DE102006030590B4 - Method and device for determining the direction of travel of a vehicle - Google Patents

Abstract

Method for determining the direction of travel of a vehicle, wherein at least two wheel speeds for determining wheel speeds (V1j, V2j,...) are evaluated, correlated and a longitudinal acceleration (ax) or alternatively a pitch rate is measured with a sensor at a time step (j) and the wheel speeds, the longitudinal acceleration or alternatively, the pitch rate can be analyzed together in order to output conditions on the basis of which a decision on the direction of travel is made according to a state diagram, by comparison with a previous value of the wheel speed (Vmaxj−1) and a minimum speed of the wheel speed (Vmin) based on an inequality relationship (Vmaxj− 1<Vmin<Vmaxj) is examined whether the vehicle has started to move, characterized in that a maximum value of the wheel speeds (Vmaxj≡max(|Vrefj|, |V1j|, |V2j|,…)) and a reference speed of the Wheel speed (Vrefj) of the vehicle is determined from the series of wheel speeds obtained (V1j, V2j, ....) and that it is examined whether a minimum measurable speed of the wheel speed (Vmin) has been exceeded by the maximum speed of the wheel speed (Vmaxj) of the vehicle, whereby for Time point (j) a first time derivative of the filtered longitudinal acceleration (ax) is evaluated.

Description

The present invention relates to a method for determining the direction of travel of a vehicle and a corresponding device.

According to methods known from the prior art for determining the direction of travel of a vehicle, the behavior of the yaw rate is usually compared with a reference value calculated from the amounts of the wheel speeds on the basis of an usually continuous measurement of a yaw rate. If the yaw rates differ by a factor of -1, reverse travel is detected. If the measured and calculated yaw rates differ by a factor of +1, i.e. not at all, forward travel is detected. However, the reliable detection of the factor +1 or -1 is only possible with a certain time delay, which essentially depends on the curve radius being driven. Reliable detection can therefore take any length of time if the vehicle is driving straight ahead.

The DE 691 07 984 T2 describes an arrangement for vehicle direction estimation with a wheel speed calculation device for measuring a rotation speed of a wheel and for generating an absolute value thereof as a wheel speed of at least one wheel of a vehicle in an operating cycle, an estimated vehicle acceleration calculation unit for calculating an estimated vehicle acceleration, estimated from the wheel speed, an inertial force type accelerometer for generating an inertial force detected acceleration, a first differentiating device for differentiating the inertia force detected acceleration and generating a first differential value, a second differentiating device for differentiating the estimated vehicle acceleration and generating a second differential value and a detecting device for detecting the direction of travel of the vehicle based on the first and second differential values.

From the WO 02/ 062 640 A1 describes a method for detecting the direction of travel of a vehicle, which keeps the vehicle speed constant or limits it when driving uphill by influencing the service brake. The detection of the direction of travel is determined depending on internal and/or external vehicle variables, such as the engine speed, the engine torque, the accelerator pedal position, the gear engaged, the clutch status, the turning behavior of the wheels, the longitudinal acceleration, the road inclination, by correlating at least two variables and The vehicle sizes to be correlated are selected based on a status determination of the vehicle sizes and/or if the vehicle sizes meet certain conditions with regard to their time courses.

The DE 103 42 228 A1 describes a method for determining the direction of travel of a vehicle regardless of the position of the gearshift lever. Multiple yaw rate values are used that are added or integrated over a period of time to produce multiple yaw rate sums. The sign of the individual yaw rate sums is compared. Comparing the signs of each yaw rate sum produces a reliability value that can be used to determine the direction of travel. Preferably, the actual transmission position, a calculated gear ratio and the vehicle speed are used to build reliability in the resulting reliability value mentioned above.

The DE 195 15 058 A1 describes a device for controlling the yaw moment of a four-wheeled motor vehicle while cornering with a vehicle reference model, which calculates the deviation of a measured yaw angular velocity from a calculated target yaw angular velocity, and with an activation logic, which initiates yaw moment control in certain driving situations if this deviation exceeds a certain threshold. A situation recognition provides the activation logic with at least information as to whether the vehicle is moving backwards, whereby the activation logic does not allow yaw moment control when reversing.

It is therefore the object of the present invention to create a fast and reliable method and a corresponding device for detecting the direction of travel of a vehicle.

This task is solved by the features of the independent claims. Advantageous further training is the subject of the respective subclaims.

