Method and apparatus for minimizing effects of cross wind on vehicle handling

Claim 3

A method according to claim 1, wherein the additional steering angle to be adjusted is determined by solving a differential equation of a single-track linear model of dynamics of vehicle movement resulting from a motion equation of the vehicle about a vertical axis extending through a center of gravity of the vehicle, the yaw angle velocity and yaw angle acceleration being equal to zero, and transverse wind force being proportional to the differential pressure.

Claim 4

A method according to claim 2, wherein the additional steering angle is determined numerically, by means of a digital computer, in k-th computing pass in a time interval Dt, according to the formula: ##EQU16## wherein: T l ,g, T D ,g and V g =proportion constants, δ z ,k =additional steering angle at a momentary point in time, δ z ,k-1 =additional steering angle at a point in time of an immediately preceding computation, F W ,k =transverse wind force at the momentary point in time, F W ,k-1 =transverse wind force at the point at time of the immediately preceding computation, v=driving speed at the momentary point in time, Dt=time interval between iteration steps.

Claim 5

A method according to claim 2, wherein the pressure measuring points are arranged symmetrically to a perpendicularly extending longitudinal plane of the vehicle, on its forward portion.

Claim 6

A method according to claim 2, wherein the pressure measuring points comprise bores in the outer skin of the vehicle body, said differential pressure sensor being arranged centrally between the two pressure measuring points and being connected with the two bores by way of lines which have substantially the same length.

Claim 7

A method according to claim 1, wherein the additional steering angle is determined numerically, by means of a digital computer, in a k-th computing pass in a time interval Dt, according to the formula: ##EQU17## wherein: T l ,g, T D ,g and V g =proportion constants, δ z ,k =additional steering angle at a momentary point in time, δ z ,k-1 =additional steering angle at a point in time of an immediately preceding computation, F W ,k =transverse wind force at the momentary point in time, F W ,k-1 =transverse wind force at the point at time of the immediately preceding computation, v=driving speed at the momentary point in time, Dt=time interval between iteration steps.

Claim 8

A method according to claim 6, wherein the vehicle's entry into and emergence from a cross wind gust are detected from values of the measured differential pressure, and the additional steering angle is computed by means of different parameter sets, depending on whether the vehicle is entering or emerging from said cross wind gust.

Claim 9

A method according to claim 7, wherein computation of the additional steering angle by means of the same parameter set is continued as long as the additional steering angle is shifted as a reaction to an immediately preceding change of the transverse wind force or as long as no significant change of the wind cross force has occurred.

Claim 10

A method according to claim 8, wherein the vehicle's entry into or emergence from a cross is detected by the following steps: using a low pass filter to filter at least one of: computed values of transverse wind force and detected value of differential pressure; deriving a difference between filtered transverse wind force values determined at a particular point in time and at a point in time of an immediately preceding measurement of transverse wind force; comparing said difference with a transverse wind force dependent threshold value; recognizing an entry of the vehicle into a cross wind gust if the filtered transverse wind force value determined for said particular point in time is larger than the filtered transverse wind force value determined for said immediately preceding point in time; and recognizing an emergence of the vehicle from a cross wind gust if the filtered transverse wind if the filtered transverse wind force value determined for said particular point in time is smaller than the filtered transverse wind force value determined for said immediately preceding point in time.

Claim 11

A method according to claim 9, wherein the filtering of the transverse wind force values takes place by means of a low-pass filter with a critical frequency in the range of 0.2 Hz.

Claim 12

A method according to claim 7, wherein the vehicle's entry into or emergence from a cross is detected by the following steps: using a low pass filter to filter at least one of: computed values of transverse wind force and detected value of differential pressure; deriving a difference between filtered transverse wind force values determined at a particular point in time and at a point in time of an immediately preceding measurement of transverse wind force; comparing said difference with a transverse wind force dependent threshold value; recognizing an entry of the vehicle into a cross wind gust if the filtered transverse wind force value determined for said particular point in time is larger than the filtered transverse wind force value determined for said immediately preceding point in time; and recognizing an emergence of the vehicle from a cross wind gust if the filtered transverse wind force value determined for said particular point in time is smaller than the filtered transverse wind force value determined for said immediately preceding point in time.

Claim 13

A method according to claim 11, wherein the filtering of the transverse wind force values takes place by means of a low-pass filter with a critical frequency in the range of 0.2 Hz.

Claim 14

A method according to claim 11, wherein the pressure measuring points are arranged symmetrically to a perpendicularly extending longitudinal plane of the vehicle, on its forward portion.

