DE102008003874A1 - Input signals providing method for regulating force induced in wheels of vehicle i.e. rail-mounted vehicle, involves determining temporal course of speed signal based on wheel speed signal to determine slip, acceleration and delay values - Google Patents

Abstract

The method involves detecting wheel speed using a sensor under retrieval of a wheel speed signal e.g. rotational speed signal. A speed signal is determined on the basis of the wheel speed signal, and an output signal is estimated. A portion of the output signal is received and the regulation is executed by a regulation unit based on the output signal and a regulation algorithm. A temporal course of the speed signal is determined based on the wheel speed signal for determining a slip value, acceleration value and/or delay value iteratively from the temporal course by an evaluation unit.

Description

• – wenigstens ein Sensor eine Raddrehzahl unter Gewinnung eines Raddrehzahlsignals erfasst,
• – eine Auswerteeinheit das Raddrehzahlsignal aufnimmt und auf Grundlage mindestens eines Raddrehzahlsignals mindestens ein Geschwindigkeitssignal bestimmt und Ausgangssignale berechnet,
• – und bei dem die Regelungseinheit zumindest einen Teil der Ausgangssignale empfängt und auf der Grundlage der Ausgangssignale und eines Regel-Algorithmus die Regelung durchführt.

The invention relates to a method for providing input signals of a control unit for controlling a force introduced into wheels of a vehicle, in which

• At least one sensor detects a wheel speed while obtaining a wheel speed signal,
• An evaluation unit receives the wheel speed signal and determines at least one speed signal based on at least one wheel speed signal and calculates output signals,
• - And in which the control unit receives at least a portion of the output signals and on the basis of the output signals and a control algorithm performs the control.

Such a method is from the DE 198 34 167 B4 known. In the method disclosed therein, sensors detect the wheel speed of the wheels to obtain a wheel speed signal which an evaluation unit receives. The evaluation unit determines two speed signals for each of the wheels from the sensor signals of one wheel and another wheel and calculates therefrom a slip value of the wheel. The evaluation unit analyzes this slip value, calculating output signals, and an antiskid control unit receives the output signals and, based on an antiskid algorithm, intervenes in a regulation of the braking force of the vehicle.

at The disclosed method results in a faulty sensor a wheel to a faulty calculation of the slip of others Wheels, so that the mistake can continue like this, that several wheels are blocking or in the most serious Trap leads to an unnecessary loss of braking power.

Of the Invention is based on the object, a method for providing of input signals of a control unit for controlling an in To provide wheels of a vehicle-initiated force, which in the case of a faulty, the Radumdrehung grasping Sensor allows improved control of driving behavior.

The Object is according to the invention in a method of the type mentioned solved in that the evaluation based on at least one wheel speed signal the temporal Course determined at least one speed signal and alone from the time course of the speed signal iteratively at least one slip value and at least one acceleration limit value and / or delay limit determined.

The method according to the invention is intended to detect an unfavorable, that is referred to the wheel acceleration or wheel deceleration too low frictional connection between the wheels of the vehicle and the ground and to prevent by engaging in the regulation of the braking force blocking of the wheels and / or by engagement in the regulation of the driving force to prevent wheelspin. In this way, the respective acceleration sections are shortened and damage to the wheels avoided. Unfavorable frictions between a wheel and the ground can be detected, for example, based on the slip or the acceleration of the wheel. For example, it is concluded that the wheels are locked or rotated when these quantities meet certain limit values. The vehicle may be, for example, a rail vehicle. The method according to the invention is based on the idea that an improved control of the driving behavior is made possible if the slip determination of one wheel does not necessarily affect the slip determination of other wheels. This is made possible by another approach of the slip determination according to the invention. In this case, a slip determination takes place on the basis of a single speed signal. The speed signal may be, for example, a rotational speed signal or an angular velocity signal or a frequency signal. According to the inventive method, for example, the speed of a single wheel is determined and closed from the determined speed signal on the slip of the wheel. Reference signals for slip determination have therefore become superfluous. The method according to the invention is based on the finding that the time profile of a speed signal contains sufficient information to determine a slip and moreover to conclude a blocking state or spin state of the wheel. The acceleration and / or deceleration limit determined iteratively in the method according to the invention has approximately the physical meaning of a maximum transferable deceleration or acceleration of the wheels on the vehicle and thus is also a measure of the transition of a stable Radbewegungszustand in a blocking state or spin state of the wheel or the wheels. The acceleration and / or deceleration limit value can thus also be referred to as translational deceleration limit value or translational acceleration limit value. The acceleration and / or deceleration limit could also be termed transmittable acceleration and / or deceleration limit.

