EP3490854A1 - Bestimmung einer maximalen kraftschlussgrenze - Google Patents
Bestimmung einer maximalen kraftschlussgrenzeInfo
- Publication number
- EP3490854A1 EP3490854A1 EP17739894.8A EP17739894A EP3490854A1 EP 3490854 A1 EP3490854 A1 EP 3490854A1 EP 17739894 A EP17739894 A EP 17739894A EP 3490854 A1 EP3490854 A1 EP 3490854A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- tire
- adhesion
- slip
- limit
- coefficient
- 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- Withdrawn
Links
- 238000000034 method Methods 0.000 claims abstract description 27
- 239000000758 substrate Substances 0.000 claims description 8
- 238000012545 processing Methods 0.000 claims description 6
- 230000001133 acceleration Effects 0.000 description 3
- 238000004364 calculation method Methods 0.000 description 3
- 238000005259 measurement Methods 0.000 description 3
- 230000002093 peripheral effect Effects 0.000 description 3
- 238000011161 development Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000004590 computer program Methods 0.000 description 1
- 238000011156 evaluation Methods 0.000 description 1
- 239000013589 supplement Substances 0.000 description 1
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
- B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
-
- 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
- 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
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/02—Control of vehicle driving stability
-
- 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
- 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
- B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
- B60T2210/10—Detection or estimation of road conditions
- B60T2210/12—Friction
-
- 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
- B60T2230/00—Monitoring, detecting special vehicle behaviour; Counteracting thereof
- B60T2230/02—Side slip angle, attitude angle, floating angle, drift angle
Definitions
- the invention relates to the determination of a maximum adhesion limit ma x, which indicates a maximum transferable force between a tire and a substrate.
- a motor vehicle with four tires drives on a surface. If a longitudinal force, in particular an acceleration or a braking force, acts between one of the tires and the ground, then the peripheral speed of the tire usually deviates from the speed of movement of the motor vehicle and there is a slip. If a lateral force acts on the tire, for example when the motor vehicle is turning, the plane of rotation of the tire does not coincide with the direction of movement of the tire and there is a non-zero slip angle. The lateral force can act in both directions and the
- Slip angle can occur on a steered or unguided tire.
- Slip and slip angle can be summarized as ⁇ -value.
- a maximum transferable between the tire and the ground force is called adhesion limit and generally depends on the ⁇ value and the maximum possible adhesion coefficient max. In this case, the relationship between ⁇ value and adhesion coefficient ⁇ is generally linear only in a subarea. If the force to be transmitted between the tire and the ground exceeds the limit of traction, there is a risk of loss of control over the tire
- a first method for determining a traction limit between the tire and the ground, in the longitudinal direction of the tire comprises steps of detecting a momentary slip of the tire; determining a current coefficient of adhesion; forming a tuple from the detected slip and the current traction coefficient; and determining the maximum traction limit thereof.
- the maximum adhesion limit is determined on the basis of the slope of an original straight line by the tuple if the slip is below a first predetermined first
- Threshold or based on a tangent slope through the tuple, if the slip is between the first and second threshold, or directly based on the current traction coefficient, if the slip is above the second predetermined threshold.
- Coefficient of adhesion over the slip has a negligible slope.
- the determination of the maximum adhesion limit can therefore be carried out in a simplified manner in this area.
- a tripartite division can be undertaken instead of a division of the characteristic of the adhesion coefficient over the slip.
- Frictional limit in particular the current adhesion coefficient be equated. This allows an approximation that is sufficiently accurate for most purposes and that can be performed quickly and efficiently. Inaccuracies that could arise in the determination of the slope of the curve in this area on the basis of a tangential slope, are avoided, the reliability of the friction coefficient statement is thereby increased overall.
- the instantaneous adhesion coefficient can be determined as the quotient of a directly measured tire tangential force and a directly measured tire normal force.
- the direct measurement of the tangential force acting on the tire or the normal force acting on the tire is usually inexpensive and may be already implemented on the motor vehicle for other reasons.
- the currently acting adhesion coefficient can also be determined on the basis of a model.
- the model may comprise a calculation model based on a yaw rate of the
- Adhesion coefficient can be determined easily and accurately.
- a longitudinal force acting momentarily on the tire is determined and the coefficient of adhesion is calculated as the quotient of
- a second method for determining a maximum traction limit between the tire and the ground, in the transverse direction of the tire comprises steps of detecting a current slip angle of the tire; determining a current coefficient of adhesion; forming a tuple from the detected skew angle and the determined, currently acting traction coefficient; and determining the maximum traction limit.
