Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
  • B60T8/17—Using electrical or electronic regulation means to control braking
  • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
  • B60T8/17551—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve determining control parameters related to vehicle stability used in the regulation, e.g. by calculations involving measured or detected parameters
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
  • B60C19/00—Tyre parts or constructions not otherwise provided for
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
  • B60T8/17—Using electrical or electronic regulation means to control braking
  • B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
  • B60T8/1725—Using tyre sensors, e.g. Sidewall Torsion sensors [SWT]
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
  • B60T8/18—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle weight or load, e.g. load distribution
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
  • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
  • B60T8/58—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration responsive to speed and another condition or to plural speed conditions
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01G—WEIGHING
  • G01G19/00—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups
  • G01G19/08—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups for incorporation in vehicles
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
  • B60C19/00—Tyre parts or constructions not otherwise provided for
  • B60C2019/005—Magnets integrated within the tyre structure
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T2240/00—Monitoring, detecting wheel/tire behaviour; counteracting thereof
  • B60T2240/03—Tire sensors

Definitions

• the present invention relates to a system for assessing a loading condition of a motor vehicle with at least one wheel, comprising: at least one sensor device which detects a quantity proportional to the vehicle weight and outputs a signal representing the quantity, and an evaluation device which represents the quantity measured Processed signal and judged a loading condition of the vehicle in accordance with the result of the processing.
• the present invention also relates to a method for assessing the loading condition of a motor vehicle with at least one wheel, preferably for execution by a system according to the invention, the method comprising the following steps: detecting a size proportional to the vehicle weight, processing the detected size, and assessing a loading condition of the Vehicle according to the result of the processing.
• a maximum payload or a maximum total weight is usually assigned to motor vehicles, and if this is exceeded, the operating license for the vehicle expires. This serves to ensure the traffic safety of the vehicles, since in the event of impermissible loading there is a risk of failure of operationally important devices on the vehicle. In addition, the behavior of vehicles changes with the payload. Driving situations can be critical for inadmissibly loaded vehicles, which can be easily managed with a permissible loading condition.
• Knowing the loading condition is therefore of great importance for ensuring traffic safety. Although a driver who does not load his vehicle at all does not need to worry about the loading condition, situations often occur, for example in general for commercial vehicles but also for transportation by passenger car in which the driver can no longer correctly estimate the loading of his motor vehicle.
• a system for commercial vehicles is known from the prior art which determines the respective commercial vehicle weight by means of pressure sensors in the air pressure spring systems of the commercial vehicle.
• tires can be provided in which magnetized surfaces or strips are incorporated into each tire, preferably with field lines running in the circumferential direction.
• the magnetization always takes place in sections in the same direction, but with the opposite orientation, that is to say with alternating polarity.
• the magnetized stripes preferably run near the rim flange and near the mountain pines. The sensors therefore rotate at wheel speed.
• Corresponding transducers are preferably attached to the body at two or more points that are different in the direction of rotation and also have a different radial distance from the axis of rotation.
• an inner measurement signal and an outer measurement signal can be obtained.
• a rotation of the tire can then be recognized in the circumferential direction via the changing polarity of the measurement signal or the measurement signals.
• the wheel speed can be calculated, for example, from the rolling range and the change over time of the inner measurement signal and the outer measurement signal.
• the measurement signals can also be used to conclude that the tire is deformed and thus that forces are acting between the tire and the driving surface.
• the sensors can be implemented as micro sensors in the form of micro switch arrays.
• forces and accelerations and the speed of a wheel are measured by the sensors arranged on the movable part of the wheel bearing. This data is compared with electronically stored basic patterns or with data from a similar or similar microsensor that is attached to the fixed part of the wheel bearing.
• the sensor device is a wheel force sensor device assigned to the at least one wheel, which detects a wheel contact force of the respective wheel acting essentially between the driving surface and the wheel contact surface as the variable proportional to the vehicle weight.
• the wheel contact force which is a force component acting orthogonally to the wheel contact surface
• the vehicle weight can be determined directly, that is to say without further conversion from a gas pressure.
• an exceeding of the permissible total weight can be detected
• a strong exceeding of the vehicle's empty weight can lead to a shift of the center of gravity away from the level of the driving surface and thus to an impermissible roof load.
