WO1999020922A1 - Verfahren und vorrichtung zum ermitteln einer extern verursachten, ein fahrzeug antreibenden oder bremsenden grösse, insbesondere eines solchen moments - Google Patents

Verfahren und vorrichtung zum ermitteln einer extern verursachten, ein fahrzeug antreibenden oder bremsenden grösse, insbesondere eines solchen moments Download PDF

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Publication number
WO1999020922A1
WO1999020922A1 PCT/EP1998/006565 EP9806565W WO9920922A1 WO 1999020922 A1 WO1999020922 A1 WO 1999020922A1 EP 9806565 W EP9806565 W EP 9806565W WO 9920922 A1 WO9920922 A1 WO 9920922A1
Authority
WO
WIPO (PCT)
Prior art keywords
determining
vehicle speed
driving
vehicle
externally caused
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.)
Ceased
Application number
PCT/EP1998/006565
Other languages
German (de)
English (en)
French (fr)
Inventor
Alfred Eckert
Jürgen DIEBOLD
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
Priority to US09/529,432 priority Critical patent/US6386019B1/en
Priority to DE59806887T priority patent/DE59806887D1/de
Priority to EP98954424A priority patent/EP1023547B1/de
Priority to JP2000517209A priority patent/JP4521743B2/ja
Publication of WO1999020922A1 publication Critical patent/WO1999020922A1/de
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M17/00—Testing of vehicles
    • G01M17/007—Wheeled or endless-tracked vehicles
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/1005—Driving resistance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0002—Automatic control, details of type of controller or control system architecture
    • B60W2050/0008—Feedback, closed loop systems or details of feedback error signal
    • B60W2050/001—Proportional integral [PI] controller
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0028—Mathematical models, e.g. for simulation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0028—Mathematical models, e.g. for simulation
    • B60W2050/0031—Mathematical model of 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0043—Signal treatments, identification of variables or parameters, parameter estimation or state estimation
    • B60W2050/0048—Addition or subtraction of signals
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0657—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0666—Engine power
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/18—Braking system
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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
    • B60W2530/16—Driving resistance
    • 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
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18118—Hill holding
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed- or reversing-gearings for conveying rotary motion
    • F16H59/60—Inputs being a function of ambient conditions
    • F16H59/66—Road conditions, e.g. slope, slippery
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to a method and a device for determining an externally caused variable that drives or brakes a vehicle, and in particular such a torque.
  • the longitudinal dynamics of a vehicle - speed and acceleration - are influenced by various internal and external variables, in particular moments.
  • Internal quantities / torques in the sense of this description are, for example, the engine torque, the braking torque or the driving resistance (which are internal, e.g. based on tables based on empirical values or by constants or by formulas that relate the vehicle movement state in connection with the properties / characteristic values of the Consider vehicle, have it described).
  • These variables can be determined comparatively precisely by various measures, so that their influence on the longitudinal dynamics can be taken into account.
  • Hill traction aids are intended to simplify the complicated handling of the brake, parking brake, clutch and engine. At the same time, however, it must be ensured that under no circumstances does the vehicle roll backwards, for example in order to avoid collisions with downhill vehicles. If a vehicle wants to start on a hill, the regularities shown schematically in FIG. 4 apply in a first approximation.
  • the weight force F G of the vehicle can be broken down into a normal component F N and a tangential component F ⁇ on the tire of a unicycle model.
  • F ⁇ together with the tire radius r R leads to a downhill torque M H according to the formula
  • the slope output torque M H would lead to the vehicle rolling downhill without further influencing measures. This is counteracted by the holding braking torque M B and the additional engine torque M M introduced when starting off. A starting aid on the mountain can influence braking torque M B , for example. The influence must be such that it is ensured at all times that the inequality
  • the object of the invention is to provide a method and a device for determining an externally caused variable that drives or brakes a vehicle, in particular such a torque.
  • the externally caused variables and in particular moments are determined by an observer.
  • the observer receives internally caused, driving or braking variables, in particular moments, determines from it how the longitudinal dynamics of the vehicle should develop, compares this result with actually measured values of the longitudinal dynamics and deduces from possible deviations to externally caused, driving a vehicle or braking sizes, especially moments.
  • Fig. 1 shows schematically a first embodiment of the invention.
  • the devices 10 to 12 are devices for determining internal or internally caused moments.
  • a device 12 for determining the motor torque MMotAxis and a device 11 for determining a braking torque MBraxisAxis can be provided.
  • a device 10 for determining a driving resistance MFahrWid can also be provided.
  • the devices 10 to 12 in turn work according to certain input variables.
  • the devices 11 and 12 can be models and / or tables that model or describe the behavior of the brake and / or the motor / transmission and deliver the desired output variables.
