DE3905929C1 - Method and device for detecting side (cross) wind influencing the handling of a vehicle - Google Patents

Method and device for detecting side (cross) wind influencing the handling of a vehicle

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Publication number
DE3905929C1
DE3905929C1 DE19893905929 DE3905929A DE3905929C1 DE 3905929 C1 DE3905929 C1 DE 3905929C1 DE 19893905929 DE19893905929 DE 19893905929 DE 3905929 A DE3905929 A DE 3905929A DE 3905929 C1 DE3905929 C1 DE 3905929C1
Authority
DE
Germany
Prior art keywords
light
vehicle
wind
sensor
transmitters
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.)
Expired - Fee Related
Application number
DE19893905929
Other languages
German (de)
Inventor
Albert Dipl.-Ing. 7032 Sindelfingen De Hack
Karl-Heinz Dipl.-Ing. 7031 Gaeufelden De Blume
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.)
Daimler AG
Original Assignee
Daimler Benz AG
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 Daimler Benz AG filed Critical Daimler Benz AG
Priority to DE19893905929 priority Critical patent/DE3905929C1/en
Application granted granted Critical
Publication of DE3905929C1 publication Critical patent/DE3905929C1/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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Classifications

    • GPHYSICS
    • G01MEASURING; TESTING
    • G01SRADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S17/00Systems using the reflection or reradiation of electromagnetic waves other than radio waves, e.g. lidar systems
    • G01S17/87Combinations of systems using electromagnetic waves other than radio waves
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62DMOTOR VEHICLES; TRAILERS
    • B62D37/00Stabilising vehicle bodies without controlling suspension arrangements
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62DMOTOR VEHICLES; TRAILERS
    • B62D6/00Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/04Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits responsive only to forces disturbing the intended course of the vehicle, e.g. forces acting transversely to the direction of vehicle travel
    • GPHYSICS
    • G01MEASURING; TESTING
    • G01PMEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P5/00Measuring speed of fluids, e.g. of air stream; Measuring speed of bodies relative to fluids, e.g. of ship, of aircraft
    • G01P5/26Measuring speed of fluids, e.g. of air stream; Measuring speed of bodies relative to fluids, e.g. of ship, of aircraft by measuring the direct influence of the streaming fluid on the properties of a detecting optical wave
    • GPHYSICS
    • G01MEASURING; TESTING
    • G01SRADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S17/00Systems using the reflection or reradiation of electromagnetic waves other than radio waves, e.g. lidar systems
    • G01S17/88Lidar systems specially adapted for specific applications

Abstract

The subject matter of the invention relates to a method for the early detection of side winds which disturb the handling of a vehicle, and to a device for carrying out the method. The basic measuring method is the Doppler effect. The frequency shift can be used to calculate the wind ahead of the vehicle. A desired characteristic for the deflection of a control device is determined on the basis of these measured values, with the result that the vehicle is given a stable handling.

Description

The invention relates to a method for the detection of Cross winds influencing the driving behavior of a vehicle according to the preamble of claim 1 and a device for performing the method according to Preamble of claim 22.

It is a generic method for the detection of Crosswinds and evaluation of the measured values are known (DE 36 20 843 A1). Then the cross wind is measured through pressure sensors mounted on the vehicle are. After these sensors found that the vehicle is traveling in an area where cross winds are present  there are flaps on the vehicle that are adjusted influence the air flow around the vehicle in such a way that a possible reaction of vehicle behavior to the Cross wind should be balanced.

Also known is a laser Doppler anemometry designated measuring method. This measuring method is in the Fluid mechanics and meteorology applied to To measure flow velocities. According to this measuring method light is emitted and part of the scattered Light measured. The scattered light is measured through a sensor system in such a way that due to different Light paths of the emitted light and subsequently measured scattered light a different Frequency shift results. An embodiment the measurement method of laser Doppler anemometry is z. B. described in DE 37 25 978 C1.

In the previously known systems for improving the Crosswind behavior of vehicles is therefore an interference only possible when the vehicle has entered the area is where the cross wind prevails. It means that the vehicle u. U. already in a critical driving condition is advised.

