DE102012200303A1 - Method for determining actual distance traveled by wheel of motor car, involves determining actual distance traveled between two wheel pulses measured as ratio of axial distance between front and rear axle - Google Patents

Method for determining actual distance traveled by wheel of motor car, involves determining actual distance traveled between two wheel pulses measured as ratio of axial distance between front and rear axle

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Publication number
DE102012200303A1
DE102012200303A1 DE201210200303 DE102012200303A DE102012200303A1 DE 102012200303 A1 DE102012200303 A1 DE 102012200303A1 DE 201210200303 DE201210200303 DE 201210200303 DE 102012200303 A DE102012200303 A DE 102012200303A DE 102012200303 A1 DE102012200303 A1 DE 102012200303A1
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Germany
Prior art keywords
wheel
motor vehicle
pulses
front
striking
Prior art date
Legal status (The legal status 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 status listed.)
Pending
Application number
DE201210200303
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German (de)
Inventor
Volker NIEMZ
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Priority to DE201210200303 priority Critical patent/DE102012200303A1/en
Publication of DE102012200303A1 publication Critical patent/DE102012200303A1/en
Application status is Pending legal-status Critical

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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W40/00Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/12Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to parameters of the vehicle itself, e.g. tyre models
    • GPHYSICS
    • G01MEASURING; TESTING
    • G01CMEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C22/00Measuring distance traversed on the ground by vehicles, persons, animals or other moving solid bodies, e.g. using odometers, using pedometers
    • G01C22/02Measuring distance traversed on the ground by vehicles, persons, animals or other moving solid bodies, e.g. using odometers, using pedometers by conversion into electric waveforms and subsequent integration, e.g. using tachometer generator
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W2520/00Input parameters relating to overall vehicle dynamics
    • B60W2520/28Wheel speed
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W2530/00Input parameters relating to other vehicle conditions or values
    • B60W2530/20Tyre data
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W2550/00Input parameters relating to exterior conditions
    • B60W2550/14Road conditions, road types or road features
    • B60W2550/147Road bumpiness, e.g. pavement or potholes

Abstract

The method involves detecting the distinctive road unevenness (1) such as pothole, speed bumper, curb or projection when moving over with front wheel (3) and rear wheel (9) of the motor car (5) respectively. The wheel pulses on wheel of motor car between the detection of the distinctive road unevenness when driving with the front wheel and rear wheel are detected by wheel pulse counter. The actual distance traveled between two wheel pulses measured as the ratio of the axial distance between front and rear axle is determined. An independent claim is included for device for determining actual distance traveled by wheel of motor car.

