EP1483129A1 - Dispositif pour fournir des parametres - Google Patents

Dispositif pour fournir des parametres

Info

Publication number
EP1483129A1
EP1483129A1 EP03743854A EP03743854A EP1483129A1 EP 1483129 A1 EP1483129 A1 EP 1483129A1 EP 03743854 A EP03743854 A EP 03743854A EP 03743854 A EP03743854 A EP 03743854A EP 1483129 A1 EP1483129 A1 EP 1483129A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
variables
vehicle movement
describing
processing means
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.)
Withdrawn
Application number
EP03743854A
Other languages
German (de)
English (en)
Inventor
Werner Bernzen
Wilfried Huber
Volker Maass
Avshalom Suissa
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
DaimlerChrysler 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 DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of EP1483129A1 publication Critical patent/EP1483129A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT 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
    • B60W40/00—Estimation 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
    • B60W40/02—Estimation 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 ambient conditions
    • B60W40/06—Road conditions
    • B60W40/064—Degree of grip
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/0195—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the regulation being combined with other vehicle control systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
    • B60K28/10—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle 
    • B60K28/16—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle  responsive to, or preventing, skidding of wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/0008—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including means for detecting potential obstacles in vehicle path
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W40/00—Estimation 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
    • B60W40/08—Estimation 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 drivers or passengers
    • B60W40/09—Driving style or behaviour
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W40/00—Estimation 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
    • B60W40/10—Estimation 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 vehicle motion
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    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/04—Arrangements 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
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    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/80—Exterior conditions
    • B60G2400/82—Ground surface
    • B60G2400/821—Uneven, rough road sensing affecting vehicle body vibration
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    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/80—Exterior conditions
    • B60G2400/82—Ground surface
    • B60G2400/824—Travel path sensing; Track monitoring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/70—Estimating or calculating vehicle parameters or state variables
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT 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
    • B60W40/00—Estimation 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
    • B60W40/12—Estimation 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
    • B60W40/13—Load or weight
    • B60W2040/1307—Load distribution on each wheel suspension
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0002—Automatic control, details of type of controller or control system architecture
    • B60W2050/0008—Feedback, closed loop systems or details of feedback error signal
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0002—Automatic control, details of type of controller or control system architecture
    • B60W2050/0008—Feedback, closed loop systems or details of feedback error signal
    • B60W2050/001—Proportional integral [PI] controller
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0043—Signal treatments, identification of variables or parameters, parameter estimation or state estimation
    • B60W2050/0044—In digital systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0043—Signal treatments, identification of variables or parameters, parameter estimation or state estimation
    • B60W2050/0052—Filtering, filters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/06—Improving the dynamic response of the control system, e.g. improving the speed of regulation or avoiding hunting or overshoot
    • B60W2050/065—Improving the dynamic response of the control system, e.g. improving the speed of regulation or avoiding hunting or overshoot by reducing the computational load on the digital processor of the control computer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/18—Braking system
    • B60W2510/182—Brake pressure, e.g. of fluid or between pad and disc
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT 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
    • B60W2510/00—Input parameters relating to a particular sub-units
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/22—Suspension systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/12—Lateral speed
    • B60W2520/125—Lateral acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/14—Yaw
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT 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
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    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT 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
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    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT 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
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Definitions

  • the invention relates to a device for providing variables that are taken into account in the regulation and / or control of a variable that describes and / or influences the vehicle movement.
  • a first integration level is the actual sensor and an analog one Signal processing
  • a second integration level the actual sensor, an analog signal processing and an analog-digital converter
  • a third integration level the actual sensor, an analog signal processing, an analog-digital converter and a microcomputer are combined Sensor module summarized.
  • the DE 42 28 893 AI describes a sensor module which is used in a system for influencing the driving dynamics of a motor vehicle.
  • the sensor module has at least two sensor units for detecting vehicle movements of the vehicle.
  • the sensor module has first evaluation units with which the signals of the sensor units are evaluated.
  • the system for influencing the driving dynamics of a motor vehicle has second evaluation units which are arranged spatially outside the sensor module and which are connected to the first evaluation units by connecting means are connected, and with which the signals processed in the first evaluation units, depending on the regulation and / or control goal, are processed to trigger signals from actuators which influence the vehicle movements.
