WO2000003901A1 - Procede et dispositif permettant de detecter des etats de conduite critiques dans des vehicules en marche - Google Patents

Procede et dispositif permettant de detecter des etats de conduite critiques dans des vehicules en marche Download PDF

Info

Publication number
WO2000003901A1
WO2000003901A1 PCT/EP1999/005081 EP9905081W WO0003901A1 WO 2000003901 A1 WO2000003901 A1 WO 2000003901A1 EP 9905081 W EP9905081 W EP 9905081W WO 0003901 A1 WO0003901 A1 WO 0003901A1
Authority
WO
WIPO (PCT)
Prior art keywords
values
wheel
vehicle
sensor
distance
Prior art date
Application number
PCT/EP1999/005081
Other languages
German (de)
English (en)
Inventor
Jürgen WOYWOD
Ralph Gronau
Dieter Burkhard
Hans Georg Ihrig
Lothar Kienle
Original Assignee
Continental Teves Ag & 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
Priority claimed from DE19904219A external-priority patent/DE19904219B4/de
Application filed by Continental Teves Ag & Co. Ohg filed Critical Continental Teves Ag & Co. Ohg
Publication of WO2000003901A1 publication Critical patent/WO2000003901A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/019—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the type of sensor or the arrangement thereof
    • B60G17/01933—Velocity, e.g. relative velocity-displacement sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B60G17/0165—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input to an external condition, e.g. rough road surface, side wind
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
    • G01L5/00—Apparatus for, or methods of, measuring force, work, mechanical power, or torque, specially adapted for specific purposes
    • G01L5/20—Apparatus for, or methods of, measuring force, work, mechanical power, or torque, specially adapted for specific purposes for measuring wheel side-thrust
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P3/00—Measuring linear or angular speed; Measuring differences of linear or angular speeds
    • G01P3/42—Devices characterised by the use of electric or magnetic means
    • G01P3/56—Devices characterised by the use of electric or magnetic means for comparing two speeds
    • G01P3/58—Devices characterised by the use of electric or magnetic means for comparing two speeds by measuring or comparing amplitudes of generated currents or voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/20—Speed
    • B60G2400/206—Body oscillation speed; Body vibration frequency
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/80—Exterior conditions
    • B60G2400/82—Ground surface
    • B60G2400/821—Uneven, rough road sensing affecting vehicle body vibration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/90—Other conditions or factors
    • B60G2400/91—Frequency
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2401/00—Indexing codes relating to the type of sensors based on the principle of their operation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2401/00—Indexing codes relating to the type of sensors based on the principle of their operation
    • B60G2401/17—Magnetic/Electromagnetic
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/08—Failure or malfunction detecting means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/16—Running
    • B60G2800/162—Reducing road induced vibrations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/70—Estimating or calculating vehicle parameters or state variables
    • B60G2800/702—Improving accuracy of a sensor signal