• the driver when a predetermined vehicle weight threshold value is exceeded, the driver can be informed via an output unit, for example an on-board computer, that driving is not permitted if the registered load is on the vehicle roof and not in the trunk. Furthermore, according to a further aspect of the invention, the driver can use an input device to specify the location at which the vehicle load is on the vehicle, so that the system can compare the vehicle weight with a first predetermined vehicle weight threshold as Assessment of the loading condition can indicate that the total vehicle weight has been exceeded and, taking into account a driver input, can conclude that a permissible roof load has been exceeded by comparison with a second vehicle weight threshold value.
• an output unit for example an on-board computer
• the vehicle weight can, however, be determined much more precisely if at least two wheels opposite each other in the vehicle transverse direction, preferably each wheel of the vehicle, are each assigned a wheel force sensor device.
• a sensor device In the event that a sensor device is assigned to each wheel of the vehicle, it can be determined from the change in the detected wheel contact force of each wheel, for example with regard to an unloaded state, whether the load is on the roof or in the trunk, for example Due to the different locations of the load, change the wheel contact forces differently with the same load weight.
• a tire sensor device and / or a wheel bearing sensor device can advantageously be considered as a wheel force sensor device.
• these sensor devices have the advantage that they detect wheel contact forces very precisely without any significant interference can, since the detection location is very close to the point of action of the detected force.
• a wheel speed and thus a vehicle speed can be determined with these sensor devices. If such a sensor device is assigned to all wheels, that is to say both driven and non-driven, further variables characterizing the driving state can also advantageously be determined, such as wheel slip or a differential speed between left and right vehicle wheels.
• the system can alternatively or additionally to increase the accuracy include a steering sensor device which is capable of actuating the steering wheel, preferably a steering wheel and / or a steering angle.
• the system comprises a time measuring device. It will be apparent to those skilled in the art that a timing device may be preferred, but may not necessarily be a watch. Any facility from which a time lapse can be concluded is useful for this. For example, a time can also be determined from knowledge of the vehicle speed and the distance traveled. To determine changes in quantities over time, it is advantageous if the system comprises a storage device. The at least one determined wheel contact force and / or at least one detected wheel speed and / or a detected steering wheel and / or steering angle and / or detection times which are assigned to the detected values can be stored there.
• the assessment device can determine a change over time of the at least one wheel contact force and a change over time in a steering speed and assess the loading condition in accordance with the result of the determination.
• the assessment device can at least approximately determine a vehicle mass distribution, preferably the mass moment of inertia, of the vehicle from the vehicle dynamics.
• the assessment device can also determine a lateral acceleration of the vehicle, preferably from the wheel speed of non-driven wheels and from a yaw rate. From the lateral acceleration and the assessed vehicle approval can be concluded that the vehicle is tipping over.
• This tendency to tip over can be estimated particularly precisely if the assessment device determines the height of the center of gravity of the vehicle above the driving surface and assesses the loading condition in accordance with the result of the determination.
• the height of the center of gravity of the vehicle can be determined, for example, via a map, which can be stored in the memory device and which relates the change in time of the determined wheel contact force of the at least one wheel, the change in time of a steering speed and the height of the center of gravity indicates the driving surface.
• the assessment device can also use the data available to it to determine the curve radius of the curve path currently traversed by the vehicle.
• An example of how acceleration and curve radius can be determined is given below.
• the traffic safety of the vehicle can be increased by the assessment device issuing an actuating signal in accordance with the assessed loading condition, the system further comprising an actuating device which influences an operating state of the motor vehicle in accordance with the actuating signal.
• the ignaltell signal can be a maximum permissible transverse load which can be determined from the loading condition. acceleration and / or include a maximum permissible cornering speed.
• the control signal can thus limit the lateral acceleration and / or the cornering speed to a corresponding maximum value and thus reliably prevent the vehicle from tipping over.
• Possible interventions in the operating state of the motor vehicle are, for example, a change in the engine power and / or a change in a wheel brake pressure of at least one wheel of the motor vehicle.
• the engine power can be achieved by adjusting the ignition timing and / or by changing the throttle lap position and / or by changing the fuel injection quantity.
• the system can be implemented with the smallest possible number of components if the assessment device and / or the setting device of a device for controlling and / or regulating the driving behavior of a motor vehicle, such as an anti-lock braking system, an ASR system or an ESP system , is or are assigned. This particularly includes the case that the devices mentioned are part of the device.
• the present invention relates to a system for controlling and / or regulating the driving behavior of a motor vehicle with at least one tire and / or one wheel, a force sensor being fitted in the tire and / or on the wheel, in particular on the wheel bearing, and depending on the cornering speed and / or the lateral acceleration of the vehicle is limited by the output signals of the force sensor.
