WO2000046088A1 - Kfz-regelungssystem mit einem reifensensor - Google Patents
Kfz-regelungssystem mit einem reifensensor Download PDFInfo
- Publication number
- WO2000046088A1 WO2000046088A1 PCT/EP2000/000627 EP0000627W WO0046088A1 WO 2000046088 A1 WO2000046088 A1 WO 2000046088A1 EP 0000627 W EP0000627 W EP 0000627W WO 0046088 A1 WO0046088 A1 WO 0046088A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- sensor
- tire
- control system
- wheel
- motor vehicle
- Prior art date
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1755—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
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
- B60T8/1725—Using tyre sensors, e.g. Sidewall Torsion sensors [SWT]
-
- 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
- B60T8/32—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 a speed condition, e.g. acceleration or deceleration
- B60T8/321—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 a speed condition, e.g. acceleration or deceleration deceleration
- B60T8/329—Systems characterised by their speed sensor arrangements
-
- 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
- B60T8/32—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 a speed condition, e.g. acceleration or deceleration
- B60T8/56—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 a speed condition, e.g. acceleration or deceleration having means for changing the coefficient of friction
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- 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
- B60T8/32—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 a speed condition, e.g. acceleration or deceleration
- B60T8/88—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 a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
- B60T8/885—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 a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means using electrical circuitry
-
- 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
- B60T2240/00—Monitoring, detecting wheel/tire behaviour; counteracting thereof
- B60T2240/03—Tire sensors
-
- 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
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/40—Failsafe aspects of brake control systems
- B60T2270/406—Test-mode; Self-diagnosis
-
- 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
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/40—Failsafe aspects of brake control systems
- B60T2270/411—Offset failure
Definitions
- the invention relates to a motor vehicle control system according to the preamble of claim 1.
- tire sensors tire wall torsion sensor or SWT
- SWT tire wall torsion sensor
- WO 96/10505 At least one first sensor element is provided in the side wall of the tire, to which at least one sensor attached to the chassis is assigned and a second sensor / sensor pair, which can be designed as a conventional wheel speed sensor.
- the encoder is attached to the wheel bearing.
- the sensors and transducers when the tire is deformed as a result of the forces acting on the tire, there is a change in the phase position that can be evaluated between the measurement signals output by the sensors.
- an amplitude evaluation can also be carried out, which provides information about the sidewall deformation of the tire.
- CONFIRMATION OPie it is known from DE 196 26 843 AI to determine the rotational frequency of the tire tread with a tire sensor and the rotational frequency of the brake drum or disc with a conventional wheel speed sensor and to evaluate the measured values individually and then to relate these results to one another put.
- the sensors used and their measurement results are used to determine slip in ABS or ASR functions.
- W097 / 44673 uses the at least two spatially offset sensors or transducers in addition to measuring the rotational or angular movements to apply the torsional stress on the tire or the tire wall to measure the transmitted moments and / or the adhesion coefficient.
- the invention has for its object to provide a motor vehicle control system which also allows the assembly of "normal”, sensorless tires, i.e. tires without coded sidewalls or magnetic areas, and can work in conjunction with these tires.
- the motor vehicle control system with the sensor arrangement, which consists of one (or more) querying the tire code, for example, mounted on the shock absorber (s) and (at least) a conventional, for example on the wheel bearing, arranged speed sensor, then how with today's sidewall torsion sensors (SWT), longitudinal and lateral forces on the tire and, in addition, the speeds are recorded and evaluated for the control.
- SWT sidewall torsion sensors
- the output signals representing the rotational speeds for example the rotational frequencies of the tire sensor and the known one, are thereby conventional wheel speed sensor, determined, and placed in relation to one another in such a way that deviations of one signal from the other signal may be recognized in connection with further information or signals.
- the vehicle control system with the tire sensor and the conventional wheel speed sensor thus determines, in addition to the lateral and longitudinal forces via the sidewall torsional deformation, the rotational frequency or rotational speed redundantly via the tire sensor and the conventional sensor and checks both signals with the proviso that if there is a deviation in the a signal from the other signal either the signal representing the wheel rotation frequency is fed to the control logic for evaluation or that the respective signal is correlated and evaluated together with one or more estimated and / or calculated substitute value (s), the estimated and / or calculate calculated substitute values for the longitudinal and / or lateral forces.