Also known is a measuring arrangement (DE 21 45 770 A1) in which the light beam emitted by a laser light source is expanded and in which the different refractive indices resulting, for example, due to density fluctuations in the air, result in a specific intensity distribution in a direction transverse to the direction of the expanded one Lead light beam. If the intensity distribution is recorded at a distance z ₁ from the measuring arrangement at a time t ₁ and the intensity distribution is recorded at a time t ₂ at a distance z ₂ from the measuring arrangement, the distance z ₂ being equal to the distance z ₁ reduced by the product the speed of the measuring arrangement with the time difference (t ₂- t ₁) is, it can be from a lateral displacement d of the intensity distribution and the time difference (t ₂- t ₁) the wind speed v W are calculated as:

The measurement of the intensity distributions in the distances z ₁ and z ₂ is realized by transit time measurements.

The disadvantage of this method is that the intensity distribution must be recorded at two different times t ₁ and t ₂, which must be far enough apart to be able to determine a lateral shift d of the intensity distribution depending on the cross wind. Thus there is a direct connection between the maximum measurable amount of the cross wind and the resolution of the intensity measurement and the time difference (t ₂- t ₁). With increasing time difference, even smaller amounts of cross wind can be measured, but the measurement then also takes a longer period of time, so that early detection of the cross wind area may not be possible. In addition, due to the statistical properties of light scattering with relatively little scattering particles, measurement of different intensities is inaccurate.

The object of the invention is a generic method to improve the crosswind behavior of a vehicle to train so that the area in the cross wind  prevails before the vehicle detects this area reached.

The task is in a generic method for Improvement of the cross wind behavior of a vehicle according to the invention with the characterizing features of claim 1 or the characteristic features of the device claim 22 solved, the characteristics of the other Advantageous training and further education mark.

One advantage of this invention is evident the prior art in that the cross wind area is recognized before the vehicle enters this area drives in. The amount of time that passes before the vehicle reaching this area is used to the device to stabilize lane keeping when reached to control the area so that the vehicle is not critical Driving condition reached or around the driver to warn with information about cross winds.

If a vehicle has different wind speeds in the longitudinal direction of the vehicle on the two sides of the vehicle, a pressure difference arises on the two sides of the vehicle which has a comparable effect to a crosswind that occurs. In order to be able to recognize these different wind speeds as well, measuring arrangements comparable to those in FIGS . 10, 11 are necessary. In the following, the term "cross wind" is used, the conditions given analogously if different wind speeds occur in the longitudinal direction of the vehicle on the two sides of the vehicle.

In an advantageous embodiment of the device, the Light emitted by the vehicle for determination at the same time the distance of the vehicle from standing or moving Obstacles used in the direction of travel of the vehicle are located.

The measuring method for the detection of the cross wind is based on the Doppler effect. The Doppler effect is the frequency shift the frequency of a sensor Radiation at the frequency of radiation emitted by a transmitter was transmitted with a frequency shift occurring, if the transmitter and the sensor have a relative speed exhibit. Because in the case of the present Problem the speed of a Atmospheric particles can be measured relative to the vehicle to emit radiation from the atmosphere particle be measured by a sensor system that is attached to the vehicle. To the atmosphere particle To get light to emit at all, that must Atmospheric particles are first illuminated. That from the light emitted to the atmospheric particle is then the scattered Light due to the spotlight. When illuminating of the atmospheric particle by attached to the vehicle The light transmitter also undergoes a frequency shift  with a relative movement of the atmosphere particle to Vehicle.

The entire measuring process is based on the fact that light transmitters, which are mounted on the vehicle, emitted light is then on one or more atmospheric particles is scattered and then from a sensor system is detected.

In the following, the term "an atmospheric particle" used. Instead of this one atmosphere particle also several atmospheric particles are meant, depending on Conditions that will be explained later.

The frequency shift provides information about the Projection of the relative speed of the scattering Atmospheric particle to the vehicle on the connecting line of the light transmitter to the scattering particle or via the Projection of the relative speed of the scattering Atmospheric particle to the vehicle on the connecting line of the scattering particle to the sensor. There is no clear division of the total measured at the sensor Frequency shift into a frequency shift when emitting the light and a frequency shift in the scattering of light. So to be sufficiently linear to get independent equations to the speed components of the scattering particle in the horizontal To be able to determine the level must be scattering Atmospheric particles either from several points  be observed or illuminated from several points will. It is also possible that To emit atmospheric particles from several points and to observe from several points. That means that is from the light beam (s) emitted and the beam (s) of scattered light results from the directional characteristic of the sensors, at least three in the horizontal plane lie and must be linearly independent. To the necessary To receive information, these three rays are allowed not be parallel in pairs.

