METHOD FOR PREVENTING ROLL-OVER OF A MOTOR VEHICLE BY MEANS OF TORQUE VECTORING

Abstract

Systems and methods for preventing roll-over of a motor vehicle in the event of a transverse load change. The motor vehicle has an individual-wheel drive designed to drive a wheel that is loaded by the transverse load change independently of the at least one other wheel of the motor vehicle. One methods includes identifying a critical state of the motor vehicle in the event of a transverse load change, applying a drive torque by the individual-wheel drive to the motor vehicle wheel that is loaded by the transverse load change such that the wheel that is loaded by the transverse load change is caused to slip, and steering the motor vehicle wheel that is loaded by the transverse load change in the direction of the direction of travel such that a roll-over of the motor vehicle can be prevented.

Claims

1.-8. (canceled)

9. A method for preventing roll-over of a motor vehicle in the event of a transverse load change, wherein the motor vehicle has an individual-wheel drive which is configured to drive a wheel that is loaded by the transverse load change independently of the at least one other wheel of the motor vehicle, the method comprising: identifying a critical state of the motor vehicle in the event of a transverse load change, applying, with the individual-wheel drive, a drive torque to the motor vehicle wheel that is loaded by the transverse load change such that the wheel that is loaded by the transverse load change is caused to slip, and steering the motor vehicle wheel that is loaded by the transverse load change in the direction of a direction of travel such that a roll-over of the motor vehicle can be prevented.

10. The method of claim 9 wherein the drive torque is the maximum torque of a drive motor.

11. The method of claim 9 wherein the drive torque drives the wheel that is loaded by the transverse load change in the direction of travel.

12. The method of claim 9 wherein the application of the drive torque and the steering of the wheel that is loaded by the transverse load change take place for a limited period of time which is at least as long as the identified critical state lasts.

13. The method of claim 12 wherein the limited period of time lies within a range of between 0.1 s and 0.3 s.

14. The method of claim 9 wherein the application of the drive torque and the steering of the wheel that is loaded by the transverse load change take place in an automatic steering state of the motor vehicle steering system.

15. The method of claim 9 wherein the wheel that is loaded by the transverse load change is the wheel on the outside of a bend in a roadway over which the motor vehicle is traveling.

16. A steer-by-wire steering system of a motor vehicle having a steerable front wheel axle having two steerable wheels, wherein the front wheel axle has an individual-wheel drive that uses a drive controller to individually drive wheel drives assigned to the steerable wheels, wherein an electric steering actuator is provided which controls the position of the steerable wheels, and wherein the drive controller and the steering actuator are configured to carry out the method of claim 9.

Description

[0017] A preferred embodiment of the invention will be explained in more detail below with reference to the drawings. Identical or identically acting components are denoted by the same reference signs in the figures. In the figures:

[0018] FIG. 1: shows a schematic illustration of a steer-by-wire steering system having two separate wheel drives on the front axle,

[0019] FIG. 2: shows a schematic illustration of a steer-by-wire steering system in a top view,

[0020] FIG. 3: shows a diagram of the time profile of torque and wheel steering angle for activating the wheel on the outside of the bend,

[0021] FIG. 4: shows a schematic illustration of the forces acting on the motor vehicle, and

[0022] FIG. 5: shows a diagram of the profile of the tire transverse force in accordance with the drive torque.

[0023] FIG. 1 shows a steer-by-wire steering system 1. A rotational angle sensor (not illustrated) is mounted on a steering shaft 2 and senses the driver's steering angle applied by turning a steering input means 3, which is designed in the example as a steering wheel. However, a steering torque can additionally also be detected. Furthermore, a feedback actuator 4 is mounted on the steering shaft 2 and serves to simulate feedback effects from the roadway to the steering wheel 3 and therefore to provide the driver with feedback about the steering and driving behavior of the vehicle. The driver's steering request is transmitted to a steering control unit 5 via signal lines by means of the rotational angle of the steering shaft 2 that is measured by the rotational angle sensor, said steering control unit 5 activating, as a function of further input variables, an electrical steering actuator 6 which controls the position of the steered wheels 70, 71. The steering actuator 6 acts indirectly on the steered wheels 70, 71 via a steering rod steering mechanism 8, for example a toothed-rack steering mechanism, and via track rods 9 and other components. The steerable wheels 70, 71 are assigned drive motors 10 which separately drive the wheels 70, 71 in the form of an individual-wheel drive. A drive controller 11 determines the drive torques for the steerable wheels 70, 71 with reference to the rotational angle of the steering shaft 2 measured by the rotational angle sensor and further signals and correspondingly activates the respective drive motor 10.

