Method and apparatus for controlling a stabilizer device of a vehicle

Abstract

A method for controlling a stabilizer device (130) of a vehicle (100) includes the steps of determining a deviation (121) between a theoretical value (132) and an actual value (134) of an anti-roll moment (110), during a predefined driving condition of the vehicle (100), applying the anti-roll moment by a stabilizer device (130) for actively stabilizing the vehicle (100); and generating a control signal (125) using the deviation (121) determined in the determining step, wherein the control signal (125) is designed to control the stabilizer device (130) to apply an anti-roll moment (110) taking into account the deviation (121).

Description

Field of the Invention

[0001] The present invention relates to a method and a device for controlling a stabilizer device of a vehicle. Background Art

[0002] When driving in a curve or on an uneven road lane, a vehicle may roll. A stabilizer can be used to reduce this roll.

[0003] DE 10 2013 203 442 A1 discloses a method for controlling an electric servo motor on a separate lateral stabilizer provided on a vehicle chassis of a two-track vehicle, and two halves of the separate lateral stabilizer can be twisted relative to each other by means of the electric servo motor. In the event of a fault, it is controlled such that the lateral stabilizer behaves as if there were no separate, passive lateral stabilizer. Summary of the Invention

[0004] In this context, the present invention provides an improved method and an improved device for controlling a stabilizer device of a vehicle according to the main claims.

[0005] If the deviation between the theoretical state and the actual state is taken into account when controlling the stabilizer device, the roll behavior of the vehicle can be improved. Such a deviation may be caused, for example, by aging effects or manufacturing tolerances.

[0006] A method for controlling a stabilizer device of a vehicle includes the following steps:

[0007] Determining a deviation between a theoretical value and an actual value of an anti-roll moment, which is applied by the stabilizer device for active roll stabilization of the vehicle during a predefined driving condition of the vehicle; and

[0008] Using the deviation determined in the determining step to generate a control signal, wherein the control signal is designed to control the stabilizer device to apply an anti-roll moment taking into account the deviation.

[0009] The vehicle can be a land vehicle, such as a passenger motor vehicle or a goods motor vehicle. "Roll" can be understood as the rotational movement of the vehicle about the longitudinal axis of the vehicle. During a roll, a roll moment may act on the individual axles of the vehicle. "Axle" can be the front axle and the rear axle of the vehicle. The roll can be eliminated by a suitable counter-moment or anti-roll moment, which can be applied or generated, for example, by a stabilizer device of the vehicle or by the combined action of stabilizer devices assigned to the individual axles of the vehicle. As a stabilizer device, a known active stabilizer can be used, which, for example, includes a torsion bar spring or an adjustable spring system assigned to the wheels. The roll of the vehicle can be damped by the mentioned anti-roll moment. By damping, the roll can be reduced or eliminated. "Roll movement" can be, for example, the roll speed or the roll acceleration or a movement signal from which the roll movement can be inferred. In a predefined driving situation, the vehicle can be in motion or traveling, for example, in a straight line. The stabilizer device can have torsion bars, which can be twisted relative to each other by a certain angle of twist by means of a motor of the stabilizer device, optionally via a transmission of the stabilizer device. The control signal can be designed to influence the angle of twist as an adjustment variable. Certain steps can be carried out when there is a predefined driving situation.

[0010] For example, in order to control the stabilizer device, an algorithm can be used to calculate the dynamic offset in a chassis with active roll stabilization. Here, different from the conventional decoupling of the active roll stabilizer by position control with relative wheel jounce (horizontal_wheel_left - horizontal_wheel_right), it is possible to advantageously avoid hysteresis and tolerances in the transfer function from relative wheel jounce to the actuator angle of the active roll stabilization in terms of manufacturing belt width and service life. Thus, for example, the inaccuracies during the control of the active roll stabilization can be reduced or eliminated, in particular in such a way that, in the algorithm or learning algorithm, the theoretical stabilizer moment and the actual stabilizer moment are compared with each other during a specific driving situation (for example, during a straight-line coasting). The deviation determined in this way can be integrated, for example, by an integration algorithm and can in particular be considered as an offset in the relative wheel jounce (Radhub). Advantageously, for example, the control accuracy during position control (especially in the case of a small stabilizer moment) can thus be increased.

[0011] The step of determining the deviation between the theoretical value and the actual value can be carried out repeatedly to determine at least one further first deviation. Thus, the curve of the deviation can be generated or determined in a simple manner. On this basis, readjustment can be carried out if necessary.

