EP3887221A1 - Verfahren und steuergerät zum betreiben eines fahrzeugs - Google Patents
Verfahren und steuergerät zum betreiben eines fahrzeugsInfo
- Publication number
- EP3887221A1 EP3887221A1 EP19805152.6A EP19805152A EP3887221A1 EP 3887221 A1 EP3887221 A1 EP 3887221A1 EP 19805152 A EP19805152 A EP 19805152A EP 3887221 A1 EP3887221 A1 EP 3887221A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- limit
- vehicle
- wheel
- keep
- road
- 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- Withdrawn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 title claims abstract description 21
- 238000002604 ultrasonography Methods 0.000 claims abstract description 5
- 230000008859 change Effects 0.000 claims description 14
- 230000036461 convulsion Effects 0.000 claims description 7
- 238000004590 computer program Methods 0.000 claims description 5
- 230000004043 responsiveness Effects 0.000 claims description 4
- 239000000853 adhesive Substances 0.000 claims description 3
- 230000001070 adhesive effect Effects 0.000 claims description 3
- 230000004044 response Effects 0.000 abstract description 3
- 238000013459 approach Methods 0.000 description 5
- 230000006399 behavior Effects 0.000 description 4
- 230000001133 acceleration Effects 0.000 description 3
- 238000004891 communication Methods 0.000 description 3
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 3
- 238000002485 combustion reaction Methods 0.000 description 2
- 230000001419 dependent effect Effects 0.000 description 2
- 238000005259 measurement Methods 0.000 description 2
- 238000012545 processing Methods 0.000 description 2
- 238000005096 rolling process Methods 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 1
- 230000000903 blocking effect Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 230000006870 function Effects 0.000 description 1
- 230000003287 optical effect Effects 0.000 description 1
- 230000003449 preventive effect Effects 0.000 description 1
- 239000004065 semiconductor Substances 0.000 description 1
- 238000009987 spinning Methods 0.000 description 1
- 238000012546 transfer Methods 0.000 description 1
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
- 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
- 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
- B60W30/18—Propelling the vehicle
- B60W30/18172—Preventing, or responsive to 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
- 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
- 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
- B60W40/068—Road friction coefficient
-
- 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
- B60W50/08—Interaction between the driver and the control system
- B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
-
- 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
- B60W2420/00—Indexing codes relating to the type of sensors based on the principle of their operation
- B60W2420/54—Audio sensitive means, e.g. ultrasound
-
- 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
- B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
- B60W2530/20—Tyre data
-
- 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
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/40—Coefficient of friction
-
- 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
- B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
- B60W2555/20—Ambient conditions, e.g. wind or rain
-
- 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
- B60W2556/00—Input parameters relating to data
- B60W2556/45—External transmission of data to or from the vehicle
-
- 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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0644—Engine speed
-
- 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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/10—Change speed gearings
- B60W2710/1005—Transmission ratio engaged
-
- 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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/18—Braking system
Definitions
- the invention relates to a method and a control device for operating a vehicle
- a speed of the wheel can be monitored via sensors.
- a corresponding system can be referred to as an anti-lock system or anti-slip control.
- Embodiments of the present invention can advantageously make it possible to influence driving behavior of a vehicle in a preventive manner in such a way that the wheels of the vehicle are prevented from slipping even in poor weather-related road conditions. This can improve driving stability of the vehicle and the safety of vehicle occupants
- a method for operating a vehicle is proposed in which road condition information representing a coefficient of friction of a road in the area of the vehicle is read in by an ultrasound sensor system of the vehicle and an adhesion limit of at least one wheel of the vehicle is determined using the road condition information, a
- Responsiveness of the vehicle is influenced using the adhesion limit.
- a road's coefficient of friction is essentially determined by a road's surface condition due to wetness, mud, leaves or snow or the like influenced. Wetness in particular can be detected by an ultrasonic sensor system. The coefficient of friction can be determined or estimated depending on how much water is recognized on the road.
- the amount of water can be recognized, for example, by evaluating a noise level.
- the noise level represents a volume or intensity of background noise, which is detected by an ultrasonic sensor.
- a rolling noise of tires is already significantly increased, for example, when the road is only slightly moistened, and thus also increases the volume of the background noise.
- the noise level generally gets higher the wetter the road is.
- An adhesion limit can be a maximum transferable frictional force between a wheel and a surface.