Definitions

  • the invention relates to a method and a device for determining critical driving situations in vehicles in driving operation according to the preamble of claim 1 and claim 8.
  • characteristic vehicle dynamics which are indicative of critical driving situations, include the lateral acceleration or the temporal change in the lateral acceleration.
  • characteristic vehicle dynamics which are indicative of critical driving situations, include the lateral acceleration or the temporal change in the lateral acceleration.
  • ESP system Electronic Stability Program
  • characteristic vehicle dynamics include the lateral acceleration or the temporal change in the lateral acceleration.
  • a corresponding method for operating a motor vehicle with braking stabilizing interventions is described, in which the only one for the tendency to tip over the longitudinal axis of the vehicle indicative driving dynamics parameter, the lateral acceleration is used.
  • An associated, predeterminable tilt prevention threshold value is provided for the lateral acceleration.
  • lateral forces are applied by the wheels or tires on the outside of the curve. If the lateral acceleration occurring when cornering is above the anti-tipping threshold, one or more wheels are activated by activating a corresponding one Brake intervention converted into a state of high brake slip, which significantly reduces the lateral force that can be transmitted by the tires. As a result, the wheels on the outside of the curve can no longer withstand the transverse acceleration acting on them, which may mean an increase in the radius of the path, but at the same time the tipping moment is reduced and the vehicle is prevented from tipping about its longitudinal axis.
  • a linearity between the lateral acceleration aq and the vehicle tilt characterized by a roll angle gamma is taken as a basis. If the inclination detection device detects a risk of tipping, braking the front wheel on the outside of the bend generates a counteracting yaw moment.
  • Such a sensor with equipment for detecting the air gap is adjusted so that the dynamic ranges of elastic axis deformation and change in the amplitude of the sinusoidal input signal match sufficiently. Then there is a reproducible relationship between dynamic deformation of axle parts and the change in the input signal, which is to be used in combination with measured individual speeds as a yaw rate meter or for a plausibility check. This dynamic signal change is superimposed on the function of the speed measurement and does not lead to falsification of these two measured variables, which can be decoded together in the electronic controller.
  • This object is achieved in the method according to the invention in that during driving operation with the transducer values based on changes in distance between the transducer and the transducer are continuously recorded, in that the values are compared with corresponding reference values, and in that the values and the reference values are compared is based on parameters for the existence of a tendency of the vehicle to tip over.
  • the values of the change in distance and / or the parameters which are detected in this way are advantageously temporarily stored in a memory.
  • the temporarily stored values are compared with corresponding reference values, so that the existence of the critical driving situation can be concluded from the comparison of the temporarily stored values and / or from the compared parameters.
  • a device for continuously recording values of a change in distance between the sensor and the sensor measured during driving operation, means for comparing the values with corresponding reference values and means for evaluating the results the comparison of the values and the reference values based on parameters for the presence of a tendency of the vehicle to tip over are provided.
  • the invention is distinguished in particular by the following advantages.
  • the technical implementation of the invention does not require any additional sensors and is therefore associated with only relatively low additional costs.
  • the stored values enable reproducible detection and detection of critical driving situations that can cause the vehicle to tip over.
  • the lift-off sensor system also proposed in the context of the invention works in particular independently of the actual center of gravity of the vehicle.
  • the proposed concept enables a sensation differentiating between a left and a right curve.
  • FIG. 1 shows a section through a vehicle axle, in which an ABS wheel sensor prepared in accordance with the invention and EEPROM is provided for the intermediate storage of the sensor signals;
  • 2a-d typical signal curves of a sensor according to the invention, measured on the front axle of a vehicle when driving through a curve with the stages straight ahead driving 2a, cornering 2b, cornering with lifting wheel 2c, straight ahead driving 2d;
  • Fig. 4 shows a driving situation shortly before a rollover (rollover) that is not "on road”.
  • Known types of vehicles with anti-lock control systems are equipped with wheel sensors to record the wheel turning behavior.
  • An example of such a wheel sensor will now be explained in more detail with reference to the sectional drawing shown in FIG. 1.
  • These known sensors generally consist of a sensor wheel 10, 11 (measuring sensor) assigned to the wheel or magnetizable surface zones provided in the rubber of the tire and a measuring sensor 12, 13 (hereinafter referred to as "sensor") mounted at a small fixed distance for each individual wheel. which picks up the pulses generated by the sensor wheel and forwards them to a computing unit 14 (evaluation circuit). The speed of rotation of the wheel is in a fixed ratio to the pulse train measured in the sensor (frequency Measurement).
  • air gap The distance d of the sensor wheel and sensor (hereinafter referred to as "air gap") for each wheel based on tolerances influences the amplitude of the signal.
  • air gap influences the amplitude of the signal.