[0012] Here, the method may have a step of calculating an offset value using the deviation determined in the determining step and at least one further additional deviation by means of an arithmetic rule and a predefined torque model. Here, in the generating step, the offset value calculated in the calculating step may be used to generate the control signal. The calculating step may also be repeatedly implemented. Thus, the deviation between the theoretical value and the actual value can be minimized or eliminated over time.

[0013] In particular, here, in the calculating step, an algorithm may be used as the arithmetic rule, the algorithm having an integration of the deviation determined in the determining step and at least one further additional deviation. Thus, the offset value can be calculated in a particularly simple and computationally efficient manner.

[0014] Furthermore, here, in the torque model, the motor torque of the motor of the stabilizer device and the transmission ratio of the transmission of the stabilizer device may be taken into account. In this way, a simple and robust utilization of a simple and computationally efficient stabilizer torque model can be achieved.

[0015] Even if the offset value calculated in the calculating step exceeds a threshold, the method may have a step of providing a diagnostic signal. Here, the diagnostic signal may indicate a potential mechanical functional failure of the vehicle. If the offset value becomes implausibly large, a deformation in the chassis (e.g., a deformed link rod, etc.) can be identified and used for mechanical diagnosis. Thus, a reliable detection of mechanical deformations in the chassis can be achieved.

[0016] Furthermore, here, the control signal generated in the generating step may be designed to, with respect to the stabilizer device, achieve application of the offset value calculated in the calculating step to the torsional angle of the torsion bar of the stabilizer device, and additionally or alternatively to take into account the offset value calculated in the calculating step with respect to the relative wheel bounce of the wheels of the vehicle. In this way, roll stabilization can be improved simply and reliably.

[0017] The method may further have a step of using the driving data of the vehicle detected by means of at least one detection device of the vehicle to identify a predefined driving situation. In particular, if the identifying step identifies a predefined driving situation, certain steps and (optionally, additionally) arithmetic steps may be implemented here. The identifying step may be repeatedly implemented in order to also identify the end of a predefined driving situation. Thus, the use of a learning algorithm may be restricted to predefined driving situations by means of driving dynamic variables (such as lateral acceleration, lateral jerk, steering angle, steering angular velocity, yaw rate, yaw acceleration, etc.) and additionally or alternatively by means of system variables (such as motor speed, theoretical motor torque, actual motor torque, theoretical stabilizer torque, actual stabilizer torque, etc.) as driving data. The at least one detection device may be designed to detect at least one of the above-mentioned driving dynamic variables and (additionally or alternatively) system variables as driving data.

[0018] Advantageously, a device for controlling a stabilizer device of a vehicle may be used to perform the steps of the corresponding method. For this purpose, the device may include, for example, a determining device and a generating device. Optionally, the device may further include a providing device and (additionally or alternatively) an identifying device. Such a device may be an electronic instrument that processes electronic signals (such as sensor signals) and outputs control signals depending on these electronic signals. The device may have one or more suitable interfaces, which may be designed in terms of hardware and / or software. In a hardware design, the interface may be, for example, part of an integrated circuit that implements the functions of the device. The interface may also be an inherent integrated circuit or at least partially composed of discrete components. In a software design, the interface may be software modules that exist, for example, on a microcontroller in addition to other software modules. According to different embodiments, the device may include a stabilizer device or be coupled to a corresponding stabilizer device. Correspondingly, the device may include one or more sensor devices and / or processing devices for providing control signals, or include an interface to the corresponding devices.

[0019] Also advantageous is a computer program product having program code that may be stored on a machine-readable carrier (such as a semiconductor memory, a hard disk memory, or an optical memory), and when the program is implemented on a computer or device, the program code is used to execute the method described in the above embodiments. Description of the Drawings

[0020] The invention is explained in more detail by way of example with the aid of the drawings. In the drawings:

[0021] Figure 1Schematic view of a vehicle having a device for actuating a stabilizer device according to an embodiment;

[0022] Figure 2 Schematic view of a vehicle having a device for actuating a stabilizer device according to an embodiment; and

[0023] Figure 3 Flowchart of a method for actuating a stabilizer device according to an embodiment.

[0024] In the following description of the preferred embodiments of the present invention, elements shown in different figures and having similar functions are denoted by the same or similar reference numerals, and repetitive descriptions of these elements are omitted. Detailed Description

[0025] Figure 1 Schematic view of a vehicle 100 having a device 102 for actuating a stabilizer device 130 of the vehicle 100 according to an embodiment. The vehicle 100 is exemplarily embodied as a two-axle vehicle 100 having two axles 106 each with two wheels 108.

