US20060204347A1 - Method and device for stabilizing a vehicle combination - Google Patents

Method and device for stabilizing a vehicle combination Download PDF

Info

Publication number
US20060204347A1
US20060204347A1 US10/534,096 US53409603A US2006204347A1 US 20060204347 A1 US20060204347 A1 US 20060204347A1 US 53409603 A US53409603 A US 53409603A US 2006204347 A1 US2006204347 A1 US 2006204347A1
Authority
US
United States
Prior art keywords
differential value
frequency
threshold value
value
driving
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.)
Abandoned
Application number
US10/534,096
Other languages
English (en)
Inventor
Dirk Waldbauer
Jurgen Krober
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.)
Continental Teves AG and Co OHG
Original Assignee
Continental Teves AG and Co OHG
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 Continental Teves AG and Co OHG filed Critical Continental Teves AG and Co OHG
Assigned to CONTINENTAL TEVES AG & CO., OHG reassignment CONTINENTAL TEVES AG & CO., OHG ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: KROBER, JURGEN, WALDBAUER, DIRK
Publication of US20060204347A1 publication Critical patent/US20060204347A1/en
Abandoned legal-status Critical Current

Links

Images

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
    • B60T8/24—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle inclination or change of direction, e.g. negotiating bends
    • B60T8/248—Trailer sway, e.g. for preventing jackknifing
    • 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
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/20—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger specially for trailers, e.g. in case of uncoupling of or overrunning by trailer
    • 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
    • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
    • B60T8/1708—Braking or traction control means specially adapted for particular types of vehicles for lorries or tractor-trailer combinations
    • 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
    • B60T2230/00—Monitoring, detecting special vehicle behaviour; Counteracting thereof
    • B60T2230/06—Tractor-trailer swaying