Description

  • State of the art
  • The invention relates to a method for determining the actually traveled distance of a wheel of a motor vehicle between two pulses measured with a wheel pulse counter. Furthermore, the invention relates to a device for carrying out the method.
  • Wheel pulse counters are used to detect a distance traveled by a motor vehicle. This route is an essential output variable, especially in driver assistance systems. For example, it is necessary to know the exact route when a vehicle is to be parked in a parking space. Here, the vehicle is moved along a calculated trajectory and generated steering movements based on the distance traveled. In case of deviations of the actually traveled distance and the expected distance this leads to a position error in the parking space.
  • Due to the faulty distance measurement, on the one hand, the probability of collision with an object can increase significantly, on the other hand, oblique parking positions and touching the curb are possible. In addition, the driver can be shown positions that differ due to the different distances between model and reality. The driver thus receives incorrect information about distances to the vehicle surrounding objects.
  • The distance traveled by means of wheel pulses is determined by the number of pulses measured and the rolling circumference of the wheel. The distance between two pulses in each case provides the angle of a circle segment. Proportionately results over the rolling circumference of the wheel from the distance traveled between two wheel pulses. By counting the wheel pulses so the distance traveled can be determined.
  • However, especially when a tire change or by driving off the tires, the distance covered with the rolling circumference of the wheel changes. However, this is not taken into account when determining the distance traveled by Radimpulszähler. It is assumed in each case by a predetermined rolling circumference of the wheel. Furthermore, for example, differences in the rolling circumference can result from the fact that, for example, summer tires and winter tires, with which the motor vehicle is moved, have different sizes.
  • The use of Radimpulszählern for path and speed measurement in track-bound vehicles is for example off DE 28 13 078 B1 known. However, the wheel pulse counters are used with a predetermined rolling circumference. A dependency on the actual rolling circumference is not taken into account.
  • Out WO 94/10537 For example, an odometer is known in which a dynamic calibration is performed by comparing sensed pulses of the left and right wheels of a motor vehicle and determining a correction factor therefrom. However, this does not take into account that the rolling circumference can change, for example, when a tire change or by driving off the tires. Only the left to the right wheel is compared. Although the distance traveled by the two wheels changes evenly, the actual distance covered is not corrected by a comparison of the right and left wheels.
  • Disclosure of the invention
  • Advantages of the invention
  • The method according to the invention for determining the actually traveled distance of a wheel of a motor vehicle between two pulses measured with a wheel pulse counter comprises the following steps:
    • (a) detecting a road surface when driving over a front wheel of the motor vehicle,
    • (B) Detecting the striking road surface when driving over the rear wheel of the motor vehicle, which is arranged on the same side as the front wheel
    • (c) detecting the wheel pulses with a wheel pulse counter on at least one wheel of the motor vehicle between the detection of the marked uneven road surface when driving over the front wheel and the detection of the striking uneven road surface with the rear wheel,
    • (d) determining the actual distance traveled by the vehicle between two measured wheel pulses as a quotient of the center distance between the front axle and rear axle and the number of wheel pulses detected in step (c).
  • Since the axial distance between the front axle and rear axle of the vehicle does not change, the distance traveled by the motor vehicle between detecting the striking road surface when driving over the front wheel and driving over the rear wheel is always exactly the same and corresponds to the center distance between the front axle and rear axle. The quotient of the center distance between the front axle and the rear axle and the number of wheel pulses detected in step (c) therefore provides the actual distance traveled Distance of the motor vehicle between two measured wheel pulses. Therefore, can be calibrated by the inventive method in a simple way used for measuring the distance traveled Radimpulszähler. The Radimpulszähler to be calibrated can be attached to any wheel of the motor vehicle. It is also possible to provide wheel pulse counter at several wheels of the motor vehicle. In this case, it is possible to calibrate one or more of the wheel pulse counters simultaneously by the method according to the invention.