Of the temporal course of the speed signal is based on the Radumdrehungssignale determined either by the evaluation or directly from a sensor. The evaluation unit determines the slip and the at least one acceleration limit and / or delay limit iteratively. The inventive method leaves to apply to any speed signal which for example, from the wheel rotation speed or angular speed or revolution frequency of a single wheel is derived or corresponds to this, so that the slip of a wheel alone from the Radumdrehungssignale this wheel is determined. According to the invention but it is also possible another useful To determine the speed signal. For example, it may be at the speed signal, one from the average of the wheel speed signals all wheels of the vehicle derived speed signal act.

It can be advantageously provided that the evaluation unit the slip value as output signal, wherein the control unit at least receives some of the output signals and this as a slip value into the rule algorithm.

According to one advantageous embodiment is the control unit an anti-slip control unit for carrying out control interventions in the braking force control of the vehicle brake system.

According to one Another advantageous embodiment is the control unit a skid control unit for performing Control interventions in the drive force control of the vehicle drive system.

The Further details are general information on the evaluation unit and preceded by the regulatory unit. Both the evaluation unit as well as the rule unit perform logical operations, in the case of the evaluation unit, for example, to calculate a Speed signal based on the received wheel revolution signals and for calculating output signals, in the case of the control unit to perform the rule algorithm and to initiate of control interventions, for example in the braking force control the brake system of the vehicle. For this purpose, the evaluation unit and the control unit have hardware and software components. The evaluation unit and the control unit can as stand-alone devices to be trained or too be summarized a device. In the latter case can Hardware and software components of the two units also interlock or be identical. The hardware and software components can central or decentralized, d. H. over several be distributed with each other communicating devices. The output signals the evaluation unit does not necessarily have to be be passed from one device to another, but can also be used as intermediate values within a software be passed to a rule algorithm. The evaluation unit can output signals for different control units, For example, an anti-skid control unit and a skid control unit provide. According to a further embodiment the control unit could be a combination of an anti-skid and anti-skid control unit. For the individual Wheels of the vehicle can each have their own control unit or a separate control subunit be provided. The rule algorithm, on the basis of which the regulatory unit interferes with the scheme the force introduced into the wheels of the vehicle, can be implemented on the hardware of the control unit software be.

The Control unit decides based on handed over to her Actual values, such as an actual slip or an actual acceleration over the need to interfere with the scheme and the Type of intervention. For example, the control unit a Be anti-skid control unit, so that at high Radschlupfzuständen or high deceleration values by interfering with the Braking force control of the brake system bleeding the brake cylinder, d. H. Pressure reduction in the brake cylinders, forced and a drifting away the wheels is prevented. For example, the Art way of engaging a pulse - like venting the Provide brake cylinder. Here, the anti-skid control unit via a pulse generator operatively connected to an antiskid valve stand. Other types of intervention in the braking force control For example, the brake system can hold a Effect brake pressure.

The slip value determined by the evaluation unit from the time profile of an individual determined speed and the at least one acceleration limit value and / or deceleration limit value can be used by the evaluation unit to determine further variables and / or be provided as an output signal, so that the For example, such determined slip value flows into the antiskid algorithm as the instantaneous actual value for the slip. If this actual value exceeds one Engagement threshold, this may trigger an intervention in the braking force control of the brake system of the vehicle. This depends on whether the anti-skid algorithm makes such intervention dependent on the presentation of one or more conditions. If the evaluation unit is in operative connection with two separate control units, for example with an antiskid control unit and a skid control unit, the evaluation unit can provide a slip value as an output signal for both control units. However, the evaluation unit could also determine two slip values from the time profile of the speed signal. For example, one slip value could be limited to values less than or equal to zero and provided as an output for an antislip control unit and the other slip value be limited to values greater than or equal to zero and provided as an output for an antiskid control unit.

