DE102019000615A1 - vehicle - Google Patents

Abstract

The invention relates to a vehicle (1) having a device (2) for detecting wheel speeds (n _FL , n _FR , n _RL , n _RR ) of all wheels (FL, FR, RL, RR) of the vehicle (1).
According to the invention, a wheel speed sensor (6, S _RR ) for detecting the wheel speed (n _RR ) of this driven wheel (RR) is associated with only one of these driven wheels (RL, RR) on a driven axle with two driven wheels (RL, RR).

Description

The invention relates to a vehicle with a device for detecting wheel speeds.

From the prior art, as in the DE 100 61 502 A1 described a method and an apparatus for determining a speed describing the speed of at least one driven wheel of a motor vehicle size known. In this case, the variables describing the respective wheel speeds and a variable describing the drive speed of a transmission of the motor vehicle are determined for the other driven wheels of the motor vehicle. In order to be able to provide a reliable variable describing the speed variable of the wheel to a traction control system or a driving dynamics control system of the motor vehicle despite failure of a speed sensor arranged on one of the wheels, it is provided that the size describing the speed depends on the variables for the at least one driven wheel , which describe the respective wheel speeds of the remaining driven wheels, and is determined as a function of the size which describes the transmission output speed.

In the DE 198 30 561 A1 For example, there will be described a vehicle behavior control apparatus based on a double check of the actual yaw rate deviation from a target speed. The apparatus detects a first yaw rate deviation of a yaw rate detected via a yaw rate sensor, a target yaw rate estimated from the steering angle detected via a steering angle sensor and the vehicle speed detected via a vehicle speed sensor, and at least a second yaw rate deviation of a yaw rate resulting from the wheel speeds detected by wheel speed sensors of a pair of wheels consisting of a left wheel and a right wheel is estimated from the target yaw rate or a third yaw rate deviation of a yaw rate estimated from the lateral acceleration detected by a lateral acceleration sensor and the vehicle speed detected via a vehicle speed sensor , from the target yaw rate. The apparatus initiates yaw rate control when the first yaw rate deviation is greater than a threshold determined thereby and further wherein at least one of the second and third yaw rate errors is greater than a threshold determined therefor.

From the DE 10 2007 029 605 A1 For example, a method and an apparatus for influencing the lateral dynamics of a vehicle are known. The transverse dynamics influencing device comprises a disturbance determination device for determining a transverse dynamics disturbance influencing the vehicle and in particular the vehicle body, wherein the disturbance determining device is operatively connected to a braking force activating device for activating a braking engagement on at least one wheel of the vehicle Dependence on the transverse dynamics disturbance is controllable.

The invention has for its object to provide a comparison with the prior art improved vehicle with a device for detecting wheel speeds.

The object is achieved by a vehicle with a device for detecting wheel speeds with the features of claim 1.

Advantageous embodiments of the invention are the subject of the dependent claims.

In a vehicle having a device for detecting wheel speeds of all wheels of the vehicle, a wheel speed sensor for detecting the wheel speed of this driven wheel is assigned to a driven axle with two driven wheels according to the invention only one of these driven wheels. Ie. the other driven wheel is not assigned a wheel speed sensor. The other wheels of the vehicle is expediently also assigned in each case a wheel speed sensor. Ie. All wheels except for this one driven wheel is assigned a wheel speed sensor and only this one driven wheel is not assigned a wheel speed sensor. In a vehicle usually having four wheels, three wheels of the vehicle are thus each assigned a wheel speed sensor, and no wheel speed sensor is assigned to one driven wheel of the driven axle of the vehicle. The wheel speed of this driven wheel, to which no wheel speed sensor is assigned, is then advantageously determined from an output speed of a transmission of the vehicle and the wheel speed of the driven wheel to which the wheel speed sensor is assigned.

By this determination of this wheel speed of this driven wheel without a real existing wheel speed sensor thus eliminating this real wheel speed sensor is possible. This real wheel speed sensor, which would be associated with this driven wheel, can thus advantageously by a virtual wheel speed sensor be replaced, which is then assigned a respective determination result of the wheel speed of this driven wheel. This virtual wheel speed sensor or at least this determination of the wheel speed can then be used for one or more applications of the vehicle analogous to a determined by a real wheel speed sensor wheel speed, for example for an electronic stability program, for an anti-lock braking system, for traction control, for a tire pressure warning and / or a speed preparation of the vehicle. The particular application can then be performed with three real wheel speed sensors and a virtual wheel speed sensor.