- the control logic of the motor vehicle control system is then automatically adapted in such a way that an automatic switchover from the GMR when there is only one signal representing a wheel speed or wheel rotation frequency -Function on at least the ABS or. ABSplus function.
- ABS or ABSplus and other subordinate functions require the vehicle state variables generated from the forces acting on the individual wheels and tires only to improve the function, but not like the GMR driving stability function to ensure functionality.
- ABSplus, ASR, EBV and MSR functions and the GMR function can be generated by means of determined substitute signals or substitute values using models from the existing sensor signals based on physically different quantities if the speed of the tire sensor is compared with that of the conventional speed sensor malfunctioned by one of the both sensors or transducers is determined.
- a detected malfunction can be traced back to a defect in the conventional sensor or the tire sensor or to tires, on or in the side wall of which no magnetic areas or poles are provided which can be scanned by the sensor.
- magnetic coding is advantageously applied to the tire wall, which contains scannable records of whether the tire is designed as a tire sensor. This measure ensures that if there are any discrepancies between the tire signal and the conventional sensor signal, the output signal of the sensor or transducer that provides the signal for the wheel rotation frequency can be checked. As a result, in addition to the continuous detection, which is also supposed to detect the defect of the inner sensor, it can be seen that the possibly faulty tire sensor can be recognized immediately when driving off.
- the comparison of the output signals of the tire sensor and the conventional sensor is particularly advantageously carried out by means of the number of their poles, which are in a fixed, predetermined relationship to one another.
- the redundant sensor arrangement with respect to the wheel rotation frequency consisting of the tire sensor and the conventional sensor, offers the possibility of clearly identifying sensor errors, i.e. without using plausibility criteria and recognizing test stimuli. If deviations are detected over a defined period of time, the system automatically switches over to the functioning sensor and the control logic is adapted to the vehicle control system.
- control logic of the motor vehicle control system (ABS, ASR, EBV, MSR and GMR or ESP and the like), which the data supplied by the sensors or transducers in the motor vehicle
- the information used by the control system is used automatically on the basis of the checked or compared wheel rotation frequencies and, if appropriate, further information.
- the control logic is thus adapted to the existing or fitted tires, that is to say either to the normal tires or to the magnetically coded tires, by using the output signals resulting from the checking or comparison of the speeds supplied by both sensors or sensors as error and tire identification , in particular whether normal tires or magnetically coded tires are used on the vehicle.
- control logic determines whether the output signals are within a predetermined tolerance band and only uses the deviations if they lie outside the tolerance band, deviations in the output signals are not taken into account, which are based on the forces acting on the tire, which lead to a shift of the tire on the rim.
- insignificant deviations between the output signals of the conventional sensor and the transducer, which are not based on different wheel rotation frequencies, are filtered by the tolerance band.
- the motor vehicle control system preferably provides for a determination and / or compensation for the displacement of the phase marks or the poles between the tire sensor and the one conventional sensor during predetermined driving conditions, by means of which a displacement of the tire on the rim can be corrected.
- the phase position is determined, for example, by a learning method, which is measured when the vehicle is traveling at a constant, stable speed. Since the sidewall deformation is shown as a result of the forces which are caused by positive or negative acceleration of the wheel and these variables are thus in a fixed relationship, the acceleration measured by a sensor can be compared with the Correlate the phase shift and thus compensate for any errors that may occur. In the case of jerky changes, the derivation of the phase signal can also be used.
- ABS anti-blocking system
- the phase shift of the two sensor signals is recorded and saved. This defines a basic offset that can be updated while driving at a constant speed. If deviations in the phase shift between the two sensor signals, namely the signals of the wheel sensor and the tire sensor, are found during positive or negative acceleration, which are above a predetermined threshold value or which lie outside a tolerance band, a relative movement between the tire and the rim is assumed, which by means of correction factors or which can be corrected as a function of the phase shifts detected on the "other" wheels. In the event of a traction slip or ESP intervention, the coefficient of friction is also determined, the influence of which on the detection of the relative movement between the tire and the rim must be separated in the driving states 3, 5 and 6. The coefficient of friction can be determined via the brake identifier (e.g. area of the brake piston, number of pistons per wheel brake, coefficient of friction between Disc and brake pad, etc.) and determine the brake pressure calculated using a pressure model.