[0026] The vehicle 100 has a transverse axis, a longitudinal axis, and a vertical axis. The longitudinal axis is oriented transversely to the axles 106 here. When the structure 104 of the vehicle 100 rolls (e.g., due to a turning maneuver), the structure 104 performs a rolling motion in the form of a rotational movement about the longitudinal axis. The resulting rolling moment is distributed over the axles 106.

[0027] The device 102 or the actuating device 102 or the control device 102 is designed to actuate the stabilizer device 130, to damp the roll of the structure 104 and thus of the vehicle 100, or to reduce or eliminate the roll. For this purpose, an anti-roll moment 110 is generated by actuating the stabilizer device 130 from the device 102 side, which anti-roll moment damps the roll of the structure 104. The anti-roll moment 110 is applied by the stabilizer device 130 for active roll stabilization of the vehicle 100. The device 102 enables the implementation of a method for actuating the stabilizer device of a vehicle, for example as shown in Figure 3 is shown in.

[0028] The device 102 has a determination device 120 and a generation device 124. The determination device 120 is designed to determine a deviation 121 between a theoretical value 132 and an actual value 134 of an anti-roll moment 110 during a predefined driving condition of the vehicle 100. For this purpose, the device 102 is designed to read, for example, the theoretical value 132 and the actual value 134 of a stabilizer device 130. The determination device 120 is in particular designed to repeatedly perform the determination in order to determine at least one first additional deviation. The generation device 124 of the device 102 is designed to use the deviation 121 determined by means of the determination device 120 to generate a control signal 125 for controlling the stabilizer device 130. The control signal 125 is designed to control the stabilizer device 130 to apply an anti-roll moment 110 taking into account the deviation 121. The device 102 is also designed for this purpose to output the control signal 125 to the stabilizer device 130 via an interface or to provide it to the stabilizer device for output.

[0029] According to the embodiment shown here, the device 102 also includes an arithmetic device 122. The arithmetic device 122 is designed to calculate an offset value 123 using the deviation 121 determined by means of the determination device 120 and at least one second additional deviation using arithmetic rules and a predefined moment model. Here, the generation device 124 is designed to use the offset value 123 calculated by means of the arithmetic device 122 (in particular only the offset value 123 calculated by means of the arithmetic device 122) to generate the control signal 125.

[0030] Furthermore, according to the embodiment shown here, the device 102 includes a providing device 126. The providing device 126 is designed to provide a diagnostic signal 127 when the offset value 123 calculated by means of the arithmetic device 122 exceeds a threshold value. The diagnostic signal 127 indicates a potential mechanical functional fault of the vehicle. The providing device 126 is designed to perform a threshold comparison between the offset value 123 and a predefined threshold value. Furthermore, the providing device 126 is designed to output the diagnostic signal 127 to a diagnostic interface 116 of the vehicle 100.

[0031] According to the embodiment shown here, the device 102 also includes an identification device 128. The identification device 128 is designed to identify a predefined driving condition using driving data 114 of the vehicle 100 detected by means of at least one detection device 112 of the vehicle. The device 102 is designed, for example, to activate the determination device 120 and the generation device 124 and (according to the embodiment shown here) the arithmetic device 122 and (optionally) the providing device 126 when a predefined driving condition is identified by means of the identification device 128. The predefined driving condition, the predefined moment model and the driving data 114 will be discussed in more detail later.

[0032] The predefined driving condition is the driving condition in which the vehicle 100 moves, for example, straight driving or coasting. Here, the theoretical torque or theoretical value 132 of the anti-roll moment 110 is, for example, zero Newton meters. Now, if a smaller residual torque acts on the stabilizer device 130 as a deviation 121, this residual torque or this deviation 121 is particularly integrated and incorporated as an offset value 123 into the theoretical angle calculation of the stabilizer device 130. Thereby, the residual torque is reduced and the control deviation is reduced. This continuously occurs once the control deviation is set again. In particular, a simple stabilizer torque model or a predefined torque model is used. The simplest model can be calculated from the motor torque and the transmission ratio: M_stabilizer_actual = M_motor_actual * i_transmission * eta_transmission. For this torque model, depending on the embodiment of the stabilizer device 130 (for example, with or without an integrated decoupling element), there are more or less predefined driving conditions that can be advantageously utilized. Based on the information about these predefined driving conditions, the use of the device 102 can be restricted to specific driving conditions by means of driving dynamic variables (such as lateral acceleration, lateral jerk, steering angle, steering angular velocity, yaw rate, yaw acceleration, etc.) and additionally or alternatively by means of system variables (such as motor speed, theoretical motor torque, actual motor torque, theoretical stabilizer torque, actual stabilizer torque, etc.) as driving data 114.