According to the invention, a method for determining the direction of travel of a vehicle is characterized in that at least two wheel speeds are analyzed in correlation with a longitudinal acceleration sensor or alternatively a pitch rate sensor in order to output conditions on the basis of which a decision on the direction of travel is made according to a state diagram.

Accordingly, a device for determining the direction of travel of a vehicle is characterized in that at least two Wheel speed sensors and a longitudinal acceleration sensor or alternatively a pitch rate sensor are connected to a correlation logic, the logic being designed to determine a direction of travel by evaluating conditions derived or determined from the output signals of the sensors mentioned on the basis of a state diagram stored in the logic.

In one embodiment of the invention, it is preferred that the acceleration sensor is arranged such that it measures a positive value when an acceleration is directed in the longitudinal direction of the vehicle. In an alternative embodiment of the invention, it is preferred that the pitch rate sensor is arranged so that it assumes a positive value when pitching forward.

• • +1, welches eine vorwärtsgerichtete Fahrt kennzeichnet,
• • 0, welches einen undefinierten Zustand (Stillstand) kennzeichnet und
• • -1, welches eine rückwärtsgerichtete Fahrt kennzeichnet.

A state diagram forms the basis for decision-making about the direction of travel, in which the states can only be changed based on well-defined conditions. The permitted vehicle states are

• • +1, which indicates forward travel,
• • 0, which indicates an undefined state (standstill) and
• • -1, which indicates reverse travel.

mit den vorhandenen Raddrehzahlen ${\text{V}}_1^{\text{j}},{\text{ V}}_2^{\text{j}},\dots$

und einer aus den Raddrehzahlen erhaltenen Referenzgeschwindigkeit ${\text{V}}_{\text{ref}}^{\text{j}}$

des Fahrzeugs. Die Größe der Referenzgeschwindigkeit ${\text{V}}_{\text{ref}}^{\text{j}}$

des Fahrzeugs zu einem j-ten Zeitschritt ist zu nutzen, wenn alle Räder blockieren und somit einen fälschlichen Stillstand vortäuschen. Das Fahrzeug beginnt sich genau dann an einem j-ten Zeitschritt zu bewegen, wenn die Bedingung $${\text{V}}_{\text{max}}^{\text{j}-1}<{\text{V}}_{\text{min}}<{\text{V}}_{\text{max}}^{\text{j}}$$

gegenüber einem vorangehenden Zeitpunkt j-1 erfüllt ist. Für diesen Zeitpunkt j wird erfindungsgemäß eine erste zeitliche Ableitung der angemessen gefilterten Längsbeschleunigung a_x ausgewertet. Dabei kann zur Rauschunterdrückung ein Filter erster Ordnung verwendet werden. Ist genau in diesem Zeitpunkt die erste zeitliche Ableitung der so behandelten Längsbeschleunigung a_x $${\left[\frac{\text{d}}{\text{dt}}\text{Filt}\left({\text{a}}_{\text{x}}\right)\right]}^j$$

positiv, dann erfährt das Fahrzeug einen Beschleunigungsimpuls in die Vorwärtsrichtung, was auf eine anschließende Vorwärtsfahrt schließen lässt. Ist der Beschleunigungsimpuls zu diesem Zeitpunkt negativ, dann liegt eine rückwärtsgerichtete Fahrtrichtungsänderung vor.The basic property of a method according to the invention is that a transition from 0 to +1 or -1 occurs exactly when the vehicle just begins to move. This limit is given by the fact that a minimum measurable speed V _min is exceeded. For this purpose, a vehicle speed to be compared at a jth time step is defined by $${\text{v}}_{\text{Max}}^{\text{j}}\equiv \text{Max}\left(\left|{\text{v}}_{\text{ref}}^{\text{j}}\right|,\left|{\text{v}}_1^{\text{j}}\right|,\left|{\text{v}}_2^{\text{j}}\right|,\dots \right),$$

with the existing wheel speeds ${\text{v}}_1^{\text{j}},{\text{v}}_2^{\text{j}},\dots$

and a reference speed obtained from the wheel speeds ${\text{v}}_{\text{ref}}^{\text{j}}$

of the vehicle. The size of the reference speed ${\text{v}}_{\text{ref}}^{\text{j}}$