In general, the path of light is reversible, d. that is, in the place of the places where the scattered Light should be observed, the light transmitter set can be and in the place of the light transmitter the places where the scattered light is to be observed. Furthermore it is possible to have multiple light transmitters from one Supply light source by using a beam splitter system is used. The direction of the rays of light then leaves the beam splitter system with the direction of the light match that due to the measuring arrangement must emanate from the light transmitters. It is also possible several places where the scattered light observed should be combined into one sensor by the scattered light that strikes the places where in an original arrangement measured the scattered light was redirected to a common sensor (for example through converging lenses).  

This then results in various measuring arrangements, some of which are shown in FIGS . 2-8.

When using a measuring arrangement consisting of several The measured scattered light must be clearly transmitted by light transmitters can be assigned to one of the light transmitters. One possibility is to light the individual light transmitter each with a different frequency send out. An alternative implementation option consists of pushing the light transmitter in pulse mode to operate at any time on the spread Light occurs to allow mapping by that only one light transmitter is in operation.

The implementation of the method is described below described an arrangement consisting of two light transmitters and a sensor. The two intersect Beams of light at an intersection and the directional characteristic of the sensor is on this crossing point directed. Without restricting generality, this can Arrangement varies according to the rules given above will.

The distance of the crossing point of the two light beams is advantageously varied as a function of the vehicle speed in such a way that a time period t tot is available in which

  • (1.) the signals for cross wind measurement are evaluated can and in the  
  • (2.) depending on the special version of the Control device adjusting the deflection the control device for improving the Cross wind behavior of the vehicle and / or the Output of information about the cross wind to the Drivers including their response to this situation can happen

before the vehicle gains critical driving behavior in the cross wind gust. The time period t tot results from the vehicle speed v f and the distance s k of the crossing point from the front of the vehicle by the equation:

and represents the amount of time that passes before the vehicle reaches the point where the cross wind is currently is measured. This point is the crossing point.

The evaluation takes place in the evaluation device on the basis of this time period t tot . This evaluation can consist in generating an output signal which indicates to the driver of the vehicle the temporal course of the cross wind which the vehicle is traveling through. Furthermore, an expected reaction of the vehicle to the crosswind can be determined from the temporal course of the crosswind that the vehicle is traveling through.

This expected reaction of the cross wind can be caused by Solve the basic equations of motion for the Rotational movement and the lateral displacement of the vehicle done by a torque balance and a balance of the acting forces is created. Go into these equations in a known manner various factors, such as. B.

  • - total weight of the vehicle,
  • - distribution of the weight of the vehicle,
  • - Chassis geometry and elasticities in the Landing gear,
  • - properties of the vehicle wheels,
  • - Total area of the side surface profile of the Vehicle,
  • - Center of gravity of the side surface profile of the Vehicle,
  • - Strength, distribution and direction of the Side surface profile of the vehicle acting Cross wind,
  • - vehicle speed.

These factors must be known to the evaluation facility be. If a measurement of one or more of these Sizes not possible must have the appropriate one Magnitude assumptions are made to solve the equations.

As an alternative to solving the force and torque balance equations A characteristic curve field can also be recorded a priori be the course of a crosswind behavior characteristic size of the vehicle depending on the  factors listed. This characteristic Size can be the yaw rate, roll, Nodding movement and / or the lateral shift of the vehicle. In the following, the yaw rate is called characteristic size described the finishes however, apply analogously to the other characteristic ones Sizes.

The temporal change in yaw rate can in a first approximation as proportional to the projection the distance from the center of gravity of the vehicle to Side center of gravity of the vehicle on the vehicle longitudinal direction be accepted. That means an enlargement this distance to a larger setpoint for leads the deflection of the control device. Another possible reason for changing this distance is in a change in the side profile of the vehicle for example by a roof rack and / or a Vehicle trailer. One way to consider of these factors is the measurement of the distribution of the payload of the vehicle to determine the position of the center of mass. The side surface profile of the Vehicle advantageously be constant or it must if necessary, before the start of the journey by the driver Change the side profile of the vehicle in Form of a suitable dialog for the evaluation facility to determine the target value of the deflection of the control device.  

Should this yaw rate due to the cross wind must be automatically compensated for Control device can then be operated so that the vehicle maintains its direction. The measuring device is in a simple arrangement unable to become one Time an extensive area in front of the vehicle completely to measure, but the measurement of the cross wind occurs point by point. The input variable for determining the Target course of the deflection of the control device is in in this case the change of the cross wind along Direction of travel.