- the adhesion limits of the wheels of a vehicle can differ from wheel to wheel. When determining the respective detention limit, individual factors can be taken into account.
- Responsiveness can therefore also be influenced individually for each wheel.
- the Responsiveness can be influenced in such a way that a friction force required on the wheel is less than the maximum transferable friction force.
- the maximum transferable frictional force or adhesion limit can depend on the direction.
- the grip limit may be higher in a rolling direction of the wheel than in a transverse direction.
- the grip limit can also be determined using a wheel contact force of the wheel.
- a wheel contact force can depend on a load on the vehicle.
- the wheel contact force can be measured by a sensor.
- the wheel contact force can also be dependent on an acceleration acting on the vehicle. For example, the wheel contact force on wheels on the outside of the curve can be greater than on wheels on the inside of the curve.
- the grip limit can also be determined using tire condition information of a tire of the wheel.
- the adhesion limit can depend on the type and condition of the tire. For example, a
- Tire condition information may include information about the tire. For example, the
- Map tire condition information the type of tire, its age and / or the tread depth.
- An air pressure prevailing in the tire can be detected by means of a sensor.
- a drag torque on the wheel can be limited to keep a resulting frictional force below the stick limit.
- an electric machine can be operated as a generator by the drag torque.
- An internal combustion engine can also generate the drag torque, for example, through frictional forces. If the drag torque is too high, a wheel can slip. The drag torque can be reduced by burning more fuel efficiently.
- Vehicle can be increased.
- a drive torque on the wheel can be limited to keep the resulting frictional force below the stick limit.
- a drive torque accelerates that Vehicle or counteracts driving resistance. If the drive torque is too high, a wheel can spin. The driving stability of the vehicle can be increased by limiting the drive torque.
- a speed change limit of the wheel can be adjusted using the grip limit to keep the resulting frictional force below the grip limit.
- a speed change limit defines how fast a wheel can become faster or slower. If the wheel becomes faster or slower too quickly, it can slip or spin.
- Speed change limits can increase the driving stability of the vehicle.
- a jerk limit can be set using the grip limit to keep the resulting frictional force below the grip limit.
- the jerk is one
- the driving stability of the vehicle can be increased by setting the jerk limit.
- a slip angle of the wheel can be limited to keep the resulting frictional force below the stick limit. If the slip angle is too large, the vehicle can understeer and slide over the front axle. Limiting the slip angle can improve the cornering stability of the vehicle.
- Gear shift speed thresholds can be set using the adhesion limit to reduce the resulting frictional force under the
- a gear change speed threshold may be a threshold at which one changes from one gear to the next.
- the speed change speed thresholds can be lower
- Adhesion limit can be lowered to change to a higher gear at lower speeds, which can limit the torque on driven wheels.
- the method can be implemented, for example, in software or hardware or in a mixed form of software and hardware, for example in a control unit.
- the approach presented here also creates a control device which is designed to carry out the steps of a variant of the method presented here
- the control device can be an electrical device with at least one computing unit for processing signals or data, at least one storage unit for storing signals or data, and at least one interface and / or a communication interface for reading or outputting data which are embedded in a communication protocol, be.
- the computing unit can, for example, be a signal processor, a so-called system ASIC or a microcontroller for processing sensor signals and outputting
- the storage unit can be, for example, a flash memory, an EPROM or a magnetic storage unit.
- the interface can be used as a sensor interface for reading the sensor signals from a sensor and / or as an actuator interface
- the communication interface can be designed to read in or output the data wirelessly and / or via line.
- Interfaces can also be software modules that are present, for example, on a microcontroller alongside other software modules.
- a computer program product or computer program with program code which can be stored on a machine-readable carrier or storage medium such as a semiconductor memory, a hard disk memory or an optical memory and for carrying out, implementing and / or controlling the steps of the method according to one of the above
- FIG. 1 shows an illustration of a vehicle with a control device according to an exemplary embodiment.
- FIG. 1 shows a representation of a vehicle 100 with a control device 102 according to an exemplary embodiment.
- the control device 102 is equipped with a
- Ultrasonic sensor system 104 of the vehicle 100 connected.
- Ultrasonic sensor system 104 provides road condition information 106.
- the road condition information 106 is determined by evaluating at least one noise level 108 recorded on the vehicle 100.