  • the observer 13 uses a model and with reference to the input variables described above to determine the "theoretical" driving behavior or the “theoretical" longitudinal dynamics, in particular speed, of the vehicle, with reference also being made to characteristic values for this. Characteristic values are, for example, the tire radius or vehicle mass.
  • the observer 13 receives a measured value corresponding to the theoretical value from a corresponding device 14. A deviation between the theoretical and the measured value can be traced back to externally caused, modeled variables, in particular moments, with sufficiently precise modeling of the longitudinal dynamics, so that from the Deviation on this external variable can be concluded.
  • FIG. 2 shows the observer 13 from FIG. 1 in more detail.
  • the observer 13 has a model of the driving behavior or the longitudinal dynamics of the vehicle, these are the numbers 31 to 36.
  • he has a device for determining the external variable, these are the numbers
  • FIG. 3 components 31 to 36 from FIG. 2 are shown again for clarification.
  • the model for the driving behavior of the vehicle or for its longitudinal dynamics must meet at least two conditions:
  • the model in Fig. 3 meets these requirements.
  • As an input value it receives a total torque that acts on the vehicle.
  • This total moment MGes is the sum of all accelerating and decelerating moments. If the total torque MGes is zero, the vehicle will drive at a constant speed. If it is greater than zero, the vehicle is accelerated, if it is negative, the vehicle is decelerated.
  • the total torque is calibrated in accordance with the wheel radius and vehicle mass. "Calibration" is to be understood here as a proportional conversion which, for. B. serves the conversion, standardization or value adjustment. This gives a variable corresponding to an acceleration. This variable is integrated in the integrator 32. This results in a variable corresponding to a speed.
  • an assembly 33 to 36 that imitates the dynamics is provided.
  • it is a P ⁇ link that only gradually passes changes at the input to the output.
  • the PTj element consists of a subtractor 33, a calibration 34, an integrator 35 and the feedback 36, which is fed in at the subtractor 33.
  • Calibration 34 determines the time constant of the PTi element.
  • the PTi element takes into account the fact that real systems react almost always with a delay to changes in their input variables. This enables an improved simulation of vehicle dynamics.
  • the output is a speed VMod, which the model in FIG. 3 has determined as the "theoretical" speed of the vehicle on the basis of the total torque MGes entered.
  • the order of the individual components can also be different from that shown in FIG. 3.
  • the feedback loop 23, 24 in FIG. 2 should, however, be fed in after the integrator 32.
  • the device 14 for determining the actual vehicle speed VRefFilt can be a sensor that outputs a corresponding signal. However, a more complex device can also be provided, which carries out suitable assessment and filtering measures in order to obtain signals that are as free from interference as possible.
  • the vehicle model described with reference to FIG. 3 is to be understood as an example. Other models can also be used which meet the requirements set out above.
  • the "theoretical" vehicle speed VMod determined by the model is compared with the actual vehicle speed VRefFilt.
  • the difference between model speed (also called estimated vehicle speed) and actual speed (also called actual vehicle speed) VRefFilt is formed in subtractor 22.
  • the deviation between the estimated and actual vehicle speed can be traced back to externally caused, non-modeled variables and in particular moments and thus allows a conclusion to be drawn about these external variables and in particular moments. If that For example, if the vehicle is driving uphill, the externally caused torque has a delaying effect. Without taking this external torque into account, the treasure speed would be too high and in particular higher than the actual vehicle speed.
  • the downhill torque When the vehicle is driving downhill, the downhill torque has an accelerating effect. Without taking into account the downhill drive torque, the estimated vehicle speed VMod would therefore be lower than the actual vehicle speed VRefFilt.
  • the externally caused variable in particular the externally caused torque, can thus be determined from the deviation and in particular the difference between the estimated and actual vehicle speed. So that the observer 13 then works overall in a stable manner, the determined external torque can be added to the other already determined moments (from the devices 10 to 12) with the correct sign. For this purpose, it is introduced in summation point 21.
  • the device 25 is a calibration which preferably converts the speed difference in the corresponding torque error proportionally. This is the output of the device 25, the MKor correctionBeo signal, the externally caused moment that is actually sought, which can be used as an output signal and, as already mentioned, can also be fed back into the observer at the summation point 21.
  • a feedback 23, 24 can also be provided, which returns a signal proportional to the difference between the estimated vehicle speed and the actual vehicle speed into the vehicle model after the integrator. This improves the stability and dynamic properties of the model.
  • the negative feedback can take place, for example, at summation point 33.
  • the device according to the invention can be implemented by discrete components. However, it can also be formed by a suitably programmed computer which receives the corresponding input variables and outputs the desired output variables and has access to the data that is still needed. The method is preferably carried out continuously or triggered periodically.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Mathematical Physics (AREA)
  • General Physics & Mathematics (AREA)
  • Regulating Braking Force (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
PCT/EP1998/006565 1997-10-17 1998-10-16 Verfahren und vorrichtung zum ermitteln einer extern verursachten, ein fahrzeug antreibenden oder bremsenden grösse, insbesondere eines solchen moments Ceased WO1999020922A1 (de)