  • an inductive coupling between the sensor wheel and the sensor there is a fixed dependence of the signal amplitude of the induced signal on the rotational speed of the wheel.
  • the data recorded by means of the wheel sensor 12 13 are fed to a memory element 15, preferably a buffer memory.
  • This buffer memory can be designed, for example, as EPROM (Erasable Programmable Read Only Memory) or as EEPROM (Electronically Erasable Programmable Read Only Memory).
  • EPROM Erasable Programmable Read Only Memory
  • EEPROM Electrically Erasable Programmable Read Only Memory
  • As a transit memory it enables the continuous recording of sensor data, for example the data obtained over a period of preferably approximately one minute, but at least one second, whereby the data measured within the last minute is made available in the event of an accident.
  • FIGS. 2a-d show the signal situations on the front axle of a front-wheel drive vehicle when driving through a narrow left curve with a sensor arrangement, as is shown schematically in FIG.
  • the driving speed is relatively high when driving and is not reduced.
  • the signal curve when driving with increasing speed leads to an increase in amplitude and a rising frequency until the phase of almost constant speed shown in FIG. 2a is reached on the left and right wheels.
  • FIG. 2a The situation before the curve, the straight-ahead drive, is shown in FIG. 2a, in which the amplitude values on the left wheel tachometer L and on right wheel tachometer R are approximately the same height at constant speed.
  • This drop or the characteristic change in the signal curve of the signal amplitude on the inner wheel serves to detect the lifting of the wheel.
  • the wheel-specific amplitude of the outer right wheel decreases due to the lateral force introduced, since the road moment pointing towards the vehicle in the arrangement of the wheel sensors shown schematically in FIG.
  • wheel-specific signal profiles are determined on each wheel of a vehicle, preferably having two axles and four wheels, and an evaluation of all wheel-specific parameters (comparison of the values with the reference values) and / or patterns indicates the tendency of the vehicle to tip over.
  • a plausibility check can be carried out by evaluating preferably all, but at least of two wheel-specific signal curves, for example of a front wheel to the corresponding rear wheel, if the vehicle has vehicle-specific tipping properties. For example, B.
  • the countermeasures to be initiated are limited in their effect and / or further signal curves from other wheels, for example from the wheel arranged on the same axle, are used for evaluation. If a tendency to tip over is detected, countermeasures acting on the brakes are initiated.
  • FIG. 2d shows the state after passing the curve when the vehicle has been prevented from tipping due to the determined tendency to tip and the countermeasures initiated and the original amplitude state is restored.
  • the relations dL / 1 and -dR / R are variables for the dynamic vehicle load and are evaluated by the electronic controller.
  • the signal profiles described above are dependent on the change in the distance between the sensor and the sensor, which changes due to the construction with the arrangement of the wheel sensors on the vehicle.
  • the transducers are arranged opposite the transducers below the vehicle axis, so that the lifting of the inner wheel leads to a reduction in the air gap d.
  • the amplitude rises sharply. This sudden increase in amplitude, which is dependent on the arrangement of the wheel sensors, then serves to detect the lifting of the wheel.
  • FIG. 3 shows three characteristic curves 16, 17, 19 for the constant (limit) speeds 5 km / h and 200 km / h and the speed 50 km / h above the air gap (abscissa) and the voltage (ordinate) of the sensor signal.
  • the air gap becomes smaller, ie with increasing lateral force, the voltage of the sensor signal increases.
  • the sensor signal strengths are greater at higher speeds, at lower speeds smaller.
  • the air gap for a wheel is indicated by d on the abscissa. Since the distance d (FIG.
  • a reference value or reference band becomes (eg 26) with the course identified by 21 or 22 or 23, for example, during a shear-free driving operation, which takes into account all wheel-specific operating states.
  • the road gap on the left wheel which points away from the vehicle, results in a reduction in the air gap d1 and thus a steady increase in the sensor signal strength Ul until the wheel is lifted off.
  • the transverse forces introduced into the wheel become zero, the increasing air gap d2 leads to a characteristic drop in signal strength U2 at the moment of lifting, which cannot occur in uncritical situations (FIG. 3).
  • a computing unit 14 compares the values with the reference values or reference bands 26 and now assesses the parameters and / or patterns obtained in the comparison of the individual wheels with regard to a possible risk of tipping.
  • the critical driving situation is recognized on the basis of threshold values or by comparative pattern recognition and braked on one or more wheels.
  • a signal strength reference or a signal strength reference band is determined with each ignition run and / or the existing ones Signal strength references or a signal strength reference bands updated.
  • the straight-ahead travel information (free of lateral force) provided by the tire tolerance comparison can be used to record reference values or reference bands (FIG. 3) and to create a corresponding characteristic curve.
  • FIG. 4 shows the extreme signal value formation due to the transverse force curve. As shown, the amplitude increases continuously with increasing frequency (increasing speed) (26) and then changes to a steady course (27) when driving straight ahead (constant speed). If, after entering a curve with a decreasing amplitude (28) but constant speed and thus frequency of the signal value formation, the wheel "sticks" to an obstacle, an abrupt disproportionate increase in lateral force occurs, which is caused by the suddenly increasing distance between the measuring sensors 12 , 13 and the sensors 10, 11 is detected.