[0033] Figure 2 A schematic view of a vehicle 100 is shown, which has a device 102 for controlling a stabilizer device of the vehicle 100 according to an embodiment. Here, the embodiment can be by means of Figure 1 the described embodiment of the vehicle. The pure schematic view shows a cross-section through the vehicle 100 along the vertical axis and the transverse axis of the vehicle 100.

[0034] One axle of the vehicle axle 106 of the vehicle is shown, which has a stabilizer 210, and the stabilizer can be by means of Figure 1Part of the stabilizer device mentioned. The stabilizer 210 is implemented as a two-piece torsion bar with a first stabilizer element 211 and a second stabilizer element 212. Here, one end of the first stabilizer element 211 is connected to the first wheel suspension element 213 of the vehicle 100, and one end of the second stabilizer element 212 is connected to the second wheel suspension element 214 of the vehicle 100. For example, these ends of the stabilizer elements 211, 212 are implemented here as arms (preferably bent or curved substantially in the driving direction), and these arms are respectively connected to the wheel suspension elements 213, 214 by means of articulated swing struts 217, 218. The wheel suspension elements 213, 214 are, for example, laterally opposite links of the vehicle 100. The stabilizer elements 212, 213 are each fastened to the chassis or to the structure 104 in the form of the body of the vehicle 100 by means of structural supports 219 that can rotate about a common axis of rotation D-D. The axis of rotation D-D corresponds here, by way of example, to the transverse axis of the vehicle 100.

[0035] The ends of the stabilizer elements 211, 213 respectively facing the vehicle center of the vehicle 100 are mechanically coupled to at least one electric motor serving as an actuator of the three-phase drive device 220. The three-phase drive device 220 is designed to use a control signal or a manipulation signal 125 or a signal derived therefrom to twist the stabilizer elements 211, 212 in the opposite direction about the axis of rotation D-D. Here, the control signal represents, for example, a signal calculated based on field-oriented control. By twisting the stabilizer elements 211, 212 in the opposite direction, the wheel suspension elements 213, 214 are moved, and the roll of the body can be resisted (for example, during cornering). According to one embodiment, the vehicle 100 is equipped with a device 102 that is connected to the three-phase drive device 220 and is designed to provide a control signal.

[0036] Figure 3 A process diagram of a method 300 for controlling a stabilizer device of a vehicle according to one embodiment is shown. For example, the method 300 can be implemented using the Figure 1 device shown.

[0037] The method 300 has a determination step 310 and a generation step 320. In the method 300, in the determination step 310, during a predefined driving condition of the vehicle, the deviation between the theoretical value and the actual value of the anti-roll moment is determined, and the anti-roll moment is applied by a stabilizer device for active roll stabilization of the vehicle. In the generation step 320, the deviation determined in the determination step 310 is used to generate a control signal that is designed to control the stabilizer device to apply an anti-roll moment taking into account the deviation.

[0038] According to one embodiment, the determined step 310 is repeatedly implemented to determine at least one first additional deviation. Here, method 300 further has a step 315 of calculating an offset value by using the deviation determined in the determined step 310 and at least one second additional deviation by means of an arithmetic rule and a predefined torque model. Here, in the generating step 320, the offset value calculated in the calculating step 315 (especially only the offset value calculated in the calculating step 315) is used to generate a control signal. Similarly, optionally, the calculating step 315 is repeatedly implemented. For example, in the calculating step 315, an algorithm is used as the arithmetic rule, and the algorithm has an integration of the deviation determined in the determined step and at least one second additional deviation. In particular, the motor torque of the motor of the stabilizer device and the transmission ratio of the transmission of the stabilizer device are also considered in the torque model used in the calculating step 315. Similarly, here, the control signal generated in the generating step 320 is designed to: in terms of the stabilizer device, realize applying the offset value calculated in the calculating step 315 to the torsional angle of the torsion bar of the stabilizer device, and / or realize considering the offset value calculated in the calculating step in terms of the relative wheel bounce of the vehicle's wheels.