Definitions

  • the present invention relates to a method and a device for stabilizing a car-trailer combination, including a towing vehicle and a trailer moved by the towing vehicle, wherein the towing vehicle is monitored in terms of rolling motions and measures that stabilize driving are taken upon the detection of an actual or expected unstable driving performance of the towing vehicle or the car-trailer combination.
  • the present method aims at detecting and controlling the instabilities of car-trailer combinations (motor vehicle with trailer), especially of combinations consisting of a passenger car, pickup truck or sport-utility vehicle and any trailers desired, in particular caravans, before driving conditions are encountered during which the driver can no longer maintain control of the vehicle.
  • These unstable conditions involve the rolling motions known with car-trailer combinations and the anti-phase build-up process between the towing vehicle and the trailer as well as imminent roll-over conditions at too high lateral accelerations caused by obstacle avoidance maneuvers, lane changes, side wind, road irregularities and/or hasty steering maneuver requests by the driver.
  • the oscillations can decay, remain constant, or increase (undamped oscillation).
  • the car-trailer combination has reached the critical velocity. Above this speed threshold a car-trailer combination is unstable, below said threshold it is stable, that means, possible oscillations die out.
  • this critical speed depends on the geometry data, the tire rigidities, the weight and the distribution of weight of the towing vehicle and the trailer. Further, the critical speed is lower in a braked driving maneuver than at constant travel. In turn, it is higher during accelerated driving than at constant travel.
  • DE 197 42 707 C2 discloses a device for damping rolling motions for at least one trailer towed by a towing vehicle, wherein the angular velocity of the trailer about the instantaneous center of rotation or the articulated angle about the instantaneous center of rotation is sensed and differentiated and taken into consideration for controlling the wheel brakes of the trailer. Acceleration sensors at different locations are used as sensors for the angular velocity.
  • DE 199 64 048 A1 also provides a lateral acceleration sensor or a yaw rate sensor by means of which the rolling motion is determined. After the signal is evaluated, a periodic yawing torque shall be applied to the vehicle.
  • DE 100 34 222 A1 determines a time for a braking intervention correct in phase, being realized in dependence on the quantity of frequency and the phase magnitude of the rolling motion.
  • the detection of the rolling motion of a car-trailer combination is mainly based on the fact that the yaw rate or lateral acceleration shows an almost sinusoidal variation, the frequency of which lies in a typical band, without the driver performing corresponding steering movements that would cause the observed variation of lateral quantities. It is problematic with this detection strategy that there are still other maneuvers generating similar variations of signals. Thus, sprung-mass vibrations may be produced, e.g. during cornering with a constant steering angle, which also induce sinusoidal variations of lateral quantities. Another possibility of obtaining such variations of lateral quantities is to drive over rough roadways, in particular wavy road sections, especially bumps on alternating sides.
  • An object of the invention is to provide a method and a device permitting the reliable detection of unstable driving performance.
  • this object is achieved in that the yaw velocity is detected and measures that stabilize driving are controlled dependent on a differential value that is produced from the detected yaw velocity and a model-based yaw velocity and evaluated according to criteria indicative of an unstable driving performance.
  • the method allows for reliably detecting snaking car-trailer combinations, in particular passenger car/trailer combinations.
  • a differential value ⁇ dot over ( ⁇ ) ⁇ is generated from the measured yaw rate and the model-based reference yaw rate, which value is representative of the deviation of the vehicle from the track predetermined by the steering wheel position. Because this differential value represents only the deviation from the desired track, monitoring the differential value ensures the judgment of oscillations independently of a curved track passed e.g. due to a steering angle.
  • the differential value is filtered in a low-pass filter in order to cut off signal peaks triggered by the detection of coefficients of friction. Spurious detections and, thus, faulty control activations are avoided in addition.
  • the method and the device favorably require only a sensor system provided in an Electronic Stability Program (ESP) driving stability control.
  • ESP Electronic Stability Program
  • an actuating signal for an electric motor of a hydraulic pump producing a brake pressure and, hence, actuating the wheel brake of the towing vehicle or the trailer is generated by way of the data measured by a yaw rate sensor, derived in an ESP driving dynamics control operation and logically combined with the ESP control strategy.
  • the data of a motor vehicle can be included. It is possible alternatively or additionally to drive an actuator of an overriding steering system.
  • the oscillation frequency of the car-trailer combination is achieved in that the frequency is determined from the zero crossings and the time between two zero crossings of the yaw velocity.
  • the condition for detecting a snaking, unstable car-trailer combination is favorably satisfied by the following steps: counting the number of the half waves of the differential value where the amplitude of each half wave reaches or exceeds a threshold value, counting each positive and negative half wave of the determined frequency when each positive and negative half wave lies within a band defined by a top and a bottom threshold value, and comparing the value of the half waves counted with a threshold value representative of a number of half waves, and measures that stabilize driving are initiated when the threshold value is reached or exceeded. It is favorably arranged so that the conditions are continuously satisfied and the half waves are serially counted in order that the threshold value representative of a number of half waves is reached or exceeded, respectively.
  • the threshold value representative of a number of half waves can favorably be determined in dependence on the frequency, and at low frequencies, the threshold value is reached or exceeded with a smaller number of half waves than is the case at a high frequency.
  • the threshold value of each half wave representative of the amplitude is determined at least in dependence on quantities that represent the velocity of the towing vehicle or the car-trailer combination or the trailer. It is arranged for that with quantities describing a high speed, the threshold value is reached or exceeded at lower amplitudes than is the case with quantities describing a low speed.
  • ESP driving stability controller To avoid constant activation and deactivation of the controller (ESP driving stability controller), only a consecutive number of half waves of the yaw velocity are counted where the amplitude of each half wave reaches or exceeds an entry threshold value, and the measures that stabilize driving are terminated when values reach or fall below only one exit threshold value ranging below the entry threshold value.