Claim 15

A method according to claim 11, wherein the pressure measuring points comprise bores in the outer skin of the vehicle body, said differential pressure sensor being arranged centrally between the two pressure measuring points and being connected with the two bores by way lines which have substantially the same length.

Claim 16

A method according to claim 7, wherein the pressure measuring points are arranged symmetrically to a perpendicularly extending longitudinal plane of the vehicle, on its forward portion.

Claim 17

A method according to claim 7, wherein the pressure measuring points comprise bores in the outer skin of the vehicle body, said differential pressure sensor being arranged centrally between the two pressure measuring points and being connected with the two bores by way of lines which have substantially the same length.

Claim 18

A method according to claim 1, wherein the pressure measuring points are arranged symmetrically to a perpendicularly extending longitudinal plane of the vehicle, on its forward portion.

Claim 19

A method according to claim 17, wherein the pressure measuring points are arranged on left and right front fenders of said vehicle.

Claim 20

A method according to claim 18, wherein the pressure measuring points are arranged where they are not in areas of separated air flow, even in the case of large angles between a longitudinal axis of the vehicle and a summation vector of a driving speed vector and a wind velocity vector.

Claim 21

A method according to claim 17, wherein the pressure measuring points are arranged where they are not in areas of separated air flow, even in the case of large angles between a longitudinal axis of the vehicle and a summation vector of a driving speed vector and a wind velocity vector.

Claim 22

A method according to claim 1, wherein the pressure measuring points comprise bores in the outer skin of the vehicle body, said differential pressure sensor being arranged centrally between the two pressure measuring points and being connected with the two bores by way of lines which have substantially the same length.

Claim 23

A method according to claim 21, wherein said differential pressure sensor is calibrated to measure pressure fluctuations on the vehicle body surface in a frequency range of from 0 Hertz to approximately 5 Hertz, whereby errors due to absorption, reflection and resonances are minimized.

Claim 24

A method according to claim 21, wherein a signal taken from the differential pressure sensor 22 and representing the differential pressure is converted into a transverse force acting upon the vehicle and resulting from the cross wind, by way of vehicle-type-dependent and pressure-bore-position-dependent correction values.

Claim 25

An arrangement for minimizing effects of cross wind on the handling of a vehicle having a vehicle body, at least two axles, means for driver steering of the vehicle, air pressure measuring points arranged on an outer skin of the vehicle body, a final control element which responds to a differential between pressures measured at the pressure measuring points on both vehicle sides, and means for generating vehicle steering angle adjustments which are directed against the effects of the cross wind, said arrangement comprising: a differential pressure sensor responsive to pressures measured at said measuring points; and a control unit means responsive to differential pressure measured by said differential pressure sensor for determining a yaw angle velocity and a yaw angle acceleration of said vehicle caused by force of said cross wind on said vehicle body; said control unit means also comprising means for causing said final control element to apply an adjustment to a steering angle of said vehicle to cause said yaw angle velocity and yaw angle acceleration to approach zero.

Claim 26

An arrangement for minimizing effects of cross wind on the handling of a vehicle having a vehicle body, at least two axles, means for driver steering of the vehicle, air pressure measuring points arranged on an outer skin of the vehicle body, a final control element which responds to a differential between pressures measured at the pressure measuring points on both vehicle sides, and means for generating vehicle steering angle adjustments which are directed against the effects of the cross wind, said arrangement comprising: a differential pressure sensor responsive to pressures measured at said measuring points; and a control unit means responsive to differential pressure measured by said differential pressure sensor for determining a yaw angle velocity and a yaw angle acceleration of said vehicle caused by force of said cross wind on said vehicle body; said control unit means also comprising means for causing said final control element to apply an adjustment to a steering angle of said vehicle to cause said yaw angle velocity and yaw angle acceleration to approach zero.

Claim 27

Arrangement according to claim 24, wherein said adjustment is applied to a rear axle of said vehicle.

Claim 28

An arrangement according to claim 24, wherein the control unit comprises a digital computer which determines said steering angle adjustment according to the following formula: ##EQU18## wherein: T l ,g, T D ,g and V g =proportion constants, δ z ,k =additional steering angle at a momentary point in time, δ z ,k-1 =additional steering angle at a point in time of an immediately preceding computation, F W ,k =transverse wind force at the momentary point in time, F W ,k-1 =transverse wind force at the point in time of the last computation, v=driving speed at the momentary point in time, Dt=time interval between iteration steps.

Claim 29

An arrangement according to claim 26, wherein the control unit 15 detects, the vehicle's entry into and emergence from a cross wind gust, from the values of the measured differential pressure, and computes the steering angle adjustment by means of different parameter sets, depending on whether the vehicle is entering or emerging from said cross wind gust.

