WO2020161127A1 - Method of torque and acceleration monitoring in a vehicle - Google Patents

Method of torque and acceleration monitoring in a vehicle Download PDF

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Publication number
WO2020161127A1
WO2020161127A1 PCT/EP2020/052739 EP2020052739W WO2020161127A1 WO 2020161127 A1 WO2020161127 A1 WO 2020161127A1 EP 2020052739 W EP2020052739 W EP 2020052739W WO 2020161127 A1 WO2020161127 A1 WO 2020161127A1
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WO
WIPO (PCT)
Prior art keywords
torque
acceleration
vehicle
monitoring
demand
Prior art date
Application number
PCT/EP2020/052739
Other languages
French (fr)
Inventor
Florian BAUCHE
Jeremy Armengaud
Damien VASSALLO
Original Assignee
Delphi Automotive Systems Luxembourg Sa
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Delphi Automotive Systems Luxembourg Sa filed Critical Delphi Automotive Systems Luxembourg Sa
Publication of WO2020161127A1 publication Critical patent/WO2020161127A1/en

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/107—Safety-related aspects
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1002—Output torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
    • F02D2200/501—Vehicle speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • This relates to a method of monitoring torque and acceleration in a vehicle.
  • Preventing unwanted acceleration is done currently either by acceleration based monitoring or continuous torque monitoring.
  • Patent US9460628 describes a method and device for preventing unintentional acceleration of a motor vehicle.
  • US6919801B2 describes a vehicle safety system for preventing inadvertent acceleration of a vehicle.
  • US8775046B2 describes an unintended acceleration detection and correction, and
  • US8548712B2 describes an acceleration-based safety monitoring of a drive of a motor vehicle.
  • a method of monitoring a vehicle said vehicle including an internal combustion engine; comprising:
  • the method may include the step of d) controlling said vehicle to take remedial action if a fault is flagged in step c)
  • step b) may further includes determining if the difference between the demand and monitored torque is above a threshold level.
  • the method may include the step of controlling the vehicle engine to limit the torque produced.
  • step d) may comprise controlling the vehicle engine to limit the torque produced.
  • step a) If in step a) it is determined that the acceleration is above a threshold level and in step b) it is determined that monitored torque is not higher than the demand torque or the demand torque plus a margin, then in step c) no fault is flagged.
  • Step b) may only be performed if in step a) it is determined that the acceleration is above a threshold level.
  • FIG. 1 shows a flow chart of the methodology according to one example.
  • acceleration and torque monitoring is performed.
  • acceleration based monitoring is running all the time and torque monitoring is activated only if acceleration monitoring has detected an excessive acceleration.
  • torque monitoring detects a small excessive torque but the vehicle acceleration monitoring does not detect excessive acceleration then the situation is safe and no action is taken.
  • torque monitoring detects a high excessive torque then we can predict an excessive acceleration.
  • the acceleration may not yet have occurred because of vehicle inertia.
  • actions may be taken to limit engine torque depending on the degrees of excessive torque.
  • the torque monitoring may be used to confirm the unwanted acceleration as follows :if the torque monitoring does not detect any error on engine torque then it means that the car is accelerating because it is going downhill and no action to control it is necessary. On the contrary if torque monitoring detects excessive torque then the ongoing acceleration detected is indeed unexpected and actions to limit it should be taken to bring back the vehicle in a safe situation. Thanks to that strategy neither the inclination sensor is necessary anymore nor is there a need to set high detection threshold to avoid detecting downhill situation.
  • Figure 1 shows a flow chart illustrating methodology of the invention. Within the flowchart are shown three sub-methods which may be performed on their own.
  • Acceleration monitoring occur in step SI .
  • acceleration monitoring detects an excessive acceleration (e.g..
  • the threshold may be based on expected acceleration. Thus the threshold may be the expected acceleration plus a (e.g. small) margin.
  • measured acceleration is compared to expected acceleration.
  • the expected acceleration may be measured from torque output or torque demand (in a closed loop system) along with other parameters such as vehicle mass.
  • the skilled person would be able to determine from estimation or testing what the threshold for“excessive” may be.
  • curves may be utilized to determine maximum duration of an excessive acceleration before action are taken.
  • Subsequent or concurrent torque monitoring is performed and in step S3 there is detected excessive torque. This may be torque undershoot or overshoot i.e. the amount the actual or measured torque is away from the demand torque; (i.e.
  • measured torque is compared to the engine demand in a closed loop control system which compares its torque output to its torque demand.
  • excess torque is determined if the difference between the measured torque and the actual torque is more than a margin /threshold.
  • step S4 A conclusion in step S4 is that unwanted acceleration is present - excessive acceleration is caused by excessive torque. Consequently in step S5 action may be taken to limit the torque.
  • step S6 If there is no excessive torque after excessive acceleration had been detected at step S6 then a conclusion at step S7 may be that there is a downhill situation and excessive acceleration is caused by the downhill slope. At step S8 it is decided no consequential action is taken.
  • step S9 On the right hand side at step S9 no excessive acceleration if detected.
  • the torque monitoring either detects excessive torque (e.g. above a threshold) at step S10 or no excessive torque at step SI 1. If there is no excessive torque then at step S12 it is assumed normal driving conditions and at step S13 it is concluded no action is to be taken. If excess torque has been detected at S10, it is decided whether excess torque (torque overshoot or undershoot) is below or above a threshold (e.g. 50Nm). If this is below a threshold at step S14 then at step S15 the excessive torque is ignored as it is concluded that the error in torque (excess) is to small to have an impact on e.g. vehicle acceleration. At step S 16 it is concluded no consequential action is to be performed.
  • excess torque torque overshoot or undershoot
  • a threshold e.g. 50Nm
  • step S18 If the excess torque (torque overshoot or undershoot) is above a threshold (e.g. 50Nm) at step SI 7, then it is decided at step S18 that the excessive torque is dangerous and that vehicle acceleration may soon become dangerous. At step S19 action is taken to limit the torque produced.
  • a threshold e.g. 50Nm
  • this methodology does not need an additional sensor to achieve unwanted acceleration detection in all situations or a specific monitoring of engine air charge; so the advantage is that it is not using any additional sensors without infringing on safety by setting high detection thresholds.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