  • the sensor units are acceleration sensors for detecting the longitudinal and lateral acceleration and a rotation rate sensor for detecting the yaw movement of the vehicle.
  • the second evaluation units are a chassis control system or chassis control system, a steering control or steering control, a brake control or brake control or a drive control or drive control.
  • the corrected sensor signals determined with the aid of the sensor module are provided for the various second evaluation units and then processed in these.
  • This common use of the sensor units combined to form the sensor module ensures that the same sensor units do not have to be installed individually, ie separately, in the vehicle for each of the second evaluation units. This significantly reduces the number of sensor units installed, in particular identical, in a vehicle.
  • the signal manipulations carried out in the sensor module - essentially the corrections of the sensor signals determined with the aid of the sensor units - are simple signal manipulations.
  • More complex signal manipulations for example the calculation of vehicle movement variables from the sensor signals determined with the aid of the sensor units present in the sensor module, are not provided for in the sensor module described in DE 42 28 893 AI.
  • This type of signal manipulation takes place in each of the second evaluation units independently, ie separately for the respective application. In the event that the same vehicle movement quantity is required in the different second evaluation units, this vehicle movement quantity is thus calculated independently in each of these evaluation units.
  • the same processing routine must be provided in each of these second evaluation units; the more complex signal manipulation must be carried out unnecessarily several times. This implementation of the more complex signal manipulation, which is separate for each of the second evaluation units, is disadvantageous.
  • the device according to the invention contains detection means with which the first vehicle movement variables are detected.
  • the device according to the invention contains computing means with which second vehicle movement variables and / or lane variables are determined at least as a function of the first vehicle movement variables.
  • the detection means and the computing means are spatially combined to form a structural unit.
  • the first vehicle movement variables and the second vehicle movement variables and / or lane variables determined with the computing means are made available to processing means which are arranged spatially outside the structural unit in the vehicle for further processing.
  • the device according to the invention forms an independent structural unit. Since the processing means arranged in the vehicle are spatially outside the device according to the invention, ie structurally independent or spatially separate from it, the device according to the invention can be attached to an advantageous location of the vehicle independently of the processing means arranged in the vehicle.
  • the vehicle movement quantities are quantities that describe the vehicle movement.
  • the lane sizes are sizes that describe the nature and / or the course of the lane.
  • the processing means arranged in the vehicle are devices with which regulation and / or control of a variable describing and / or influencing the vehicle movement is carried out. For example, it is
  • a yaw rate control with which the yaw rate of the vehicle, i.e. the rotational movement of the vehicle is regulated about its vertical axis, or
  • the processing means can also be a sub-component of a device with which regulation and / or control of a variable describing and / or influencing the vehicle movement is carried out. leads, act.
  • it can be the input signal processing of such a device.
  • One of the tasks of such an input signal processing can, for example, be to carry out any necessary conditioning of the quantities supplied.
  • one of the quantities supplied can be transformed to a specific location in the vehicle, in accordance with the specifications of the regulation and / or control system running in the device.
  • first vehicle movement variables which are detected with the aid of the detection means arranged in the device according to the invention, are made available to various processing means, i.e. various processing means made available for further processing. Consequently, it is no longer necessary for each of the processing means which processes these first vehicle movement quantities to have the corresponding detection means, i.e. To provide sensors. This reduces the number of sensors installed in the vehicle. Above all, the installation of the same sensors is avoided.
  • second vehicle movement variables and / or lane variables are determined.
  • These second vehicle movement variables and / or lane variables are also made available to various processing means. As a result, it is no longer necessary for each of these processing means to independently determine these second vehicle movement variables and / or lane variables.
  • This central provision of the ascertained or calculated variables reduces the computational effort to be carried out or performed by the respective processing means. A better signal quality can be guaranteed by the central calculation of the second vehicle movement variables and / or lane variables.
  • processing means a more complex algorithm can be used for the calculation than is possible with the processing means, since in this case the central provision does not impair the computing power of the processing means.
  • higher-quality sensors can be used, since by saving the same sensors, money can be saved which can be used for higher-quality sensors.