• the driving mass or the mass value representing the vehicle mass distribution are determined and, depending on the mass value, the cornering speed and / or the lateral acceleration of the vehicle are limited.
• the invention is based on the method according to the invention in that, in the detection step, a wheel contact force of the at least one wheel acting essentially between the driving surface and the wheel contact surface is recorded as the variable proportional to the vehicle weight.
• the vehicle weight can be determined from the wheel contact force detected on the at least one wheel and compared with a corresponding threshold value. Wheel contact forces are preferably recorded on all wheels. From this, both the location of the payload on the vehicle and subsequently exceeding a location-dependent (roof or trunk) permissible payload can be determined.
• the detection step can include the detection of a wheel speed of at least one wheel and / or the detection of an actuation of the steering wheel, preferably a steering wheel and / or a steering angle and / or the detection of the time or of the time together - hanging sizes include.
• the assessment of the loading condition can advantageously take place in accordance with the results of the determination of the change over time of the at least one determined wheel contact force and the change over time of a steering speed.
• a vehicle mass distribution, preferably a mass moment of inertia, of the vehicle can also be determined from the vehicle dynamics that can be determined in this way.
• the method also includes a determination of a height of the vehicle's center of gravity above the driving surface, the loading condition being assessed in accordance with the result of this determination.
• the height of the vehicle's center of gravity can be determined, for example, as described above using a suitable map.
• the height of the vehicle's center of gravity above the driving surface can also be determined from the lateral acceleration and the change in time of the at least one wheel contact force, which is why it is advantageous if the method comprises determining the lateral acceleration.
• the height of the vehicle's center of gravity can be easily determined using the Lever Act.
• the curve radius traveled serves as a further measure of impending overturning or for a centrifugal force when cornering, so that it is expedient if the method comprises determining the curve radius.
• the method may alternatively or additionally include influencing an operating state of the motor vehicle in accordance with the result of the assessment of the loading state, preferably taking into account the curve radius.
• the lateral acceleration and / or the cornering speed can be limited to a corresponding maximum value, and thus the vehicle can not tip over.
• a device for controlling and / or regulating the driving behavior of the motor vehicle is provided on the vehicle, such as an anti-lock braking system, an ASR system or an ESP system, it is advantageous to avoid additional components and modules on the vehicle if the influencing step is carried out by this device or these devices.
• Figure 1 is a block diagram of a system according to the invention.
• FIG. 2 shows a flow chart of a method according to the invention for determining an overload of the
• FIG. 3 shows a flow diagram of an alternative or additional method according to the invention for determining a critical roof load of the vehicle
• FIG. 4 shows part of a tire equipped with a tire sidewall sensor
• FIG. 5 shows exemplary signal profiles of the tire side wall sensor shown in FIG. 3.
• FIG. 1 shows a block diagram of a system according to the invention.
• a sensor device 10 is assigned to a wheel 12, the wheel 12 shown being shown as representative of the wheels of a vehicle.
• the sensor device 10 is connected to an assessment device 14 for processing signals from the sensor device 10.
• the evaluation device 14 comprises a storage device 15 for storing recorded values.
• the assessment device 14 is also connected to an actuating device 16. This actuating device 16 is in turn assigned to the wheel 12.
• the sensor device 10 detects the wheel contact force and the wheel speed of the wheel 12.
• the resultant detection results are transmitted to the evaluation device 14 for further processing.
• the mentioned wheel forces are determined in the assessment device 14 from a detected deformation of the tire. This can be done by using characteristic curves stored in a memory unit.
• the load condition of the vehicle can be assessed from the wheel contact forces of the individual wheels by comparison with a vehicle weight threshold value.
• the assessment device 14 determines a maximum cornering speed and / or a maximum lateral acceleration. Based on a comparison of an instantaneous cornering speed and / or a maximum lateral acceleration with the maximum cornering speed and / or the maximum lateral acceleration, the evaluation device 14 generates a corresponding actuating signal.
• This signal can then be transmitted to an actuating device 16 so that, depending on the signal, the operating state of the vehicle, in particular the wheel 12, can be influenced.
• Such an influence can be caused by braking intervention on individual wheels, changing the throttle valve position on the engine, by changing the fuel injection quantity, injection time and / or injection duration, by suppressing the injection and / or by changing the ignition timing.
• FIG. 2 shows a flowchart of an embodiment of the method according to the invention in the context of the present invention, the loading condition of the vehicle being assessed with regard to overloading and a stabilizing intervention in vehicle operation being carried out by the system according to the invention depending on the result of the assessment.