As a result of the solution according to the invention, a number of the wheel speed sensors and associated cable sets are reduced because a wheel speed sensor and an associated line set are installed less. As a result, a weight and cost reduction and a reduction of a required assembly time can be achieved.

Embodiments of the invention will be explained in more detail below with reference to a drawing.

• 1 schematisch ein Fahrzeug mit einer Vorrichtung zur Erfassung von Raddrehzahlen.

Showing:

• 1 schematically a vehicle with a device for detecting wheel speeds.

1 shows a schematic representation of a vehicle 1 with a device 2 for detecting wheel speeds n _FL . n _FR . n _RL . _RR , The vehicle 1 includes four wheels FL . FR . RL . RR ie a left front wheel FL , a right front wheel FR , a left rear wheel RL and a right rear wheel RR , This includes the vehicle 1 only one drive axle with two driven wheels RL . RR , In the example shown, the drive axle is the rear axle of the vehicle 1 and the driven wheels RL . RR are the two rear wheels RL . RR of the vehicle 1 , These powered wheels RL . RR are about an axle differential 3 the drive axle with a gearbox 4 of the vehicle 1 coupled, which with a drive motor 5 of the vehicle 1 is coupled. There is always a fixed, linear, translation between a transmission output of the transmission 4 and the driven wheels RL . RR the drive axle. The gear 4 and the axle differential 3 are, for example, as shown here, coupled to each other via a shaft, in particular via a cardan shaft.

The device 2 for recording the wheel speeds n _FL . n _FR . n _RL . _RR all wheels FL . FR . RL . RR of the vehicle 1 includes only three real wheel speed sensors 6 . S _FL . S _FR . S _RR , each one of the wheels FL . FR . RR are assigned, ie in the range of the respective wheel FL . FR . RR are arranged. A powered wheel RL , in the example shown here the left rear wheel RL , is not a real wheel speed sensor 6 assigned, but the real wheel speed sensor 6 , which would be provided here in previously known solutions, is by a virtual wheel speed sensor VS _RL replaced. This virtual wheel speed sensor VS _RL is therefore not really available, but the wheel speed n _RL this powered wheel RL is determined in other ways, as described below, and then, for example, this virtual wheel speed sensor VS _RL be assigned to in applications of the vehicle 1 to be used as the wheel speed sensor result.

For these applications, such as an electronic stability program, anti-lock braking system, traction control, tire pressure warning and / or vehicle speeding 1 , are the vehicles 1 so far with wheel speed sensors 6 on all wheels FL . FR . RL . RR fitted. By the solution described here, one of these wheel speed sensors 6 and an associated wiring set are eliminated, whereby a weight and cost reduction and a reduction of a required assembly time can be achieved.

This is made possible by using a defined transmission ratio of the axle differential 3 , also referred to as a drive differential, which on each drive axle of vehicles 1 and thus also on the drive axle of the vehicle shown here 1 is installed. In particular, by means of corresponding formulas, which are described below, can at a known output speed n _TxOut of the transmission 4 of the vehicle 1 and at known wheel speed _RR the driven wheel RR which the real wheel speed sensor S _RR is assigned, the wheel speed n _RL the other driven wheel RL be determined. This will be a real wheel speed sensor 6 for this powered wheel RL superfluous.

For the output speed n _TxOut of the transmission 4 applies: $${\text{n}}_{\text{txout}}={\text{n}}_{\text{crown}}$$

Ie. the output speed n _TxOut of the transmission 4 of the vehicle 1 is equal to an input speed n _{ring gear} on a ring gear of the axle differential 3 ,

For determining the output speed n _TxOut of the transmission 4 of the vehicle 1 and thus the input speed n _{ring gear} on the ring gear of the axle differential 3 is a transmission output of the transmission 4 a transmission output speed sensor S _G assigned.

Indicates the axle differential 3 a translation of one, the following also applies: $${\text{n}}_{\text{crown}}=\left({\text{n}}_{\text{RL}}+{\text{n}}_{\text{RR}}\right)/2$$

Ie. the input speed n _{ring gear} on the ring gear of the axle differential 3 is equal to half the sum of the wheel speeds n _RL . _RR the two driven wheels RL . RR the drive axle. At a different from one transmission of the axle differential 3 this corresponding factor, ie the corresponding translation, should be taken into account in formula (2).