Priority Applications (4)

Application Number Priority Date Filing Date Title
US09/529,432 US6386019B1 (en) 1997-10-17 1998-10-16 Method and device for detecting an externally caused variable driving or braking a vehicle, especially such a moment
DE59806887T DE59806887D1 (de) 1997-10-17 1998-10-16 Verfahren und vorrichtung zum ermitteln einer extern verursachten, ein fahrzeug antreibenden oder bremsenden grösse, insbesondere eines solchen moments
EP98954424A EP1023547B1 (de) 1997-10-17 1998-10-16 Verfahren und vorrichtung zum ermitteln einer extern verursachten, ein fahrzeug antreibenden oder bremsenden grösse, insbesondere eines solchen moments
JP2000517209A JP4521743B2 (ja) 1997-10-17 1998-10-16 車両を駆動又は制動する外的な値、特にモーメントを算出する方法及び装置

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE19745958 1997-10-17
DE19745958.7 1997-10-17
DE19802216A DE19802216A1 (de) 1997-10-17 1998-01-22 Verfahren und Vorrichtung zum Ermitteln einer extern verursachten, ein Fahrzeug antreibenden oder bremsenden Größe, insbesondere eines solchen Moments
DE19802216.6 1998-01-22

Publications (1)

Publication Number Publication Date
WO1999020922A1 true WO1999020922A1 (de) 1999-04-29

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PCT/EP1998/006565 Ceased WO1999020922A1 (de) 1997-10-17 1998-10-16 Verfahren und vorrichtung zum ermitteln einer extern verursachten, ein fahrzeug antreibenden oder bremsenden grösse, insbesondere eines solchen moments

Country Status (5)

Country Link
US (1) US6386019B1 (https=)
EP (1) EP1023547B1 (https=)
JP (1) JP4521743B2 (https=)
DE (2) DE19802216A1 (https=)
WO (1) WO1999020922A1 (https=)

Cited By (2)

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Publication number Priority date Publication date Assignee Title
DE10104498A1 (de) * 2001-01-31 2002-08-01 Continental Teves Ag & Co Ohg Verfahren zum Aktivieren einer Anfahrhilfe-Funktion
EP1676165A4 (en) * 2003-10-24 2009-03-11 E Ink Corp ELECTROOPTICAL DISPLAYS

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DE10008665A1 (de) * 2000-02-24 2001-08-30 Zahnradfabrik Friedrichshafen Verfahren zur Steuerung von Antriebssystemen eines Kraftfahrzeugs
FR2822972B1 (fr) * 2001-03-29 2003-07-18 Renault Dispositif d'estimation de la charge d'un vehicule et vehicule a transmission automatique utilisant un tel dispositif
DE10118855A1 (de) * 2001-04-18 2002-10-24 Zahnradfabrik Friedrichshafen Getriebesteuerung
FR2850746B1 (fr) * 2003-02-04 2005-06-24 Peugeot Citroen Automobiles Sa Procede et dispositif d'estimation d'une variable de pente de la route sur laquelle roule un vehicule
DE10307584A1 (de) * 2003-02-22 2004-09-02 Wabco Gmbh & Co. Ohg Verfahren zur Sollwert-Generierung für eine Rollsperre in einem Fahrzeug
DE102004043119B4 (de) * 2003-09-15 2013-11-07 Continental Teves Ag & Co. Ohg Verfahren zur Ermittlung von Parametern
DE102004062811B4 (de) * 2004-11-26 2022-05-05 Continental Teves Ag & Co. Ohg Verfahren zum Modifizieren eines Bremsmoments
AT502348B1 (de) * 2005-08-17 2008-09-15 Voest Alpine Ind Anlagen Regelungsverfahren und regler für ein mechanisch- hydraulisches system mit einem mechanischen freiheitsgrad pro hydraulischem aktuator
JP2009018706A (ja) * 2007-07-12 2009-01-29 Honda Motor Co Ltd 制御装置

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10104498A1 (de) * 2001-01-31 2002-08-01 Continental Teves Ag & Co Ohg Verfahren zum Aktivieren einer Anfahrhilfe-Funktion
DE10104498B4 (de) * 2001-01-31 2014-09-11 Continental Teves Ag & Co. Ohg Verfahren zum Aktivieren einer Anfahrhilfe-Funktion
EP1676165A4 (en) * 2003-10-24 2009-03-11 E Ink Corp ELECTROOPTICAL DISPLAYS

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DE59806887D1 (de) 2003-02-13
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JP4521743B2 (ja) 2010-08-11
DE19802216A1 (de) 1999-04-22
EP1023547B1 (de) 2003-01-08
EP1023547A1 (en) 2000-08-02

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