• S02 Determination of the contact force of each tire on the driving surface from the detected deformation.
• S03 Determine the payload weight of the vehicle from the sum of the wheel contact forces of all wheels.
• S04 Determine the location of the load on the vehicle.
• S05 Compare the payload weight determined in step S03 with a predetermined trunk load threshold.
• S06 Output of a warning signal to the driver.
• S07 Comparison of the loading weight determined in step S03 with a predetermined roof load threshold value.
• S08 Output of a warning signal to the driver.
• S09 Determine a maximum permissible lateral acceleration.
• S10 Determination of an instantaneous actual lateral acceleration.
• Sll Compare the current actual lateral acceleration with the maximum permissible lateral acceleration determined in step S09.
• S12 Determine the measures suitable for an operational intervention to limit the current actual lateral acceleration to the maximum permissible lateral acceleration and, if necessary, the wheels on which these are to be carried out.
• step SOI The method sequence shown in FIG. 2 can be carried out in this or a similar manner in the case of a rear-wheel drive or a front-wheel drive vehicle.
• a deformation of a tire is recorded in step SOI.
• a wheel contact force is determined for each wheel in step S02. This is done by means of characteristic curves stored in a memory unit, which indicates the relationship between tire deformations and the wheel contact force. A wheel speed is also determined for each wheel.
• step S03 the load weight of the vehicle is determined from the sum of the determined wheel contact forces of each wheel and in step S04 the location of the load.
• the load weight determined in step S03 is compared with a trunk load threshold value in step S05.
• the predetermined trunk load threshold may be about the maximum allowable total weight of the vehicle, a value close to this or an experimentally determined value at which the driving dynamics properties of the vehicle change in such a way that the vehicle can be brought into critical driving situations considerably more easily. In this way, an overload of the vehicle can be recognized. If the trunk load threshold value is exceeded, a corresponding warning signal is output to the driver in step S06.
• step S04 If, on the other hand, it is determined in step S04 that the load is on the roof, the load weight determined in step S03 is compared with a roof load threshold value in step S07.
• the predetermined roof load threshold value can be specified by the vehicle manufacturer according to stability or driving dynamics criteria. This means that the vehicle's roof load can be identified as being too high. If the roof load threshold value is exceeded, a corresponding warning signal is output to the driver in step S08.
• a maximum permissible lateral acceleration is calculated, at which the vehicle can still be safely controlled.
• a maximum permissible curve speed can also be calculated. This maximum value or these maximum values are subsequently used for driving dynamics control.
• An actual lateral acceleration of the vehicle is determined in step S10. The actual lateral acceleration can be determined, for example, by the detected wheel speeds and the yaw rate of the vehicle. For example, it results from:
• AY_B is the actual lateral acceleration
• ⁇ is the yaw rate
• VMNA is the average speed of the non-driven wheels.
• the yaw rate ⁇ of a vehicle can be calculated, for example, from characteristic vehicle dimensions and the average vehicle speed as follows:
• DV_G is the differential speed to be determined from the corresponding wheel speeds non-driven wheels
• # WHEELBASE is the wheelbase of the vehicle
• #SPURW is the track width
• step S11 a comparison is made between the actual lateral acceleration and the maximum permissible lateral acceleration determined in step SO9.
• step S12 suitable measures are determined in order to limit the actual lateral acceleration to the maximum permissible lateral acceleration. This can be done by reducing the speed, for example, by first selecting the wheels which are additionally to be acted upon by a braking force. In the next stage, the amount of the application is calculated.
• step S13 the measures determined in step S12 are finally carried out by means of appropriate control interventions, for example on hydraulic valves.
• FIG. 3 shows a flowchart of a method for determining a critical roof load of the vehicle and an intervention in the operating state of the vehicle which is carried out as a function thereof.
• the method steps are identified by apostrophized reference numerals. Same Reference symbols denote the same method steps.
• the process steps mean in detail:
• SOI ' Detection of deformation on each tire.
• S02 ' Determination of the contact force of each tire on the driving surface from the detected deformation.
• S14 ' Storage of the current wheel contact forces determined in step S02' together with the associated detection times.
• S16 ' storage of the current steering wheel angle acquired in step S15' together with the associated acquisition time.
• S17 ' Determination of a change over time in the wheel contact forces of all wheels.
• S18 ' determining a change in the steering wheel angle over time.
• S19 ' Determination of a height of the center of gravity of the vehicle above the driving surface in accordance with a map as a function of the change over time of the wheel contact forces of all wheels and the change over time of the steering wheel angle.