- This is the maximum Frictional limit determined on the basis of the slope of a straight line of origin by the tuple, if the slip angle below a first predetermined
- Threshold or based on a tangent slope through the tuple, if the slip angle is between the first and second threshold, or directly based on the currently acting adhesion coefficient, if the slip angle is above the second predetermined threshold.
- the procedure of the second method essentially corresponds to the first method described above, so that variants or embodiments can be exchanged directly or appropriately between the two methods.
- a method may also be provided for the universal determination of the longitudinal and / or transverse forces on the tire or successively on a plurality of tires of a motor vehicle.
- a longitudinal force currently acting on the tire is determined and the adhesion coefficient is determined as the quotient of the longitudinal force and a normal force.
- Longitudinal direction of the tire comprises a first interface for detecting a current slip of the tire; a second interface for determining a current coefficient of adhesion; and a processing device configured to collect a tuple from the detected slip and the determined one
- the traction limit is determined on the basis of the slope of an original straight line by the tuple if the slip is below a first predetermined threshold, on the basis of a tangent slope through the tuple if the slip is between the first and second threshold, or directly on the basis of the currently acting adhesion coefficient if the slip is above the second predetermined threshold.
- a further interface for providing the specific adhesion limit is provided.
- a second device for determining a traction limit between a tire and a ground on which the tire rolls, in the transverse direction of the tire comprises a first interface for detecting a current slip angle of the tire; a determination device for determining a momentary adhesion coefficient; and a processing device configured to collect a tuple from the detected skew angle and the determined one
- the maximum traction limit is determined based on the slope of an origin straight through the tuple if the skew angle is below a first predetermined threshold, based on a tangent slope through the tuple if the skew angle is between the first and second threshold, or directly based on the currently acting one
- Adhesion coefficient if the slip angle is above the second predetermined threshold Preferably, a further interface for providing the specific adhesion limit is provided.
- the two devices essentially correspond to each other so that variants or embodiments can be exchanged directly or appropriately between the devices. It is also possible to provide a device for the universal determination of the longitudinal and / or transverse forces on the tire or successively on a plurality of tires of a motor vehicle.
- the interfaces can each be realized, for example, as an electrical, electronic, computer or logical interface.
- the embodiments and features that apply to the methods may also be applied in a transferred manner to the devices and vice versa.
- Processing device of one of the devices may in particular comprise a programmable microcomputer, which is preferably adapted to perform at least a part of one of the described methods.
- the respective method can be present as a computer program product.
- the methods and the devices can be used to advantageously determine the respective maximum adhesion limit, so that a valuable Information for judging a driving condition or for controlling the motor vehicle may be available. For example, a warning may be issued if forces acting on the tire threaten to reach the maximum traction limit, such as when the forces are less than one
- the motor vehicle may be controlled to avoid reaching the maximum traction limit, such as by braking or accelerating the tire or other tire, changing a steering angle, or taking some other measure.
- a motor vehicle includes a tire and one of those described above
- the motor vehicle comprises several tires
- the determination of the adhesion limit can be carried out on a tire-specific basis for all or some of the existing tires. As has been described, a determination of the adhesion limit in both the longitudinal direction and in
- Figure 1 shows a tire on a substrate.
- Fig. 2 shows a characteristic between a slip and a slip angle of a
- FIG. 3 is a flowchart of a method for determining a maximum
- Fig. 4 is a schematic representation of a device for determining the
- Figure 1 shows a tire 100 on a substrate 105 in a side view and a plan view.
- the tire 100 is usually comprised of a wheel; in the present description, however, is mainly focused on the friction behavior between the tire 100 and the substrate 105, so that for
- the said tire 100 can be considered as a synonym for a wheel.
- a peripheral speed 1 10 In the side view are a peripheral speed 1 10 and a
- the longitudinal speed 15 runs in a longitudinal direction 120, which is perpendicular to an axis of rotation of the tire 100 and usually runs parallel to the base 105.
- a difference between the speeds 1 10 and 1 15 produces a slip 125 which may be referred to as s.
- a plane of rotation 130 and a direction of movement 135 are plotted.
- the plane of rotation 130 is perpendicular to a transverse direction 140 that extends parallel to the axis of rotation of the tire 100.
- a slip angle 140 which can be designated ⁇ .
- the slip 125 acting on a longitudinal force 120 is similar to the slip force 145 depending on a transverse force 140.