From formula (2) thus results (at a ratio of one of the axle differential 3 ): $${\text{n}}_{\text{RL}}=2*{\text{n}}_{\text{crown}}-{\text{n}}_{\text{RR}}$$

The wheel speed n _RL the driven wheel RL the drive axle, which is not a real speed sensor 6 is assigned, thus, if the translation of the axle differential 3 the drive axis is one, determined from the double input speed n _{ring gear} on the ring gear of the axle differential 3 , which by means of the transmission output speed sensor S _G can be determined and thus known, minus the wheel speed _RR the other driven wheel RR the drive axle, the wheel speed sensor S _RR is assigned and its wheel speed _RR thus about this wheel speed sensor S _RR ascertainable and thus known.

For corresponding torques, analogous relationships apply. So applies to a transmission output torque M _TxOut : $${\text{M}}_{\text{txout}}={\text{M}}_{\text{crown}}$$

Ie. the output torque M _TxOut of the transmission 4 of the vehicle 1 is equal to an input torque M _{ring gear} on the ring gear of the axle differential 3 ,

Indicates the axle differential 3 a translation of one, the following also applies: $${\text{M}}_{\text{crown}}=\left({\text{M}}_{\text{RL}}+{\text{M}}_{\text{RR}}\right)/2$$

Ie. the input torque M _{ring gear} on the ring gear of the axle differential 3 is equal to half the sum of wheel torques M _RL . M _RR the two driven wheels RL . RR the drive axle. At a different from one transmission of the axle differential 3 this corresponding factor, ie the corresponding translation, should be taken into account in formula (5).

From formula (5) thus results (at a ratio of one of the axle differential 3 ): $${\text{M}}_{\text{RL}}=2*{\text{M}}_{\text{crown}}-{\text{M}}_{\text{RR}}$$

The wheel torque M _RL of a driven wheel RL the drive axle thus corresponds, if the translation of the axle differential 3 the drive axis is one, twice the input torque M _{ring gear} on the ring gear of the axle differential 3 minus the wheel torque M _RR the other driven wheel RR the drive axle.

LIST OF REFERENCE NUMBERS

1

vehicle

2

device

3

axle differential

4

transmission

5

drive motor

6, S _FL , S _FR , S _RR

wheel speed sensor

FL

left front wheel

FR

right front wheel

RL

left rear wheel

RR

right rear wheel

M _RL , M _RR

wheel torque

M _{ring gear}

Input torque on the ring gear of the axle differential

M _TxOut

Output torque of the gearbox

n _FL , n _FR , n _RL , n _RR

wheel speed

n _{ring gear}

Input speed on the ring gear of the axle differential

n _TxOut

Output speed of the gearbox

S _G

Transmission output speed sensor

VS _RL

virtual wheel speed sensor

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 10061502 A1 [0002]
• DE 19830561 A1 [0003]
• DE 102007029605 A1 [0004]

Claims (3)

Vehicle (1) having a device (2) for detecting wheel speeds (n _FL , n _FR , n _RL , n _RR ) of all wheels (FL, FR, RL, RR) of the vehicle (1), characterized in that at one driven axle with two driven wheels (RL, RR) only one of these driven wheels (RL, RR) is associated with a wheel speed sensor (6, S _RR ) for detecting the wheel speed (n _RR ) of this driven wheel (RR). Vehicle (1) to Claim 1 , characterized in that the wheel speed (n _RL ) of the driven wheel (RL) to which no wheel speed sensor (6) is assigned, from an output speed (n _TxOut ) of a transmission (4) of the vehicle (1) and the wheel speed (n _RR ) of the driven wheel (RR), to which the wheel speed sensor (6, S _RR ) is assigned, can be determined. Vehicle (1) to Claim 2 , characterized in that at a deviating from one gear ratio in an axle differential (3) of the driven axle, the wheel speed (n _RL ) of the driven wheel (RL) to which no wheel speed sensor (6) is assigned, from the output speed (n _TxOut ) of the Transmission (4) of the vehicle (1) and the wheel speed (n _RR ) of the driven wheel (RR) to which the wheel speed sensor (6, S _RR ) is assigned, and taking into account the translation of the axle differential (3) can be determined.

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