  • To preclude erroneous calibration, it is advantageous for the vehicle to travel straight during the process of determining the actual distance traveled. When cornering, the distance traveled by the wheels on the outside of the curve is greater than the distance traveled by the wheels on the inside of the curve. This results in a distortion of the distance covered between the detection of the striking road unevenness with the front wheel and with the rear wheel. By detecting with wheels on the same side, at least for road irregularities that are not pronounced over the entire road width, additional security is achieved that the vehicle has gone straight during the measurement. In addition, possible errors due to uneven roads, which extend at a different angle of 90 ° to the direction of travel of the motor vehicle, are excluded.
  • In order to exclude measurement errors, it is furthermore advantageous to carry out steps (a) to (d) several times and to form the mean value of the individual distances covered in step (d) as the actually traveled distance between two measured wheel pulses. The greater the number of measurements made here, from which the mean value is determined in each case, the lower the error in the actually traveled distance.
  • In order to obtain a reproduction of the measured values and the actual distance covered in step (d), in an embodiment of the invention the repeated execution of steps (a) to (d) takes place in each case at substantially the same speed. Alternatively, it is also possible that the repeated execution of steps (a) to (d) takes place at different speeds. This has the additional advantage that, for example, speed-dependent measurement inaccuracies are averaged out by the measurements at different speeds.
  • The distinctive road unevenness detected in steps (a) and (b) may be any road irregularity that can be detected with a sensor mounted in the motor vehicle. The striking road bumps can be, for example, a pothole, a speed bump, also called speed bumpers, a curb, a bump or another elevation on the road.
  • For example, longitudinal acceleration, lateral acceleration, yaw rate, spring travel of the wheel springs, data of a level control, data of a weight sensor in seats of the motor vehicle or data of a tire pressure sensor can be used in each case alone or in any desired combinations for detecting the marked road irregularity. A combination of two or more of these sizes has the advantage that additional security is achieved when detecting the striking uneven road surface. When driving over a marked uneven road surface, a sensor that is used to detect one of the aforementioned variables, recorded a rash. In order to determine the point in time at which the striking road irregularities are detected, it is possible to use, for example, the beginning of the detection, the maximum of the deflection or also the end of the detection. It is particularly advantageous to use the maximum of the deflection of a sensor used to detect one of the aforementioned variables. This avoids that, for example, measurement errors are generated, which result from the fact that once the striking road unevenness is detected when driving and the second time when leaving.
  • In order to continue to use the actual distance between the front wheel and the rear wheel and not to generate a measurement error by driving a curve, it is further preferred to detect during the execution of steps (a) and (b) whether the motor vehicle without transverse dynamics on the distinctive Road rubbing moves. If the vehicle has lateral dynamics, i. For example, if a curve is running, the measurement data can be discarded. Alternatively, it is also possible to determine, for example, the steering wheel angle and thus the curve radius and to take this into account in the calculation of the distance. However, it is preferable to use the acquired data only if the vehicle has no or only a slight lateral dynamics.
  • To detect whether the vehicle has a transverse dynamics, for example, the steering wheel angle and / or the yaw rate of the motor vehicle can be used. In this case, a sufficient accuracy is possibly still given when the vehicle during the detection of a slight curve, that is, a curve with a large radius of curvature travels.
  • A steering wheel angle or yaw angle when driving a slight curve leads to a transverse dynamics of the vehicle, which produces a measurement error that is negligibly small, so that the distance traveled with corresponding lateral dynamics still fulfills the requirements for determining the actual distance covered between two wheel pulses.
  • An apparatus for carrying out the method comprises at least one wheel pulse counter, means for detecting a striking road unevenness with a front wheel and lying on the same side as the front wheel and rear wheel means for determining the actual distance traveled by the vehicle between two measured wheel pulses as a quotient of the center distance between the front axle and the rear axle and the number of wheel pulses detected in step (c).