  • the data is produced from the variation of the differential value.
  • the model-based yaw velocity is calculated in a vehicle model that is a component of an ESP driving stability control in a favorable manner.
  • the model yaw rate is generally produced from the steering angle, the lateral acceleration and the vehicle speed (vehicle reference speed).
  • the lateral acceleration is detected and the variation of the lateral acceleration is evaluated according to criteria which allow checking the plausibility of the data obtained from the variation of the differential value and being assessed according to criteria indicative of an unstable driving performance.
  • Plausibility is checked by way of finding out the maximum and minimum values of the lateral acceleration and their temporal distances, by determining the frequency and comparing it with the frequency of the differential value.
  • phase shift is small in snaking car-trailer combinations, it is favorably arranged so that the phase shift between the lateral acceleration and the differential value is determined and evaluated according to criteria that permit determining driving situations.
  • an object of the invention relates to a device for stabilizing a car-trailer combination, including an ESP driving stability control, with a yaw rate sensor for sensing the yaw velocity and a vehicle model for producing a reference yaw velocity, with a determining unit determining a differential value from the yaw velocity and the reference yaw velocity, with a control unit controlling measures that stabilize driving in dependence on data being obtained from the variation of the differential value and evaluated according to criteria indicative of an unstable driving performance.
  • an ESP driving stability control with a yaw rate sensor for sensing the yaw velocity and a vehicle model for producing a reference yaw velocity, with a determining unit determining a differential value from the yaw velocity and the reference yaw velocity, with a control unit controlling measures that stabilize driving in dependence on data being obtained from the variation of the differential value and evaluated according to criteria indicative of an unstable driving performance.
  • FIG. 1 shows a vehicle with an ESP control system.
  • FIG. 2 shows the variation of signals of the differential value of the snaking towing vehicle.
  • FIG. 3 shows the signals of a snaking towing vehicle.
  • FIG. 4 is a simplified flow chart showing the control.
  • FIG. 5 is a simplified wiring diagram for calculating the differential value ⁇ dot over ( ⁇ ) ⁇ .
  • FIG. 3 shall be used to schematically explain the signal variation of the oscillation of the yaw rate (dash-dot), of the steering angle (dash-dash), and the differential value of measured yaw rate and model or reference yaw rate in dependence on a slalom maneuver or the slalom-like avoidance of obstacles, respectively.
  • the signal variation a) shows a sinusoidal variation of the yaw rate ⁇ dot over ( ⁇ ) ⁇ and the differential value ⁇ dot over ( ⁇ ) ⁇ of model yaw rate and measured yaw rate without the driver steering. Without a corresponding steering angle variation, the variation of the yaw rate and the differential value of measured yaw rate and model-based yaw rate are almost equal.
  • FIG. 3 b shows the signal variation that is e.g. produced in a slalom maneuver when the oscillation is generated by the steering angle variation alone, where the vehicle can follow the driving performance of the driver illustrated in the vehicle model.
  • the differential value at issue is zero because no deviation between measured yaw rate and model-based yaw rate is determined.
  • the vehicle follows the steering angle predefined by the driver.
  • FIG. 3 c shows the signal variation in dynamic slalom maneuvers.
  • the oscillation is generated alone by the steering angle variation due to the rapid steering angle changes, i.e. at high steering angle velocities.
  • the sinusoidal variation of the differential value is generally based on the fact that the vehicle can no longer follow the vehicle model. That means, the model yaw rate determined in the vehicle model is no longer identical with the measured yaw rate because the vehicle is no longer able to instantaneously comply with the dynamic steering angle variations.
  • FIG. 1 shows a vehicle with an ESP control system, brake system, sensor system, and communication provisions.
  • the four wheels have been assigned reference numerals 15 , 16 , 20 , 21 .
  • One wheel sensor 22 , 23 , 24 , 25 is provided at each of the wheels 15 , 16 , 20 , 21 .
  • the signals are sent to an electronic control unit 28 determining from the wheel rotational speeds the vehicle speed v by way of predetermined criteria.
  • a yaw rate sensor 26 , a lateral acceleration sensor 27 , and a steering angle sensor 29 are connected to the electronic control unit 28 .
  • each wheel includes an individually actuatable wheel brake 30 , 31 , 32 , 33 .
  • the brakes are hydraulically operated and receive pressurized hydraulic fluid by way of hydraulic lines 34 , 35 , 36 , 37 .
  • the brake pressure is adjusted by way of a valve block 38 , said valve block being actuated irrespective of the driver by way of electric signals produced in the electronic control unit 28 .
  • the driver can introduce brake pressure into the hydraulic lines by way of a master cylinder actuated by a brake pedal.
  • Pressure sensors P are used to sense the driver's braking request are provided in the master cylinder or the hydraulic lines, respectively.
  • the electronic control unit is connected to the engine control device by way of an interface (CAN).
  • a conventional ESP intervention is used to produce an additional torque by purposeful interventions at the individual brakes of a vehicle, said torque adapting the actually measured yaw angle variation per unit of time (actual yaw rate ⁇ dot over ( ⁇ ) ⁇ actual ) of a vehicle to the yaw angle variation per unit of time (reference or model or nominal yaw rate ⁇ dot over ( ⁇ ) ⁇ no min al , respectively) influenced by the driver.
  • the input quantities which result from the track desired by the driver are sent to a vehicle model circuit which, by way of the prior-art single track model or any other driving model, determines a model yaw rate ( ⁇ dot over ( ⁇ ) ⁇ no min al ) from these input quantities and from parameters being characteristic of the driving performance of the vehicle, but also from quantities predefined by distinctive features of the ambience.
  • Said model yaw rate is compared to the measured actual yaw rate ( ⁇ dot over ( ⁇ ) ⁇ actual ).
  • the difference between the model yaw rate and the actual yaw rate ( ⁇ dot over ( ⁇ ) ⁇ ) is converted by means of a so-called yaw torque controller into an additional yaw torque M G which represents the input quantity of a distribution logic.
  • Distribution logic determines the brake pressure to be applied to the individual brakes, possibly in dependence on a braking request of the driver demanding a defined brake pressure at the wheel brakes.