- the brake identifier e.g. area of the brake piston, number of piston
- Fig. 2 is a flow chart of the invention
- Fig. 3 is a schematic representation of the course of a shift of the poles of the conventional sensor to the tire sensor
- Fig. 4 is a schematic representation of the phase shift angle
- Fig. 5 is a flowchart of the inventive process of detecting the relative movement of the tire on the rim
- Figure 1 shows the sensor arrangement assigned to the motor vehicle control system.
- 3 denotes an encoder which is mounted on or in the tire side wall, the counter elements of which are designed in the form of a ring, preferably magnetized on, consisting of magnetic areas or poles, or a magnetized, coded track.
- the magnetized areas or poles which are uniformly distributed over the circumference of the tire 1, are scanned with at least one transducer mounted stationary on the chassis, for example on a suspension strut of a vehicle wheel, and output signals are formed.
- at least one additional "independent" tire eg Conventional speed sensor 2 or wheel sensor, which includes a transducer and a transducer, is provided.
- the transducer of the conventional speed sensor 2 is designed in the form of a wheel having teeth and tooth gaps or poles, which are evenly distributed over the circumference of the wheel and which are scanned by an inductive transducer, for example.
- the two transducers are arranged offset, the transducer 5 on an outer and the transducer of the speed sensor 2 on an inner concentric ring.
- the sensors which are offset by a distance from each other, deliver e.g. Signals offset in time from each other, from which the turning behavior - speed, acceleration, deceleration and direction of rotation - of the wheels can be calculated or recognized.
- a magnetic coding is applied to the tire wall, which contains scannable recordings 7 as to whether the tire has magnetic areas, that is to say it is designed as a tire sensor.
- the records 7 are captured by a reader 6 and fed to the evaluation circuit.
- the reading device 5 is used.
- Figure 2 has the object of sensor error detection. With the sequence shown, four different control functions or system functions can be differentiated depending on the information provided by the sensor arrangement shown in FIG. 1.
- a wheel sensor 2 signal processor 42 Based on a given situation to be determined, after starting 41 of a wheel sensor 2 signal processor 42, it is first determined in diamond 40 whether there is a fault or not. If the speed signal of the wheel sensor is within a tolerance band for the signals of the other wheels or above a threshold value, there is no interference, it is assumed that the speeds detected by the wheel sensor 2 are correct. A normal status 43 is assumed. If there is no speed signal or if the speed signal is outside the tolerance band or below a threshold value, a fault is assumed. The interference is suppressed in diamond 44 according to a predetermined time function in order to filter out random interference signals. If the fault persists after the time function has expired, a wheel sensor fault 45 is assumed. If the fault no longer occurs within the time function, the sensor signal in 46 extrapolated and processed in 47 the wheel sensor fault with reference to the normal status.
- a magnetic code is scanned with a reader in 48, which contains records of whether the tire contains magnetic areas, that is to say it is designed as a tire sensor. It is determined in diamond 49 whether a tire sensor is present on the vehicle or not. If there is no scannable recording, it is a tire without magnetic areas. In 50 the status is assumed that no tire sensor is mounted on the vehicle. If the reading device reads in the code provided for tire sensors, the tire sensor signal processing 51 is started and it is first determined in diamond 52 whether there is a fault or not. If the speed signal of the tire sensor is within a tolerance band for the signals of the other wheels or above a threshold value, there is no interference, it is assumed that the speeds detected by the tire sensor 3, 5 are correct.
- a normal status 53 is assumed. If there is no speed signal or if the speed signal is outside the tolerance band or below a threshold value, a fault is assumed. The interference is suppressed according to a predetermined time function in diamond 54 in order to filter out random interference signals. If the fault continues to exist after the time function has elapsed, a tire sensor fault 55 is assumed. If the malfunction no longer occurs within the time function, the sensor signal is extrapolated in 56 and the wheel sensor malfunction is processed in 57 with reference to the normal status.
- Step 58 includes the sensor failure detection cases previously described.
- a query is made as to whether a wheel sensor fault has been detected. If there is a wheel sensor fault, a check is made in diamond 59 as to whether a tire with a tire sensor 3, 5 is present. If a tire sensor with the status queried in diamond 60 is normal, i.e. without sensor error, switch to the control function or system function ⁇ 1>. If, on the other hand, it is determined in diamond 60 that the normal status is not present, diamond 61 asks whether status 57, that is to say whether the fault is being processed or not. If the fault is being processed, the control function is switched to ⁇ 1>; if the fault is not being processed, the control function is switched to ⁇ 3>.