  • As a means for determining the actual distance covered by the vehicle between two measured wheel pulses as a quotient of the center distance between the front axle and rear axle and the number of wheel pulses detected in step (c), it is possible, for example, to use a control unit in the motor vehicle. This has a memory in which an algorithm is laid down, with which the actually covered distance can be covered. This algorithm, the number of detected wheel pulses are supplied with the Radimpulszähler. As known size, the center distance of the motor vehicle is stored in the control unit. In this way, the actual distance covered between two wheel pulses can be determined in a simple manner as a quotient of the number of detected wheel pulses and the center distance.
  • The at least one Radimpulszähler may be located on any wheel of the motor vehicle. It is preferable to provide more than one Radimpulszähler, wherein the Radimpulszähler for example on the front wheels, on the rear wheels, on a front wheel and a rear wheel or on three wheels or on four wheels of the motor vehicle, can be arranged.
  • In particular, in order to continue to obtain measured data for the distance covered even when selecting a wheel pulse counter, it is advantageous to provide at least two wheel pulse counters, more preferably wheel pulse counters on each wheel of the motor vehicle.
  • For example, a longitudinal acceleration sensor, a lateral acceleration sensor, a sensor for detecting the yaw rate, a sensor for detecting spring travel of the wheel springs, a weight sensor in a seat of the motor vehicle, a tire pressure sensor, a sensor for acquiring data of a level control can be used as means for detecting a marked road irregularity or any combination of two or more of these sensors.
  • Embodiments of the invention are illustrated in the figures and are explained in more detail in the following description.
  • Show it:
  • 1 a schematic representation for carrying out the method according to the invention,
  • 2 Measured wheel pulses as a function of time.
  • Embodiments of the invention
  • 1 shows a schematic representation for carrying out the method according to the invention.
  • In order to determine the actual distance traveled between two wheel pulses and thereby to calibrate wheel pulse sensors, is detected in a first step, if a striking road unevenness 1 with a front wheel 3 of a motor vehicle 5 is run over. This is done while driving with the motor vehicle 5 during an observation period 7 detected with suitable sensors, whether a striking road surface 1 is present.
  • A striking road bumpiness 1 can, for example, as in 1 shown schematically, be a pothole. Alternatively, as a distinctive road bumps and bumps, characteristic elevations of the road or curbs can be used.
  • To detect if the vehicle is over a striking road surface 1 can be used, for example, the longitudinal acceleration of the vehicle, the lateral acceleration of the vehicle, the travel of a wheel of the motor vehicle, a size of the level control of the vehicle or the yaw rate of the vehicle can be used. Furthermore, it is also possible, for example, rashes on weight sensors in seats of the motor vehicle to determine striking road bumps 1 consulted. Due to the driving of the striking road unevenness, the motor vehicle usually experiences a jerky acceleration, which, for example, also leads to a passenger of the vehicle being pressed into his seat, as a result of which the weight sensor in the seat indicates a rash. Furthermore, it is also possible to use, for example, tire pressure sensors to detect striking road bumps. When driving over a striking road surface changes in the short term the tire pressure, so that in this way the striking road unevenness can be clearly detected.
  • With the capture of the striking uneven road surface 1 with the front wheel 3 of the motor vehicle 5 It starts to count the wheel pulses of a wheel pulse counter, which is assigned to a wheel with which the actually traveled distance is to be determined.
  • It is possible to count the wheel pulses only a single Radimpulssensors, the Radimpulszähler can be assigned to any wheel of the motor vehicle. It is also possible to count the wheel pulses of more than one wheel pulse counter and to determine in this way the distance actually traveled between wheel pulses of a plurality of wheel pulse counters by the inventive method simultaneously. Here, the Radimpulszähler can be arranged on the front wheels of the motor vehicle, on the rear wheels of the motor vehicle, on a rear wheel and a front wheel of the motor vehicle, on two front wheels and a rear wheel, on two rear wheels and a front wheel or on all four wheels of the motor vehicle.
  • If the motor vehicle has more than 2 axles, for example in a three-axle truck, up to 6 wheel pulse counters may be provided, the pulses of which can be counted simultaneously to determine the actual distance traveled between two pulses of the respective wheel pulse sensor.
  • In addition to the arrangement of only one Radimpulszähler on a wheel, it is alternatively also possible to provide a plurality of Radimpulszähler on a wheel, and here in succession or simultaneously, the actually traveled between two wheel pulses of each Radimpulszählers distance can be determined by the inventive method. Provide several Radimpulszähler on a wheel, for example, has the advantage that when a Radimpulszählers with another Radimpulszähler still the distance traveled can be determined.