of the vehicle at a jth time step is to be used if all wheels lock and thus simulate a false standstill. The vehicle starts moving at a jth time step if and only if the condition $${\text{v}}_{\text{Max}}^{\text{j}-1}<{\text{v}}_{\text{min}}<{\text{v}}_{\text{Max}}^{\text{j}}$$

compared to a previous point in time j-1 is fulfilled. For this point in time j, according to the invention, a first time derivative of the appropriately filtered longitudinal acceleration a _x is evaluated. A first-order filter can be used to suppress noise. At exactly this point in time is the first time derivative of the longitudinal acceleration a _x treated in this way $${\left[\frac{\text{d}}{\text{German}}\text{Filt}\left({\text{a}}_{\text{x}}\right)\right]}^j$$

positive, then the vehicle experiences an acceleration impulse in the forward direction, which suggests that it will then move forward. If the acceleration impulse is negative at this point in time, then there is a backward change in direction of travel.

negativ oder positiv ist.A significant advantage of this method compared to those that analyze longitudinal acceleration is that the time-derived longitudinal acceleration signal is independent of existing offsets and gravitational contributions. Alternatively, one can conclude that there will be a subsequent forward or reverse journey if the pitch rate in the jth time step defined above ${\mathrm{\omega }}_{\text{y}}^{\text{j}}$

is negative or positive.

If the acceleration pulse or pitch rate is not sufficiently pronounced to be able to make a decision, a known method cited above in the prior art is used to carry out an additional plausibility check for a transition from 0 to +1 or -1.

entweder gegen die berechnete Gierrate ${\mathrm{\omega }}_{\text{z}}^{\text{Calc}}$

oder das Negative der berechneten Gierrate $\mathrm{-}{\mathrm{\omega }}_{\text{z}}^{\text{Calc}}$

konvergent ist, d.h. ${\mathrm{\omega }}_{\text{z}}^{\text{Meas}}\to \pm {\mathrm{\omega }}_{\text{z}}^{\text{Calc}}.$

$$

Die Gierrate kann aus den Raddrehzahlen einer Achse und/oder gegebenenfalls einem Lenkradwinkel berechnet werden, der in einer Ausführungsform der Erfindung über einen eigenen Sensor erfasst wird.In the following, the reliable detection in one embodiment of the invention using the yaw rate signal is to be expressed as the measured yaw rate ${\mathrm{\omega }}_{\text{e.g}}^{\text{Meas}}$

either against the calculated yaw rate ${\mathrm{\omega }}_{\text{e.g}}^{\text{Calc}}$

or the negative of the calculated yaw rate $\mathrm{-}{\mathrm{\omega }}_{\text{e.g}}^{\text{Calc}}$

is convergent, ie ${\mathrm{\omega }}_{\text{e.g}}^{\text{Meas}}\to \pm {\mathrm{\omega }}_{\text{e.g}}^{\text{Calc}}.$

$$

The yaw rate can be calculated from the wheel speeds of an axle and/or possibly a steering wheel angle, which in one embodiment of the invention is detected via a separate sensor.

erfolgt ist.A transition from +1 or -1 back to 0 occurs when the vehicle comes to a stop again, that is, whenever the condition ${\text{v}}_{\text{Max}}^{\text{j}}<{\text{v}}_{\text{min}}$

has taken place.

A direct transition between states +1 and -1 can occur if the recognized state appears implausible. Such a transition can occur when the vehicle undergoes a spin-induced change of direction sel carries out the process without coming to a standstill.

oder wenn die gemessene Gierrate gegen die berechnete Gierrate konvergiert, $${\mathrm{\omega }}_{\text{z}}^{\text{Meas}}\to {\mathrm{\omega }}_{\text{z}}^{\text{Calc}}.$$

In one embodiment of the invention, the transition from -1 to +1 is carried out when the wheel speeds reflect a vehicle speed that is greater than the maximum possible reverse speed of the vehicle, $${\text{v}}_{\text{ref}}^{\text{j}}>{\text{v}}_{\text{ref}}^{\text{Max}}$$

or when the measured yaw rate converges to the calculated yaw rate, $${\mathrm{\omega }}_{\text{e.g}}^{\text{Meas}}\to {\mathrm{\omega }}_{\text{e.g}}^{\text{Calc}}.$$

und zugleich die Fahrzeuggeschwindigkeit kleiner als die maximal mögliche Rückwärtsfahrtgeschwindigkeit ist, $${\text{V}}_{\text{ref}}^{\text{j}}<{\text{V}}_{\text{ref}}^{\text{max}}.$$