An improvement in the process of specifying a target course for the deflection of the control device to achieve if the due to the construction maximum rate of change for the deflection of the Control device is compared with that due to Target course necessary maximum rate of change the deflection of the control device. Exceeds that necessary rate of change for the rash design-related maximum rate of change, so becomes the target course for the deflection of the control device changed so that the point with maximum Rash remains unchanged and the target course for the Deflection of the control device is changed so that the maximum deflection of the control device to the correct one Point in time is reached. This procedure leads u. U. zu oversteering of the control device before reaching the  Point with maximum cross wind so that the vehicle winds.

The described control device can be done by an intervention in the steering of one or more axles and / or by adjusting one or more Spoilers and / or by adjusting one or more flaps on the vehicle.

Another way to consider vehicle-specific sizes or operating conditions consists in entering a previously measured Cross wind gust the deflection of the control device of the Set vehicle according to the characteristic curve memory and a deviation of the vehicle behavior from the target behavior to determine. No distinction is made with this method whether the deviation is due to a relocation of the Center of gravity or on a change of Side surface profile of the vehicle is based. Besides, can through this method a change in the dynamics of the Vehicle behavior in cross winds due to the variable total weight of the vehicle are taken into account. The The setpoint for the deflection of the control device is thus adaptively adapted if the vehicle behavior in cross winds deviates from the target behavior. This adaptive behavior takes into account other possible disruptive factors, which contribute to a deviation from the expected behavior Cross winds occur and not individually here are enumerated. With this procedure, however, is too  take into account that occurring along with the cross wind Disturbance variables that the used in the characteristic curve memory influence characteristic size - for the present case that the yaw rate by Disturbance variables is influenced - by suitable measures either measured directly or by using statistical methods in the evaluation facility must be averaged out.

An embodiment of the invention is in the drawing shown and is described in more detail below. It demonstrate:

Fig. 1 characteristic diagram showing the yaw rate of a vehicle when driving through a side wind,

FIG. 2 showing the interchangeability Locations 1.2 for observing the scattered light 1.1 <- <light emitter 2,

Fig. 3 supply more light emitters 2 from a light source 3,

Fig. 4 Summary of light from multiple locations 1.2 for observing the scattered light of 1.1 to a sensor 6,

Fig. 5, a first measuring arrangement for carrying out the method,

Fig. 6 is a second measuring arrangement for carrying out the method,

Fig. 7 shows a third measuring arrangement for carrying out the method,

Fig. 8 shows a fourth measuring arrangement for carrying out the method,

Fig. 9 Evaluation means 20 for determining an output signal 50,

Fig. 10 shows a first measuring arrangement for the determination of different wind speeds on both vehicle sides in the vehicle longitudinal direction,

Fig. 11 shows a second measuring arrangement for the determination of different wind speeds on both vehicle sides in the vehicle longitudinal direction.

Fig. 1 shows a characteristic diagram illustrating the timing of the yaw angular velocity of a vehicle when driving through a side wind. After entering the vehicle bow into the gust at time t ₁, the yaw rate increases in the lee direction until time t ₂ the rear of the vehicle is flown by the side wind gust. From this point in time, the yaw angular velocity is almost constant until the vehicle bow extends out of the gust at time t ₃. From this point in time, the yaw rate decreases so much that a change of direction takes place and a yaw rate in the windward direction occurs. At the time t ₄, the rear of the vehicle moves out of the side wind gust and the yaw rate drops to the value 0. This time course of the yaw rate results when the steering wheel is held in a straight-ahead direction and is therefore caused by the side wind.

Fig. 2 shows the basic possibility of the locations 1.2 for observing the scattered light with the light emitters 2 1.1 to interchange. This principle applies to all possible measuring arrangements. At the same time it is shown that the measuring arrangement can be attached to the vehicle at different points. This principle also applies to all possible measuring arrangements.

As can be seen from FIG. 3, it is possible to feed several light transmitters 2 from one light source 3 with a beam splitter arrangement. The splitting of the light is done in a known manner by optical means such. B. semitransparent mirrors 4 , prisms, mirrors 5 , lenses and / or light guides. This option applies to all measuring arrangements.

In a reversal of the principle of FIG. 3, FIG. 4 shows the possibility of combining the light from several locations 1.2 for observing the scattered light 1.1 on a sensor 6 . This summary of the light is done in a conventional manner by optical means such. B. lenses, prisms, mirrors 5 and / or light guides.