  • The wheel pulses of the respective wheel pulse counter are counted until the motor vehicle 5 with a rear wheel 9 over the striking road bumpiness 1 , in 1 the pothole, drives. This is just like when driving over the striking road bumps 1 with the front wheel 3 a rash on any sensor that captures the striking road surface 1 is used, measured.
  • The movement of the motor vehicle during the observation period 7 is each by an arrow 11 on the motor vehicle 5 shown.
  • To determine the actual path length traveled between two wheel pulses, the number of wheel pulses measured between detecting the striking road surface roughness 1 with the front wheel 3 and the detection of the striking road unevenness 1 fed to the rear wheel of an evaluation unit. The evaluation unit can be, for example, any control device in the motor vehicle. The evaluation unit has a processor with which a mathematical calculation can be carried out.
  • The actually traveled distance between two wheel impulses results as a quotient of the center distance between the front wheel 3 and rear wheel 9 and the number of measured wheel pulses. The distance between front wheel 3 and rear wheel 9 is a fixed value that does not change on the vehicle and therefore the evaluation is given and therefore stored in the evaluation. Alternatively, it is also possible to use the axial distance already in a mathematical formula in the program for calculating the actually traveled distance between two wheel pulses.
  • However, since the control unit will usually be used in various models of motor vehicles, it is preferable to specify the center distance when programming the control unit as a value to which the program can use to calculate the actual distance between two wheel pulses. For this purpose, the center distance is stored for example in a permanent memory.
  • In order to compensate for possible measurement inaccuracies, it is particularly advantageous to carry out the method according to the invention several times and to form the mean value of the distances actually traveled in each case between two wheel pulses for each measurement. In this case, in one embodiment in each case measurements with similar speeds, for example with speed deviations of a maximum of 5 km / h, can be used. Alternatively, it is also possible, in particular in order to even compensate for speed-dependent inaccuracies, to perform several measurements at different speeds and to form the average value from the individual measured values for the actually traveled distance between two wheel pulses. Here, preferably, the geometric mean value is used, so that the mean value as a quotient of the sum of the determined actually from the vehicle distance traveled between two measured wheel pulses and the number of measurements is formed.
  • For clarity, in 2 the measured wheel pulses are shown as a function of time.
  • Here, the time is plotted on the x-axis and the wheel pulses on the y-axis.
  • The wheel pulses are usually recorded continuously. At a time t 1 , the counting of the wheel pulses is started for the determination of the distance actually traveled between two wheel pulses. The time t 1 is the time at which the crossing of a striking road unevenness is detected.
  • The wheel pulses are counted up to a time t 2 , which determines the end of the measurement. The time t 2 is the time at which it is detected that the striking road unevenness 1 run over by the rear wheel.
  • During the measurement, the number of measured wheel pulses increases by 1 with each wheel pulse. This results in a staircase-shaped course of the number of wheel pulses x as a function of the time t. This staircase-like course is as a measuring curve 13 for the wheel impulses in 2 shown.
  • It can thus be easily determined the number of wheel pulses between two measurements t 1 and t 2 and the center distance between the front wheel and rear wheel can be divided by the number of wheel pulses to determine the actual distance traveled between two wheel pulses.
  • From the actual distance then, for example, the rolling circumference of a wheel, which is assigned to the Radimpulszähler be determined. The rolling circumference results as a product of the distance traveled between two wheel pulses and the number of wheel pulses during one revolution of the wheel.
  • A different rolling circumference of the wheel may result, for example, from running down of the tire, different air pressure in the tires, different tire sizes, for example by winter or summer tires. These differences can be compensated by the determination according to the invention of the actual distance between two wheel pulses and it is used in driving maneuvers that use the distance traveled by the motor vehicle in assistance systems.
  • The method according to the invention can be determined, for example, in each case after a predetermined total distance traveled by the vehicle. Alternatively, it is also possible for the method according to the invention, for example, in each case according to predetermined time intervals or at the request of the driver of the motor vehicle 5 perform.
  • QUOTES INCLUDE IN THE DESCRIPTION
  • This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.
  • Cited patent literature
    • DE 2813078 B1 [0006]
    • WO 94/10537 [0007]