A transition from +1 to -1 occurs when the measured yaw rate converges to the negative of the calculated yaw rate $${\mathrm{\omega }}_{\text{e.g}}^{\text{Meas}}\to {\mathrm{\omega }}_{\text{e.g}}^{\text{Calc}}$$

and at the same time the vehicle speed is less than the maximum possible reversing speed, $${\text{v}}_{\text{ref}}^{\text{j}}<{\text{v}}_{\text{ref}}^{\text{Max}}.$$

A method according to the invention thus allows a respective direction of travel to be reliably and quickly recognized, regardless of a respective driving situation. Since many wheel speed sensors only indicate the amount, but not the direction, of the speed of a wheel, the additional information obtained is of greatest interest for all functions that depend on the current direction of travel. A time delay in detection is only caused by the filter used to calculate the derivative of the longitudinal acceleration with noise suppression. According to the invention, this time delay is in a range of only 100 ms to 500 ms, even when using standard sensors. Furthermore, changes in direction of the vehicle in question induced by skidding can be detected.

Further features and advantages of the invention are given below in the description of an exemplary embodiment with reference to the illustration in the drawing. In the drawing, the figure shows a complete state diagram of a method according to the invention. Within this state diagram, the variables involved, which are only partially obtained directly from corresponding sensors within a vehicle as their output signals, are shown with the respective condition structure for each decision.

• • +1, für eine vorwärtsgerichtete Fahrt,
• • 0, für einen undefinierten Zustand (Stillstand) und
• • -1, für eine rückwärtsgerichtete Fahrt.

As is known from the prior art, the permitted vehicle states are as follows

• • +1, for forward travel,
• • 0, for an undefined state (standstill) and
• • -1, for backward travel.

1. 1. Aufnahme der vorhandenen Raddrehzahlen ${\text{V}}_1^{\text{j}},{\text{ V}}_2^{\text{j}},\dots$
   
   aus den entsprechenden Sensoren zu einem Zeitschritt j;
2. 2. Rechnerische Bestimmung einer Referenzgeschwindigkeit ${\text{V}}_{\text{ref}}^{\text{j}}$
   
   des Fahrzeugs aus den Raddrehzahlen ${\text{V}}_1^{\text{j}},{\text{ V}}_2^{\text{j}},\dots ;$
   
3. 3. Bestimmen eines Maximalwertes ${\text{V}}_{\text{max}}^{\text{j}}\equiv \text{max}\left(\left|{\text{V}}_{\text{ref}}^{\text{j}}\right|,\left|{\text{V}}_1^{\text{j}}\right|,\left|{\text{V}}_2^{\text{j}}\right|,\dots \right)$
   
   aus der Reihe der erhaltenen Raddrehzahlen ${\text{V}}_1^{\text{j}},{\text{ V}}_2^{\text{j}},\dots \text{.}$
   
4. 4. Entscheidung, ob eine minimal messbare Geschwindigkeit V_min durch die oben definierte Maximalgeschwindigkeit ${\text{V}}_{\text{max}}^{\text{j}}$
   
   des Fahrzeugs überschritten wurde;
5. 5. Falls Ja, dann untersuchen, ob sich das Fahrzeug zu bewegen begonnen hat, also ob ${\text{V}}_{\text{max}}^{\text{j-1}}<{\text{V}}_{\text{min}}<{\text{V}}_{\text{max}}^{\text{j}}$
   
6. 6. Falls Ja, dann die zeitliche Ableitung der angemessen gefilterten Längsbeschleunigung a_x für Zeitpunkt j bestimmen als $${\left[\frac{\text{d}}{\text{dt}}\text{Filt}\left({\text{a}}_{\text{x}}\right)\right]}^j$$
   