Fig. 5 shows a measuring arrangement for determining the cross wind. In this case, light beams 2 emitted 2.1 obliquely ahead of the vehicle from two light emitters, which cross in this particular arrangement, front of the vehicle in the middle of the vehicle. A sensor 6 is attached to the front of the vehicle in the center of the vehicle and has a directional characteristic at the point of intersection 7.1 of the two emitted light beams. This sensor 6 is integrated in the location 1.2 for observing the scattered light 1.1 . This integration of one (or more) sensors into the location (s) for observing the scattered light is fundamentally possible.

FIG. 6 shows a measuring arrangement similar to that shown in FIG. 5. However, the directional characteristic of the sensor 6 is not directed at the point of intersection of the two light beams, but there are two points of intersection 7.1 of the directional characteristic of the sensor 6 with the beams of the emitted light 2.1.

FIG. 7 shows a measuring arrangement in which a light beam 2.1 is emitted by a light transmitter 2 . The locations 1.2 for observing the scattered light 1.1 have such a directional characteristic on the light beam 2.1 that the two crossing points 7.1 result.

Fig. 8 shows a measuring arrangement similar to that shown in Fig. 7, but the locations 1.2 for observing the scattered light 1.1 have such a directional characteristic that there is only one crossing point 7.1 .

9 shows a functional block diagram of the evaluation device 20 taking into account the possible input variables. This evaluation device 20 solves the torque and force balance equations that result when cross winds occur. As an alternative to this, access to a characteristic curve memory 40 for determining the output signal 50 is possible. The input variables, one or preferably more of which are fed to the evaluation device, are listed below:

21 : signal (s) from one or possibly several sensors 6 ,
- 22 : signal representing vehicle speed,
- 23 : signal representing the total weight of the vehicle,
24 : signal representing the distribution of the weight of the vehicle,
- 25 : signal representing properties of the vehicle wheels,
26 : signal representing the total area of the side profile of the vehicle,
27 : signal representing the center of gravity of the side surface profile of the vehicle,
- 28 : signal representing the chassis geometry and elasticities on the chassis,
- 29 : signal representing the frequency of the emitted light,
41 : signal from a characteristic curve memory 40 ,
- 42 : signal representing the actual value of vehicle behavior in cross winds,
- 50 : output signal for forwarding to a control device and / or for informing the vehicle driver.

Fig. 10 shows a first measuring arrangement for the determination of different on both sides of the vehicle wind speeds in the vehicle longitudinal direction. In this measuring arrangement there are two light transmitters 2 and the directional characteristic emanating from the locations 1.2 for observing the scattered light 1.1 is so pronounced that the wind can be measured on both sides of the vehicle.

Fig. 11 shows a second measuring arrangement for the determination of different on both sides of the vehicle wind speeds in the vehicle longitudinal direction. In the measuring arrangement according to FIG. 11, all parts are of multiple design so that measurements are carried out separately on both sides of the vehicle. In contrast to Fig . 10 is therefore not double the directional characteristic but more components are used.

A functional description of an embodiment of the invention will now be given. The evaluation device 20 determines a side speed at a distance in front of the vehicle from the sensor signals 21 via the frequency shift. A deflection for the control device is determined by means of this expected cross wind speed. This deflection of the control device must be large enough to compensate for a yaw angle change that may occur in the vehicle. In this exemplary embodiment, it should be assumed that the control device is implemented by an automatic intervention in the steering. A setpoint value for the deflection of the control device is then determined from the side wind determined in the evaluation device 20 such that a setpoint value for the steering angle is determined from the expected yaw rate and the vehicle speed. This steering angle must be at the point in time at which the vehicle reaches the side wind gust, that is to say it is determined from the vehicle speed and the distance in front of the vehicle at which the side wind is measured. This determination of the target value of the control device takes place at discrete times, preferably at equal intervals, so that overall there is a time course of the deflection of the control device. It is checked whether this deflection of the control device can be achieved. If it turns out that the necessary change speed of the steering angle is greater than the design-related maximum speed, the target course of the deflection of the control device is adjusted to the maximum possible change speed before reaching the maximum necessary deflection, so that the maximum deflection is reached at the right time if possible. The actual value of the yaw rate is fed to the evaluation device. If the actual behavior of the vehicle deviates from its target behavior over a longer period of time, then the future output signals 50 are automatically corrected in the evaluation device 20 .

