the wheel, high-frequency oscillations of the wheel result around its vertical axis. The development of these oscillations is termed the shimmy effect. The shimmy effect is reliably prevented without adversely affecting the regulating quality of the steering angle by calculating the steering angle rate in a model of the steering and supplied it to the computer as an additional input value.

Method software product and apparatus for suppressing high-frequency oscillations in the steered axles of a vehicle

A process is provided for determining a travel-situation-dependent steering angle, in which a specification of a characteristic value for the transverse motion of the vehicle is given, the actual value of the yaw angular velocity of the vehicle is evaluated, and a criterion is derived as a function of the actual value of the yaw angular velocity as well as the predetermined characteristic value. As a function of the criterion, an influencing of the travel behavior of the vehicle takes place by an intervention in the vehicle steering. For the derivation of the criterion, additionally the side slip angle, the steering angle and the vehicle velocity are evaluated, and, for the derivation of the criterion, the lateral forces at the vehicle wheels are taken into consideration.

Process for the determining travel-situation-dependent steering angle

A method for determining variables characterizing vehicle handling is provided, in particular the attitude angle. Signals of measured variables are fed to a computing device. At least the attitude angle is determined in the computing device using equations of motion and using a two-track model of the vehicle.

Method for determining variables characterizing vehicle handling

A device for steering and maintaining the course of a vehicle contains, in addition to a device for detecting the position of the vehicle, and a steering control device which acts on a steering angle adjustment device, a preselectable limitation of the steering angle setting requested by the control. A steering angle setting requested by the control is combined with the steering angle setting requested by the driver, and the steering angle adjustment device sets the steering angle in accordance with this combination.

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Althengstett, Germany

Avshalom Suissa