  • the purpose of the brake pressure is to produce an additional torque at the vehicle in addition to the desired brake effect, as the case may be, said torque supporting the driving performance of the vehicle in the direction of the steering request of the driver.
  • FIG. 5 schematically shows that part of the ECU 28 wherein the differential value ⁇ dot over ( ⁇ ) ⁇ is calculated.
  • ECU 28 includes a vehicle model 50 for producing a model yaw rate. At least the steering angle and the vehicle speed vRef are sent to the vehicle model 50 . Further data, which can be included in the model, are the lateral acceleration, the measured yaw rate and a coefficient of friction determined in a coefficient-of-friction and situation detection unit. The model yaw rate is produced from the input signals in the model.
  • the model yaw rate is compared with the yaw rate sensed by the yaw rate sensor 26 , and the differential value is determined from the yaw rate and the model yaw rate.
  • the differential value ⁇ dot over ( ⁇ ) ⁇ /dt is weighted by a factor produced in dependence on the model yaw rate change and is filtered in filter 52 .
  • the factor ⁇ 0 prevents the spurious detection that has been described with respect to FIG. 3 c ).
  • FIG. 2 exhibits the signal variation of the differential value of a snaking towing vehicle.
  • the method comprises a module for analyzing the variation of the difference of the model/actual yaw rate ⁇ dot over ( ⁇ ) ⁇ .
  • the model detects zero crossings 60 , 61 of the differential value between the model yaw rate and the measured yaw rate, said differential value to be taken into account for the analysis, and determines the time between two zero crossings.
  • the oscillation frequency is thereby obtained.
  • a half wave is recognized as valid only if the determined frequency lies within a typical band (roughly 0.5-1.5 hertz). Further, a half wave is valid only if the amplitude between two zero crossings has exceeded a defined threshold. The number of the valid half waves is counted. When the number of the valid half waves exceeds a threshold value, the differential value condition for detecting a snaking car-trailer combination is satisfied.
  • Steering movements of the driver are considered directly in the detection signal by way of monitoring the difference between the model yaw rate and the measured yaw rate.
  • the driver e.g. carries out a slalom maneuver at a low vehicle speed with a low steering angle velocity
  • the measured yaw rate shows a variation from which a snaking car-trailer combination could be concluded.
  • the model yaw rate shows the same variation in the slalom maneuver so that the difference signal is almost zero and a spurious detection is ruled out.
  • spurious detections caused by slalom maneuvers are thus avoided due to this embodiment of the method.
  • this method simplifies detecting snaking car-trailer combinations in a curve.
  • the yaw rate is given an offset so that the oscillation no longer swings about the zero point but about this offset. This fact renders detection more difficult. If, however, the difference between the model yaw rate and the measured yaw rate (yaw velocity) is used, this offset will be compensated. The detection signal will thus always swing about zero.
  • Another especially favorable embodiment of the method provides that the deviation between actual yaw rate and model yaw rate is additionally weighted by a factor that is calculated in response to the model yaw rate speed.
  • Said factor is multiplied by the differential value or differential value signal so that a low differential value is the result in the event of a quick change of the model yaw rate.
  • detection is only allowed in the presence of extreme oscillations, but is avoided in other cases. It is thereby taken into account that with rapid steering movements the vehicle is no longer able to follow the vehicle model so that the difference between the model yaw rate and the measured yaw rate shows a signal variation that would cause spurious detections.
  • the number of the demanded half waves depends on the frequency of the oscillation. The more half waves are demanded, the more reliable the detection of spurious detections becomes. With low frequencies, however, it will possibly last too long until an intervention can take place when great numbers of half waves are demanded. It is, therefore, favorable to intervene already at low frequencies when small numbers of half waves prevail, yet to demand more half waves at high frequencies.
  • the demanded oscillation amplitudes are speed-responsive. Oscillations are more critical at high speeds than at low speeds. Therefore, detection takes place already at low differential value oscillations when the car-trailer combination runs at high speed, while the threshold is raised at low speeds.
  • the method comprises a module for analyzing the lateral acceleration variation.
  • Maximums and minimums of the signal are determined.
  • the frequency can be determined from the distances in time between maximums and minimums. The frequency must roughly correspond to the frequency of the differential value signal.
  • the position of the maximums and minimums of the lateral acceleration signal is compared with the position of the maximums and minimums of the differential value signal.
  • the phase shift between differential value and lateral acceleration can be calculated therefrom.
  • the phase position during driving on rough roadways is different from the phase position during driving with snaking car-trailer combinations.
  • the phase shift is small with snaking car-trailer combinations. This criterion is examined, and the detection of a snaking car-trailer combination is forbidden in the event of a too great phase shift.
  • spurious control activations are prevented by way of several additional plausibility tests of the lateral signals.
  • the following signal variations are untypical with snaking car-trailer combinations and, therefore, cause prevention or stop of interventions:
  • FIG. 4 shows a simplified view of the logical processes of the control:
  • Step 40 comprises the search for half waves in the input signal, which are analyzed by way of two zero crossings, one maximum, a minimum amplitude and a defined initial gradient. It is polled in lozenge 43 whether the half wave was detected.
  • step 42 If this is not the case, switch-back to step 42 is made and the search for half waves is continued. If the half wave was detected by way of the previous criteria, it is checked in terms of its validity in lozenge 44 . To this end, the following criteria are polled:
  • the half wave counter is incremented in step 45 .
  • the counter will not be incremented but maintains its value, what can lead to a later entry into the control. If not all the criteria are satisfied, the half wave counter is reset to zero in step 48 . It is found out in lozenge 46 whether N half waves are detected. This will trigger a deceleration control of the vehicle in step 47 .
  • the criteria allow a control during cornering and even during steering movements of the driver.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
US10/534,096 2002-11-08 2003-11-07 Method and device for stabilizing a vehicle combination Abandoned US20060204347A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10252510 2002-11-08
DE10252510.2 2002-11-08
PCT/EP2003/050802 WO2004041612A1 (de) 2002-11-08 2003-11-07 Verfahren und einrichtung zum stabilisieren eines gespanns

