Source: https://patents.google.com/patent/CN100369774C/en
Timestamp: 2020-08-07 13:54:10
Document Index: 231723164

Matched Legal Cases: ['art 41', 'art 42', 'art 43', 'art 44', 'art 45', 'art 45', 'art 41', 'art 42', 'art 41', 'art 42']

CN100369774C - Vehicle motion control apparatus - Google Patents
CN100369774C
CN100369774C CNB2005101268066A CN200510126806A CN100369774C CN 100369774 C CN100369774 C CN 100369774C CN B2005101268066 A CNB2005101268066 A CN B2005101268066A CN 200510126806 A CN200510126806 A CN 200510126806A CN 100369774 C CN100369774 C CN 100369774C
CNB2005101268066A
CN1781785A (en
2004-11-30 Priority to JP345884/04 priority
This equipment is made of integrated unit and various sensor, wherein this integrated unit is made of hydraulic pressure unit and control electronics (ECU) one, a plurality of electromagnetic valves and a plurality of hydraulic efficiency gear such as Hydraulic Pump are installed on hydraulic pressure unit, be used for the braking force of control action on wheel on demand, and control electronics is used for controlling a plurality of hydraulic efficiency gear; Described various sensor, for example aforesaid teeter rate sensor, steering angle sensor etc. separate with integrated unit and are connected to integrated unit via wire harness, adaptor union etc.In this case, integrated unit is controlled to implement aforesaid vehicle stabilization from various sensor received signals via so-called CAN communication.
In integrated unit, because the work of the hydraulic efficiency gear such as Hydraulic Pump on the integrated unit, electromagnetic valve etc. that is installed in produces vibration.In addition, owing to integrated unit directly is fixed on the car body via bearing, so the vibration that car body receives from the road surface is because resonance is exaggerated and is delivered to integrated unit.
Therefore, when teeter rate sensor is incorporated in the integrated unit, the various vibrations that act on the integrated unit will be directly delivered to teeter rate sensor, and therefore, the vibration that acts on the teeter rate sensor has increased.When the vibration on acting on teeter rate sensor increased, as shown in figure 10, actual teeter rate value (seeing thick dashed line) was easily along with true teeter rate value (seeing long and two-short dash line) fluctuation (various noises easily superpose).As a result, teeter rate deviate also is easy to fluctuation, the possibility that therefore exists vehicle stabilization control not to be appropriately executed.
According to above, disclosed equipment in the above-mentioned reference file, the teeter rate sensor of replacement from be incorporated into integrated unit obtains actual teeter rate itself, and be based on by provide the low-pass filter value that processing obtains to calculate teeter rate deviation to actual teeter rate, and when surpassing threshold value, teeter rate deviation starts vehicle stabilization control (for example, understeering suppresses control).
Yet this structure still produces following problem.Suppose to surpass threshold value at time t2 as shown in figure 10 by from angle of turn teeter rate, deducting the true teeter rate deviation that true teeter rate obtains, be that vehicle stabilization control (particularly, understeering suppresses control) should start at time t2 place.
Generally, when fluctuation signal (value) being provided low-pass filter handle, for its value that low-pass filter is provided from value that low-pass filter also is not provided along with the delay based on the time constant of low-pass filter is fluctuateed.Therefore, as shown in figure 10, also fluctuate along with delay from actual teeter rate by the value (the actual teeter rate after low-pass filter is handled is seen fine dotted line) that provides low-pass filter to obtain for actual teeter rate (thick dashed line).
As described in Figure 2, HU40 is configured to comprise RR brake fluid pressure adjusting part 41, the FL brake fluid pressure is regulated part 42, the FR brake fluid pressure regulates part 43 and the RL brake fluid pressure is regulated part 44, each part scalable is supplied with the brake fluid pressure of each wheel cylinder Wrr, Wfl, Wfr and the Wrl that are arranged in each wheel RR, FL, FR and RL place, and the backhaul braking liquid is supplied with part 45.
The backhaul braking liquid is supplied with part 45 and is comprised DC motor MT and two Hydraulic Pump that is driven simultaneously by motor MT (gear type pump) HP1 and HP2.Hydraulic Pump HP1 will be pumped into container RS1 from the braking liquid that reducing valve PDrr and PDfl return, and via boiler check valve CV8 the braking liquid of pumping be supplied to that the RR brake fluid pressure is regulated part 41 and the FL brake fluid pressure is regulated the upstream side of part 42.
As a result, as shown in Figure 3, can be definite like this corresponding to the instruction pressure differential deltap Pd of gravitation, promptly its and instruction electric current I d increases pro rata.In Fig. 3,10 expressions are corresponding to the current value of coil spring propelling thrust.As instruction pressure differential deltap Pd during greater than above-mentioned actual pressure differential, thereby often bursting at the seams property electromagnetic valve PC1 closes connection between the upstream portion that upstream portion that first port that cuts off master cylinder MC and RR brake fluid pressure regulate part 41 and FL brake fluid pressure regulate part 42.
In addition, in the aforementioned embodiment, the low-pass filter time constant of angle of turn teeter rate Yrt side (promptly, angle of turn teeter rate side time constant) is configured to (promptly less than the low-pass filter time constant of actual teeter rate Yr side, actual teeter rate side time constant), the response of the low-pass filter during the response of the low-pass filter during thereby the low-pass filter that has strengthened angle of turn teeter rate Yrt side is handled, this response are handled greater than the low-pass filter of actual teeter rate Yr side.Yet, also can be configured to like this, that is, and the become cutoff frequency of the low-pass filter that is higher than actual teeter rate Yr side of the cutoff frequency of the low-pass filter of angle of turn teeter rate Yrt side.
Vehicle stabilization control executive device, the described a plurality of hydraulic efficiency gear of this device may command, make when the teeter rate deviation respective value that obtains surpasses threshold value, be used for being applied to predetermined wheel at the described vehicle upper edge teeter rate deviation respective value braking force that the direction that is not more than described threshold value produces yaw moment that becomes.
CN1781785A CN1781785A (en) 2006-06-07
CN100369774C true CN100369774C (en) 2008-02-20
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