[0024] FIG. 2 schematically illustrates the motor vehicle with the two axles, wherein the drive of the steerable wheels 70, 71 is arranged on the front axle 12. The front axle 12 comprises, with respect to a direction of travel, a first steerable wheel 71 and a second steerable wheel 70 which are connected to each other via the toothed rack 13 of the toothed rack steering mechanism. When the toothed rack 13 is shifted to the right or left transversely with respect to the direction of travel x, the wheels are pivoted about a respective pivot point 140, 141. A first drive motor 10 is arranged on the left in the direction of travel and a second drive motor 10 is arranged on the right in the direction of travel. The wheel drive motors 10 are connected to the steerable wheels 70, 71 via respective drive shafts. The wheel drive motors 10 are preferably electric motors. The drive controller 11 activates the first drive motor 10 via a first signal line S1 and activates the second drive motor 10 via a second signal line S2. In addition, the drive controller 11 receives information about the state of the rear axle via a signal line S3. The vehicle moves in the direction of travel x at a speed v.

[0025] A critical load change which could lead to a roll-over of the motor vehicle is identified with reference to the measured transverse acceleration of the motor vehicle and the known variables of the mass, the track width and the height of the center of gravity. When the critical state is identified, the change from a manual steering state into an automatic steering state takes place. Manual steering state is understood in this case as meaning that the driver turns in the wheels by actuation of the steering wheel. Assistance systems can influence the turning in of the wheels. By contrast, in the automatic steering state, the steer-by-wire steering system takes over the activation of the wheels irrespective of the steering input at the steering wheel. The automatic steering state is maintained for a limited period of time t, specifically for as long as the critical state lasts, preferably within a range of between 0.1 s and 0.3 s.

[0026] During the automatic steering state, a torque T.sub.Drive and a wheel steering angle .sub.LW are applied to the loaded wheel on the outside of the curve. FIG. 3 shows the time profile of the torque T.sub.Drive and of the wheel steering angle .sub.LW. The drive torque T.sub.Drive rotates the loaded wheel in the direction of travel x. The applied drive torque T.sub.Drive, the torque which is maximally available from the drive motor 10 and which can briefly also go beyond the permanent torque, is preferred. The loaded wheel is thereby caused to slip. The term slip is understood as meaning the state when the surface speed of the wheel differs from the vehicle speed v during the acceleration of the vehicle wheel. The drive slip limits the transverse force which can be applied to the road by the wheel. The vehicle starts to slip. All of the wheels are in contact here with the roadway surface. Tipping of the vehicle can therefore be prevented. During the drive torque peak, the driven wheel is steered somewhat back in the direction of the direction of travel so that the transverse forces on the vehicle do not increase further since a smaller wheel steering angle .sub.LW produces less transverse acceleration and thereby also less transverse force FQ. The wheel is only steered back to an extent such that the vehicle no longer tips, i.e. the direction of travel is not necessarily reached during the steering back operation.

[0027] During the engagement period t, the vehicle is intended to be brought away from a state in which the vehicle threatens to tip.

[0028] The following relationship, as illustrated in FIG. 4, applies here:

FQ*h=Fm*b/2, wherein, according to the force equation:

In the transverse direction: FQ=FR
In the vertical direction: FN=Fm=m*g,
wherein m is the vehicle mass, g is the gravitational acceleration and b corresponds to the vehicle width from the vehicle center point as far as the wheel center point, and h is the vehicle height from the roadway as far as the vehicle center point. In this state, the vehicle does not yet tip. However, it is at the limit state with regard to tipping. Therefore, the tire transverse force FR between vehicle wheels and road has to be subsequently reduced. For this purpose, there is the relationship that the drive slip reduces the tire transverse force F.sub.Q which can be transmitted. The spinning vehicle wheels will thereby transmit less transverse force on the loaded side, and therefore the vehicle slips in the transverse direction along a greater bend radius.

[0029] In order to reduce the tire transverse force FR, the drive torque T.sub.Drive has to be increased. The relationship between tire force and drive torque is illustrated in FIG. 5.

[0030] In order to increase the bend radius, the vehicle transverse force FQ has to be reduced.

FQ=m*ay,

wherein the transverse acceleration

[00001]$\mathrm{ay}=\frac{v^2}{l.Math..Math.\mathrm{lw}.Math..Math.\left(\frac{1+v}{\mathrm{vch}}\right).Math.2}$

wherein l=the axial distance between a wheel center point of a front wheel and a wheel center point of a rear wheel center point along the same vehicle side; m is the vehicle mass, v is the vehicle speed and vch is the characteristic speed.

[0031] In order to reduce the tire transverse force, the wheel steering angle .sub.LW has to be reduced because the tires are thereby steered into a straight position and the bend radius becomes greater.

[0032] By means of the combination of torque T.sub.Drive and wheel steering angle .sub.LW, the vehicle slips, but does not tip over, and a more rapid transition into the manual state can be made possible. After a limited period of time t, the driver again takes over the steering, and the torque T.sub.Drive and the wheel steering angle .sub.LW are reduced again or no longer imposed. If it is detected that the critical state is no longer present, a change can also be made from the automatic state into the manual state before the engagement time t has expired.