Publications (1)

Publication Number Publication Date
US20060204347A1 true US20060204347A1 (en) 2006-09-14

Family

ID=32308518

Family Applications (1)

Application Number Title Priority Date Filing Date
US10/534,096 Abandoned US20060204347A1 (en) 2002-11-08 2003-11-07 Method and device for stabilizing a vehicle combination

Country Status (5)

Country Link
US (1) US20060204347A1 (ja)
EP (1) EP1562811B1 (ja)
JP (1) JP4758102B2 (ja)
DE (2) DE50313413D1 (ja)
WO (1) WO2004041612A1 (ja)

Cited By (35)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20050065694A1 (en) * 2003-09-18 2005-03-24 Gero Nenninger Method and device for considering the driver's steering response in stabilizing a vehicle-trailer combination
US20070219700A1 (en) * 2006-03-15 2007-09-20 Nissan Motor Co., Ltd. Curving tendency detection device in vehicle, and vehicle response control apparatus using same
US20080036296A1 (en) * 2006-08-11 2008-02-14 Robert Bosch Gmbh Closed-loop control for trailer sway mitigation
US20090005946A1 (en) * 2007-06-29 2009-01-01 Honda Motor Co., Ltd. Movement stabilizing apparatus for combination vehicle
US20090032273A1 (en) * 2007-08-02 2009-02-05 Klaus Hahn Implement/vehicle steering control system and method
US20090228182A1 (en) * 2005-11-22 2009-09-10 Continential Teves Ag & Co. Ohg Method and Driving Dynamics Control System for Stabilizing a Car-Trailer Combination
US20090306861A1 (en) * 2006-06-27 2009-12-10 Andreas Schumann Method and Control Device for Identifying a Trailer Operation of a Towing Vehicle
US20090319118A1 (en) * 2005-10-13 2009-12-24 Josef Knechtges Electronic Stabilty Program for a Land Vehicle
US20110022282A1 (en) * 2009-07-24 2011-01-27 Robert Bosch Gmbh Trailer sway mitigation using measured distance between a trailer and a tow vehicle
US20110029210A1 (en) * 2009-07-30 2011-02-03 Wu Hsien-Cheng Holistic control for stabilizing vehicle-trailer swaying
US20120130573A1 (en) * 2010-11-19 2012-05-24 Robert Bosch Gmbh Energy management for hybrid electric vehicle during trailer sway
CN102712303A (zh) * 2010-01-12 2012-10-03 罗伯特·博世有限公司 用于对能与牵引车联接的挂车进行联接控制的方法和相应的电子仪器单元
CN103347749A (zh) * 2011-02-11 2013-10-09 奥迪股份公司 用于使晃动的挂车行驶稳定的方法和装置
US8700282B2 (en) 2011-07-28 2014-04-15 Advics Co., Ltd. Method and apparatus for vehicle sway detection and reduction
US9061663B2 (en) 2010-10-27 2015-06-23 Robert Bosch Gmbh Trailer sway mitigation using torque vectoring
US20150232088A1 (en) * 2011-10-31 2015-08-20 Volvo Lastvagnar Ab Method and arrangement for vehicle stabilization
US20150367844A1 (en) * 2011-10-31 2015-12-24 Volvo Lastvagnar Ab Method and arrangement for vehicle stabilization
US9260092B1 (en) * 2013-09-27 2016-02-16 Google Inc. Methods and systems for steering-based oscillatory vehicle braking
CN105492288A (zh) * 2013-09-19 2016-04-13 日立汽车系统株式会社 车辆控制装置
US9493156B2 (en) 2012-12-12 2016-11-15 Robert Bosch Gmbh Method and device for stabilizing a vehicle combination made up of a tractor vehicle and a trailer
WO2017178187A1 (de) * 2016-04-12 2017-10-19 Robert Bosch Gmbh Verfahren und vorrichtung zum bestimmen einer sicherheitskritischen gierbewegung eines fahrzeugs
WO2017200835A1 (en) * 2016-05-15 2017-11-23 Mechanical Simulation Corporation A system and method to stabilize motorcycles
US9944260B2 (en) * 2013-09-04 2018-04-17 Wabco Gmbh Method of controlling an electronic braking system
US20180312195A1 (en) * 2017-04-28 2018-11-01 Mando Corporation Vehicle control apparatus and control method thereof
US10144616B2 (en) * 2016-06-10 2018-12-04 Otis Elevator Company Cab for vertical travel with controllable orientation for non-vertical travel
US10670479B2 (en) 2018-02-27 2020-06-02 Methode Electronics, Inc. Towing systems and methods using magnetic field sensing
US10696109B2 (en) 2017-03-22 2020-06-30 Methode Electronics Malta Ltd. Magnetolastic based sensor assembly
US11014417B2 (en) 2018-02-27 2021-05-25 Methode Electronics, Inc. Towing systems and methods using magnetic field sensing
US11084342B2 (en) 2018-02-27 2021-08-10 Methode Electronics, Inc. Towing systems and methods using magnetic field sensing
US11135882B2 (en) 2018-02-27 2021-10-05 Methode Electronics, Inc. Towing systems and methods using magnetic field sensing
US11149408B2 (en) * 2019-01-31 2021-10-19 Caterpillar Inc. Detection of unintended directional movement of an articulated implement of a machine
US11221262B2 (en) 2018-02-27 2022-01-11 Methode Electronics, Inc. Towing systems and methods using magnetic field sensing
CN114644000A (zh) * 2022-03-14 2022-06-21 阿波罗智能技术(北京)有限公司 自动驾驶车辆画龙行为的检测方法、装置、设备及存储介质
US11491832B2 (en) 2018-02-27 2022-11-08 Methode Electronics, Inc. Towing systems and methods using magnetic field sensing
WO2024012700A1 (en) * 2022-07-15 2024-01-18 Volvo Truck Corporation Detection of yaw instabilities in vehicle combinations