Claim 30

An arrangement according to claim 27, wherein the control unit continues to compute the additional steering angle by means of the same parameter set as long as it shifts the additional steering angle to be adjusted as a reaction to an immediately preceding change of the transverse wind force or as long as no significant change of the transverse wind force has yet occurred.

Claim 31

An arrangement according to claim 28, wherein said control unit means comprises: a low pass filter for filtering at least one of: computed values of transverse wind force, and detected values of differential pressure; means for deriving a difference between filtered transverse wind force values determined at a particular point in time and at a point in time of an immediately preceding measurement of transverse wind force; means for comparing said difference with a transverse wind force dependent threshold value; means for recognizing an entry of the vehicle into a cross wind gust if the filtered transverse wind force value determined for said particular point in time is larger than the filtered transverse wind force value determined for said immediately preceding point in time; and means for recognizing an emergence of the vehicle from a cross wind gust if the filtered transverse wind force value determined for said particular point in time is smaller than the filtered transverse wind force value determined for said immediately preceding point in time.

Claim 32

An arrangement according to claim 29, wherein said low pass filter has a critical frequency in the range of 0.2 Hz.

Claim 33

An arrangement according to claim 27, wherein said control unit means 15 comprises: a low pass filter for filtering at least one of: computed values of transverse wind force, and detected values of differential pressure; means for deriving a difference between filtered transverse wind force values determined at a particular point in time and at a point in time of an immediately preceding measurement of transverse wind force; means for comparing said difference with a transverse wind force dependent threshold value; means for recognizing an entry of the vehicle into a cross wind gust if the filtered transverse wind force value determined for said particular point in time is larger than the filtered transverse wind force value determined for said immediately preceding point in time; and means for recognizing an emergence of the vehicle from a cross wind gust if the filtered transverse wind force value determined for said particular point in time is smaller than the filtered transverse wind force value determined for said immediately preceding point in time.

Claim 34

An arrangement according to claim 31, wherein said low pass filter has a critical frequency in the range of 0.2 Hz.

Claim 35

An arrangement according to claim 31, wherein the pressure measuring points are arranged symmetrically to a perpendicularly extending longitudinal plane of the vehicle on its forward portion.

Claim 36

An arrangement according to claim 27, wherein the pressure measuring points are arranged symmetrically to a perpendicularly extending longitudinal plane of the vehicle on its forward portion.

Claim 37

An arrangement according to claim 27, wherein the pressure measuring points comprise as bores in the outer skin of the vehicle body, said differential pressure sensor being arranged centrally between both pressure measuring points and being connected with the two bores by way of lines which have substantially the same length.

Claim 38

An arrangement according to claim 26, wherein the pressure measuring points are arranged symmetrically to a perpendicularly extending longitudinal plane of the vehicle on its forward portion.

Claim 39

An arrangement according to claim 26, wherein the pressure measuring points comprise as bores in the outer skin of the vehicle body, said differential pressure sensor being arranged centrally between both pressure measuring points and being connected with the two bores by way of lines which have substantially the same length.

Claim 40

An arrangement according to claim 24, wherein the pressure measuring points are arranged symmetrically to a perpendicularly extending longitudinal plane of the vehicle on its forward portion.

Claim 41

An arrangement according to claim 38, wherein the pressure measuring points are arranged on left and right front fenders of said vehicle.

Claim 42

An arrangement according to claim 39, wherein the pressure measuring points are arranged where they are not in areas of separated air flow, even in the case of large angles between a longitudinal axis of the vehicle and of a summation vector of a driving speed vector and a wind velocity vector.

Claim 43

An arrangement according to claim 38, wherein the pressure measuring points are arranged where they are not in areas of separated air flow, even in the case of large angles between a longitudinal axis of the vehicle and of a summation vector of a driving speed vector and a wind velocity vector.

Claim 44

An arrangement according to claim 24, wherein the pressure measuring points comprise as bores in the outer skin of the vehicle body, said differential pressure sensor being arranged centrally between both pressure measuring points and being connected with the two bores by way of lines which have substantially the same length.

Claim 45

An arrangement according to claim 42, wherein said differential pressure sensor is calibrated to measure pressure fluctuations in a frequency range of from 0 Hertz to approximately 5 Hertz occurring on the vehicle body surface, whereby errors due to absorption, reflection and resonances are minimized.

Claim 46

An arrangement according to claims 43, wherein a signal taken from the differential pressure sensor and representing the differential pressure is converted into a cross force acting upon the vehicle and resulting from the cross wind, by way of vehicle-type-dependent and pressure-bore-position-dependent correction values.