A method of monitoring a vehicle, said vehicle including an internal combustion engine; comprising: a) monitoring the acceleration of the vehicle, and determining if the acceleration is above a threshold level; b) monitoring the torque developed by the engine and comparing this with a demand torque to determine if the monitored torque is higher than the demand torque, c) flagging or not flagging a fault condition dependent on the results of steps a) and b).

Description

Method of Torque and Acceleration Monitoring in a Vehicle
TECHNICAL FIELD
This relates to a method of monitoring torque and acceleration in a vehicle.
BACKGROUND OF THE INVENTION
Preventing unwanted acceleration is done currently either by acceleration based monitoring or continuous torque monitoring.
To prevent unwanted vehicle acceleration, two main methodologies are used in prior art. One is torque monitoring of the vehicle engine; this method is complex to develop and focuses only on engine torque while a slight overshoot of engine torque will have no effect on vehicle dynamic. The other is vehicle acceleration monitoring; this method is simple and is more resilient to small, irrelevant torque error. However when driving e.g. down a slope, it is not possible to differentiate between acceleration due to the slope or unwanted acceleration from the engine without adding an inclination sensor.
So many prior art systems require an inclination sensor, or monitoring air filling inside the engine along with acceleration monitoring concept. In case of excessive acceleration, for instance in a slope, actions are taken only if an excessive amount of air inside the engine is suspected.
When using acceleration monitoring or torque monitoring there is a need to set high detection thresholds for excessive acceleration detection. This leads to higher and longer excessive acceleration before system reaction
Patent US9460628 describes a method and device for preventing unintentional acceleration of a motor vehicle. US6919801B2 describes a vehicle safety system for preventing inadvertent acceleration of a vehicle. US8775046B2 describes an unintended acceleration detection and correction, and US8548712B2 describes an acceleration-based safety monitoring of a drive of a motor vehicle.
It is an object of the invention to overcome these problems and include a methodology which does not include an inclination sensor.
SUMMARY OF THE INVENTION
In one aspect is provided a method of monitoring a vehicle, said vehicle including an internal combustion engine; comprising:
a) monitoring the acceleration of the vehicle, and determining if the acceleration is above a threshold level;
b) monitoring the torque developed by the engine and comparing this with a demand torque to determine if the monitored torque is higher than the demand torque,
c) flagging or not flagging a fault condition dependent on the results of steps a) and b) .
The method may include the step of d) controlling said vehicle to take remedial action if a fault is flagged in step c)
If in step a) it is determined acceleration is at or below said threshold level and in step b) it is determined that monitored torque is higher than the demand torque, then step b) may further includes determining if the difference between the demand and monitored torque is above a threshold level.
If the difference between the demand and monitored torque is above said threshold level, the method may include the step of controlling the vehicle engine to limit the torque produced.
If the difference between the demand and monitored torque is below said threshold level, taking no action may be taken. If in step a) it is determined that the acceleration is above a threshold level and in step b) monitored torque is higher than the demand torque or the demand torque plus a margin, then step d) may comprise controlling the vehicle engine to limit the torque produced.
If in step a) it is determined that the acceleration is above a threshold level and in step b) it is determined that monitored torque is not higher than the demand torque or the demand torque plus a margin, then in step c) no fault is flagged.
Step b) may only be performed if in step a) it is determined that the acceleration is above a threshold level.
BRIEF DESCRIPTION OF THE DRAWINGS
The present invention is now described by way of example with reference to the accompanying drawing in which:
- Figure 1 shows a flow chart of the methodology according to one example.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
In one aspect of the invention acceleration and torque monitoring is performed.
In one example acceleration based monitoring is running all the time and torque monitoring is activated only if acceleration monitoring has detected an excessive acceleration. In case of normal driving situation, if the torque monitoring detects a small excessive torque but the vehicle acceleration monitoring does not detect excessive acceleration then the situation is safe and no action is taken. On the contrary if torque monitoring detects a high excessive torque then we can predict an excessive acceleration. The acceleration may not yet have occurred because of vehicle inertia. As a consequence, actions may be taken to limit engine torque depending on the degrees of excessive torque.