Families Citing this family (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1740414B1 (en) * 2003-06-30 2013-04-10 Kelsey-Hayes Company Method and apparatus for detecting and correcting trailer induced yaw movements in a towing vehicle
EP1758774B1 (de) 2004-06-25 2013-01-16 Continental Teves AG & Co. oHG Verfahren und einrichtung zum stabilisieren eines fahrzeugs
DE102004057220B4 (de) 2004-11-26 2011-07-21 Audi Ag, 85057 Verfahren und Vorrichtung zum Unterscheiden eines Anhängers von einer Trägereinrichtung am Heck eines Fahrzeugs
DE102006007732B4 (de) * 2006-02-20 2019-07-04 Robert Bosch Gmbh Verfahren und Vorrichtung zur Erkennung eines Abschleppsituation
DE102008007139A1 (de) * 2007-02-02 2008-08-28 Continental Teves Ag & Co. Ohg Dämpfung von Pendelbewegungen einer Fahrzeugkarosserie
EP2022654B1 (de) * 2007-08-06 2010-11-24 BPW Fahrzeugtechnik GmbH & Co. KG Zusatzbremssystem und Verfahren zur Betätigung von Fahrzeugbremsen
DE602008004304D1 (de) * 2008-02-23 2011-02-17 Gm Global Tech Operations Inc Verfahren und Vorrichtung zum Ableiten eines fahrzeugstabilitätsbezogenen Signals
WO2011042966A1 (ja) * 2009-10-07 2011-04-14 トヨタ自動車株式会社 連結車両のスウェイ状態検出装置及び挙動制御装置
WO2011070645A1 (ja) * 2009-12-07 2011-06-16 トヨタ自動車株式会社 連結車両のスウェイ状態抑制のための挙動制御装置
JP5550544B2 (ja) * 2010-12-27 2014-07-16 日野自動車株式会社 横転警報装置、車両、および横転警報方法、並びにプログラム
KR101574706B1 (ko) * 2012-10-17 2015-12-11 주식회사 만도 트레일러에 의한 진동을 감지하는 방법 및 제어 장치
DE102012222993A1 (de) 2012-12-12 2014-06-12 Continental Teves Ag & Co. Ohg Verfahren zum Stabilisieren eines Gespanns
DE102014216183A1 (de) * 2014-08-14 2016-02-18 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben einers Gespanns
US10328917B2 (en) 2017-06-30 2019-06-25 Veoneer Nissin Brake Systems Japan Co. Ltd. Method and system for mitigating sway of a vehicle trailer by braking the towing vehicle during the correct phase of the sway
JP6970008B2 (ja) * 2017-12-25 2021-11-24 トヨタ自動車株式会社 車両制御システム

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19536620A1 (de) * 1995-09-30 1997-04-03 Bayerische Motoren Werke Ag Verfahren zur Verbesserung der Querstabilität bei Kraftfahrzeugen
JP4083881B2 (ja) * 1998-07-29 2008-04-30 三菱ふそうトラック・バス株式会社 連結車両の自動減速制御装置
DE19843826A1 (de) * 1998-09-24 2000-03-30 Volkswagen Ag Anhängergespann und Verfahren zur Stabilisierung eines Anhängergespanns
DE19964048A1 (de) * 1999-06-30 2001-01-04 Bosch Gmbh Robert Verfahren und Einrichtung zum Stabilisieren eines Straßenfahrzeugs