- Road condition information 106 maps whether the road is in the area of the
- Vehicle 100 is damp, wet or flooded.
- the road If the road is damp, wet or flooded, it has a lower coefficient of friction than the same road when it is dry. Therefore, a wheel can transfer less friction to the road when the road is damp, wet, or flooded. It is irrelevant whether longitudinal forces for acceleration or deceleration or lateral forces for steering or keeping in lane are considered.
- the transferable longitudinal forces are generally somewhat larger than the lateral forces, even on dry roads.
- Adhesion limit 112 determined per wheel of vehicle 100.
- Influencer 114 uses the adhesive limits 112 to make a Influence response behavior of the vehicle 100.
- Influencing device 114 intervene in a driving dynamics of vehicle 100 in order to keep the frictional forces on the wheels smaller than the adhesion limit 112.
- vehicle behavior is influenced as a function of a water level on the roadway measured using ultrasound.
- a measurement of the road condition with the aid of a noise level 108 is possible.
- USS ultrasonic sensors
- Moisture on the road can be detected with the help of ultrasonic sensors.
- wetness information 116 can be received via radio interface.
- Road condition information 112 optimizes the driving behavior of vehicle 100.
- Tire quality and the forces acting on the wheels are assessed as to whether one of the wheels is reaching the grip limit 112. Depending on the measurement and assessment, the forces acting on the wheels are limited.
- the maximum permissible when wet is the maximum permissible when wet
- Recuperation torque reduced to such an extent that there is no fear of a negative impact on vehicle stability. Recuperation is prevented if there is a risk of aquaplaning. This increases the stability of the vehicle 100.
- the speed change limit prevents the tires from spinning or blocking. This will be
- Speed change limit chosen so that the speed can only increase as quickly as would be possible with frictional engagement and dry or wet road surface.
- the speed change limit is therefore chosen higher on dry roads and lower on wet roads. As a result, the vehicle 100 can be accelerated faster.
- the maximum jerk limit is chosen higher on a dry road than on a wet road.
- a large jerk or a large change in the torque can lead to the vehicle 100 becoming unstable. This limits the risk of the vehicle 100 becoming unstable on a wet road, while optimal response is ensured on a dry road.
- the transmission shifts into higher gears earlier when accelerating on wet roads than when on dry roads. Conversely, it later shifts into lower gears when braking.
- Vehicle speed v is selected higher on a wet road than on a dry road. This increases efficiency and vehicle stability.
- the steering control device limits the maximum slip angle. This means that a counter torque is applied to the steering in order to reduce excessive steering. This enables tighter curve radii and increases stability.
- the approach presented here increases energy efficiency and it can be accelerated faster, whether wet or dry. Furthermore, the vehicle 100 behaves more stably and safely.
Landscapes
- Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Mathematical Physics (AREA)
- Human Computer Interaction (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102018220259.1A DE102018220259A1 (de) | 2018-11-26 | 2018-11-26 | Verfahren und Steuergerät zum Betreiben eines Fahrzeugs |
PCT/EP2019/080481 WO2020108940A1 (de) | 2018-11-26 | 2019-11-07 | Verfahren und steuergerät zum betreiben eines fahrzeugs |
Publications (1)
Publication Number | Publication Date |
---|---|
EP3887221A1 true EP3887221A1 (de) | 2021-10-06 |
Family
ID=68583320
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP19805152.6A Withdrawn EP3887221A1 (de) | 2018-11-26 | 2019-11-07 | Verfahren und steuergerät zum betreiben eines fahrzeugs |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP3887221A1 (de) |