7. 7. Zuordnung des Ergebnisses der gefilterten zeitliche Ableitung der Längsbeschleunigung a_x
   1. +1: Vorwärtsfahrt unter eingangs genannten Konditionen, Zusammenfassung in der Figur;
   2. -1: Rückwärtsfahrt unter eingangs genannten Konditionen, Zusammenfassung in der Figur, und
   3. 0: undefinierter Zustand, falls
      • * a_x Signal nicht klar auswertbar, dann Plausibilitätsprüfung durch ein weiteres bekanntes Verfahren, oder
      • * ein jeweiliger Maximalwert aller vorhandenen Geschwindigkeiten unter dem Schwellwert liegt, also ${\text{V}}_{\text{max}}^{\text{j}}<{\text{V}}_{\text{min}}$
        
        und ein Stehen des Fahrzeugs angenommen werden kann.
8. 8. Gierrate ${\mathrm{\omega }}_{\text{z}}^{\text{Calc}}$
   
   berechnen und mit gemessener Gierrate ${\mathrm{\omega }}_{\text{z}}^{\text{Meas}}$
   
   vergleichen, diese Auswertung fortsetzen, falls im vorangehenden Zeitschritt j-1 das Ergebnis -1 lautete und nun $${\text{V}}_{\text{ref}}^{\text{j}}>{\text{V}}_{\text{ref}}^{\text{max}}\text{ oder }{\mathrm{\omega }}_{\text{z}}^{\text{Meas}}\to {\mathrm{\omega }}_{\text{z}}^{\text{Calc}}\text{ oder}$$
   
   im vorangehenden Zeitschritt j-1 das Ergebnis +1 lautete $${\text{V}}_{\text{ref}}^{\text{j}}<{\text{V}}_{\text{ref}}^{\text{max}}\text{ und }{\mathrm{\omega }}_{\text{z}}^{\text{Meas}}\to {\mathrm{\omega }}_{\text{z}}^{\text{Calc}}.$$
   
   Unter diesen Voraussetzungen wird direkter Wechsel von einem Zustand -1 auf +1 von einem vorangehenden Zeitschritt j-1 auf einen aktuellen Zeitschritt j und umgekehrt durchgeführt.
9. 9. Ergebnisausgabe an ein Fahrerassistenzsystem oder eine ähnliche übergeordnete Einheit und Verfahren für neuen Zeitschritt starten.

The process now takes place in the following steps:

1. 1. Recording the existing wheel speeds ${\text{v}}_1^{\text{j}},{\text{v}}_2^{\text{j}},\dots$
   
   from the corresponding sensors at a time step j;
2. 2. Computational determination of a reference speed ${\text{v}}_{\text{ref}}^{\text{j}}$
   
   of the vehicle from the wheel speeds ${\text{v}}_1^{\text{j}},{\text{v}}_2^{\text{j}},\dots ;$
   
3. 3. Determine a maximum value ${\text{v}}_{\text{Max}}^{\text{j}}\equiv \text{Max}\left(\left|{\text{v}}_{\text{ref}}^{\text{j}}\right|,\left|{\text{v}}_1^{\text{j}}\right|,\left|{\text{v}}_2^{\text{j}}\right|,\dots \right)$
   
   from the series of wheel speeds obtained ${\text{v}}_1^{\text{j}},{\text{v}}_2^{\text{j}},\dots \text{.}$
   
4. 4. Decide whether a minimum measurable speed V _min is determined by the maximum speed defined above ${\text{v}}_{\text{Max}}^{\text{j}}$
   
   of the vehicle was exceeded;
5. 5. If yes, then check whether the vehicle has started moving, i.e. whether ${\text{v}}_{\text{Max}}^{\text{j-1}}<{\text{v}}_{\text{min}}<{\text{v}}_{\text{Max}}^{\text{j}}$
   
6. 6. If yes, then determine the time derivative of the appropriately filtered longitudinal acceleration a _x for time j as $${\left[\frac{\text{d}}{\text{German}}\text{Filt}\left({\text{a}}_{\text{x}}\right)\right]}^j$$
   
7. 7. Assignment of the result of the filtered time derivative of the longitudinal acceleration a _x
   1. +1: Forward travel under the conditions mentioned at the beginning, summary in the figure;
   2. -1: Reversing under the conditions mentioned at the beginning, summary in the figure, and
   3. 0: undefined state if
      • * a _x Signal cannot be clearly evaluated, then plausibility check using another known method, or
      • * a respective maximum value of all existing speeds is below the threshold value, i.e ${\text{v}}_{\text{Max}}^{\text{j}}<{\text{v}}_{\text{min}}$
        
        and the vehicle can be assumed to be stationary.
8. 8. Yaw rate ${\mathrm{\omega }}_{\text{e.g}}^{\text{Calc}}$
   
   calculate and with measured yaw rate ${\mathrm{\omega }}_{\text{e.g}}^{\text{Meas}}$
   