  • first vehicle movement variables are those which are detected with the aid of the detection means contained in the device according to the invention. That these are vehicle movement quantities that are recorded directly with the aid of a sensor. This is, for example
  • the device according to the invention With the device according to the invention, at least the lateral acceleration of the vehicle, the longitudinal acceleration of the vehicle, the vertical acceleration of the vehicle and the rate of rotation of the vehicle about its vertical axis are recorded.
  • the second vehicle movement variables are those which are determined, ie calculated, with the aid of the computing means contained in the device according to the invention.
  • variables that describe the pitching or rolling movement of the vehicle relative to the roadway can also be determined with the aid of the computing means.
  • the lane sizes are also determined using the computing means contained in the device according to the invention, i.e. calculated. As examples of the lane sizes are
  • the first and the second vehicle movement quantities are different physical quantities.
  • the second vehicle movement variables and the lane variables are variables that are not determined directly with the aid of a sensor means.
  • the second vehicle movement variables and / or the roadway variables are determined at least as a function of the first vehicle movement variables.
  • wheel speed quantities that describe the wheel speeds of the vehicle wheels and / or a quantity describing the steering wheel angle are included in the determination of the second vehicle movement quantities and / or the roadway quantities.
  • size that describes the steering wheel angle it is also possible to take into account sizes that are the wheel-specific steering angle of the vehicle wheels describe. If the wheel-specific steering angles are taken into account instead of the steering wheel angle, then the second vehicle movement variables and / or the road surface variables can be determined with a higher quality.
  • variables that describe the spring deflection for the individual vehicle wheels and / or variables that describe the brake pressure set for the individual vehicle wheels variables that describe the spring deflection values can be provided by a device with the aid of which the behavior of the undercarriage is influenced.
  • the brake pressure quantities are either measured quantities or estimated quantities.
  • FIG. 1 shows a schematic illustration of the principle interaction of the device according to the invention with various processing means arranged in the vehicle, and
  • Fig. 2 shows a schematic representation of the interaction of the device according to the invention with a yaw rate control arranged in the vehicle
  • Fig. 3 shows a schematic representation of the structure of the device according to the invention.
  • the device according to the invention which, as already stated, contains a structural unit on the one hand, means of detection and, on the other hand, computing means, is abbreviated as a sensor module.
  • block 101 represents the device according to the invention.
  • the sensor module 101 is via a data bus 107, which can be a CAN bus, with blocks 102, 103, 104, 105 and 106, which are in the vehicle arranged processing means, connected.
  • Block 102 represents a yaw rate control
  • block 103 represents a device with the aid of which the behavior of the chassis can be influenced
  • block 104 represents a distance control
  • block 105 represents an engine control
  • block 106 represents an electronic transmission control. Both this list and that in FIG Figure 1 selected representation is not intended to be conclusive.
  • additional or different processing means for example a brake slip control or a drive slip control - can be arranged in any combination in the vehicle.
  • processing means listed above are those with which a variable describing and / or influencing the vehicle movement is regulated and / or controlled.
  • the processing means 102, 103, 104, 105 and 106 are given variables Sx via the data bus 107, which are provided by the device according to the invention, ie the sensor module, and which are in the processing means when regulating and / or controlling one of them variable describing and / or influencing the vehicle movement are taken into account. Sizes are Sx it is vehicle movement variables that describe the vehicle movement and / or lane variables that describe the nature and / or the course of the lane.
  • the vehicle movement variables in turn are composed of first vehicle movement variables, which are detected with the detection means contained in the sensor module 101, and second vehicle movement variables, which are determined with the aid of the computing means contained in the sensor module.
  • any constellations of the first vehicle movement variables, the second vehicle movement variables and the lane variables are conceivable for the signals Sx.
  • the signals Sx are usually composed of the first vehicle movement variables, combined with the second vehicle movement variables or the roadway variables or combined with both. It is also conceivable that the signals Sx do not have all of the individual signals of the first vehicle movement variables, the second vehicle movement variables and the lane variables, but any subset of these.
  • the processing means 102 generate signals F102x, the processing means 103 generate signals F103x, the processing means 104 generate signals F104x, the processing means 105 generate signals F105x and the processing means 106 generate signals F106x.
  • These are available to the sensor module 101 via a data bus 108, which can also be implemented as a CAN bus.
  • the individual signals generated by the processing means are, for example, quantities which contain information about whether the respective processing means themselves or, if available, which of the lower-level controllers present in the respective processing means is currently active. Or there are variables that represent the working state of the actuators, which is controlled by the processing means for regulating and / or controlling a variable that describes and / or influences the vehicle movement.
  • the sensor module 101 Information supplied via the data bus 108 is taken into account when determining the variables Sx.
  • block 101 represents the sensor module.
  • the variables Sx provided by the sensor module are fed to a processing means 102, which is a yaw rate control.
  • the sizes Sx are also supplied to blocks 204 and 205 to be described.
  • the vehicle movement variables are composed of first vehicle movement variables, which are detected with the detection means contained in the sensor module, and second vehicle movement variables, which are determined with the aid of the computing means contained in the sensor module.
  • the first vehicle movement variables are the lateral acceleration of the vehicle, the longitudinal acceleration of the vehicle, the vertical acceleration of the vehicle and the yaw rate of the vehicle.
  • the first vehicle movement quantities can also be an angular velocity with respect to the longitudinal axis of the vehicle and an angular velocity with respect to the transverse axis of the vehicle included.
  • the second vehicle movement variables are the longitudinal speed of the vehicle and the lateral speed of the vehicle.
  • the road surface sizes are the road gradient, the road gradient and the road friction.
  • Block 202 represents wheel speed sensors assigned to the wheels of the vehicle.
  • the wheel speed variables omegaij determined with the aid of the wheel speed sensors are fed to both the sensor module 101 and the processing means 102.
  • the abbreviation omegaij has the following meaning:
  • the index i indicates whether it is a front wheel (v) or a rear wheel (h).
  • the index j indicates whether it is a left (1) or a right (r) wheel.
  • Block 201 represents sensor means with which variables are determined which describe the steering angle set for the steerable wheels. If it is a vehicle with front axle steering, block 201 can be a sensor for detecting the steering wheel angle set by the driver. Depending on the requirements for the accuracy to be achieved, this steering wheel angle can be converted to a wheel-specific wheel steering angle for the two front wheels. As an alternative to this constellation of steering wheel angle and conversion, it is also advisable to use sensors individually assigned to the two front wheels to determine the wheel-specific wheel steering angle. The same procedure can be used for a vehicle with front axle and rear axle steering, in which case four sensors, which are assigned to the individual wheels, may be required. In FIG.
  • the designation delta is used in a simplified manner for the quantities generated with the aid of block 202, regardless of whether it is the steering wheel angle or individual wheel steering angle.
  • the variables delta are fed to both the sensor module 101 and the processing means 102.
  • a vehicle with front axle steering is assumed.
  • a vehicle can be considered that has steered wheels both on the front axle and on the rear axle.
  • the processing means 102 is a yaw rate control, which is also known as the driving dynamics control (FDR) or the abbreviation ESP (Electronic Stability Program).
  • FDR driving dynamics control
  • ESP Electronic Stability Program
  • a target value for the yaw rate of the vehicle is determined from the steering wheel angle set by the driver or the wheel-specific wheel steering angles and the determined vehicle speed.
  • This target value for the yaw rate is limited depending on the existing road surface friction value to a maximum realizable or mobile value under the existing road surface conditions.
  • This setpoint is compared with an actual value for the yaw rate. In this comparison, the deviation of the actual value from the target value is determined.
  • target slip changes are determined for the individual vehicle wheels, with which the target slip to be set on the respective wheel is modified.
  • the vehicle's angle of attack is limited or regulated.
  • the float angle represents the angle between the longitudinal axis of the vehicle and the speed vector. The float angle is determined as a function of the longitudinal speed and the transverse speed.
  • brake interventions are carried out on the individual wheels of the vehicle independently of the driver by actuating the brake actuators 203 assigned to the vehicle wheels.
  • the respective actual slip is adjusted to the specified target slip for each individual wheel by generating a braking torque.
  • This generates a yaw moment which acts on the vehicle and which causes the vehicle to rotate about its vertical axis, as a result of which the actual value of the yaw rate approximates the associated target value.
  • motor interventions can also be carried out by applying appropriate actuators 204. with which the engine torque output by the engine is reduced.
  • the yaw rate control receives the steering wheel angle or the individual wheel steering angles from the block 201.
  • the longitudinal speed, lateral speed, actual value for the yaw rate and road friction value are made available to the yaw rate control 102 by the sensor module 101.
  • the lateral acceleration can also be fed to the yaw rate control starting from the sensor module 101.
  • variable roadway slope supplied to the yaw rate control 102 starting from the sensor module 101 is taken into account for the detection and consideration of trips in steep wall curves.
  • a sensor for detecting the brake pressure set by the driver, the signal of which is fed to block 102, may need to be taken into account.
  • the block 102 for controlling the yaw rate of the vehicle controls brake actuators 203 assigned to the vehicle wheels or means 204 for influencing the engine torque output by the engine.
  • the brake actuators can be part of a hydraulic or electrohydraulic or pneumatic or electropneumatic or electromechanical brake system.
  • the brake actuators are controllable valves, via which brake medium is supplied to or discharged from a wheel brake cylinder.
  • the brake actuators are electrically operated servomotors, a braking torque can be generated by actuating them on the individual vehicle wheels.
  • the brake actuators are controlled by means of the signals EBx, which are supplied to block 203 starting from block 102.
  • the EBx signals represent the control signals with which the individual valves are controlled.
  • the signals EBx correspond to the target brake pressures to be set for the individual wheels. These setpoint brake pressures are converted into control signals for the individual valves with the aid of a control unit assigned to the electrohydraulic brake system.
  • there is no feedback from the brake actuators 203 to the yaw rate control 102 i.e. in this case no signals BEx are provided.
  • the status of the brake actuators 203 is reported back to the yaw rate control 102 by means of the signals BEx.
  • the currently set braking torques Mbr can optionally be supplied to the sensor module 101.
  • brake pressure variables Pbr which represent the brake pressures set on the individual wheels and which are determined in the yaw rate control 102 with the aid of a mathematical pressure estimation model, can optionally be supplied to the sensor module 101.
  • the optional supply of the above variables to the sensor module 101 in the two cases is indicated by the dashed line in FIG. 2.
  • Block 204 is a means of influencing the engine torque output by the engine.
  • the engine torque to be output is set as a function of the signals EMx, which are fed to the block 204 based on the yaw rate control 102 via a so-called torque interface and which specify the engine torque to be set.
  • the currently set engine torque is reported back to the yaw rate control 102 by means of the signals MEx.
  • the means 204 can be, for example, a throttle valve or an injection device.
  • the currently set engine torque Mmot can be supplied to the sensor module 101, which is indicated by the dashed line in FIG. 2.
  • the braking torques Mbr or the braking pressure variables Pbr and on the other hand the engine torque Mmot are supplied to the sensor module:
  • a support calculation is carried out in connection with the determination of the second vehicle movement variables and the road surface variables.
  • the moment equilibrium is evaluated in the longitudinal direction, for which the optionally supplied sizes are required.
  • the control of a transmission 205 by the yaw rate control can also be provided.
  • a signal EGx is fed to the transmission 205, with which the transmission receives information as to whether the engaged gear should be maintained or whether a higher or a lower gear should be engaged.
  • the transmission 205 provides the yaw rate control 102 with signals GEx feedback about the gear currently engaged or the target gear to be engaged.
  • the transmission 205 sends the sensor module 101 information about the currently engaged gear or about the currently realized transmission ratio by means of the signals Gx.
  • signals FE are fed to the sensor module 101, with which the sensor module 101 is informed which controller of the yaw rate control is currently active.
  • the concept of yaw rate control provides for a controller structure comprising subordinate controllers, which are a brake slip controller and a traction controller, and a superimposed controller, the so-called vehicle controller, which regulates the yaw rate of the vehicle. Consequently, the signals FE contain information as to whether or which of the controllers brake slip controller and / or traction controller and / or vehicle controller is active. This information is taken into account when determining the lane sizes and / or the second vehicle movement sizes as follows. The mean road friction is determined using an estimation method.
  • This estimation method provides a reliable estimate of the average road friction when the longitudinal or transverse slip of at least one wheel of the vehicle is close to the limit of grip.
  • the reason for this is as follows:
  • the maximum possible road friction, ie the value 1 is usually chosen as the starting value of the estimate. If the situation described above is now in which a wheel of the vehicle is close to the limit of grip, then in this situation one already has a first approximate information about the road friction. This value, which in any case describes the situation better than the value assumed for 1, can then be used as the starting value.
  • the estimation method which is advantageously based on a Cayman filter, can determine the exact value of the road surface friction value present in this situation more quickly. This in turn leads to the second vehicle movement quantities having a higher quality can be determined, since the estimated road friction value is included in their determination.
  • the sensor module 101 is composed of determining means 101a and computing means 101b.
  • the determination means 101a are a sensor means for detecting the longitudinal acceleration of the vehicle and / or a sensor means for detecting the lateral acceleration of the vehicle and / or a sensor means for detecting the vertical acceleration of the vehicle and / or a sensor means for detecting the yaw rate of the vehicle.
  • the sensor module can also contain detection means for detecting the rate of rotation of the vehicle about its longitudinal axis, the so-called roll speed, and / or for detecting the rate of rotation of the vehicle about its transverse axis, the so-called pitching speed.
  • the computing means 101b is a control device which is assigned exclusively to the sensor module. This control device communicates via a data bus, the data bus 107 shown in FIG. 1, with other control devices arranged in the vehicle, which are the processing means 102, 103, 104, 105 and 106 shown in FIG.
  • second vehicle motion variables and / or lane variables are determined with the aid of the computing means 101b.
  • further variables that are detected with the aid of sensor means are not in the sensor module 101 are arranged, taken into account. These are the steering wheel angle or the individual wheel steering angle delta, which are supplied to the sensor module 101 starting from the block 201, and / or the wheel speeds omegaij, which are supplied to the sensor module 101 starting from the block 202.
  • additional variables that are not included in the sensor module 101 with sensor means can be taken into account when determining the second vehicle movement variables and / or the lane variables.
  • This can be the actual braking pressure and / or the spring deflection present on the individual wheels, which are provided by a device for influencing the behavior of the undercarriage.
  • the actual braking pressure is required for the support calculation carried out in connection with the determination of the second vehicle movement variables and the lane variables.
  • the spring deflections are required in order to be able to eliminate the influences of the vehicle's own movement in the vehicle longitudinal acceleration variable and / or in the vehicle transverse acceleration variable and / or in the vehicle vertical acceleration variable.
  • the second vehicle movement variables Sx2 determined in the sensor module 101 which are the longitudinal speed of the vehicle and / or the transverse speed of the vehicle, are fed to block 102 for further processing.
  • the roadway variables Fg which are also determined in the sensor module 101 and which are the roadway gradient and / or the roadway cross slope and / or the roadway friction coefficient, are also fed to block 102 for further processing.
  • the first vehicle movement variables Sxl which are detected with the aid of the detection means 101a contained in the sensor module 101 and which are the longitudinal acceleration and / or the lateral acceleration and / or the vertical acceleration and / or the yaw rate, are likewise supplied to the block 102.
  • the individual variables belonging to the first vehicle movement variables Sxl can be sent in the transmitter before they are fed to the block 102.
  • Sormodule 101 are filtered, for example, or are subjected to a transformation in which these individual variables are mapped to the center of gravity of the vehicle.
  • freely rolling wheel speeds or offset-adjusted values for the steering wheel angle or the wheel steering angle can also be determined in the sensor module 101.
  • To determine the freely rolling wheel speeds it is advisable, for example, to transform the vehicle speed determined for the center of gravity of the vehicle, taking into account the vehicle movement and the vehicle geometry, to the geometric locations of the vehicle wheels.
  • the offset-matched values can be determined, for example, using long-term filtering.
  • sensor means for detecting a variable that describes the rotational movement of the vehicle about its longitudinal axis and / or sensor means for detecting a variable that describes the rotational movement of the vehicle about its transverse axis can also be provided in the sensor module 101.
  • variables are determined in the sensor module which are derived from the time derivative of the yaw rate, i.e. correspond to the rotation rate of the vehicle about its vertical axis or the time derivative of the rotation rate with respect to the longitudinal axis or the time derivative of the rotation rate with respect to the transverse axis of the vehicle. All of these variables can be output in the form of the signals Sx3 from the sensor module 101 and made available to various processing means combined to form a block 301. Of course, these signals Sx3 can also be supplied to block 102.
  • the determination of the second vehicle movement variables Sx2 and / or the lane variables Fg takes place in the sensor module 101 in accordance with the following method steps.
  • signal processing is carried out both for the sensor signals detected with the aid of the detection means 101a arranged in the sensor module 101 and for the sensor signals which are fed to the sensor module 101 from external sensor means.
  • the sensor signals are monitored using model-based plausibility and / or based on a redundant design of the detection means or sensor means.
  • the sensor signals are also offset-corrected using long-term filtering.
  • a transformation into the center of gravity of the vehicle is necessary since the sensor module 101 is installed at any location of the vehicle, and thus measures at this location, but parameters relating to the center of gravity are required for processing in the processing means.
  • the pitch and / or roll correction is either model-based or based on an evaluation of travel sensors. With the help of this correction, the inherent movement of the vehicle body is eliminated from the measured quantities. In addition, all sensor signals are low-pass filtered to eliminate interference.
  • the longitudinal acceleration and / or lateral acceleration and / or vertical acceleration and / or yaw rate thus prepared with the aid of the signal processing are output as the first vehicle movement variables.
  • a wheel load calculation is carried out, ie the normal forces acting on the individual wheels are determined.
  • This calculation is carried out as a function of the longitudinal acceleration and / or lateral acceleration and / or vertical acceleration and the geometry describing the center of gravity. data and of data that describe parameters relevant to the calculation of the axles, suspension systems and / or damping systems installed in the vehicle.
  • the normal forces acting on the individual wheels are required because the estimation method with which the second vehicle movement variables and / or the roadway variables are determined works on the basis of variables normalized to the normal force. Taking into account the vehicle geometry, the normal forces acting at the individual wheel contact points result from the recorded vertical acceleration. On account of the longitudinal acceleration and the lateral acceleration, there is information about the movement of the vehicle in the plane. This own vehicle movement can thus be taken into account when determining the normal forces and can thus be eliminated.
  • the second vehicle movement variables and / or the lane variables are determined using a suitable condition observer.
  • the condition observer uses the transformed as well as pitch and roll corrected longitudinal acceleration and / or lateral acceleration and / or vertical acceleration and / or the yaw rate and / or the yaw acceleration and / or the wheel speeds and / or the steering wheel angle or the wheel-specific wheel steering angle.
  • the condition observer uses a suitable estimation method, for example the condition observer is designed as a Cayman filter, to determine the longitudinal speed and / or the transverse speed and / or the road gradient and / or the road gradient and / or the road friction.
  • optimally filtered sensor signals are determined with the aid of the status observer. If there is a need, these can be made available to the processing means arranged in the vehicle for further processing.
  • the condition observer can also determine free-rolling wheel speeds, which can then also be provided.
  • special driving situations can be recognized. For example, a rollover risk, ie a risk of tipping over, can be detected. This danger can be identified in a model-supported manner by evaluating the longitudinal acceleration and / or lateral acceleration and / or vertical acceleration, which have been corrected as well as corrected for pitch and roll.
  • the angular velocity can also be the longitudinal axis of the vehicle can be evaluated.
  • the risk can also be determined by a combined evaluation of the spring travel sensors and the angular velocity.
  • the longitudinal axis of the vehicle can be recognized. There is a danger of tipping over, for example, when the wheels on the inside of the curve rebound to a large extent and the wheels on the outside of the curve are deflected to a large extent while the angular velocity with respect to the longitudinal axis is greater than a predetermined threshold value.
  • the lurching of the vehicle as is the case, for example, with a lurching trailer, can be recognized as a further special situation. For this purpose, a variable describing the transverse dynamics of the vehicle is evaluated.
  • the vehicle is lurching.
  • a vehicle standstill can also be detected.
  • the sensor signals determined with the aid of the wheel speed sensors, the longitudinal acceleration and / or lateral acceleration and / or vertical acceleration and / or the yaw rate are evaluated with the aid of plausibility queries.
  • the angular velocity can also be the longitudinal axis and / or the angular velocity with respect to the transverse axis are evaluated.
  • the actual brake pressures can be evaluated. If these are greater than a predetermined threshold value, it can be assumed that the vehicle is at a standstill.
  • the direction of travel can also be recognized as another special driving situation.
  • the wheel steering angle, the yaw rate and the sensor signals of the wheel speed sensors which contain information about the direction of rotation of the wheel, evaluated with the help of plausibility queries.
  • Position information can be prepared in a further method step.
  • “horizontal” signals ie roadway-related signals, are required.
  • information about the distance traveled from a starting point and / or information about the actual coordinates of the vehicle with respect to a starting point and / or information about the vehicle orientation can also be obtained be deployed to a starting point.
  • the condition observer is supplied with signal-conditioned sensor signals.
  • the signal-processed sensor signals and the signals determined by the condition observer are evaluated both when the special driving situations are identified and when position information is processed.
  • the device according to the invention relates to a sensor module with an evaluation unit, which contains several detection means in the sense of a sensor fusion and which is advantageously attached to a central location of the vehicle.
  • the device according to the invention ie the sensor module, opens up a high potential for savings in the sensors installed in a vehicle, since the device according to the invention avoids the installation of multiple identical sensors. At the same time, the signal quality is improved because the saved costs are invested in higher quality sensors can.
  • the device according to the invention makes it possible to use algorithms to determine parameters that are not directly or only very costly to measure, such as, for example, the slip angle and / or the road gradient and / or the road gradient and / or the road friction value, and to make them generally available.
  • the device according to the invention is a unit installed centrally in the vehicle, in which at least measuring devices for the quantities longitudinal acceleration, lateral acceleration and yaw rate as well as a computing unit are combined.
  • the arithmetic unit calculates from these signals, taking into account the wheel speeds and the steering wheel angle, at least one of the variables longitudinal speed, transverse speed, road gradient, road gradient and road friction.
  • the device according to the invention is a unit installed centrally in the vehicle, in which at least measuring devices for the variables longitudinal acceleration, lateral acceleration, vertical acceleration and yaw rate as well as a computing unit are combined.
  • the arithmetic unit calculates at least one of the variables longitudinal speed from these signals, taking into account the wheel speeds and the wheel-specific steering angle of the vehicle wheels. speed, cross speed, road gradient, road gradient and road friction.

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  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
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Abstract

La présente invention concerne un dispositif conçu pour fournir des paramètres intervenant lors de la régulation et/ou la commande d'un paramètre décrivant et/ou influençant le déplacement d'un véhicule. Les paramètres fournis consistent en des paramètres de déplacement de véhicule (Sx1, Sx2) qui décrivent le déplacement d'un véhicule et/ou en des paramètres de voie de circulation (Fg) qui décrivent l'état et l'allure de la voie de circulation. Le dispositif selon cette invention comprend un système de détection (101a) permettant de détecter des premiers paramètres de déplacement de véhicule (Sx1) et un système de calcul (101b) permettant de déterminer, au moins en fonction des premiers paramètres de déplacement de véhicule (Sx1), des seconds paramètres de déplacement de véhicule (Sx2) et/ou des paramètres de voie de circulation (Fg). Ledit système de détection (101a) et ledit système de calcul (101b) sont combinés dans l'espace pour former une unité structurelle (101). Les premiers paramètres de déplacement de véhicule (Sx1) et les seconds paramètres de déplacement de véhicule (Sx2) et/ou les paramètres de voie de circulation (Fg) déterminés à l'aide du système de calcul sont fournis à des systèmes de traitement (102, 103, 104, 105, 106) qui se trouvent dans le véhicule, hors de ladite unité structurelle, afin d'être traités ultérieurement.
EP03743854A 2002-03-13 2003-03-07 Dispositif pour fournir des parametres Withdrawn EP1483129A1 (fr)

Applications Claiming Priority (5)

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DE10211221 2002-03-13
DE10211220 2002-03-13
DE10211220 2002-03-13
DE10211221 2002-03-13
PCT/EP2003/002340 WO2003076228A1 (fr) 2002-03-13 2003-03-07 Dispositif pour fournir des parametres

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EP03709756A Withdrawn EP1483142A1 (fr) 2002-03-13 2003-03-07 $g(c) procede et dispositif permettant de determiner les grandeurs caracterisant la tenue de route d'un vehicule

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DE10391325D2 (de) 2005-02-10
EP1483142A1 (fr) 2004-12-08
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WO2003076243A1 (fr) 2003-09-18
US20050182548A1 (en) 2005-08-18

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