Claims (33)

1. A method for detecting cross-winds influencing the driving behavior of a vehicle by means of a sensor system ( 1 ) and with a downstream evaluation device ( 20 ) for generating an output signal ( 50 ), characterized in that light ( 1.1 ) scattered on atmospheric particles by at least one light transmitter ( 2 ) monochromatic light ( 2.1 ) emitted on the vehicle in the direction in front of the vehicle is received by the sensor system ( 1 ) having a directional characteristic and is evaluated in the evaluation device ( 20 ) with regard to a possible frequency shift for generating the output signal ( 50 ),
the sum of the number of rays - of the emitted light ( 2.1 ) and that resulting from the directional characteristic of the sensor system ( 1 ) - is at least three and that at least three of these rays do not run in pairs in parallel and
that the evaluation device ( 20 ) when using several light transmitters ( 2 ) a clear assignment of the scattered light ( 1.1 ) to the individual light transmitters ( 2 ) is possible and
that if several crossing points ( 7.1 ) of the directional characteristic of the sensor system ( 1 ) with the emitted light ( 2.1 ) occur, all the crossing points ( 7.1 ) relevant for the observation of the scattered light ( 1.1 ) are located in an area in which the light-scattering particles have the same or almost the same speed.
2. The method according to claim 1, characterized in that when using several light transmitters ( 2 ) the frequency of the light emitted by the individual light transmitters ( 2 ) ( 2.1 ) is different.
3. The method according to claim 1 or 2, characterized in that when using a plurality of light transmitters ( 2 ) the emission of light ( 2.1 ) of the individual light transmitters ( 2 ) takes place in pulsed mode with a push-pull.
4. The method according to claim 1 or 2 or 3, characterized in that the emitted light ( 2.1 ) is split so that part of this light of the evaluation device ( 20 ) is fed directly as a reference signal.
5. The method according to claim 1 or 2 or 3 or 4, characterized in that for the observation of the scattered light ( 1.1 ) relevant intersection ( 7.1 ) results from the directional characteristic of the sensor system ( 1 ) with the emitted light ( 2.1 ).
6. The method according to any one of claims 1 to 5, characterized in that the path of the light is reversed in that an arrangement of one or more light transmitters ( 2 ) and the associated sensors ( 1 ) according to the nomenclature A to an arrangement corresponding to Nomenclature B is rearranged by the location (s) of the light transmitter (s) ( 2 ) according to the arrangement A in the arrangement B becoming one or more location (s) ( 1.2 ) belonging to the sensor system ( 1 ), at which the scattered light ( 1.1 ) is to be observed and by the location (s) ( 1.2 ) of the sensor system ( 1 ) of the arrangement A, at which the scattered light ( 1.1 ) is to be observed in the arrangement A, in the arrangement B to one or more location (s) where light transmitters ( 2 ) are arranged.
7. The method according to any one of claims 1 to 5, characterized in that the orientation of the directional characteristic of the sensor system ( 1 ) and / or the direction of the emitted light ( 2.1 ) and thus the distance of possible crossing points ( 7.1 ) from the front of the vehicle depending on the vehicle speed is changeable.
8. The method according to claim 7, characterized in that the distance of the possible crossing points ( 7.1 ) from the front of the vehicle increases with increasing vehicle speed and is reduced with decreasing vehicle speed.
9. The method according to claim 7 or 8, characterized in that the change in the distance of the possible crossing points ( 7.1 ) from the vehicle front is carried out according to a predetermined function of the vehicle speed.
10. The method according to any one of claims 1 to 9, characterized, that the crossing point (s) in the lateral direction of the vehicle are changeable and / or that due to the Measuring arrangement constantly at least one crossing point each side of the vehicle, so that in addition to possible Cross winds on the two sides of the vehicle are different Wind speeds detected in the vehicle's longitudinal direction can be.
11. The method according to any one of claims 1 to 10, characterized in that a frequency shift in the evaluation device ( 20 ) generates an output signal ( 50 ) which represents the strength and direction of the wind.
12. The method according to any one of claims 1 to 10, characterized in that a measured frequency shift in the evaluation device ( 20 ) generates an output signal ( 50 ) which represents an expected change in vehicle behavior due to the determined wind.
13. The method according to claim 12, characterized, that the expected change in vehicle behavior determined from characteristic curves based on the determined wind is the history of one or more for vehicle behavior with cross wind characteristic size (n) depending on parameters, where the parameters vehicle-specific sizes and / or operating conditions are.
14. The method according to claim 13, characterized, that the characteristic variable (s) for vehicle behavior when wind occurs, the yaw rate, the rolling movement, the pitching movement and / or the Side shift is / are.
15. The method according to claim 13 or 14, characterized in that one or more of the factors related to the operating conditions of the vehicle