- step 58 the question is asked in diamond 62 whether a tire with a tire sensor is present. If a tire sensor is present or mounted on the vehicle and the normal status is confirmed in diamond 63, the control function ⁇ 4> is switched over. If it is determined in a pass in diamond 62 that there is no tire with a tire sensor, the system switches to control function ⁇ 2>. If, on the other hand, there is a tire with a tire sensor, but the normal status is not confirmed in diamond 63, diamond 64 is further asked whether the fault is being processed or not. If the fault has not been processed, the system switches to control function ⁇ 2>; if the fault has been processed, it is switched to control function ⁇ 3>.
- Figure 3 shows schematically the course of the displacement of the poles of the tire relative to the poles of the conventional sensor, which can be done by moving the tire on the rim.
- Six driving states or operating states of the vehicle are plotted on the abscissa and the wheel speeds or frequencies n1, n2 of a wheel, which are associated with the tire sensor 3, 5 and the conventional sensor 2 z. B. by counting and adding pulses.
- the initial state ie when driving constantly, the signals are usually out of phase.
- the phase shift can result during constant driving and / or is already due to an offset arrangement of the sensors (the sensors are located not specified in one phase level).
- a movement of the tire on the rim can start, which is shown with a time delay on the output signal 10 of the tire sensor 3, 5 (FIG. 4).
- Phase shift angle ⁇ is shown schematically in FIG. 4.
- the basic offset shifts relative to the wheel speeds detected with the conventional speed sensor and acceleration is maintained during the driving state.
- ASR traction control system
- the tire can move in the opposite direction, so that the basic offset changes again.
- the individual offsets of the output signals of the transducer 3, 5 to the output signals of the conventional sensor 2 are compensated for by strategies depending on the driving conditions.
- Rim are based on the following considerations.
- ABS anti-blocking system
- the basic value (basic offset) can always be determined and preferably saved.
- a linear approach can preferably be established between the positive or negative acceleration and the phase shift.
- the linear relationship between acceleration and phase shift in the simplest case is also used to determine the longitudinal forces. If phase shifts are now determined which go beyond a threshold value or limit value or are outside a tolerance band, a relative movement between the tire and the sweep can be concluded. The measured phase shift is then corrected by means of correction factors, for example by an estimated amount. The correct value is confirmed and stored during the subsequent constant journey.
- the phase shift is evaluated in comparison with the phase shifts of the other wheels. It can be assumed that changes in the phase response on the inner or outer radius do not occur simultaneously on all four wheels adjust uniformly. Majority criteria can now be used to determine and compensate for the drift or the sudden offset.
- the influence of the coefficient of friction can be separated via the stored, vehicle-specific or brake-specific values of the brakes (brake identifier) and the pressure calculated via the pressure model and the procedure described above can be carried out.
- FIG. 5 shows a possible sequence for recognizing the relative movement between the tire and the rim.
- it is first queried in diamond 80 whether there is a drive at constant speed or not. If there is a constant travel, the phase shift of the sensor signals 2 and 3.5 (FIG. 4) is determined. The filtered value of the phase shift is compared with the values of the other wheels and saved as the basic value (basic offset). If the vehicle is not in constant travel, it is determined in diamond 81 whether there is an accelerated travel or not. If the increase in speed exceeds a threshold value, there is an accelerated drive. Thereafter, it is queried in the lozenges 82, 83 whether or not it is an ESP intervention.