CN (1) | CN113165659A (de) |
DE (1) | DE102018220259A1 (de) |
WO (1) | WO2020108940A1 (de) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102020208741A1 (de) | 2020-07-13 | 2022-01-13 | Volkswagen Aktiengesellschaft | Verfahren zum Detektieren eines Durchdrehens eines Rades eines Fahrzeuges |
CN111845710B (zh) * | 2020-08-03 | 2023-10-03 | 北京理工大学 | 基于路面附着系数识别的整车动态性能控制方法及系统 |
CN113147420A (zh) * | 2021-03-12 | 2021-07-23 | 南京理工大学 | 一种基于路面附着系数识别的目标优化转矩分配方法 |
Family Cites Families (17)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3430098A1 (de) * | 1984-08-16 | 1986-02-27 | Alfred Teves Gmbh, 6000 Frankfurt | Schaltungsanordnung zur steuerung einer schlupfgeregelten bremsanlage |
DE10102002A1 (de) * | 2001-01-18 | 2002-07-25 | Bosch Gmbh Robert | Verfahren und Vorrichtung zum Koordinieren von Eingriffen in das Fahrverhalten eines Fahrzeugs |
DE10158906C1 (de) * | 2001-11-30 | 2003-04-24 | Continental Ag | Verfahren zur Bestimmung der maximal übertragbaren Kraft sowie deren Verwendung zur Regelung eines Anti-Blockier-Systems |
DE102005046612B4 (de) * | 2005-09-29 | 2019-05-16 | Zf Friedrichshafen Ag | Verfahren zur Realisierung von Fahrdynamikfunktionen unter Verwendung eines echtzeitfähigen Reifenmodells |
DE102006032853B4 (de) * | 2006-07-14 | 2017-06-14 | Bayerische Motoren Werke Aktiengesellschaft | Verfahren zur Gangwechselsteuerung in Kraftfahrzeugen |
DE102008024093A1 (de) * | 2008-05-17 | 2009-11-19 | Bayerische Motoren Werke Aktiengesellschaft | Verfahren zum Bestimmen radindividueller Reibwerte |
DE102010047443A1 (de) * | 2010-10-04 | 2012-04-05 | Audi Ag | Kraftfahrzeug mit einem Allradantrieb |
DE102012220238A1 (de) * | 2012-11-07 | 2014-05-22 | Robert Bosch Gmbh | Verfahren und Vorrichtung zum Bestimmen von Haftungsbedingungen zwischen einem Rad eines Kraftfahrzeugs und einer Fahrbahn mittels variiertem Beschleunigungsmoment |
DE102012220312A1 (de) * | 2012-11-08 | 2014-05-08 | Robert Bosch Gmbh | Verfahren und Vorrichtung zum Bestimmen von Haftungsbedingungen zwischen einem Rad eines Kraftfahrzeugs und einer Fahrbahn mittels einer variierenden Radaufstandskraft |
DE102012221518A1 (de) * | 2012-11-26 | 2014-05-28 | Robert Bosch Gmbh | Verfahren zur Ermittlung der Straßenglätte in einem Fahrzeug |
DE102013213117A1 (de) * | 2013-07-04 | 2015-01-29 | Robert Bosch Gmbh | Verfahren und Steuergerät zum Regeln eines auf ein Hinterrad eines Motorrads wirkenden Beschleunigungsmoments |
US8983749B1 (en) * | 2013-10-24 | 2015-03-17 | The Goodyear Tire & Rubber Company | Road friction estimation system and method |
DE102013113431A1 (de) * | 2013-12-04 | 2015-06-11 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Bestimmen einer Aquaplaning-Gefahr |
DE102015205673A1 (de) * | 2015-03-30 | 2016-10-06 | Continental Teves Ag & Co. Ohg | Verfahren zum Betreiben eines Bremsassistenten in einem Kraftfahrzeug |
FR3036354A1 (fr) * | 2015-05-20 | 2016-11-25 | Michelin & Cie | Procede de determination d'une vitesse limite de roulage |
DE102016213130A1 (de) * | 2016-07-19 | 2018-01-25 | Robert Bosch Gmbh | Verfahren zum Ansteuern eines Personenschutzsystems eines Fahrzeugs und Steuergerät |
DE102016225352B4 (de) * | 2016-12-16 | 2018-10-04 | Volkswagen Aktiengesellschaft | Verfahren zum Schätzen eines Reibwerts einer Fahrbahn mittels eines Kraftfahrzeugs sowie Steuervorrichtung und Kraftfahrzeug |
-
2018
- 2018-11-26 DE DE102018220259.1A patent/DE102018220259A1/de active Pending
-
2019
- 2019-11-07 WO PCT/EP2019/080481 patent/WO2020108940A1/de unknown
- 2019-11-07 CN CN201980077862.5A patent/CN113165659A/zh active Pending
- 2019-11-07 EP EP19805152.6A patent/EP3887221A1/de not_active Withdrawn
Also Published As
Publication number | Publication date |
---|---|
CN113165659A (zh) | 2021-07-23 |
WO2020108940A1 (de) | 2020-06-04 |
DE102018220259A1 (de) | 2020-05-28 |
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