- a ⁇ -value 150 is considered superordinate term for the slip 125 and the slip angle 145 used.
- the determination of a frictional limit on the basis of the currently acting adhesion coefficient can thus be carried out in an analogous manner with regard to the longitudinal and transverse forces.
- FIG. 2 shows a diagram 200 with a characteristic curve 205 between a ⁇ value 150 and a coefficient of adhesion 210, which is designated here by ⁇ .
- An adhesion limit can be determined as a function of a slope of the characteristic curve 205. This slope is in the three areas 215 to 225
- the slope may be approximated by the slope of an origin straight line 240 that passes through the origin and a measurement point on the 205.
- This measurement point is a tuple with the right-hand value of a current ⁇ value 150 and the high value of a current one
- Coefficient of adhesion 210 given.
- the slope of a tangent 245 to the measuring point. It is also possible to consider several measuring points that are as close together as possible.
- the slope can be approximated as a constant simplifying. In particular, the adhesion limit with the current
- Coefficient of adhesion 210 are set equal.
- FIG. 3 shows a flow chart of a method 300 for determining the
- Frictional limit on a tire 100 In a step 305, one or more parameters are determined on the tire 100 or an associated motor vehicle. In one embodiment, at a time k, a current ⁇ value 150, a normal force F z , k, and a tire longitudinal force F
- Tire sides force F s , k are determined.
- the instantaneous coefficient of adhesion k (210) is determined, for example as a quotient of the determined tangential force, ie the force previously sampled in the longitudinal direction 120 or transverse direction 140, and the normal force.
- the adhesion coefficient 210 can also be determined in another way, for example by means of a calculation model.
- the calculation model may require a determination of the yaw rate of the motor vehicle, a tire speed of the tire 100, or another tire or accelerations.
- the determined ⁇ value 150 is evaluated with respect to the threshold values 230 and 235.
- the A value 150 lies in the first region 215, ie between the origin and the first threshold value 230.
- the ⁇ value 150 lies in the second region 220, ie between the first threshold value 230 and second threshold 235.
- the ⁇ -value 150 is above the second threshold 235.
- the range 225 may be bounded above by a third threshold 255, if desired. In which adjacent area 215-225 the A-value 150 falls, if it coincides with one of the thresholds 230, 235, can be appropriately defined.
- a source line slope m u is determined and the adhesion limit p ma x is determined in a step 330 by a function f1 on the basis of the slope m u.
- the second case 320 becomes a
- Tangent slope m t determined and the adhesion limit p ma x is determined in a step 335 by means of a function f2 on the basis of the slope m t .
- the slope can be assumed to be constant, so that a determination is not required.
- the adhesion limit p ma x can be set equal to the instantaneous or current adhesion coefficient k in a step 340.
- the determined adhesion limit ma x may be provided, for example, to evaluate a consideration or evaluation of a driving state of a motor vehicle to which the tire 100 is connected, or a control of the motor vehicle or the tire 100
- FIG. 4 shows a schematic representation of an exemplary device 400 for determining the adhesion limit max on any tire 100 that is attached to a motor vehicle 405.
- the device 400 comprises a
- Processor 410 which includes a programmable microcomputer, and in particular may be configured to fully process 300 or partially perform. Furthermore, the device 400 comprises a first
- Interface 415 for receiving a first value
- a second interface 420 for receiving a second value
- a third interface 425 for providing a certain adhesion limit ma x-
- the two values for the interfaces 415 and 420 comprise a ⁇ -value 150 and a coefficient of adhesion ⁇ 210.
- other values are taken, from which, as described above, the ⁇ -value 150 and the adhesion coefficient ⁇ 210 can be determined.
- the determination of the adhesion limit ma x is preferably carried out as described above, taking into account in which of the three regions 215 to 225 the current ⁇ value 150 falls.
