CN101565037B - Turning track auxiliary system used for accelerating vehicle - Google Patents
Turning track auxiliary system used for accelerating vehicle Download PDFInfo
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- CN101565037B CN101565037B CN200910137619.6A CN200910137619A CN101565037B CN 101565037 B CN101565037 B CN 101565037B CN 200910137619 A CN200910137619 A CN 200910137619A CN 101565037 B CN101565037 B CN 101565037B
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- 238000000034 method Methods 0.000 claims abstract description 30
- 230000001133 acceleration Effects 0.000 claims abstract description 14
- 230000001012 protector Effects 0.000 claims description 5
- 230000003760 hair shine Effects 0.000 claims description 3
- 230000008569 process Effects 0.000 abstract description 6
- 238000010586 diagram Methods 0.000 abstract description 4
- 238000013507 mapping Methods 0.000 abstract 1
- 230000002349 favourable effect Effects 0.000 description 4
- 230000007246 mechanism Effects 0.000 description 4
- 230000001141 propulsive effect Effects 0.000 description 4
- 230000005484 gravity Effects 0.000 description 3
- 230000009471 action Effects 0.000 description 2
- 238000006243 chemical reaction Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000006872 improvement Effects 0.000 description 2
- 238000012423 maintenance Methods 0.000 description 2
- 238000005259 measurement Methods 0.000 description 2
- 230000003213 activating effect Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000001035 drying Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000010363 phase shift Effects 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 230000004044 response Effects 0.000 description 1
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/175—Brake regulation specially adapted to prevent excessive wheel spin during vehicle acceleration, e.g. for traction control
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
- B60T8/17555—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve specially adapted for enhancing driver or passenger comfort, e.g. soft intervention or pre-actuation strategies
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
- B60T2201/16—Curve braking control, e.g. turn control within ABS control algorithm
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
- B60T2210/10—Detection or estimation of road conditions
- B60T2210/12—Friction
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/20—ASR control systems
- B60T2270/202—ASR control systems for all-wheel drive vehicles
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Regulating Braking Force (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
The invention relates to a target braking method for the driving wheel of motor vehicle output shaft, specifically, the invention relates to a turning lane auxiliary system used for accelerate vehicles. For improving the stability of vehicle specially in acceleration process, the invention provides the following steps: a, determining characteristic adhesion value; b, obtaining a quasistate path radius set value by a three dimensional characteristic diagram; c, mapping the under steering gradient of the motor vehicle by the characteristic diagram; d, obtaining the wheel differential speed set value of the wheel shaft; d, obtaining the wheel actual differential speed of the wheel shaft; and f, setting a braking torque for braking one wheel if the actual differential speed is smaller than the differential velocity set value; wherein g, for the target braking of the wheel with extra-high speed, obtaining the set braking torque in a closed control circuit and outputting it to every brake apparatus.
Description
Technical field
The present invention relates to the method for the object braking of the drive wheel of power actuated vehicle output shaft.
Background technology
In the time that power actuated vehicle is turned, vertical power shifts and usually occurs between the wheel song of turning medial and the wheel in the outside of turning.In the present invention, the wheel of turning medial normally alleviates load, and the wheel in the outside of turning is to bear a heavy burden.
If chaufeur relies on Das Gaspedal to require engine drive torque so, in usual vehicle design, above-mentioned engine drive torque is passed to drive wheel by transmission system (drive train).In this case, differential gear train mechanism (differential gear mechanism), or differential gear train mechanism with regard to all-wheel drive vehicles guarantees to have the roughly distribution of equivalent between the wheel of turning medial and the wheel in the outside of turning as differential balance.
Alleviate when turning with regard to the wheel of turning medial of load, can be exceeded the longitudinal force (longitudinal force) of being transmitted by tire by driver requested propulsive effort.Thereby the wheel that quickening has been alleviated load by the torque exceeding reaches the rotative speed not conforming to actual speed, result causes occurring the straight skidding of increase between tire and road surface.
The result of such straight skidding is, the side guidance force (lateralguiding force) that can transmit by tire reduces greatly, and therefore the whole side guidance force of axle drive shaft also reduces.Vehicle is by the path of leaving it and meeting deflection angle and momentary velocity.Therefore the stability of vehicle or safety no longer include guarantee.
In order to ensure the safety of vehicle, for example, in order to realize the stable and unified of turn inside diameter, DE196 39 621 B4 (US 5,850,616) number patent adopts controlled power to be applied to wheel, implements traction control simultaneously.But these two systems (traction controller/braking-force controllers) are being cancelled out each other aspect the effect of the two.Intend by providing the engine output torque of braking pressure and relatively reduce to be used for controlling the traction of four-wheel according to this pull-in control system of 4Wdvehicle in DE 196 39 621 B4 patents simultaneously, the multiple slip of crossing that allows to stop wheel, reduces slip value by this way.
DE 699 35 090 T2 (US 6,208,929) number patent relates to while turning, is to improve vehicle stability, for having the open/close control setup of distribution of torque of all-wheel powered vehicle.In the time that braking force is applied to the wheel being braked, reduce the driving torque of front-wheel or trailing wheel simultaneously.
DE 102 96 926 T5 (US 7,263,419) number patent discloses a kind of vehicle control system, and the control processor in this system is used for processing and drives input, thereby drives the requirement of current driver's and the requirement control vehicle in accordance with chaufeur by controlling active mode.
No. 2005/062984 patent application of WO relates to the prognoses system for avoiding collision.
Summary of the invention
The present invention is based on such object: a kind of method of object braking of drive wheel of power actuated vehicle output shaft is provided, and the method, in power actuated vehicle turning process, particularly improves the stability of vehicle in power actuated vehicle accelerator.
According to the present invention, the method for the object braking of this object by having the drive wheel for power actuated vehicle output shaft of feature described in claim 1 realizes.The favourable improvement of the method is disclosed in the dependent claims.
On the one hand, the present invention is based on such knowledge: the corresponding wheel driving torque being guided by the slippage of turning medial can be reduced.But therefore the driving torque of the wheel in the outside of turning also can reduce simultaneously, result is not utilize it to adhere to potential (adhesion potential).On the other hand, the present invention is based on such understanding: the velocity of rotation of the wheel in the outside of turning can be by the control of independent wheel braking process wheelslip control variable.Vehicle with conventionally can be used for by the vehicle reference velocity in the shaft drying situation of the list rotating freely, nonpowered axle forms determine wheelslip.On the other hand, the in the situation that of all-wheel drive vehicles, the reliability of the accurate Calculation of vehicle reference velocity is limited, and reason is that all drive wheels may be in slip state.Another control variable of braking independent wheel can be the setting value of the lateral deviation rate that obtains from vehicle reference model and compare with lateral deviation rate (yaw rate) actual, after measured.This lateral deviation rate is the speed of power actuated vehicle around the vertical axis revolving moving by vehicle's center of gravity.Here can also implement the object braking of drive wheel.Differential gear train mechanism is used for the summation of propulsive effort and braking force to offer the wheel relative with the wheel being braked.As a result, asymmetric longitudinal force causes the additional yaw moment (yaw moment) acting on vehicle's center of gravity.By the description to vehicle dynamics relation above, this optionally brake intervention often occur on the wheel of the turning medial that alleviates load and become apparent.But, use this control method, first difference must appear between the lateral deviation rate of vehicle reference model and measurement value sensor and exceed threshold value.For this reason, this control can only postpone to activate and it shows the phase shifts between requirement and the vehicle reaction of chaufeur.On the contrary, the invention provides a kind of improved method, disclose the control for the operation of single wheel braking, wherein avoided relying on accurate definite reference velocity but also the phase-shifted that reduced to relate to the control of lateral deviation rate.
In this degree, advantageously provide the method for the control variable of identification brake intervention and/or braking torque interference, in the process of application the method, in the time that power actuated vehicle is turned, the compensation between vehicle lane maintenance, stability and acceleration capability is improved with respect to orthodox method.
For this reason, advantageously provide the step of the object braking of the preferably drive wheel that comprises as follows at least one axle drive shaft of power actuated vehicle:
A determines feature adhesion value,
B preferably obtains quasistatic path radius (path radius) setting value by three-dimensional character figure,
C shines upon the understeering gradient (understeer gradient) of power actuated vehicle by characteristic map,
D obtains the wheel differential velocity setting value of wheel shaft,
E obtains the actual differential velocity of wheel of wheel shaft, and
If the actual differential velocity of f is less than differential velocity setting value, set the braking torque of a wheel of braking, wherein
G, in order to rotate the object braking of too fast wheel, obtains the braking torque of setting, and is outputed to each brake equipment in closed control loop.
First Formation and characteristics adhesion value is favourable, and it indicates the how many existing side forces of instantaneous driving condition.Characteristic adhesion value is formed by the input value that comprises transverse acceleration and friction coefficient.This characteristic adhesion value can also be described as being suitable for the transverse acceleration of friction environment.The emulated data obtaining based on take off data and according to following equation 1 is determined such correlativity by rule of thumb.
For example can apply following equation:
In the vehicle dynamics of power actuated vehicle, quasistatic path radius depends on deflection angle, transverse acceleration and tire/surface friction coefficient.Correlativity between single numerical value is determined by car construction.In order to simplify the complexity of this correlativity, characteristic adhesion value advantageously generates.
The quasistatic path radius that then can realize can be described as comprising the result of the input variable of deflection angle and applicable transverse acceleration (characteristic adhesion value).The characteristic map obtaining from above-mentioned take off data or emulated data, preferably three-dimensional character figure, is convenient to for this.
By characteristic map, preferably three-dimensional character figure shines upon and describes the nonlinear vehicle understeering of real vehicle gradient.Non-linear in meaning of the present invention is defined as such implication: although there is constant deflection angle, real vehicle by the speed with different along different path radius.
If quasistatic path radius setting value is known, is beneficial to and utilizes momentary velocity and the tire protector width that vehicle is known to obtain the preferably differential velocity setting value of drive wheel free skating movement row.For example, can realize by equation 3
Wherein, due to shorter rotating operation, the wheel of turning medial will always have lower speed (free slippage).
For example, if then propulsive effort (accelerating) appears at these wheels, preferably appear at the drive wheel of wheel shaft, no longer meet the condition of free skating movement row.In the present invention, in turning process in turning medial and the wheel that the alleviates load higher slip value of experience first conventionally.This causes the real or actual differential velocity of wheel of wheel shaft to be set, and the speed of setting produces and departs from the differential values setting value calculating above, and this setting speed easily obtains.
Departing from of transition condition (slippage) can be by rotating the too wheel of fast (with respect to wheel velocity setting value) with respect to free slippage differential velocity (differential velocity setting value), that is to say, the object braking of the wheel of for example turning medial compensates.Impel each braking by closed control loop, this is easily to realize.
As another selection of the described differential velocity setting value obtaining by characteristic map, above-mentioned differential velocity setting value can also obtain by simple auto model.Under these circumstances, v in equation 3
x/ r (v
xthe longitudinal velocity of=vehicle; R=path radius setting value) the reference lateral deviation rate that obtained of commercialization replace.Then in the characteristic curve of vehicle parameter, shine upon the non-linear of vehicle or the understeering gradient function as vehicle-state variable.
It will also be appreciated that, select as another of the reference lateral deviation rate of the auto model of describing in method above, use the reference lateral deviation rate of existing stabilitrak.
May be further to replace by the actual lateral deviation rate of vehicle measuring the reference lateral deviation rate obtaining.
In this degree, step a (determining characteristic adhesion value) and step b (preferably obtaining quasistatic path radius setting value by three-dimensional character figure) can replace with above-mentioned other selection.With regard to simple auto model, advantageously shine upon the understeering gradient according to step c by such fact: the parameter of model is carried out the function as state variable using characteristic form.With regard to reference model, can suppose that such correlativity has been stored in existing stabilitrak.
In a favourable improvement of method, allow that the parametrization of better three-dimensional character figure or auto model can be adapted to exterior circumferential environment and disturbance variable, for example, different tire characteristicss.For example, allow that the difference of wheel differential velocity setting value in driving model and actual wheel differential degree is stored in specific driving condition with the form of feedback, for example low to middle transverse acceleration and/or low propulsive effort.These can be placed in mutual correlativity, for example, and the mode with following:
In equation 4, the implication of every is as follows:
Δ v
setpthe wheel differential velocity setting value of turning outboard/inboard
Δ v
actthe instantaneous wheel differential velocity of turning outboard/inboard
N
rcharacteristic map/vehicle parameter zoom variables
K
rn
rthe time derivative factor
This means, for example, the multiplying of being multiplied by the factor is also recorded as the size variable factor of the output valve of above-mentioned characteristic map.
The present invention has advantageously provided the differential velocity controller that a kind of characteristic model for driving wheel for motor vehicle is controlled or auto model is controlled, and it can improve lane keeping when turn inside diameter accelerates.
The present invention is based on such understanding: use the present invention is favourable in the physically suitable operating range of vehicle dynamics.Such understanding termination when the average velociity of the wheel of axle drive shaft obviously exceedes the wheel average velociity of other axle.For all-wheel drive vehicles, the average velociity of all drive wheels can not increase faster than a certain mark, and this mark is defined as the mark of friction coefficient.In order to limit this operating range, be necessary also interference to be used in engine controller to limit motor torque and output to drive wheel.On the contrary, in operating range, the braking torque requiring by improving motor torque compensation, result is on the one hand, has improved comfortable while accelerating conversion, on the other hand, has strengthened process stabilization effect.
Lateral deviation rate controller and combination of the present invention can be provided in the sense of the present invention, on the one hand for realize control in driving situation compared with fast-response, on the other hand, do not increase driving slippage in order to improve the maintenance in track in driving situation.
Accompanying drawing explanation
The method according to this invention will describe as basis take accompanying drawing:
Fig. 1 is the efficiency chart in the time activating braking torque control, and
Figure 2 shows that the schematic diagram that feeds back measurement signal and characteristic map signal in the time of the control of un-activation braking torque.
The specific embodiment
In order to implement this method, it is useful that a kind of brake system that can automatically apply scalable braking torque is provided, and that is to say the independent wheel braking torque producing in closed control loop, is independently to each wheel.In addition if the following state of vehicle is known, be useful to the present invention, for example,
A
yvehicle lateral acceleration in center of gravity
The friction coefficient on μ tire/road surface
δ steering wheel angle
V
xthe longitudinal velocity of vehicle
Δ v
actthe actual wheel differential velocity of turning outboard/inboard
Above-mentioned Vehicular status signal produces in square frame 1 (vehicle).Signal a
yconvert numerical value with μ to by functional relation (for example, according to equation 2), or convert characteristic adhesion value (characteristic adhesion value) (applicable transverse acceleration) to.This characteristic adhesion value and steering wheel angle signal δ are provided to three-dimensional character figure (square frame 3).In three-dimensional character figure (square frame 3), can determine path radius r setting value (can obtain to quasistatic) and steering wheel angle δ.On this axletree, the especially wheel differential velocity setting value Δ v on axle drive shaft
setpby equation 3 and speed v
xand tire protector width s obtains.Speed v
xin square frame 1 (vehicle), produce.(known) tire protector width of front axle is decided to be subscript abbreviation v.Correspondingly, (known) tire protector width of back axle is decided to be subscript abbreviation h (seeing equation 3).
In square frame 1 (vehicle), actual vehicle differential velocity Δ v
actsignal produce, and with the vehicle differential velocity setting value v obtaining
setpsignal be provided to closed control loop (square frame 4).Be less than the setting of wheel differential velocity if can observe actual wheel differential velocity, can reach a conclusion so: the wheel of turning medial exists too much slippage.Under these circumstances, need to provide the braking torque (signal 5) setting and/or produce in proportion and/or export by closed control loop (square frame 4).Above-mentioned signal is provided to the object braking that causes each wheel by brake equipment, or turning medial wheel, or each braking of axle drive shaft.
Figure 2 shows that the illustrative diagram of characteristic map (square frame 3), for example exterior circumferential environment and disturbance variable, for example different tire characteristicss.For example low in transverse acceleration and/or low driving force, by feedback (square frame 6) record (wheel) differential velocity setting value and actual wheel differential velocity between difference.As front, wheel characteristics variable comprises the transverse acceleration, friction coefficient and the steering wheel angle that are provided to square frame 3 (characteristic map), and wherein wheel differential velocity setting value obtains by said method.Advantageously provide logical action 7, logical action 7 is that actual wheel differential velocity deducts the numerical value that wheel differential velocity setting value obtains.This numerical value (difference) is provided to the feedback (square frame 6) of carrying out multiplying according to equation 4.Therefore Fig. 2 has described the program in the time of braking torque control un-activation.Can be provided in a certain driving condition, for example low in transverse acceleration and/or low driving force (vide ut supra).Since it is so, the square frame 4 in Fig. 1 does not require any braking torque.The difference of wheel differential velocity setting value and actual wheel differential velocity is by feedback (square frame 6) record, and these can be placed in correlativity each other, for example, and described in the explanation of equation 4.
Claims (7)
1. a method for the object of the drive wheel of power actuated vehicle output shaft braking, the method includes the steps of
A determines characteristic adhesion value, and wherein, characteristic adhesion value is formed by the input value that comprises transverse acceleration and friction coefficient, or, characteristic adhesion value is described as being suitable for to the transverse acceleration of friction environment,
B obtains quasistatic path radius setting value by three-dimensional character figure,
C shines upon the understeering gradient of power actuated vehicle by characteristic map,
D obtains the wheel differential velocity setting value of wheel shaft,
E obtains the actual differential velocity of wheel of wheel shaft, and
If the actual differential velocity of f is less than differential velocity setting value, set the braking torque of a wheel of braking, wherein
G, in order to rotate the object braking of too fast wheel, obtains the braking torque of setting, and is outputed to each brake equipment in closed control loop.
2. method according to claim 1, is characterized in that, quasistatic path radius setting value is formed by the input variable that comprises deflection angle and characteristic adhesion value.
3. method according to claim 1 and 2, is characterized in that, wheel differential velocity setting value is formed by quasistatic path radius setting value, momentary velocity and the tire protector width of vehicle.
4. method according to claim 1 and 2, is characterized in that, differential velocity setting value is obtained by auto model or single line model or obtained or by obtaining through the lateral deviation rate of measuring by existing constancy system.
5. method according to claim 1 and 2, it is characterized in that, characteristic map is adapted to exterior circumferential environment and disturbance variable, and wherein the difference of differential velocity setting value and the actual differential velocity of wheel, with the mode record of feedback, wherein produces the zoom variables of characteristic map.
6. method according to claim 3, is characterized in that, characteristic map is adapted to exterior circumferential environment and disturbance variable, and wherein the difference of differential velocity setting value and the actual differential velocity of wheel, with the mode record of feedback, wherein produces the zoom variables of characteristic map.
7. method according to claim 4, is characterized in that, characteristic map is adapted to exterior circumferential environment and disturbance variable, and wherein the difference of differential velocity setting value and the actual differential velocity of wheel, with the mode record of feedback, wherein produces the zoom variables of characteristic map.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102008020410.2 | 2008-04-24 | ||
| DE102008020410.2A DE102008020410B4 (en) | 2008-04-24 | 2008-04-24 | Method for targeted braking of a driven wheel of a drive axle of a motor vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN101565037A CN101565037A (en) | 2009-10-28 |
| CN101565037B true CN101565037B (en) | 2014-05-28 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN200910137619.6A Expired - Fee Related CN101565037B (en) | 2008-04-24 | 2009-04-23 | Turning track auxiliary system used for accelerating vehicle |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN101565037B (en) |
| DE (1) | DE102008020410B4 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102012101545B4 (en) | 2012-02-27 | 2022-02-24 | Car-Pro Akademie GmbH | Method of controlling a vehicle |
| DE102012101546A1 (en) | 2012-02-27 | 2013-08-29 | Car-Pro Akademie GmbH | Method for controlling vehicle, e.g. for regulating driving behavior of vehicle using control system, involves braking vehicle when angular difference is greater than predetermined threshold difference angle by blocking wheels of vehicle |
| CN108944866B (en) * | 2018-07-06 | 2021-06-01 | 长春工业大学 | Self-adaptive model prediction control algorithm for improving steering and braking cooperative control |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5504680A (en) * | 1993-02-04 | 1996-04-02 | Mazda Motor Corporation | Slip control system for vehicle |
| US5951122A (en) * | 1997-12-31 | 1999-09-14 | The B.F. Goodrich Company | Antiskid control and wheel lock protection differential reference controller |
| US6691016B1 (en) * | 1999-11-11 | 2004-02-10 | Zf Friedrichshafen Ag | Method for reducing the wheel slip of a motor vehicle |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01112164A (en) * | 1987-10-26 | 1989-04-28 | Fuji Heavy Ind Ltd | Slip detecting device |
| JP3577375B2 (en) * | 1995-09-28 | 2004-10-13 | 富士重工業株式会社 | Traction control device for four-wheel drive vehicle |
| EP0963892B1 (en) * | 1998-06-09 | 2007-02-14 | Fuji Jukogyo Kabushiki Kaisha | Torque distribution control apparatus for 4 wheel driven vehicle |
| GB0114424D0 (en) * | 2001-06-13 | 2001-08-08 | Ricardo Consulting Eng | Improved vehicle control |
| DE10338879A1 (en) * | 2003-08-23 | 2005-03-17 | Wabco Gmbh & Co.Ohg | Method for estimating a lateral acceleration of a vehicle |
| EP1714108A4 (en) * | 2003-12-24 | 2010-01-13 | Automotive Systems Lab | Road curvature estimation system |
-
2008
- 2008-04-24 DE DE102008020410.2A patent/DE102008020410B4/en not_active Expired - Fee Related
-
2009
- 2009-04-23 CN CN200910137619.6A patent/CN101565037B/en not_active Expired - Fee Related
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5504680A (en) * | 1993-02-04 | 1996-04-02 | Mazda Motor Corporation | Slip control system for vehicle |
| US5951122A (en) * | 1997-12-31 | 1999-09-14 | The B.F. Goodrich Company | Antiskid control and wheel lock protection differential reference controller |
| US6691016B1 (en) * | 1999-11-11 | 2004-02-10 | Zf Friedrichshafen Ag | Method for reducing the wheel slip of a motor vehicle |
Non-Patent Citations (1)
| Title |
|---|
| JP平1-112164A 1989.04.28 |
Also Published As
| Publication number | Publication date |
|---|---|
| DE102008020410A1 (en) | 2009-11-12 |
| DE102008020410B4 (en) | 2016-02-11 |
| CN101565037A (en) | 2009-10-28 |
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