  • - distribution of payload,
  • - total weight of the load and / or
  • - The side profile of the vehicle
counting.
16. The method according to claim 15, characterized in that the relevant factor (s) are measured directly in a manner known per se or are communicated to the evaluation device ( 20 ) by the vehicle driver before the start of the journey.
17. The method according to any one of claims 1 to 16, characterized in that the output signal ( 50 ) of the evaluation device ( 20 ) is given to a control device such that a possible reaction of the vehicle behavior to the determined wind is compensated by this control device.
18. The method according to claim 17, characterized in that the output signal ( 50 ) of the evaluation device ( 20 ) represents a desired course for the deflection of the control device, determined from the expected vehicle behavior based on the wind determined such that the control device influences the driving behavior of the vehicle that the expected vehicle response to the determined wind is neutralized.
19. The method according to claim 17, characterized, that the deflection of the control device may oversteer will to the necessary deflection of the control device when reaching the place with the determined maximum wind to reach.
20. The method according to any one of claims 11 to 16, characterized in that the output signal ( 50 ) of the evaluation device ( 20 ) is displayed to the vehicle driver as information.
21. The method according to any one of claims 12 to 18, characterized in that the actual behavior of the vehicle behavior in response to the determined wind is determined and compared with the expected vehicle behavior to adapt future output signals ( 50 ) to specific operating and / or external conditions.
22. The device for carrying out the method according to claim 1, comprising a sensor system ( 1 ), a downstream evaluation device ( 20 ) and a device connected downstream thereof, characterized in that at least one light transmitter ( 2 ) is arranged on the vehicle in a spatial arrangement with the sensor system ( 1 ) is mounted in such a way that light ( 2.1 ) emitted by the light transmitter and scattered on atmospheric particles ( 1.1 ) can be detected by the sensor system ( 1 ) having a directional characteristic.
23. The device according to claim 22, characterized in that when using at least two light transmitters ( 2 ) a plurality of light transmitters ( 2 ) are fed from a light source ( 3 ).
24. The device according to claim 22 or 23, characterized in that in one or (when using several light transmitters ( 2 )) several light transmitters ( 2 ) the corresponding light sources ( 3 ) are integrated.
25. The apparatus according to claim 22, 23 or 24, characterized in that one or possibly more laser light sources are used as monochromatic light sources ( 3 ).
26. Device according to one of claims 22 to 25, characterized in that when the sensor system ( 1 ) is constructed from at least two different locations ( 1.2 ) at which the scattered light ( 1.1 ) is to be observed, the light from several of these locations ( 1.2 ) is reversed so that it falls on a common sensor ( 6 ).
27. The device according to one of claims 22 to 26, characterized in that in one or more of the locations ( 1.2 ) where the scattered light ( 1.1 ) is to be observed, the corresponding sensors ( 6 ) are integrated.
28. Device according to one of claims 22 to 27, characterized in that a plurality of light transmitters ( 2 ) are mounted in the front of the vehicle, that the light beams ( 2.1 ) of the light transmitters ( 2 ) cross at a point in front of the vehicle and that Sensor technology ( 1 ) has such a directional characteristic that the light ( 1.1 ) scattered in the crossing point ( 7.1 ) of the light beams ( 2.1 ) is measured.
29. The device according to claim 28, characterized in that two light transmitters ( 2 ) are used and that a sensor ( 6 ) is attached to the point of the connecting line of the two light transmitters ( 2 ) at which the solder of the crossing point ( 7.1 ) of the two Light rays ( 2.1 ) strikes the connecting line of the two light transmitters ( 2 ) and that the sensor ( 6 ) has a directional characteristic along this plumb line.
30. The device according to claim 29, characterized in that the solder of the crossing point ( 7.1 ) of the two light beams ( 2.1 ) on the connecting line of the two light transmitters ( 2 ) halves this connecting line.
31. Device according to one of claims 21 to 26, characterized, that the relevant intersection (s) on one side the vehicle lies (lie) and that there is a second Measuring arrangement for determining the wind on the other Page results by the existing light transmitter and the existing place (s) to observe the scattered Light each an additional directional characteristic have such that by the additional Directional characteristic of the wind on the other side of the vehicle can be determined.
32. Device according to one of claims 21 to 26, characterized, that the relevant intersection (s) on one side the vehicle lies (lie) and that there is a second Measuring arrangement for determining the wind on the other Side results by a second measuring arrangement on the Vehicle front is attached with one of the first measuring arrangement deviating directional characteristic.
DE19893905929 1989-02-25 1989-02-25 Method and device for detecting side (cross) wind influencing the handling of a vehicle Expired - Fee Related DE3905929C1 (en)