• S20 ' Compare the vehicle center of gravity determined in step S19' with a predetermined center of gravity height threshold.
• S21 ' Output of a warning signal to the driver.
• S09 ' Determination of a maximum permissible lateral acceleration.
• S10 ' Determining an instantaneous actual lateral acceleration.
• Sll ' Comparison of a current actual lateral acceleration with the maximum permissible lateral acceleration determined in step S09'.
• step S14 ' the current wheel contact forces determined in step S02' are stored together with the associated detection times, so that they are available for later calculation of a change over time.
• step S15 ' a current steering wheel angle is recorded in order to obtain information about a steering speed, that is to say about the change in the steering wheel angle over time.
• a steering angle can also be recorded.
• the steering wheel angle should be recorded as simultaneously as possible with the wheel contact forces.
• step S16 ' analogously to the wheel contact forces in step S14', the steering wheel angle recorded in step S02 'is stored together with the associated detection time. It may be possible to delete old values that are no longer required to relieve the memory device.
• step S17 ' The change over time in the wheel contact forces of all wheels is subsequently determined in step S17 '.
• the changes in time on the individual wheels can be combined into a single change variable to simplify further processing.
• step S18 ' the change in the steering wheel angle over time is determined in step S18 '.
• the height of the vehicle's center of gravity above the driving surface can then be determined in a step S19 'in accordance with a characteristic diagram as a function of the change over time of the wheel contact forces of all wheels and the change over time of the steering wheel angle.
• a predetermined center of gravity height threshold value in step S20', the loading condition of the vehicle can be assessed with regard to a critical roof load. If the predetermined center of gravity threshold value is exceeded, a corresponding warning signal is output to the driver in step S21 '.
• step S09 ' as in step S09 of the method in FIG. 2, there is a maximum permissible lateral acceleration determined, only this time taking into account the vehicle center of gravity height determined in step S19 '.
• FIG. 4 shows a section of a tire 32 mounted on the wheel 12 with a so-called tire / side wall sensor device 20, 22, 24, 26, 28, 30 when viewed in the direction of the axis of rotation D of the tire 32.
• the tire / side wall sensor device 20 comprises two sensor devices 20, 22, which are attached to the body at two different points in the direction of rotation. Furthermore, the sensor devices 20, 22 each have different radial distances from the axis of rotation of the wheel 32.
• the side wall of the tire 32 is provided with a plurality of magnetized surfaces, which run essentially in the radial direction with respect to the wheel axis of rotation, as measuring sensors 24, 26, 28, 30 (strips) with field lines which preferably run in the circumferential direction.
• the agnetized areas have alternating magnetic polarity.
• FIG. 5 shows the courses of the signal Si of the sensor device 20 from FIG. 4 arranged on the inside, that is to say closer to the axis of rotation D of the wheel 12, and of the signal Sa of the sensor device 22 of the figure that is arranged on the outside, ie further away from the axis of rotation of the wheel 12 4.
• a rotation of the tire 32 is recognized via the changing polarity of the measurement signals Si and Sa.
• the wheel speed can be calculated, for example, from the rolling range and the change over time of the signals Si and Sa.
• Torsions of the tire 32 can be determined by phase shifts between the signals and thus, for example, wheel forces can be measured directly become.
• it is of particular advantage if the contact force of the tire 32 on the road 34 according to FIG. 4 can be determined, since this contact force can be used to directly deduce the tendency of the wheels of the motor vehicle to lift in the manner according to the invention.
• a riot force can be determined from the tire deformation even when the tire is stationary.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Transportation (AREA)
• Physics & Mathematics (AREA)
• General Physics & Mathematics (AREA)
• Vehicle Body Suspensions (AREA)
• Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
• Hydraulic Control Valves For Brake Systems (AREA)
• Regulating Braking Force (AREA)

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• 2001
  • 2001-12-06 DE DE2001160059 patent/DE10160059A1/de not_active Withdrawn
  • 2001-12-22 KR KR1020027011329A patent/KR20020079973A/ko not_active Application Discontinuation
  • 2001-12-22 WO PCT/DE2001/004905 patent/WO2002053432A1/de not_active Application Discontinuation
  • 2001-12-22 JP JP2002554562A patent/JP2004516983A/ja not_active Withdrawn
  • 2001-12-22 EP EP01991678A patent/EP1347903A1/de not_active Withdrawn
  • 2001-12-22 US US10/220,407 patent/US20030144767A1/en not_active Abandoned

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