Vehicle Curve Direction Determination Using Multi-Sensor Fusion
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Solution Overview
Problem
Current methods for determining the direction of a curve for a vehicle are not reliable, especially in critical driving situations such as slippery roads or quick direction changes, as they often rely on a single value like steering angle or lateral acceleration, which can be inaccurate.
Innovation Solution
The method uses a combination of lateral acceleration, yaw rate, and steering angle values, with the coefficient of friction influencing the determination, and defines value ranges where certain values are not considered to improve accuracy, particularly in low-friction conditions.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a single value (steering angle or lateral acceleration) is used to determine curve direction, then the determination process is simple, but the reliability is insufficient especially in critical driving situations
Solution Approach 1:
The patent combines multiple determination values (steering angle, lateral acceleration, yaw rate) into a unified curve direction determination process. By merging these different sensor inputs and evaluation methods, the system achieves higher reliability in determining actual curve direction, especially in critical situations like skidding or slippery roads where single-value methods fail.
Solution Approach 2:
The determination device is designed to handle multiple types of input values from different sources (steering gear, acceleration sensors, yaw rate sensors) and process them through a universal evaluation framework. This multi-functional approach allows the same system to reliably determine curve direction across various driving conditions and sensor configurations.
2Measurement precision
If steering angle is used to determine curve direction, then the measurement is straightforward, but it cannot reflect actual turning direction when vehicle skids on slippery road surface
Solution Approach 1:
The patent introduces intermediate determination values (lateral acceleration, yaw rate) that act as mediators between the steering input and the actual vehicle motion. These intermediate measurements capture the vehicle's actual dynamic response to steering inputs, filtering out the discrepancy caused by slippery road surfaces and providing a more accurate representation of actual curve direction.
Solution Approach 2:
The system uses feedback from multiple sensors (acceleration sensors, yaw rate sensors) to continuously monitor and correct the curve direction determination. By comparing expected vehicle response based on steering angle with actual measured response from sensors, the system can detect and compensate for skidding conditions, maintaining measurement accuracy even on slippery surfaces.
3Reliability
If lateral acceleration value is used to determine curve direction, then it can be obtained from ESP sensors, but it cannot guarantee reliable determination in critical driving situations
Solution Approach 1:
The patent merges lateral acceleration measurements with additional determination values (yaw rate, steering angle) to create a more robust curve direction determination system. By combining these complementary measurements, the system overcomes the limitations of lateral acceleration alone in critical situations while maintaining a manageable evaluation process through systematic weighting and integration.
Data Source
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Figure 2
AI summary
The invention relates to a method for determining the turning direction of a vehicle (10), comprising: - determining a lateral acceleration value (Q) of the vehicle (10); - determining at least one yaw rate value (G) and one steering angle value (L) of the vehicle (10); - determining a coefficient of friction (R); - determining the turning direction based on the determined values. The invention further relates to a device, in particular a control unit (12) for a vehicle (10), with a detection device (14) for carrying out the aforementioned steps. A method is also disclosed in which not all determined values (L, G, R, Q) contribute to a determined turning direction, provided they lie within a predetermined range of values.