In this way a less complex torque monitoring method is provided because the inconsequential over/undershoots of torque a safety point of view will be ignored.
In case of acceleration monitoring if excessive acceleration is detected, the torque monitoring may be used to confirm the unwanted acceleration as follows :if the torque monitoring does not detect any error on engine torque then it means that the car is accelerating because it is going downhill and no action to control it is necessary. On the contrary if torque monitoring detects excessive torque then the ongoing acceleration detected is indeed unexpected and actions to limit it should be taken to bring back the vehicle in a safe situation. Thanks to that strategy neither the inclination sensor is necessary anymore nor is there a need to set high detection threshold to avoid detecting downhill situation.
Figure 1 shows a flow chart illustrating methodology of the invention. Within the flowchart are shown three sub-methods which may be performed on their own.
Acceleration monitoring occur in step SI . On the left hand side of the figure in step S2 acceleration monitoring detects an excessive acceleration (e.g..
monitored/actual acceleration above a threshold). The threshold may be based on expected acceleration. Thus the threshold may be the expected acceleration plus a (e.g. small) margin.
In one example measured acceleration is compared to expected acceleration. The expected acceleration may be measured from torque output or torque demand (in a closed loop system) along with other parameters such as vehicle mass. The skilled person would be able to determine from estimation or testing what the threshold for“excessive” may be. In examples (vehicle reaction test) curves may be utilized to determine maximum duration of an excessive acceleration before action are taken. Subsequent or concurrent torque monitoring is performed and in step S3 there is detected excessive torque. This may be torque undershoot or overshoot i.e. the amount the actual or measured torque is away from the demand torque; (i.e.
measured torque is compared to the engine demand in a closed loop control system which compares its torque output to its torque demand.
In an example excess torque is determined if the difference between the measured torque and the actual torque is more than a margin /threshold.
In this case excessive torque depends on the torque estimator we use. If e.g.
torque estimation is accurate down to lONm; 20Nm is then a reasonable excessive torque value because we can clearly deduce that a 30Nm over/undershoot is not only caused by bad torque estimation. On the contrary with a simplified torque estimator then we might have 25Nm accuracy which means excessive torque is then 50Nm
A conclusion in step S4 is that unwanted acceleration is present - excessive acceleration is caused by excessive torque. Consequently in step S5 action may be taken to limit the torque.
If there is no excessive torque after excessive acceleration had been detected at step S6 then a conclusion at step S7 may be that there is a downhill situation and excessive acceleration is caused by the downhill slope. At step S8 it is decided no consequential action is taken.
On the right hand side at step S9 no excessive acceleration if detected. The torque monitoring either detects excessive torque (e.g. above a threshold) at step S10 or no excessive torque at step SI 1. If there is no excessive torque then at step S12 it is assumed normal driving conditions and at step S13 it is concluded no action is to be taken. If excess torque has been detected at S10, it is decided whether excess torque (torque overshoot or undershoot) is below or above a threshold (e.g. 50Nm). If this is below a threshold at step S14 then at step S15 the excessive torque is ignored as it is concluded that the error in torque (excess) is to small to have an impact on e.g. vehicle acceleration. At step S 16 it is concluded no consequential action is to be performed.
If the excess torque (torque overshoot or undershoot) is above a threshold (e.g. 50Nm) at step SI 7, then it is decided at step S18 that the excessive torque is dangerous and that vehicle acceleration may soon become dangerous. At step S19 action is taken to limit the torque produced.
In contrast to the prior art this methodology does not need an additional sensor to achieve unwanted acceleration detection in all situations or a specific monitoring of engine air charge; so the advantage is that it is not using any additional sensors without infringing on safety by setting high detection thresholds.
It is also an improvement compared to the prior act as it allows a better detection of an unexpected acceleration in a context of a downhill situation. Indeed by design the torque monitoring is also taking into account the unexpected acceleration due to spark ignition timing alteration while the air charge based detection doesn’t consider it.
It also eases the torque monitoring development process as it doesn’t need to be active all the time. It makes it more resilient to faulty or irrelevant detection of excessive torque situation as it is used in conjunction with the acceleration monitoring.