Landscapes

  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

L'invention porte sur la détection de situations critiques de conduite dans des véhicules comprenant sur au moins une roue un récepteur de valeur mesurée permettant de détecter une modification de la distance d'espacement entre le récepteur de valeur mesurée et un capteur de mesure. L'invention est caractérisée par les opérations suivantes: pendant la marche du véhicule le récepteur de valeur mesurée relève de manière continue les valeurs relatives aux modifications de la distance d'espacement; ces valeurs sont comparées à des valeurs de référence correspondantes, et des paramètres permettant de déterminer l'existence d'une tendance au basculement sont dérivés de la comparaison entre les valeurs temporaires enregistrées et les valeurs de référence.
PCT/EP1999/005081 1998-07-16 1999-07-16 Procede et dispositif permettant de detecter des etats de conduite critiques dans des vehicules en marche WO2000003901A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE19831842 1998-07-16
DE19831842.1 1998-07-16
DE19904219A DE19904219B4 (de) 1998-07-16 1999-02-03 Verfahren und Vorrichtung zum Ermitteln von kritischen Fahrzuständen bei im Fahrbetrieb befindlichen Fahrzeugen
DE19904219.5 1999-02-03

Publications (1)

Publication Number Publication Date
WO2000003901A1 true WO2000003901A1 (fr) 2000-01-27

Family

ID=26047454

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP1999/005081 WO2000003901A1 (fr) 1998-07-16 1999-07-16 Procede et dispositif permettant de detecter des etats de conduite critiques dans des vehicules en marche

Country Status (1)

Country Link
WO (1) WO2000003901A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10044291A1 (de) * 1999-09-15 2001-09-06 Continental Teves Ag & Co Ohg Verfahren zur Erfassung und Auswertung von fahrdynamischen Zuständen eines Kraftfahrzeugs
US6988395B1 (en) 1999-09-15 2006-01-24 Continental AG Vahrenwalder Method for detecting and evaluating the conditions of vehicle movement dynamics for a motor vehicle
AP1588A (en) * 2000-12-21 2006-03-06 Vertex Pharma Pyrazole compounds useful as protein kinase inhibitors
US8382723B2 (en) 2005-03-04 2013-02-26 C. R. Bard, Inc. Access port identification systems and methods

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4442355A1 (de) 1994-11-29 1996-05-30 Teves Gmbh Alfred Verfahren zur Erfassung und Auswertung von fahrdynamischen Zuständen
EP0758601A2 (fr) * 1995-08-11 1997-02-19 MAN Nutzfahrzeuge Aktiengesellschaft Procédé pour mise à disposition dans le véhicule de réserves de sécurité dynamique pour véhicules utilitaires
DE19632943A1 (de) 1996-08-16 1998-02-19 Daimler Benz Ag Verfahren zum Betrieb eines Kraftfahrzeugs mit fahrstabilisierenden Bremseingriffen
DE19746889A1 (de) 1996-10-23 1998-05-20 Aisin Seiki Fahrzeugbewegungssteuerungssystem
DE19830190A1 (de) 1998-04-18 1999-10-21 Continental Teves Ag & Co Ohg Verfahren und Vorrichtung zur Begrenzung der Querbeschleunigung eines fahrenden Fahrzeugs
DE19830189A1 (de) 1998-05-14 1999-11-18 Continental Teves Ag & Co Ohg Verfahren zur Erhöhung der Kippstabilität eines Fahrzeugs

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4442355A1 (de) 1994-11-29 1996-05-30 Teves Gmbh Alfred Verfahren zur Erfassung und Auswertung von fahrdynamischen Zuständen
EP0758601A2 (fr) * 1995-08-11 1997-02-19 MAN Nutzfahrzeuge Aktiengesellschaft Procédé pour mise à disposition dans le véhicule de réserves de sécurité dynamique pour véhicules utilitaires
DE19632943A1 (de) 1996-08-16 1998-02-19 Daimler Benz Ag Verfahren zum Betrieb eines Kraftfahrzeugs mit fahrstabilisierenden Bremseingriffen
DE19746889A1 (de) 1996-10-23 1998-05-20 Aisin Seiki Fahrzeugbewegungssteuerungssystem
DE19830190A1 (de) 1998-04-18 1999-10-21 Continental Teves Ag & Co Ohg Verfahren und Vorrichtung zur Begrenzung der Querbeschleunigung eines fahrenden Fahrzeugs
DE19830189A1 (de) 1998-05-14 1999-11-18 Continental Teves Ag & Co Ohg Verfahren zur Erhöhung der Kippstabilität eines Fahrzeugs