Cited By (58)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20050065694A1 (en) * 2003-09-18 2005-03-24 Gero Nenninger Method and device for considering the driver's steering response in stabilizing a vehicle-trailer combination
US20090319118A1 (en) * 2005-10-13 2009-12-24 Josef Knechtges Electronic Stabilty Program for a Land Vehicle
US8346428B2 (en) 2005-10-13 2013-01-01 Lucas Automotive Gmbh Electronic stability program for a land vehicle
US8046147B2 (en) 2005-11-22 2011-10-25 Continental Teves Ag & Co. Ohg Method and driving dynamics control system for stabilizing a car-trailer combination
US20090228182A1 (en) * 2005-11-22 2009-09-10 Continential Teves Ag & Co. Ohg Method and Driving Dynamics Control System for Stabilizing a Car-Trailer Combination
US20070219700A1 (en) * 2006-03-15 2007-09-20 Nissan Motor Co., Ltd. Curving tendency detection device in vehicle, and vehicle response control apparatus using same
US7957877B2 (en) * 2006-03-15 2011-06-07 Nissan Motor Co., Ltd. Curving tendency detection device in vehicle, and vehicle response control apparatus using same
US20090306861A1 (en) * 2006-06-27 2009-12-10 Andreas Schumann Method and Control Device for Identifying a Trailer Operation of a Towing Vehicle
US20080036296A1 (en) * 2006-08-11 2008-02-14 Robert Bosch Gmbh Closed-loop control for trailer sway mitigation
US8740317B2 (en) 2006-08-11 2014-06-03 Robert Bosch Gmbh Closed-loop control for trailer sway mitigation
US20090005946A1 (en) * 2007-06-29 2009-01-01 Honda Motor Co., Ltd. Movement stabilizing apparatus for combination vehicle
US8180543B2 (en) 2007-06-29 2012-05-15 Honda Motor Co., Ltd. Movement stabilizing apparatus for combination vehicle
US20090032273A1 (en) * 2007-08-02 2009-02-05 Klaus Hahn Implement/vehicle steering control system and method
US20110022282A1 (en) * 2009-07-24 2011-01-27 Robert Bosch Gmbh Trailer sway mitigation using measured distance between a trailer and a tow vehicle
US8838353B2 (en) 2009-07-24 2014-09-16 Robert Bosch Gmbh Trailer sway mitigation using measured distance between a trailer and a tow vehicle
US8326504B2 (en) * 2009-07-30 2012-12-04 Robert Bosch Gmbh Holistic control for stabilizing vehicle-trailer swaying
US20110029210A1 (en) * 2009-07-30 2011-02-03 Wu Hsien-Cheng Holistic control for stabilizing vehicle-trailer swaying
US8855854B2 (en) * 2010-01-12 2014-10-07 Robert Bosch Gmbh Method for monitoring the hitch of a trailer hitchable to a tow vehicle and corresponding electronic device unit
US20140032040A1 (en) * 2010-01-12 2014-01-30 Robert Bosch Gmbh Method for monitoring the hitch of a trailer hitchable to a tow vehicle and corresponding electronic device unit
CN102712303A (zh) * 2010-01-12 2012-10-03 罗伯特·博世有限公司 用于对能与牵引车联接的挂车进行联接控制的方法和相应的电子仪器单元
US9061663B2 (en) 2010-10-27 2015-06-23 Robert Bosch Gmbh Trailer sway mitigation using torque vectoring
US20120130573A1 (en) * 2010-11-19 2012-05-24 Robert Bosch Gmbh Energy management for hybrid electric vehicle during trailer sway
US8311693B2 (en) * 2010-11-19 2012-11-13 Robert Bosch Gmbh Energy management for hybrid electric vehicle during trailer sway
US20140025273A1 (en) * 2011-02-11 2014-01-23 Audi Ag Method and device for stabilizing the running of a snaking trailer
KR101840080B1 (ko) * 2011-02-11 2018-04-26 아우디 아게 사행하는 트레일러의 주행 안정화 방법 및 그 장치
CN103347749A (zh) * 2011-02-11 2013-10-09 奥迪股份公司 用于使晃动的挂车行驶稳定的方法和装置
US10486663B2 (en) * 2011-02-11 2019-11-26 Audi Ag Method and apparatus for stabilizing the running of a wobbling trailer
US8700282B2 (en) 2011-07-28 2014-04-15 Advics Co., Ltd. Method and apparatus for vehicle sway detection and reduction
EP2738059A4 (en) * 2011-07-28 2016-11-16 Advics Co Ltd METHOD FOR DETECTING THE SHOCKS OF A VEHICLE AND VEHICLE
US20150367844A1 (en) * 2011-10-31 2015-12-24 Volvo Lastvagnar Ab Method and arrangement for vehicle stabilization
US9573589B2 (en) * 2011-10-31 2017-02-21 Volvo Lastvagnar Ab Method and arrangement for vehicle stabilization
US9598089B2 (en) * 2011-10-31 2017-03-21 Volvo Lastvagnar Ab Method and arrangement for vehicle stabilization
US20150232088A1 (en) * 2011-10-31 2015-08-20 Volvo Lastvagnar Ab Method and arrangement for vehicle stabilization
US9493156B2 (en) 2012-12-12 2016-11-15 Robert Bosch Gmbh Method and device for stabilizing a vehicle combination made up of a tractor vehicle and a trailer
US9944260B2 (en) * 2013-09-04 2018-04-17 Wabco Gmbh Method of controlling an electronic braking system
CN105492288A (zh) * 2013-09-19 2016-04-13 日立汽车系统株式会社 车辆控制装置
US9783172B2 (en) 2013-09-27 2017-10-10 Waymo Llc Methods and systems for steering-based oscillatory vehicle braking
US9260092B1 (en) * 2013-09-27 2016-02-16 Google Inc. Methods and systems for steering-based oscillatory vehicle braking
US10730528B2 (en) 2016-04-12 2020-08-04 Robert Bosch Gmbh Method and device for determining a safety-critical yawing motion of a vehicle
CN109070858A (zh) * 2016-04-12 2018-12-21 罗伯特·博世有限公司 用于确定安全关键的车辆横摆运动的方法和设备
WO2017178187A1 (de) * 2016-04-12 2017-10-19 Robert Bosch Gmbh Verfahren und vorrichtung zum bestimmen einer sicherheitskritischen gierbewegung eines fahrzeugs
WO2017200835A1 (en) * 2016-05-15 2017-11-23 Mechanical Simulation Corporation A system and method to stabilize motorcycles
US10435016B2 (en) 2016-05-15 2019-10-08 Mechanical Simulation Corporation System and method to stabilize motorcycles
TWI751160B (zh) * 2016-05-15 2022-01-01 美商機械模擬公司 穩定摩托車的系統與方法
US10144616B2 (en) * 2016-06-10 2018-12-04 Otis Elevator Company Cab for vertical travel with controllable orientation for non-vertical travel
US10940726B2 (en) 2017-03-22 2021-03-09 Methode Electronics Malta Ltd. Magnetoelastic based sensor assembly
US10696109B2 (en) 2017-03-22 2020-06-30 Methode Electronics Malta Ltd. Magnetolastic based sensor assembly
US20180312195A1 (en) * 2017-04-28 2018-11-01 Mando Corporation Vehicle control apparatus and control method thereof
US10940887B2 (en) * 2017-04-28 2021-03-09 Mando Corporation Vehicle control apparatus and control method thereof
US11014417B2 (en) 2018-02-27 2021-05-25 Methode Electronics, Inc. Towing systems and methods using magnetic field sensing
US11084342B2 (en) 2018-02-27 2021-08-10 Methode Electronics, Inc. Towing systems and methods using magnetic field sensing
US11135882B2 (en) 2018-02-27 2021-10-05 Methode Electronics, Inc. Towing systems and methods using magnetic field sensing
US10670479B2 (en) 2018-02-27 2020-06-02 Methode Electronics, Inc. Towing systems and methods using magnetic field sensing
US11221262B2 (en) 2018-02-27 2022-01-11 Methode Electronics, Inc. Towing systems and methods using magnetic field sensing
US11491832B2 (en) 2018-02-27 2022-11-08 Methode Electronics, Inc. Towing systems and methods using magnetic field sensing
US11149408B2 (en) * 2019-01-31 2021-10-19 Caterpillar Inc. Detection of unintended directional movement of an articulated implement of a machine
CN114644000A (zh) * 2022-03-14 2022-06-21 阿波罗智能技术(北京)有限公司 自动驾驶车辆画龙行为的检测方法、装置、设备及存储介质
WO2024012700A1 (en) * 2022-07-15 2024-01-18 Volvo Truck Corporation Detection of yaw instabilities in vehicle combinations