It can also be considered advantageous that the evaluation unit based on wheel speed signals of a first wheel temporal course of a speed signal of the first wheel determined and iteratively from the time course of this speed signal determines at least one slip value and provides it as an output signal, wherein the control unit at least part of this output signal receives and as actual slip of the first wheel in the rule algorithm integrates.

Of the such determined slip value is not due to wheel rotation signals other wheels influenced. Since the slippery determination only based on wheel rotation signals of the associated wheel, can not be a faulty measurement of Radumdrehung on the Slip determination of another wheel impact.

It can also be considered advantageous that the Radumdrehungssignale of the first wheel are detected by exactly one sensor.

A further advantageous embodiment of the invention can provide that the evaluation unit from the time course of a speed signal iteratively determines at least one intervention threshold and as an output signal the control unit at least part of the Receives output signals and this as an intervention threshold into the rule algorithm.

Usually are stuck in an antislip or skid protection algorithm given intervention thresholds - in the inventive Procedure, however, intervention thresholds from the time course a speed signal determined and thus according to the inventive embodiment an adaptive adaptation of the intervention thresholds to the current one Traction allows. Here, the evaluation unit from the time course of a single speed signal iteratively determine one or more intervention thresholds. For example For example, the intervention threshold may be a wheel deceleration limit or a wheel acceleration limit. The adaptive Adjustment of the intervention threshold allows the current traction shortened braking distances.

Favorable It can be provided that the evaluation unit from the temporal Course of a speed signal using a slip value an iteratively integrating computational algorithm determines, where the slip value through temporal integration over one Term is determined, and the term has a difference formed is from one by differentiation of the speed signal determined acceleration signal minus a limit, wherein the limit is iteratively adaptable.

Of the Threshold can be an acceleration limit or a deceleration limit be.

For a better understanding, it should be noted that the slip of a wheel is defined as follows:

Where v _{Rad is} the speed of the wheel and v _{vehicle is} the speed of the vehicle. The transmission of a force from the wheel to the ground (eg rail) inevitably causes slippage. In a deceleration operation of the vehicle, the slip is negative, in the case of an acceleration operation of the vehicle, the slip is positive. According to the invention, an absolute slip value s _abs and a relative slip value s _rel alone can be determined from the time profile of a single speed signal according to the following formulas:

Of the temporal course of the acceleration signal a (t) is determined by temporal Derivation of the speed signal v (t) determined.

The limit value a _{v_Gw} is adjusted iteratively and is therefore time-dependent. The iterative adjustment of the limit value takes place on the basis of the time profile of the speed signal v (t) using the slip value and ensures that s _abs approximately corresponds to the counter of s _def or s _rel approximately corresponds to s _def .

The limit value a _{v_Gw} can always be a negative deceleration limit value or an always positive acceleration limit value.

For this can be advantageously provided that for the limit a starting value is set and the limit of this starting value starting iteratively within an allowable interval increased or decreased.

The permissible interval is determined by physically meaningful values limited.

A maximum deceleration limit a _{v_Gw_max} may correspond to a vehicle deceleration value which is achieved under extremely poor _{traction conditions for deceleration braking in the longest path} gradient.

A minimum deceleration threshold a _{v_Gw_min} may correspond to a vehicle deceleration value _achieved under good traction conditions for pitch braking in the longest range gradient at maximum braking force requirements.

The starting value of the limit value a _{v_Gw} can correspond, for example, to a _{v_Gw_min} .

The minimum acceleration limit a _{v_Gw_min} may correspond to a vehicle acceleration value which is achieved under extremely poor traction conditions for a gradient acceleration in the largest _path gradient.

The maximum acceleration limit a _{v_Gw_max} may correspond to a vehicle acceleration value which is achieved under good traction conditions for a gradient acceleration in the _{longest path} gradient at highest drive requirements.

Advantageously, it can further be provided that the limit value a _{v_Gw is} increased or decreased iteratively by means of two fitting conditions.