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Cited By (8)

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EP0737869A2 (en) * 1995-04-12 1996-10-16 Matsushita Electric Industrial Co., Ltd. Thermal object measuring apparatus, viewer survey system, distance detector, thermal object detecting method and apparatus
DE19736021A1 (en) * 1997-08-20 1999-02-25 Bayerische Motoren Werke Ag Determining acoustically relevant vibration sources
WO2005050254A1 (en) * 2003-11-24 2005-06-02 Soreq Nuclear Research Center Fire control system using a lidar (laser identification, detecting and ranging) unit
DE10359540A1 (en) * 2003-12-17 2005-07-14 Tlt-Turbo Gmbh Device and method for determining the flow velocity
DE19705635B4 (en) * 1997-02-14 2006-11-16 Siemens Ag Device for triggering a control and / or warning process in a motor vehicle
DE102008062752A1 (en) 2008-12-17 2010-06-24 Volkswagen Ag Method for compensation of crosswind effects for vehicle, involves recording direction and strength of crosswind, where steering torque of steering of vehicle is superimposed according to detected direction and strength of crosswind
DE102010008079A1 (en) * 2009-03-11 2011-06-16 Volkswagen Ag Method for detecting cross-wind of motor vehicle, involves synchronizing transmission signals of ultrasonic sensor units, and determining cross-wind from displacement of frequency between transmission signals and reception signal of units
DE102017204647A1 (en) 2017-03-21 2018-09-27 Robert Bosch Gmbh A method and driver assistance system for assisting a driver of a vehicle

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Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0737869A2 (en) * 1995-04-12 1996-10-16 Matsushita Electric Industrial Co., Ltd. Thermal object measuring apparatus, viewer survey system, distance detector, thermal object detecting method and apparatus
EP0737869A3 (en) * 1995-04-12 1997-08-20 Matsushita Electric Ind Co Ltd Thermal object measuring apparatus, viewer survey system, distance detector, thermal object detecting method and apparatus
US5995206A (en) * 1995-04-12 1999-11-30 Matsushita Electric Industrial Co., Ltd. Thermal object measuring apparatus
DE19705635B4 (en) * 1997-02-14 2006-11-16 Siemens Ag Device for triggering a control and / or warning process in a motor vehicle
DE19736021A1 (en) * 1997-08-20 1999-02-25 Bayerische Motoren Werke Ag Determining acoustically relevant vibration sources
DE19736021B4 (en) * 1997-08-20 2005-12-08 Bayerische Motoren Werke Ag Method for determining acoustically relevant vibration centers
WO2005050254A1 (en) * 2003-11-24 2005-06-02 Soreq Nuclear Research Center Fire control system using a lidar (laser identification, detecting and ranging) unit
US7739823B2 (en) 2003-11-24 2010-06-22 Soreq Nuclear Research Center Fire control system using a LIDAR (laser identification, detection and ranging) unit
DE10359540A1 (en) * 2003-12-17 2005-07-14 Tlt-Turbo Gmbh Device and method for determining the flow velocity
DE102008062752A1 (en) 2008-12-17 2010-06-24 Volkswagen Ag Method for compensation of crosswind effects for vehicle, involves recording direction and strength of crosswind, where steering torque of steering of vehicle is superimposed according to detected direction and strength of crosswind
DE102008062752B4 (en) 2008-12-17 2018-04-26 Volkswagen Ag Method and apparatus for compensating crosswind effects for a vehicle, as well as a vehicle
DE102010008079A1 (en) * 2009-03-11 2011-06-16 Volkswagen Ag Method for detecting cross-wind of motor vehicle, involves synchronizing transmission signals of ultrasonic sensor units, and determining cross-wind from displacement of frequency between transmission signals and reception signal of units
DE102017204647A1 (en) 2017-03-21 2018-09-27 Robert Bosch Gmbh A method and driver assistance system for assisting a driver of a vehicle

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