   compare, continue this evaluation if the result was -1 in the previous time step j-1 and now $${\text{v}}_{\text{ref}}^{\text{j}}>{\text{v}}_{\text{ref}}^{\text{Max}}\text{or}{\mathrm{\omega }}_{\text{e.g}}^{\text{Meas}}\to {\mathrm{\omega }}_{\text{e.g}}^{\text{Calc}}\text{or}$$
   
   in the previous time step j-1 the result was +1 $${\text{v}}_{\text{ref}}^{\text{j}}<{\text{v}}_{\text{ref}}^{\text{Max}}\text{and}{\mathrm{\omega }}_{\text{e.g}}^{\text{Meas}}\to {\mathrm{\omega }}_{\text{e.g}}^{\text{Calc}}.$$
   
   Under these conditions, a direct change from a state -1 to +1 is carried out from a previous time step j-1 to a current time step j and vice versa.
9. 9. Output results to a driver assistance system or a similar higher-level unit and start procedures for a new time step.

The method described above with reference to the illustration in the drawing allows a respective direction of travel state to be recognized reliably and comparatively quickly, regardless of a respective driving situation, with a time delay of approximately 100 ms to 500 ms caused by the filtering in step 6.

Claims (4)

Method for determining the direction of travel of a vehicle, with at least two wheel speeds for determining wheel speeds $\left({\text{v}}_1^{\text{j}},{\text{v}}_2^{\text{j}},\dots \right)$

evaluated, correlated and measured with a sensor a longitudinal acceleration ( _a is taken, by comparison with a previous value of the wheel speed $\left({\text{v}}_{\text{Max}}^{\text{j}-1}\right)$

and a minimum speed of the wheel speed (V _min ) due to an inequality relationship $\left({\text{v}}_{\text{Max}}^{\text{j}-1}<{\text{v}}_{\text{min}}<{\text{v}}_{\text{Max}}^{\text{j}}\right)$

$$

it is examined whether the vehicle has started to move, characterized in that a maximum value of the wheel speeds $\left({\text{v}}_{\text{Max}}^{\text{j}}\equiv \text{Max}\left(\left|{\text{v}}_{\text{ref}}^{\text{j}}\right|,\left|{\text{v}}_1^{\text{j}}\right|,\left|{\text{v}}_2^{\text{j}}\right|,\dots \right)\right)$

and a wheel speed reference speed $\left({\text{v}}_{\text{ref}}^{\text{j}}\right)$

of the vehicle from the series of wheel speeds obtained $\left({\text{v}}_1^{\text{j}},{\text{v}}_2^{\text{j}},\dots .\right)$

are determined and that it is examined whether a minimum measurable speed of the wheel speed (V _min ) is determined by the maximum speed of the wheel speed $\left({\text{v}}_{\text{Max}}^{\text{j}}\right)$

of the vehicle has been exceeded, with a first time derivative of the filtered longitudinal acceleration (a _x ) being evaluated for the time (j). Procedure according to Claim 1 , characterized in that a yaw rate $\left({\omega }_{\text{e.g}}^{\text{Meas}}\right)$

measured and a yaw rate $\left({\omega }_{\text{e.g}}^{\text{Calc}}\right)$

are calculated from the wheel speeds, whereby the yaw rates $\left({\omega }_{\text{e.g}}^{\text{Meas}},{\omega }_{\text{e.g}}^{\text{Calc}}\right)$

$$

can be compared with each other with regard to convergence. Procedure according to Claim 2 , characterized in that a direct change from a state -1, which indicates backward travel, to +1, which indicates forward travel, is carried out from a previous time step (j-1) to a current time step (j), if In the previous time step (j-1) the result was -1, which indicates a backward journey, and now applies $${\text{v}}_{\text{ref}}^{\text{j}}>{\text{v}}_{\text{ref}}^{\text{Max}}\text{or}{\omega }_{\text{e.g}}^{\text{Meas}}\to {\omega }_{\text{e.g}}^{\text{Calc}}.$$

Procedure according to Claim 2 , characterized in that a direct change from a state +1 to -1 from a previous time step (j-1) to a current time step (j) is carried out if the result is +1 in the previous time step (j-1). indicates forward travel, was and now applies $${\text{v}}_{\text{ref}}^{\text{j}}<{\text{v}}_{\text{ref}}^{\text{Max}}\text{and}{\omega }_{\text{e.g}}^{\text{Meas}}\to -{\omega }_{\text{e.g}}^{\text{Calc}}.$$

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