Claims

1. A method of monitoring a vehicle, said vehicle including an internal combustion engine; comprising:
a) monitoring the acceleration of the vehicle, and determining if the acceleration is above a threshold level;
b) monitoring the torque developed by the engine and comparing this with a demand torque to determine if the monitored torque is higher than the demand torque,
c) flagging or not flagging a fault condition dependent on the results of steps a) and b) .
2. A method as claimed in claim 1 including the step of d) controlling said vehicle to take remedial action if a fault is flagged in step c)
3. A method as claimed in claims 2 where if in step a) it is determined acceleration is at or below said threshold level and in step b) it is determined that monitored torque is higher than the demand torque, then step b) further includes determining if the difference between the demand and monitored torque is above a threshold level.
4. A method as claimed in claim 3 wherein if the difference between the demand and monitored torque is above said threshold level, controlling the vehicle engine to limit the torque produced.
5. A method as claimed in claim 3 wherein if the difference between the demand and monitored torque is below said threshold level, taking no action.
6. A method as claimed in claims 2 where if in step a) it is determined that the acceleration is above a threshold level and in step b) monitored torque is higher than the demand torque or higher than a demand torque plus a margin, then step d) comprises controlling the vehicle engine to limit the torque produced.
7 A method as claimed in claims 1 where if in step a) it is determined that the acceleration is above a threshold level and in step b) it is determined that monitored torque is not higher than the demand torque or a demand torque plus a margin, then in step c) no fault is flagged.
8. A method as claimed in claims 1 to 7 where step b) is only performed if in step a) it is determined that the acceleration is above a threshold level.
PCT/EP2020/052739 2019-02-04 2020-02-04 Method of torque and acceleration monitoring in a vehicle WO2020161127A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB1901487.7 2019-02-04
GB1901487.7A GB2580979A (en) 2019-02-04 2019-02-04 Method of torque and acceleration monitoring in a vehicle