[0039] According to one embodiment, even if the offset value calculated in the calculating step 315 exceeds a threshold value, method 300 here optionally also has a step 325 of providing a diagnostic signal. The diagnostic signal indicates a potential mechanical functional failure of the vehicle. The providing step 325 can be implemented after the calculating step 315.

[0040] According to one embodiment, method 300 has a step 305 of using the driving data of the vehicle detected by at least one detection device of the vehicle to identify a predefined driving condition. The steps of method 300, the determining step 310, the calculating step 315, the generating step 320, and the providing step 325 can be implemented individually or in combination depending on the result of step 305, that is, depending on whether a predefined driving condition is identified.

[0041] List of reference numerals

[0042] 100 Vehicle

[0043] 102 Device

[0044] 104 Structure

[0045] 106 Axle

[0046] 108 Wheel

[0047] 110 Anti-roll moment

[0048] 112 Detection device

[0049] 114 Driving data

[0050] 116 Diagnostic interface

[0051] 120 Determination device

[0052] 121 Deviation

[0053] 122 Arithmetic device

[0054] 123 Offset value

[0055] 124 Generation device

[0056] 125 Manipulation signal

[0057] 126 Provision device

[0058] 127 Diagnostic signal

[0059] 128 Identification device

[0060] 130 Stabilizer device

[0061] 132 Theoretical value of the anti-roll moment

[0062] 134 Actual value of the anti-roll moment

[0063] 210 Stabilizer

[0064] 211 First stabilizer element

[0065] 212 Second stabilizer element

[0066] 213 First wheel suspension element

[0067] 214 Second wheel suspension element

[0068] 217 First swing strut

[0069] 218 Second swing strut

[0070] 219 Structural support

[0071] 220 Three-phase drive device

[0072] D-D axis of rotation

[0073] 300 Manipulation method

[0074] 305 Identification step

[0075] 310 Determination step

[0076] 315 Arithmetic step

[0077] Steps for generating 320

[0078] Steps for providing 325

Claims

1. A method (300) for controlling a stabilizer device (130) of a vehicle (100), wherein the method (300) comprises the steps of: determining a deviation (121) between a theoretical value (132) and an actual value (134) of an anti-roll moment (110), and applying the anti-roll moment during a predefined driving condition of the vehicle (100) by the stabilizer device (130) for active roll stabilization of the vehicle (100); and using the deviation (121) determined in the determining step (310) to generate a control signal (125), wherein the control signal (125) is designed to control the stabilizer device (130) to apply an anti-roll moment (110) taking into account the deviation (121), repeatedly performing the determining step (310) to determine at least one first additional deviation, and a step (315) of calculating an offset value (123) using the deviation (121) determined in the determining step (310) and at least one second additional deviation by means of arithmetic rules and a predefined moment model, wherein in the generating step (320), the calculated offset value (123) in the calculating step (315) is used to generate the control signal (125).

2. The method (300) according to claim 1, characterized in that, In the calculating step (315), an algorithm is used as the arithmetic rule, and the algorithm has an integration of the deviation (121) determined in the determining step (310) and at least one second additional deviation.

3. The method (300) according to claim 1, wherein, In the moment model, the motor torque of the motor of the stabilizer device (130) and the transmission ratio of the transmission of the stabilizer device (130) are taken into account.

4. The method (300) according to claim 1, characterized in that A step (325) of providing a diagnostic signal (127) when the offset value (123) calculated in the calculating step (315) exceeds a threshold, wherein the diagnostic signal (127) indicates a potential mechanical functional failure of the vehicle (100).

5. The method (300) according to claim 1, characterized in that The control signal (125) generated in the generating step (320) is designed to, with respect to the stabilizer device (130), implement applying the offset value (123) calculated in the calculating step (315) to the torsional angle of the torsion bar of the stabilizer device (130), and / or implement taking into account the offset value (123) calculated in the calculating step (315) with respect to the relative wheel bounce of the wheels (108) of the vehicle (100).

6. The method (300) according to claim 1, characterized in that A step (305) of using driving data (114) of the vehicle (100) detected by means of at least one detection device (112) of the vehicle (100) to identify a predefined driving condition.

7. A device (102) adapted to perform and / or control the steps of the method (300) according to one of the preceding claims in corresponding units (120, 122, 124, 126, 128).

8. A computer program product having program code stored in a machine-readable carrier, the computer program product being operative to perform the method (300) according to one of the preceding claims when the program code is implemented on a device (102).

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