Also Published As

Publication number Publication date
EP1562811B1 (de) 2011-01-12
EP1562811A1 (de) 2005-08-17
JP2006505442A (ja) 2006-02-16
JP4758102B2 (ja) 2011-08-24
DE10393558D2 (de) 2005-10-20
DE50313413D1 (de) 2011-02-24
WO2004041612A1 (de) 2004-05-21

Similar Documents

Publication Publication Date Title
US20060204347A1 (en) Method and device for stabilizing a vehicle combination
US8862327B2 (en) Process and device for stabilizing a vehicle
US6957873B2 (en) Method for regulating the driving stability of a vehicle
US20060033308A1 (en) Method and system for stabilizing a car-trailer combination
EP3458345B1 (en) A system and method to stabilize motorcycles
US20060125313A1 (en) Method and device for stabilizing a semi-trailer
KR100681961B1 (ko) 자동차의 안정화를 위한 방법 및 장치
US6226587B1 (en) Stability control system for automotive vehicle
US20060158031A1 (en) Method and system for controlling the driving stability of a vehicle and use of said system
EP1418104B1 (en) Vehicle braking control device
US8395491B2 (en) Method for controlling driving stability
US8483911B2 (en) Method and system for controlling vehicle stability
US8494747B2 (en) Method and device for stabilizing a single-track motor vehicle
US20050060082A1 (en) Method and system for predicting lateral acceleration of a vehicle
AU6260900A (en) Method and device for stabilizing a vehicle
US20060155457A1 (en) Method and system for stabilizing a vehicle combination
JP2004534694A (ja) 車両の横転危険の検出および排除方法および装置
US20080133101A1 (en) Method and Device for Suppressing a Lateral Rollover Tendency of a Vehicle
US20040119335A1 (en) Method for estimating the overturn risk of a vehicle
JP2008546586A (ja) モータ化単線車両の駆動動的制御方法と駆動動的制御器
JPH11321452A (ja) 自動車ストップランプの操作信号の発生方法および装置
US7775608B2 (en) Method for controlling a brake pressure
EP2214939B1 (en) Vehicle stability control method
US20080284574A1 (en) Device for Determining the Roll Angle and System and Method for Roll Stabilization of a Motor Vehicle
EP1136334B1 (en) Improvement of vehicle steerability and driving stability while braking in a curve

Legal Events

Date Code Title Description
AS Assignment

Owner name: CONTINENTAL TEVES AG & CO., OHG, GERMANY

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:WALDBAUER, DIRK;KROBER, JURGEN;REEL/FRAME:017960/0146

Effective date: 20051214

STCB Information on status: application discontinuation

Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION