EP2342108A1 - Procédé de production d'un couple différentiel pour véhicule - Google Patents

Procédé de production d'un couple différentiel pour véhicule

Info

Publication number
EP2342108A1
EP2342108A1 EP09781104A EP09781104A EP2342108A1 EP 2342108 A1 EP2342108 A1 EP 2342108A1 EP 09781104 A EP09781104 A EP 09781104A EP 09781104 A EP09781104 A EP 09781104A EP 2342108 A1 EP2342108 A1 EP 2342108A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
torque
dlf
wheel brake
further actuator
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Withdrawn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
EP09781104A
Other languages
German (de)
English (en)
Inventor
Andreas Erban
Markus Henzler
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2342108A1 publication Critical patent/EP2342108A1/fr
Withdrawn legal-status Critical Current

Links

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
    • 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
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/14—Electronic locking-differential
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/30—ESP control system
    • B60T2270/303—Stability control with active acceleration

Definitions

  • the invention relates to a method for generating a difference moment acting on a vehicle according to the preamble of claim 1.
  • a method for stabilizing a vehicle in a driving-dynamic limit situation in which a vehicle controller engages by automatically actuating at least one wheel brake in the driving operation.
  • an additional drive torque is generated on at least one wheel, which causes an additional yaw moment, which supports the stabilizing effect of the braking intervention.
  • the braking deceleration which is due to the situation, can also depend on the situation
  • the control of the wheel brakes via a vehicle control system such as an ESP system
  • the invention is based on the object, the function of a vehicle control device, which is a wheel brake for
  • the inventive method is based on a
  • Vehicle control system in a vehicle comprising a vehicle control device, which comprises at least one wheel brake, and a further actuator via which a differential torque acting on the vehicle is to be generated separately from the wheel brake.
  • the differential torque is used to generate a stabilizing yawing moment on at least one axis, for example for stabilizing an over / understeering vehicle.
  • the differential torque is used for traction assistance by generating a blocking effect by a differential braking torque (active braking of the spinning wheel) or a differential drive torque to a driven Axis for maintaining traction on one-sided smooth surfaces ( ⁇ Sp i lt ) is applied.
  • a differential braking torque active braking of the spinning wheel
  • ⁇ Sp i lt differential drive torque to a driven Axis for maintaining traction on one-sided smooth surfaces
  • Axis exerts an intended blocking effect in the case of ⁇ sp i lt ; the resulting yaw moment is accepted with approval.
  • the desired difference moment occurs primarily via the further actuator which functions independently of the actuation of the wheel brake unit.
  • the wheel brake unit is used only in the event that the desired differential torque is set only partially or not at all via the further actuator.
  • a hierarchy is set when setting the desired differential torque.
  • the differential torque is preferably provided via the further actuator, the vehicle control device, which comprises a control unit and the wheel brake, is used only in addition.
  • the vehicle control device which comprises a control unit and the wheel brake.
  • This hierarchical structure has various advantages with regard to the integration of different systems and also with regard to comfort.
  • different and separately formed vehicle control devices and actuators in the manner of a modular system can be combined with one another or integrated in the vehicle. These vehicle control devices or actuators can thus be manufactured as individual modules independently of each other and combined in the vehicle to form an overall system.
  • the vehicle control device which acts on the wheel brake unit, here comes to a so-called watchdog or monitoring function, since the difference moment is generated primarily via the further actuator and not on the wheel brake and the wheel brake are activated only in the event that Generation of the differential torque alone on the other actuator is not ensured in a sufficient manner.
  • various types of further actuators can be integrated together with the vehicle control device acting on the wheel brakes into a vehicle control overall system.
  • the other actuator is able to produce a differential torque in the vehicle, including in particular active to be set actuators with an asymmetric distribution of drive torque.
  • torque vectoring systems which include an active coupling member for driving torque distribution between the driven wheels of an axle or between driven wheels of different axes.
  • electromotive drives for example wheel hub motors, via which different levels of drive torque can be applied to different vehicle wheels.
  • Such electric motors are preferably part of a hybrid drive, which includes not only the electric motors but also an internal combustion engine.
  • the drive of the vehicle but also takes place exclusively by electric motor.
  • Another way to set an additional differential torque via an active actuator represents a rear-wheel steering.
  • the additional actuator can either be provided with its own control unit or be integrated into the control structure of the wheel brakes acting on the vehicle control device.
  • the further actuator is part of a separate vehicle control system, which is brought together with the wheel brake acting on the vehicle control device.
  • the second case ie in another actuator without its own control unit, can be relatively simple
  • Actuator systems are used, wherein the control is performed to adjust the desired differential torque in the further actuator via the controller structure of the wheel brakes acting on the vehicle control device.
  • Vehicle control device and further actuator in which the differential torque is preferably used via the further actuator, has the advantage that in case of failure of the other actuator, the desired differential torque at least partially, but preferably can be provided by the wheel brakes acting on the vehicle control device due to their monitoring function occurs immediately when the desired differential torque can not or not completely generated by the other actuator. This gives additional security with regard to a system failure.
  • the actually realized control variable of the further actuator is provided as an operating point for the control unit, which is assigned to the wheel brake.
  • This procedure is particularly suitable in the embodiment of the further actuator as part of an independent vehicle control device, which is equipped with its own control unit.
  • Wheel brakes acting on vehicle control device uses the actual realized manipulated variable as the operating point, so that the Control in which the wheel brakes acting on vehicle control device put on a better output value and thus can react faster or more spontaneously in the event that the desired differential torque can not be provided completely by the other actuator.
  • the other actuator adjusts the differential torque completely, the operating point at which the control unit of the wheel brakes acting vehicle control device, so dimensioned that no deviation arises and thus the wheel brakes also do not have to complement function to set the desired differential torque.
  • a desired torque supplied by the control unit of the vehicle brake device acting on the wheel brakes is fed to the further actuator as an input variable.
  • This embodiment is particularly suitable for further actuators without their own control unit, so that the control of the further actuator is taken over by the control unit of the wheel brakes acting on the vehicle control device.
  • the further actuator is thus embedded in the controller structure of the vehicle control device.
  • Vehicle control device supplied in each case, so both in the execution of the actuator without its own control unit as well as in the version with its own control unit.
  • a manipulated variable maximum before entry into the vehicle control device, which may be a fixed quantity, but possibly also a variable, of current state variables of the vehicle and / or the other Actuator dependent size, for example, depends on the temperature of the actuator.
  • the target torque delivered by the control unit is hereby limited to a desired torque maximum, which preferably also depends on the current driving state of the vehicle, for example, the vehicle speed, the lateral acceleration or the coefficient of friction between the wheels and the road.
  • the differential torque can be adapted to the current driving condition, for safety reasons, for example, at a very low coefficient of friction, a limitation can be performed.
  • the vehicle control device for acting on the wheel brake is, in particular, an ESP control system (electronic stability program), via whose control signals the wheel brakes can be applied to vehicle wheels on opposite sides.
  • ESP control system electronic stability program
  • the wheel brakes can be applied to vehicle wheels on opposite sides.
  • another vehicle controller into consideration such as a traction control or anti-lock braking system.
  • FIG. 1 is a schematic representation of a motor vehicle with a vehicle control device for applying wheel brakes to the vehicle wheels and with a torque vectoring system for the active distribution of
  • FIG. 2 is a block diagram showing the overall structure of the vehicle control device for applying the wheel brakes and the torque vectoring system.
  • the motor vehicle 1 shown in FIG. 1 has front wheels 2 and 3 on a front axle 16 and rear wheels 4 and 5 on a rear axle 17, wherein each wheel is assigned a wheel brake unit 6, 7, 8, 9.
  • the wheel brake units 6 to 9 are adjusted by actuating signals of a control or control unit 10, which is an example of part of an ESP control system.
  • the Regel instant. Control unit 10 sensor signals of a sensor 11 are supplied, which may include both an environment sensor for detecting the vehicle environment and a state sensor for detecting the current vehicle condition.
  • the environmental sensor system includes, for example, radar sensors or optical sensors, with the state sensors can be determined vehicle state variables of longitudinal and / or lateral dynamics such as vehicle speed, vehicle deceleration, lateral acceleration or wheel slip.
  • the motor vehicle 1 is also equipped with a front and a rear torque vectoring system 12 and 13, respectively, which is an actively adjustable clutch actuator for distributing drive torque between a left and a right driven wheel of an axle.
  • Each torque vectoring system 12 or 13 is assigned a control unit 14 or 15, wherein the control units 14 and 15 communicate with the central control or control unit 10.
  • the torque vectoring systems 12 and 13 acting on different axes can also be set by a common control unit.
  • each axis 16, 17 of the motor vehicle 1 is associated with a torque vectoring system 12 or 13, so it is a vehicle with two driven Axes. In principle, however, it is also sufficient within the scope of the invention to provide a torque vectoring system only on a driven axle.
  • the invention not to provide a torque vectoring system, but wheel hub motors in the vehicle wheels, the wheel hub motors of opposite vehicle wheels are separately controlled, so that in this way different drive torques can be applied to opposite vehicle wheels ,
  • Both via the vehicle control device for acting on the wheel brake, which includes the control unit or control unit 10 and the wheel brake units 6 to 9, as well as via the torque vectoring system 12 and 13 respectively acting on the vehicle differential torque can be generated.
  • FIG. 2 shows the overall structure with the vehicle control device 20 for acting on the wheel brake units 6 to 9 and the torque vectoring system 12, 13.
  • the vehicle control device 20 includes the control unit 10, which supplies at the output as a control variable a control deviation ⁇ v Dlf of the wheel difference speed v Dlf , which indicates the speed difference between the wheels of an axle, and / or a control deviation ⁇ v yaw of the yaw rate v yaw .
  • the controlled variable v Dlf or v yaw enters into a control unit 21 of the vehicle control device 20, which supplies a differential torque M Dlf as a manipulated variable.
  • the differential torque M Dlf represents a desired torque, which is initially limited in a subsequent limiting unit 22 to a desired torque maximum M Dlf; Lim , which expediently depends on the current state variables of the motor vehicle, for example on the vehicle speed , the lateral acceleration or the coefficient of friction between them Wheels of the vehicle and the road.
  • the current actually realized differential torque M Dlf Act subtracted as a manipulated variable limited Lim setpoint torque M Dlf for determining a control deviation .DELTA.M Dlf; Following the limiting unit 22 is in a differential point from the optionally on the Sollmoment- maximum M Dlf.
  • Control deviation .DELTA.M Dlf then enters a dynamic model of the torque vectoring system 12, 13 containing unit 23, which has the task of a possible phase difference between the pressure control in the wheel brake of the vehicle control device 20 and in the actuator of the torque vectoring Systems 12, 13 compensate.
  • phase differences can occur due to the faster response of the wheel brakes compared to the actuator of the torque vectoring system.
  • the dynamic model in the unit 23 such phase differences are compensated.
  • the dynamized control deviation flows into a further limiting unit 24, in which, analogously to the limiting unit 22, a limitation is preferably carried out as a function of the current state variables of the vehicle, for example the vehicle speed.
  • the limitation unit 24 takes into account the particularly sensitive response of the dynamic vehicle behavior to an intervention via the wheel brakes.
  • the control deviation finally enters the last block of the vehicle control device, which contains the wheel brake units 6 to 9, via which the desired pressure p L or p R in the wheel brake units on the vehicle wheels is different
  • Vehicle pages is set. In this way, it is possible to generate a desired differential torque in the vehicle via the vehicle control device 20 and the application of the wheel brake units.
  • the overall system shown in FIG. 2 contains, in addition to the vehicle control device 20, also the torque vectoring system 12, 13, via which likewise a differential torque in the vehicle can be adjusted to different vehicle wheels by a different drive torque distribution. in the
  • switches S1 and S2 The various operating modes in the interaction of vehicle control device 20 and torque vectoring system 12, 13 are symbolized by switches S1 and S2.
  • the switch Sl is located between the output of a limiting unit 26, which is associated with the torque vectoring system 12, 13, and the controller unit 22, which is part of the vehicle control device 20.
  • the switch S2 is located in a feedback path between the output of the control unit 21 downstream limiting unit 22 and the input of the torque vectoring system 12, 13, and in front of another limiting unit 25 which is arranged in this feedback branch.
  • the switches S1 and S2 are symbolic of the presence (closed switch) or absence (open switch) of a corresponding connection between said units of the overall system.
  • the switch S1 is closed and the switch S2 is opened.
  • This operating mode is preferably used in the event that the further actuator for generating a differential torque - in the exemplary embodiment, the torque vectoring system - is provided with its own control unit, via which the desired differential torque on the
  • Torque vectoring system is set.
  • the feedback loop between the output of the controller unit 21 of the vehicle controller 20 and the input of the torque vectoring system 12, 13 is not mandatory.
  • Actuating variable M Dlf; Act which is optionally limited to a manipulated variable maximum M Dlf; Pot in a limiting unit 26, is supplied to the vehicle control device 20 as input variable of the control unit 21.
  • the actually realized manipulated variable M Dlf; Act serves as an operating point in the control unit 21 for determining the manipulated variable torque M Dlf .
  • the realized manipulated variable M Dlf; Act represents the operating point of the control circuit the I component. Building on this operating point is a better response of the controller or a faster setting of the desired moment feasible.
  • the realized manipulated variable M Dlf; Act is supplied to the point of difference as an input variable, specifically on the output side of the limiting unit 22, which adjoins the regulator unit 21.
  • the realized manipulated variable M Dlf; Act is subtracted from the calculated manipulated variable M Dlf , whereby the control deviation ⁇ M Dlf is obtained.
  • the switch S1 is open and the switch S2 is closed.
  • This mode is preferably used for actuators 12, 13 without its own control unit.
  • a return branch for returning the setpoint torque M Dlf as an input variable for the further actuator 12, 13 is closed.
  • the limiting unit 25 for limiting is contained to a maximum, the manipulated variable to be supplied to the further actuator 12, 13 is referred to as the set input variable with M Dlf; Tar .
  • M Dlf; Pot which is the maximum torque that can be set via the further control element 12, 13.
  • M Dlf; Pot can be a fixed Be size, but optionally also variable, for example, depending on the current temperature in the other actuator.
  • the vehicle control device 20 is used as a backup function in the event that the desired differential torque is not adjustable via the further actuator 12, 13 in the vehicle is. Only in these cases does one get one
  • the supplementary function of the vehicle control device 20 also comes into play in the event that the further actuator 12, 13 completely fails. In this case, the differential torque is set completely via the application of the wheel brake.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)

Abstract

L'invention concerne un procédé de production d'un couple différentiel agissant sur un véhicule, procédé selon lequel, par actionnement d'une unité de frein sur roue, un couple différentiel est fourni entre deux roues du véhicule, et un couple différentiel est produit, via un autre organe de réglage, séparément de l'unité de frein sur roue. Le réglage du couple différentiel souhaité s'effectue principalement via l'autre organe de réglage, l'unité de frein sur roue intervenant en complément dans le cas où le couple différentiel n'a pas à être réglé via l'autre organe de réglage.
EP09781104A 2008-09-25 2009-07-27 Procédé de production d'un couple différentiel pour véhicule Withdrawn EP2342108A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008042363.7A DE102008042363B4 (de) 2008-09-25 2008-09-25 Verfahren zur Erzeugung eines Fahrzeug-Differenzmoments
PCT/EP2009/059640 WO2010034543A1 (fr) 2008-09-25 2009-07-27 Procédé de production d'un couple différentiel pour véhicule

Publications (1)

Publication Number Publication Date
EP2342108A1 true EP2342108A1 (fr) 2011-07-13

Family

ID=41152209

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09781104A Withdrawn EP2342108A1 (fr) 2008-09-25 2009-07-27 Procédé de production d'un couple différentiel pour véhicule

Country Status (4)

Country Link
EP (1) EP2342108A1 (fr)
CN (1) CN102164790A (fr)
DE (1) DE102008042363B4 (fr)
WO (1) WO2010034543A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20130280479A1 (en) * 2010-12-13 2013-10-24 Toray Industries, Inc. Carbon-fiber-reinforced plastic molded article
KR20120106211A (ko) * 2011-03-18 2012-09-26 현대모비스 주식회사 센서감응조향장치를 갖춘 전기자동차 및 이를 이용한 조향제어방법
DE102011085545A1 (de) * 2011-11-02 2013-05-02 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben eines Kraftfahrzeugs
DE102012022120A1 (de) * 2012-11-13 2014-05-15 Winkler + Dünnebier Gmbh Saugwalzensystem und Anlage zur Verarbeitung einer Materialbahn
JP7060705B2 (ja) * 2018-03-12 2022-04-26 ジーケーエヌ オートモーティブ リミテッド 駆動トルクを制御する方法および方法を実施するためのドライブトレーンアセンブリ

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4446592B4 (de) * 1994-12-24 2005-08-04 Robert Bosch Gmbh Fahrdynamikregelsystem
JP3099675B2 (ja) * 1995-04-06 2000-10-16 トヨタ自動車株式会社 車両挙動制御システム
US6704622B2 (en) * 2001-12-28 2004-03-09 Visteon Global Technologies, Inc. Vehicle stability control
FR2851219B1 (fr) * 2003-02-19 2006-12-08 Peugeot Citroen Automobiles Sa Procede de reduction du diametre de braquage d'un vehicule automobile et vehicule automobile
US7245995B2 (en) 2003-02-19 2007-07-17 Robert Bosch Gmbh Fault-tolerant vehicle stability control
DE10351652B4 (de) * 2003-11-05 2005-08-04 Daimlerchrysler Ag Steuerungssystem für ein Fahrzeug
JP4556500B2 (ja) * 2004-06-04 2010-10-06 株式会社アドヴィックス 車両の自動操舵制御装置
DE102004046008B4 (de) 2004-09-16 2012-01-26 Getrag Driveline Systems Gmbh Antriebsstrang und Verfahren zum Ansteuern eines Antriebsstranges
JP4396660B2 (ja) 2006-05-12 2010-01-13 三菱自動車工業株式会社 車両の旋回挙動制御装置
DE102006031511A1 (de) 2006-07-07 2008-01-17 Robert Bosch Gmbh Verfahren zum Kompensieren der Bremsverzögerung bei einer Fahrzeugregelung
US7909126B2 (en) 2008-05-05 2011-03-22 GM Global Technology Operations LLC System and method for integrating a torque vectoring differential with a stability control system

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2010034543A1 *

Also Published As

Publication number Publication date
DE102008042363B4 (de) 2022-09-22
CN102164790A (zh) 2011-08-24
WO2010034543A1 (fr) 2010-04-01
DE102008042363A1 (de) 2010-04-01

Similar Documents

Publication Publication Date Title
EP1521695B1 (fr) Procede pour accroitre la stabilite d'un vehicule
DE102007008342B4 (de) Verfahren zur Stabilisierung eines Fahrzeugverbundes
EP2029411B1 (fr) Direction électromécanique avec recommandation de braquage
EP3642089B1 (fr) Équipement électrique pour un véhicule ou une combinaison de véhicules comprenant un véhicule tracteur et au moins un véhicule tracté
EP1478556B1 (fr) Dispositif et procede pour agir sur le mode de fonctionnement d'au moins un dispositif de stabilisation mis en place dans un vehicule
EP0974507B1 (fr) Systèmede direction pour véhicule
EP3197735A1 (fr) Équipement électrique d'un véhicule, présentant un dispositif de freinage et de direction au moins partiellement électrique, doté d'une disponibilité élevée
EP1890920B1 (fr) Regulation de dynamique de vehicule adaptee a l'etat de mouvement et fondee sur des interventions sur l'angle de braquage
EP1725439B1 (fr) Procede pour renforcer la tenue de route d'un vehicule
WO2005054040A1 (fr) Procede et dispositif permettant d'assister un serveur de vehicule lors de la stabilisation d'un vehicule
EP1843926A1 (fr) Dispositif et procede de regulation de la dynamique de conduite d'un vehicule
EP3172103B1 (fr) Procédé et dispositif de détermination d'un couple d'embardée résultant et procédé de régulation de la dynamique de conduite
DE102008042363B4 (de) Verfahren zur Erzeugung eines Fahrzeug-Differenzmoments
DE102005049083B4 (de) Elektronisches Fahrdynamikregelungssystem für ein Landfahrzeug
DE102006033635B4 (de) Verfahren zur Stabilisierung eines Fahrzeugs unter Berücksichtigung der Fahrzeugquerdynamik
EP1889775A2 (fr) Procédé pour la correction d'angle de direction dans une direction assistée pour un véhicule automobile
EP2308733A2 (fr) Procédé de réglage du couple d'entraînement dans un véhicule doté de deux moteurs d'entraînement
DE102009056674B4 (de) Vorrichtung und Verfahren zur Beeinflussung der Querdynamik eines Kraftfahrzeugs
EP1826082A1 (fr) Système de réglage de patinage et procédé destiné au réglage de mouvements de roues d'un véhicule
DE102008036039B4 (de) Verfahren zur Überwachung und Ansteuerung eines Positions-Stellers
DE102015211840B4 (de) Verfahren und Vorrichtung zur Erkennung eines Fehlerzustands eines elektromechanischen Lenkungsstellgebers
DE102004058996A1 (de) Verfahren und Fahrfunktionssystem zum Überführen von sicherheitsrelevanten Fahrfunktionen eines Fahrzeugs in den sicheren Zustand
EP1336548A2 (fr) Amortissement de lacet pour direction de véhicule
DE102014004729A1 (de) Verfahren zur Kompensation von Antriebseinflüssen einer Lenkung eines Kraftfahrzeugs
EP3472009A1 (fr) Procédé permettant d'exécuter un processus de freinage indépendant du conducteur sur un véhicule à moteur

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20110426

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO SE SI SK SM TR

AX Request for extension of the european patent

Extension state: AL BA RS

DAX Request for extension of the european patent (deleted)
17Q First examination report despatched

Effective date: 20150820

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20151231