Claims (9)

  1. Method for determining the actual distance traveled by a wheel of a motor vehicle ( 5 ) between two pulses measured with a wheel pulse counter, comprising the following steps: (a) detecting a marked uneven road surface ( 1 ) when driving over with a front wheel ( 3 ) of the motor vehicle ( 5 ), (b) detecting the striking road unevenness ( 1 ) when driving over with the rear wheel ( 9 ) of the motor vehicle ( 5 ) located on the same side of the motor vehicle ( 5 ) is arranged as the front wheel ( 3 ), (c) detecting the wheel pulses with a wheel pulse counter on at least one wheel of the motor vehicle ( 5 ) between the detection of the marked road unevenness ( 1 ) when driving over with the front wheel ( 3 ) and the detection of the striking road unevenness ( 1 ) with the rear wheel ( 9 ), (d) determining the actual of the motor vehicle ( 5 ) traveled distance between two measured wheel pulses as a quotient of the center distance between the front axle and rear axle and the number of wheel pulses detected in step (c).
  2. A method according to claim 1, characterized in that the steps (a) to (d) are carried out a plurality of times and as the actually traveled distance between two measured wheel pulses of the average value of the individual in step (d) determined distances covered.
  3. A method according to claim 2, characterized in that the repeated implementation of steps (a) to (d) takes place in each case at substantially the same speed. A method according to claim 2, characterized in that the repeated implementation of steps (a) to (d) takes place at different speeds.
  4. Method according to one of claims 1 to 4, characterized in that the striking uneven road surface ( 1 ) is a pothole, a speed bumper, a curb or a survey.
  5. Method according to one of claims 1 to 5, characterized in that for detecting the striking road unevenness ( 1 ) Longitudinal acceleration, lateral acceleration, yaw rate, spring travel of the wheel springs, data of a level control, data of a weight sensor in seats of the motor vehicle ( 5 ) or data of a tire pressure sensor can be used alone or in any combination.
  6. Method according to one of claims 1 to 6, characterized in that during the execution of steps (a) and (b) it is detected whether the motor vehicle ( 5 ) without lateral dynamics over the striking uneven road surface ( 1 ) emotional.
  7. A method according to claim 7, characterized in that for detecting the lateral dynamics steering wheel angle and / or yaw rate of the motor vehicle ( 5 ).
  8. Apparatus for carrying out the method according to one of claims 1 to 8, comprising at least one wheel pulse counter, means for detecting a striking road unevenness with a front wheel ( 3 ) and on the same side as the front wheel ( 3 ) rear wheel ( 9 ) and means for determining the actual from the motor vehicle ( 5 ) traveled distance between two measured wheel pulses as a quotient of the center distance between the front axle and rear axle and the number of wheel pulses detected in step (c).
  9. Apparatus according to claim 9, characterized in that the means for detecting a striking road unevenness ( 1 ) are selected from longitudinal acceleration sensor, lateral acceleration sensor, yaw rate sensor, spring deflection spring sensor, weight sensor in a seat of the motor vehicle ( 5 ), Tire pressure sensor, sensor for collecting data of a level control or a combination of two or more of these sensors.
DE201210200303 2012-01-11 2012-01-11 Method for determining actual distance traveled by wheel of motor car, involves determining actual distance traveled between two wheel pulses measured as ratio of axial distance between front and rear axle Pending DE102012200303A1 (en)

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GB2516934A (en) * 2013-08-07 2015-02-11 Jaguar Land Rover Ltd Vehicle speed control system and method
CN104554256A (en) * 2013-10-16 2015-04-29 福特全球技术公司 Method and device for assisting automobile parking onto road edge stone
DE102014201532A1 (en) * 2014-01-28 2015-07-30 Bayerische Motoren Werke Aktiengesellschaft Determining the driving speed of a vehicle

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GB2516934B (en) * 2013-08-07 2017-02-01 Jaguar Land Rover Ltd Vehicle speed control system and method
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CN104554256B (en) * 2013-10-16 2019-11-12 福特全球技术公司 The car assisted method and device being moored on curb
DE102014201532A1 (en) * 2014-01-28 2015-07-30 Bayerische Motoren Werke Aktiengesellschaft Determining the driving speed of a vehicle

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