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
T. D. GILLESPIE: "Fundamentals of vehicle dynamics", 1992, SAE, WARRENDALE, XP002123163 *
T.D.GILLESPIE: "fundamentals of vehicle dynamics kapitel 9", 1992, SOCIETY OF AUTOMOTIVE ENGINEERS INC., WARRENDALE, pages: 309-333

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10044291A1 (de) * 1999-09-15 2001-09-06 Continental Teves Ag & Co Ohg Verfahren zur Erfassung und Auswertung von fahrdynamischen Zuständen eines Kraftfahrzeugs
US6988395B1 (en) 1999-09-15 2006-01-24 Continental AG Vahrenwalder Method for detecting and evaluating the conditions of vehicle movement dynamics for a motor vehicle
AP1588A (en) * 2000-12-21 2006-03-06 Vertex Pharma Pyrazole compounds useful as protein kinase inhibitors
US8382723B2 (en) 2005-03-04 2013-02-26 C. R. Bard, Inc. Access port identification systems and methods

Similar Documents

Publication Publication Date Title
EP0975491B1 (fr) Procede et dispositif pour detecter la tendance au basculement d'un vehicule
EP1097069B1 (fr) Procede et dispositif permettant de determiner et de detecter le risque de basculement d'un vehicule a moteur
EP0918003B1 (fr) Procédé et dispositif de détermination d'un paramètre lié à la hauteur du centre de gravité d'un véhicule
EP0954460B1 (fr) Procede et dispositif pour detecter la tendance au basculement d'un vehicule
WO2000003887A1 (fr) Procede et dispositif de detection du risque de basculement d'un vehicule a moteur
EP1104732A2 (fr) Procédé pour empêcher un véhicule de se renverser
WO1999026812A1 (fr) Procede et dispositif pour detecter la tendance au basculement d'un vehicule
DE4115367C2 (de) Antiaquaplaningsystem für ein Kraftfahrzeug
EP0611348B1 (fr) Procede d'identification de virage
DE102006033951A1 (de) Vorrichtung und Verfahren zur Bestimmung einer Radlast eines Reifens eines Kraftwagens
EP1155879B1 (fr) Procédé pour une détermination améliorée des rapports des rayons des roues d'un véhicule entre elles
EP1480855B1 (fr) Procede et dispositif permettant de detecter les roues soulevees d'un vehicule
EP1758775A1 (fr) Procede et dispositif permettant de supprimer une inclinaison en virage d'un vehicule a moteur
WO2015044043A1 (fr) Procédé, appareil de commande et système de détermination d'une profondeur de sculpture d'au moins un pneu
DE4102769C2 (de) Verfahren zur Luftdruckkontrolle von Kraftfahrzeugreifen
DE19856303A1 (de) Verfahren und Einrichtung zum Erfassen der Gefahr des Umkippens eines Kraftfahrzeugs
DE10160046B4 (de) System und Verfahren zur Überwachung der Traktion eines Kraftfahrzeugs
EP1255653B1 (fr) Procede et dispositif de detection d'une perte de pression sur les pneumatiques d'un vehicule, avec controle de plausibilite
DE19904219B4 (de) Verfahren und Vorrichtung zum Ermitteln von kritischen Fahrzuständen bei im Fahrbetrieb befindlichen Fahrzeugen
WO2000003901A1 (fr) Procede et dispositif permettant de detecter des etats de conduite critiques dans des vehicules en marche
DE102004035579A1 (de) Verfahren und Vorrichtung zur Kippstabilisierung eines Fahrzeugs
WO2001044001A1 (fr) Procede et dispositif permettant de detecter une perte de pression affectant des pneus d'automobile
EP0999962B1 (fr) Procede et dispositif permettant de detecter une situation de freinage dans une courbe et comportant un ecart mu
DE10044114A1 (de) Verfahren und Vorrichtung zur Erkennung eines Druckverlustes von Reifen in Kraftfahrzeugen mit Plausibilitätsprüfung
DE102011121496A1 (de) Verfahren und Vorrichtung zur Steuerung und/oder Regelung einesFahrzeugsystems

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A1

Designated state(s): JP US

AL Designated countries for regional patents

Kind code of ref document: A1

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LU MC NL PT SE

121 Ep: the epo has been informed by wipo that ep was designated in this application
DFPE Request for preliminary examination filed prior to expiration of 19th month from priority date (pct application filed before 20040101)
122 Ep: pct application non-entry in european phase