- 325 ⁇ is in the 3rd area 330 max. Determine the coefficient of adhesion with respect to the slope of the straight line
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Physics & Mathematics (AREA)
- Mathematical Physics (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Tires In General (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102016214065.5A DE102016214065A1 (de) | 2016-07-29 | 2016-07-29 | Bestimmung einer maximalen Kraftschlussgrenze |
PCT/EP2017/065807 WO2018019505A1 (de) | 2016-07-29 | 2017-06-27 | Bestimmung einer maximalen kraftschlussgrenze |
Publications (1)
Publication Number | Publication Date |
---|---|
EP3490854A1 true EP3490854A1 (de) | 2019-06-05 |
Family
ID=59350877
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP17739894.8A Withdrawn EP3490854A1 (de) | 2016-07-29 | 2017-06-27 | Bestimmung einer maximalen kraftschlussgrenze |
Country Status (6)
Country | Link |
---|---|
US (1) | US20190161064A1 (de) |
EP (1) | EP3490854A1 (de) |
JP (1) | JP2019525178A (de) |
CN (1) | CN109476289A (de) |
DE (1) | DE102016214065A1 (de) |
WO (1) | WO2018019505A1 (de) |
Families Citing this family (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2565346B (en) * | 2017-08-11 | 2020-02-26 | Jaguar Land Rover Ltd | Control system for a steer-by-wire steering system |
DE102019202803A1 (de) | 2019-03-01 | 2020-09-03 | Zf Friedrichshafen Ag | Verfahren und System zur Ermittlung mindestens einer Reifenkennlinie für zumindest einen Reifen eines Kraftfahrzeugs |
DE102020208741A1 (de) | 2020-07-13 | 2022-01-13 | Volkswagen Aktiengesellschaft | Verfahren zum Detektieren eines Durchdrehens eines Rades eines Fahrzeuges |
CN111845709B (zh) * | 2020-07-17 | 2021-09-10 | 燕山大学 | 一种基于多信息融合的路面附着系数估计方法及系统 |
US11975612B2 (en) * | 2020-09-25 | 2024-05-07 | Ford Global Technologies, Llc | Torque control for a hybrid or electric vehicle |
Family Cites Families (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP3458839B2 (ja) * | 2000-11-20 | 2003-10-20 | トヨタ自動車株式会社 | 路面の最大摩擦係数推定装置 |
DE10208815B4 (de) * | 2002-03-01 | 2011-05-19 | Continental Teves Ag & Co. Ohg | Verfahren zum Ermitteln eines maximalen Reibwertes |
FR2841336A1 (fr) * | 2002-06-24 | 2003-12-26 | Michelin Soc Tech | Mesure du coefficient d'adherence maximal a partir de la mesure de contraintes dans un bourrelet d'un pneu |
DE602005000242T2 (de) * | 2004-01-16 | 2007-04-05 | Société de Technologie Michelin | System zur Stabilitätsregelung eines Fahrzeugs mit mehreren prädiktiven Algorithmen und einem Auswahlprozess |
JP5287717B2 (ja) * | 2007-04-17 | 2013-09-11 | 日産自動車株式会社 | 車輪接地面摩擦状態推定のための装置と方法 |
CN101581659B (zh) * | 2009-06-05 | 2011-06-29 | 清华大学 | 一种轮胎-路面最大附着系数测试方法 |
WO2012071379A2 (en) * | 2010-11-23 | 2012-05-31 | Bridgestone Americas Tire Operations, Llc | Diagnostic tire test method |
FR2980573B1 (fr) * | 2011-09-22 | 2014-04-11 | Renault Sa | Procede d'estimation de la resistance au roulement d'une roue de vehicule |
DE102012217772A1 (de) | 2012-09-28 | 2014-04-03 | Zf Friedrichshafen Ag | Verfahren zur Bestimmung des maximalen Kraftschlussbeiwerts |
ITMI20130983A1 (it) * | 2013-06-14 | 2014-12-15 | Pirelli | Metodo e sistema per stimare l'attrito potenziale tra un pneumatico per veicoli ed una superficie di rotolamento |
-
2016
- 2016-07-29 DE DE102016214065.5A patent/DE102016214065A1/de not_active Withdrawn
-
2017
- 2017-06-27 US US16/318,758 patent/US20190161064A1/en not_active Abandoned
- 2017-06-27 EP EP17739894.8A patent/EP3490854A1/de not_active Withdrawn
- 2017-06-27 JP JP2019504785A patent/JP2019525178A/ja active Pending
- 2017-06-27 WO PCT/EP2017/065807 patent/WO2018019505A1/de unknown
- 2017-06-27 CN CN201780045430.7A patent/CN109476289A/zh active Pending
Also Published As
Publication number | Publication date |
---|---|
DE102016214065A1 (de) | 2018-02-01 |
WO2018019505A1 (de) | 2018-02-01 |
US20190161064A1 (en) | 2019-05-30 |
JP2019525178A (ja) | 2019-09-05 |
CN109476289A (zh) | 2019-03-15 |
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