For example, the amount of a delay limit | a _{v_Gw} | if and only if the slip limited to values of zero or less to check the condition has no negative values during one deceleration process but has the value zero, the two states of motion being characterized in that (a (t ) - a _{v_Gw} (t)) and r (t) are both negative or both positive. For example, if the condition is met, the delay limit will be reduced in magnitude until the condition is lost (see, for example, FIG 2 ).

The amount of a delay limit | a _{v_Gw} | is, for example, increased precisely if, during a deceleration process, an acceleration _maximum occurs which has a more negative value than the deceleration limit value a _{v_Gw} (t). The increase can, for example, take place until the acceleration a (t) exceeds the delay limit value a _{v_Gw} (t) or the value a _{v_Gw_max is} reached (see, for example, _FIG 3 ). Acceleration maxima during a braking process occur, for example, in a pulse-like braking process, for example, when the Gleitschutzregler engages at high braking forces pulse-like in the brake system.

The two fitting conditions ensure that s _rel (t) is approximately equal to s _def (t). Physically senseless slippage values during the two mentioned states of motion are excluded.

is the limit value is an acceleration limit, this is by means of iteratively increases or decreases two fitting conditions, for example, the two fitting conditions are analogous to the two Adjustment conditions of the delay limit selected are.

Thus, the amount of the acceleration limit | a _{v_Gw} | if and only if the slip limited to values greater than or equal to zero for checking the condition has no positive values during one of the following two states of motion during an acceleration process, but the value zero, the two states of motion being characterized in that (a (t ) - a _{v_Gw} (t)) and r (t) are both negative or both positive. If the condition _applies , the acceleration limit value is, for example, reduced in terms of amount until the condition is no longer present or the value a _{v_Gw_min is} reached. In a change from a deceleration to an acceleration process or vice versa, the deceleration limit may change to an acceleration limit or vice versa. For example, by the sign of the limit value is reversed and the iterative determination of the slip value continuously proceeds.

A further advantageous embodiment of the invention can provide the evaluation unit provides the limit value as an output signal and the control unit at least a part of the output signals receives and this in at least one intervention threshold of the rule algorithm.

The intervention _threshold may be identical to the deceleration _limit a _{v_Gw} or, for example, differ from it by a constant. The intervention threshold may be an intervention threshold for the acceleration a (t). By iteratively _adjusting the deceleration _limit a _{v_Gw} , an adaptive adaptation of the intervention _threshold to the current traction is enabled. The deceleration threshold has approximately the physical meaning of a maximum transmittable deceleration on the vehicle and thus is also a measure of a wheel deceleration that characterizes the transition of a stable wheel motion state to a locked state of the wheel. Due to the adaptive adaptation of the intervention threshold to the current adhesion, unnecessary intervention in the regulation of the force introduced into the wheels of the vehicle is avoided and necessary interventions are recognized in good time.

It can also be considered advantageous that the evaluation unit based on at least one wheel speed signal the temporal Course determined at least one speed signal and alone from the time course of the speed signal iteratively determined at least one control state value and as an output signal the control unit at least part of the Output signal and incorporated in the rule algorithm.

The iterative determination of a control state value from the time profile of a speed signal v (t) is made possible, for example, by determining the following intermediate variables:
By determining the first derivative of v (t) (acceleration signal a (t)) and the second derivative of v (t) (jerk signal r (t)) and a iteratively adapted to the current adhesion limit value a _{v_Gw} (t) is a control state Value by (sign (a (t) _{-a v_Gw} (t))); sign (r (t))). During the time course of the speed signal v (t), the control state 8 can assume different values, since the sign function sign () can assume the values 1, -1.0. The evaluation unit can provide the control state value as an output signal and the control unit can receive this and integrate it as a control state in the control algorithm.

A advantageous embodiment of the invention can provide that the Evaluation unit based on at least one wheel speed signal the time course of at least one speed signal determined and solely from the time course of the speed signal iteratively determines a reference variable value and as an output signal, wherein the control unit receives at least a portion of the output signal and in incorporates the rule algorithm.

The command value allows the control unit to return the wheels to a stable area where there is no sliding of the wheels. Such a reference variable value can be iteratively determined solely from a speed signal v (t), for example by determining the following intermediate variables:
Determining the first derivative of v (t) (acceleration signal a (t)) and the second derivative of v (t) (jerk signal r (t)) and an iteratively adapted to the current adhesion limit value a _{v_Gw} (t).

From these three quantities a vector f = ((a (t) - a _{v_Gw} (t)), r (t)) can be determined. This vector oscillates around the Y-axis in a stable state of motion, which intersects the X-axis at a _{v_Gw} (t). A command value determined from this can depend on the polar coordinates of the vector.

The reference variable value can be given, for example, by F _{reference variable} = w (φ) · | f | with a weighting function w (φ). Such a defined command value is determined iteratively (in this case because of the iterative determination of a _{v_Gw} ) from v (t) and allows the control unit to guide the state of motion back into a stable region.

Further expedient refinements and advantages of the invention are the subject of the description of exemplary embodiments the invention with reference to the figure of the drawing, wherein the same References to like components.

there show the

1 a time course of a wheel speed shown in a coordinate system along with the time course of the first two derivatives shown displaced along the Y axis, and

2 a time course of a wheel acceleration represented in a coordinate system, which fulfills the condition for an absolute reduction of a delay limit value a _{v_Gw} , and

3 a time course of a wheel acceleration represented in a coordinate system, which fulfills the condition for an increase in magnitude of a deceleration _{limit value} a _{v_Gw} , and

4 a logic diagram for the iterative determination of an absolute slip, and

5 a logic diagram for the iterative determination of a relative slip, and

6 the schematic representation of a divided into control states two-dimensional state space in X / Y representation, and

7 a common representation of a time course shown in a coordinate system of a wheel speed signal and the control states of the 6

8th the schematic representation of a divided into control states three-dimensional state space in X / Y / Z representation.

The 1 shows a coordinate system, over whose X-axis the time is plotted and over whose Y-axis for the uppermost function a wheel speed, for the mean function a wheel acceleration and for the lower function a Radruck is plotted. The uppermost function shows the time course of a wheel speed signal in a deceleration process with a constant deceleration -a _constant , which is superimposed by a pulse-like deceleration. During the pulse-like deceleration, the course of the wheel speed signal deviates from the constantly falling straight line as shown. Since with constant deceleration the wheel speed signal approximately corresponds to the real vehicle speed, the area between the function v (t) and the straight line approximates the count of the slip S def_Zähler = ∫ (v wheel (t) - v vehicle (t)) dt (4)

The derivatives shown shifted along the Y-axis show the course of the acceleration signal and the jerk signal over time. Although there is a deceleration process, the acceleration or jerk also takes on positive values (a> a ₀ , r> r ₀ ). Using the sign of the acceleration signal and the jerk signal, the functions shown can be divided into four quadrants.

The 2 shows a coordinate system, on whose X-axis the time is plotted and on whose Y-axis for the top two functions a wheel acceleration, the middle function is a Radruck and the lower function is a wheel slip. On the Y axis, a corresponding zero point is plotted for each of the functions a ₀ = r ₀ = S ₀ = 0.

The purpose of the representation is to clarify the condition for an absolute reduction of an iteratively determined deceleration limit a _{Rad_Gw} (t).

For this purpose, the function a (t), the function (a (t) _{-a Rad_Gw} (t)) and the determined by differentiating a (t) Radruck r (t) as well as by means of the formula S _Rad = ∫ (a ( t) - a _{Rad_Gw} (t)) dt certain absolute slip is shown, wherein for checking the condition of the slip is limited to values less than or equal to zero. The deceleration limit a _{Rad_Gw} (t) is reduced in magnitude as soon as sgn (S _Rad (t)) = 0 and sign (a (t) _{-a Rad_Gw} (t)) = sign (r (t)). This condition is fulfilled in the present example in the time period designated by 3., so that the delay limit value is lowered in amount after entering the time period 3rd The lowering can, for example, take place until the condition no longer applies. By lowering the deceleration limit value when the condition is present, the slip S _Rad = ∫ (a (t) _{-a Rad_Gw} (t)) determined by means of the adaptable deceleration limit value is adapted to physically meaningful slip _values .

The 3 shows a coordinate system, on whose X-axis the time is plotted and on whose Y-axis for the top two functions a wheel acceleration, the middle function is a Radruck and the lower function is a wheel slip. A corresponding zero point is plotted on the Y axis for each of the functions a ₀ = r ₀ = S ₀ = 0. The purpose of the representation is to clarify a condition for an increase in magnitude of an iteratively determined delay limit value a _{Rad_Gw} .

The amount of the deceleration limit | a _{Rad_Gw} | is increased when an acceleration _maximum occurs which has a more negative value than the deceleration limit a _{Rad_Gw} . The increase can be carried out, for example, until the acceleration _signal a (t) exceeds the limit limit value a _{Rad_Gw} or the value a _{v_Gw_max is} reached. Acceleration maxima during a braking process occur, for example, in a pulse-like braking process, for example, when a Gleitschutzregelungseinheit intervenes at high braking forces pulse-like in the braking force control of the brake system. The two fitting conditions ensure that s _{rel is} approximately equal to s _def . Physically senseless slip values during the two mentioned states of motion are excluded.

The 4 shows a logic diagram for the iterative determination of a slip value from the time course of a single speed signal v (t). The input value of the logic diagram is the acceleration signal a (t) determined from v (t) and a wheel deceleration limit whose amount is iteratively adaptable, with each iteration step taking into account an adaptation of the wheel deceleration limit value and the difference between the wheel acceleration signal and the wheel deceleration Limit value is multiplied by the sampling time and added up in the adder and is available as output value "Radschlupf." The output value "Radschlupf" corresponds to an absolute Radschlupf. The sign of the difference is available as output value "sign (acceleration difference)".

the Adder is followed by a maximum limiter, which has the output value "sign (wheel slip)" limited to the two values zero or minus one. To the end of a slip limiting intervention and valid Wheel speed is the output value "sign (Radschlupf)" means of the switch reset to zero.

The 5 shows a logic diagram for determining a relative wheel slip. The input values used are a wheel speed signal v (t) and an absolute wheel slip value determined iteratively from the time profile of the wheel speed signal v (t). The "real speed" output value is given by the amount of absolute slip plus the speed signal v (t). This "real speed" output corresponds approximately to the real vehicle speed V _vehicle (t) since: | s Section | + v (t) = | ∫ (a (t) - a v_Gw (T)) dt | + v (t) ≈ | v (t) - v vehicle (T) | + v (t) = v vehicle (T) (for v _vehicle (t)> v _wheel )

The output value "relative wheel slip" corresponds approximately to the amount of slip since: | s Section | / (| S Section | + v (t)) ≈ | v (t) - v vehicle (T) | / v vehicle (t) = | s def |

The 6 shows the state space of the speed signal change for a deceleration process. The state space is represented as X / Y plane, where an acceleration (a) is plotted on the X axis and a jerk (r) on the Y axis, and the zero point of the X axis is iteratively applied to the deceleration limit value a _{v_Gw} is customizable. The velocity signal v (t) can be assigned a point (a (t) _{-a v_Gw} (t); r (t)) in the plane by means of the first (a (t)) and second (r (t)) derivatives, which is hereinafter referred to as a speed change state. The quadrants one to four are distinguished by the signs of the x and y values, where the deceleration increases in the first quadrant, deceleration decreases in the second quadrant, acceleration increases in the third quadrant, and acceleration declines in the fourth quadrant. The direction of the slip circle 5 is drawn for a braking process. The slip increases in the first and second quadrant and decreases in the third and fourth quadrant. The normalized speed change states are on the circle 6 , Depending on in which quadrant or in which quadrant change the speed change state is currently located, the speed change state can be assigned a control state, in a transition from one quadrant to the next quadrant the control states -s _minimum (0, -1), - a (-1, 0), -s _maximum (0, +1), a _maximum (+1, 0) and when passing through a quadrant the control states -a ↑ (-1, -1), -a ↓ (- 1, +1), + a ↑ (+1, +1), + a ↓ (+1, -1).

The 7 shows like that 1 a coordinate system, whose time is plotted on the X-axis and on whose Y-axis for the uppermost function a wheel speed signal, for the average function is a wheel acceleration and for the lower function a Radruck. In contrast to 1 The constant delay -a _constant corresponds to a deceleration _limit a _Gw , the constant deceleration being superposed by a pulse-like deceleration. The control states -a _minimum (-1, 0), -s _maximum (0, +1), a _maximum (+1, 0), -s _minimum (0, 1) are located at the transitions of one to four periods of time. The periods one to four correspond to the quadrants one to four of the 6 , wherein the numbering of the time periods by the sign of the function (a _Rad - a _GW ) and the jerk signal r _Rad is set.

The 8th shows the state space of the speed signal change for a deceleration process. The state space is represented as X / Y / Z space, where the two-dimensional state space of the 6 into the X / Y-level of 8th is transferred. Negative slip values are plotted along the Z axis, with the amount of slip values increasing in the Z axis direction. A speed change state may be assigned a vector f whose polar coordinates are given by the amount r _ar and the angle φ _ar . If the speed change state is in a stable range, it will oscillate around the Y axis at ± 90.

LIST OF REFERENCE NUMBERS

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

• DE 19834167 B4 [0002]

Claims (15)

Method for providing input signals of a control unit for controlling a force introduced into wheels of a vehicle, in which - at least one sensor detects a wheel speed while obtaining a wheel speed signal, - an evaluation unit receives the wheel speed signal and determines at least one speed signal based on at least one wheel speed signal and calculates output signals , And in which the control unit receives at least a portion of the output signals and performs the control based on the output signals and a control algorithm, characterized in that the evaluation unit based on at least one wheel speed signal determines the time course of at least one speed signal and solely from the Time course of the speed signal iteratively determined at least one slip value and at least one acceleration limit and / or delay limit. Method according to claim 1, characterized in that that the evaluation unit provides the slip value as an output signal, wherein the control unit at least a part of the output signals receives this as a slip value in the rule algorithm integrates. Method according to claim 1 or 2, characterized the control unit is an anti-slip control unit for Execution of control interventions in the braking force control the vehicle brake system. Method according to claim 1 or 2, characterized the control unit is a spin control unit for performing control interventions in the drive force control the vehicle drive system. Method according to one of the preceding claims, characterized in that the evaluation unit on the basis of wheel speed signals of a first wheel, the time course a speed signal of the first wheel and determines least iteratively the time course of this speed signal determines a slip value and provides it as an output signal, wherein the control unit at least part of this output signal receives and as actual slip of the first wheel in the rule algorithm integrates. Method according to claim 5, characterized in that that the wheel speed signals of the first wheel of exactly one sensor are recorded. Method according to one of the preceding claims, characterized in that the evaluation unit from the temporal Course of a speed signal iteratively at least one intervention threshold determined and provides as an output signal, wherein the control unit receives at least a portion of the output signals and this as an intervention threshold into the rule algorithm. Method according to one of the preceding claims, characterized in that the evaluation unit from the temporal Course of a speed signal using a slip value an iteratively integrating computational algorithm determines, where the slip value through temporal integration over one Term is determined, and the term has a difference formed is from one by differentiation of the speed signal determined acceleration signal minus a limit, wherein the limit is iteratively adaptable. Method according to claim 8, characterized in that that the limit is the deceleration limit. Method according to claim 8, characterized in that the limit is the acceleration limit. Method according to Claims 8 to 10, characterized that a start value is set for the limit value and the Limit value starting from this starting value, within a permissible limit Interval is iteratively increased or decreased. Method according to one of claims 8 to 11, characterized in that the limit value by means of two fitting conditions iteratively increased or decreased. Method according to one of claims 8 to 12, characterized in that the evaluation unit the limit value provided as an output signal and the control unit at least receives some of the output signals and this in at least includes an intervention threshold of the rule algorithm. Method according to one of the preceding claims, characterized in that the evaluation unit based on at least a wheel speed signal the time course of at least one Speed signal determined and solely from the time course the speed signal iteratively at least one control state value determined and provides as an output signal, wherein the control unit receives at least a portion of the output signal and in incorporates the rule algorithm. Method according to one of the preceding claims, characterized in that the evaluation unit based on at least a wheel speed signal the time course of at least one Speed signal determined and solely from the time course the speed signal iteratively a command value determined and provides as an output signal, wherein the control unit receives at least a portion of the output signal and in incorporates the rule algorithm.