Publications (1)

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WO2020161127A1 true WO2020161127A1 (en) 2020-08-13

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Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1288468A2 (en) * 2001-08-29 2003-03-05 Yamaha Hatsudoki Kabushiki Kaisha Control device of an internal combustion engine
US6919801B2 (en) 2003-10-06 2005-07-19 Jae Yeal Kim Vehicle safety system for preventing inadvertent acceleration of a vehicle
US8548712B2 (en) 2011-05-10 2013-10-01 Bayerische Motoren Werke Aktiengesellschaft Acceleration-based safety monitoring of a drive of a motor vehicle
US8775046B2 (en) 2011-09-01 2014-07-08 Robert Bosch Gmbh Unintended acceleration detection and correction
US20150025765A1 (en) * 2013-07-22 2015-01-22 Robert Bosch Gmbh Method and device for preventing unintentional acceleration of a motor vehicle
DE102017206198A1 (en) * 2016-05-10 2017-11-16 Suzuki Motor Corporation CONTROL DEVICE FOR VEHICLES
DE102016219315A1 (en) * 2016-10-05 2018-04-05 Continental Automotive Gmbh Method and device for avoiding unwanted acceleration of a motor vehicle

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JPH01162084U (en) * 1988-04-30 1989-11-10
US6061623A (en) * 1998-07-17 2000-05-09 Ford Global Technologies, Inc. Method and system for pre-positioning wheel torque in a torque based vehicle speed control
DE19928477A1 (en) * 1999-06-22 2000-12-28 Bosch Gmbh Robert Control method for vehicle drive unit involves detecting signal representing vehicle acceleration, determining actual torque of drive unit depending upon acceleration signal
JP5351064B2 (en) * 2010-01-20 2013-11-27 本田技研工業株式会社 Control device for internal combustion engine
US9014931B2 (en) * 2012-12-19 2015-04-21 Caterpillar, Inc. System and method for controlling a transmission

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1288468A2 (en) * 2001-08-29 2003-03-05 Yamaha Hatsudoki Kabushiki Kaisha Control device of an internal combustion engine
US6919801B2 (en) 2003-10-06 2005-07-19 Jae Yeal Kim Vehicle safety system for preventing inadvertent acceleration of a vehicle
US8548712B2 (en) 2011-05-10 2013-10-01 Bayerische Motoren Werke Aktiengesellschaft Acceleration-based safety monitoring of a drive of a motor vehicle
US8775046B2 (en) 2011-09-01 2014-07-08 Robert Bosch Gmbh Unintended acceleration detection and correction
US20150025765A1 (en) * 2013-07-22 2015-01-22 Robert Bosch Gmbh Method and device for preventing unintentional acceleration of a motor vehicle
US9460628B2 (en) 2013-07-22 2016-10-04 Robert Bosch Gmbh Method and device for preventing unintentional acceleration of a motor vehicle
DE102017206198A1 (en) * 2016-05-10 2017-11-16 Suzuki Motor Corporation CONTROL DEVICE FOR VEHICLES
DE102016219315A1 (en) * 2016-10-05 2018-04-05 Continental Automotive Gmbh Method and device for avoiding unwanted acceleration of a motor vehicle

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GB2580979A (en) 2020-08-05
GB201901487D0 (en) 2019-03-27

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