- the applied (braking) forces are calculated and the phase signals are compared with those of the load-free or free-running wheels. If the deviations exceed a threshold value, a conclusion is drawn about a relative movement between the tire and the rim and the phase signal is corrected. If no ESP intervention is found in diamond 83, a query is made in diamond 84 for an ASR intervention. If
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP00901597A EP1149007A1 (de) | 1999-02-05 | 2000-01-27 | Kfz-regelungssystem mit einem reifensensor |
US09/890,707 US6650986B1 (en) | 1999-02-05 | 2000-01-27 | Automotive vehicle control system |
JP2000597173A JP2003529479A (ja) | 1999-02-05 | 2000-01-27 | タイヤセンサを備えた自動車コントロールシステム |
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE1999104818 DE19904818A1 (de) | 1999-02-05 | 1999-02-05 | Sensoranordnung |
DE19904818.5 | 1999-02-05 | ||
DE19944090.5 | 1999-09-15 | ||
DE19944090 | 1999-09-15 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2000046088A1 true WO2000046088A1 (de) | 2000-08-10 |
Family
ID=26051700
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2000/000627 WO2000046088A1 (de) | 1999-02-05 | 2000-01-27 | Kfz-regelungssystem mit einem reifensensor |
Country Status (4)
Country | Link |
---|---|
US (1) | US6650986B1 (de) |
EP (1) | EP1149007A1 (de) |
JP (1) | JP2003529479A (de) |
WO (1) | WO2000046088A1 (de) |
Cited By (5)
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FR2818947A1 (fr) * | 2000-12-30 | 2002-07-05 | Bosch Gmbh Robert | Procede de systeme de surveillance pour une installation de freinage d'un vehicule automobile |
WO2002053430A1 (de) * | 2000-12-30 | 2002-07-11 | Robert Bosch Gmbh | Verfahren und system zur steuerung und/oder regelung des fahrverhaltens eines kraftfahrzeuges |
FR2824904A1 (fr) * | 2001-05-15 | 2002-11-22 | Bosch Gmbh Robert | Procede et systeme pour determiner la position angulaire d'un capteur de torsion de flanc de pneumatique |
WO2003008243A1 (en) * | 2001-07-17 | 2003-01-30 | Toyota Jidosha Kabushiki Kaisha | Device for detecting force acting on a tire |
DE102011085984B4 (de) | 2011-11-09 | 2023-01-19 | Robert Bosch Gmbh | Verfahren zum radindividuellen Bestimmen des Reibwertes in Fahrzeugen |
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DE10160046B4 (de) * | 2000-12-30 | 2006-05-04 | Robert Bosch Gmbh | System und Verfahren zur Überwachung der Traktion eines Kraftfahrzeugs |
US8565993B2 (en) * | 2005-10-11 | 2013-10-22 | Volvo Car Corporation | Enhanced yaw stability control to mitigate a vehicle's abnormal yaw motion due to a disturbance force applied to vehicle body |
EP2138366B1 (de) * | 2008-06-26 | 2013-03-20 | Kawasaki Jukogyo Kabushiki Kaisha | Schlupfunterdrückungssteuersystem für Fahrzeuge |
DE102009005904A1 (de) * | 2009-01-23 | 2010-07-29 | Continental Automotive Gmbh | Verfahren und Vorrichtung zum kontinuierlichen Ermitteln von Radzustandsgrößen eines Rades |
DE102013000360A1 (de) * | 2013-01-10 | 2014-07-10 | Audi Ag | Verfahren für die Regelung eines Vertikalregelsystems eines Fahrzeugs |
EP3118028B1 (de) * | 2015-07-14 | 2018-01-17 | Continental Reifen Deutschland GmbH | Verfahren zum überwachen von reifenzuständen und/oder sensorzuständen, und überwachungssystem hierfür |
EP4190651A1 (de) * | 2021-12-02 | 2023-06-07 | Volvo Truck Corporation | Redundante fahrzeugsteuerungssysteme auf basis von reifensensoren |
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DE19620581B4 (de) | 1996-05-22 | 2010-06-02 | Continental Teves Ag & Co. Ohg | Vorrichtung zur Ermittlung des Drehverhaltens eines Fahrzeugrades |
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DE19626843A1 (de) * | 1996-07-04 | 1998-01-08 | Continental Ag | Vorrichtung zur Messung der Drehfrequenz eines rotierenden Fahrzeugrades und Fahrzeugreifen geeignet zur Verwendung darin |
US6232767B1 (en) | 1996-08-23 | 2001-05-15 | Canon Kabushiki Kaisha | Method and apparatus for detecting wheel revolution using magnetic field |
DE19636443A1 (de) * | 1996-09-07 | 1998-03-12 | Bosch Gmbh Robert | Vorrichtung und Verfahren zur Überwachung von Sensoren in einem Fahrzeug |
DE19712097C1 (de) * | 1997-03-22 | 1998-04-23 | Bosch Gmbh Robert | System zur Erkennung des Reifenzustands |
DE19748126A1 (de) * | 1997-07-02 | 1999-01-07 | Bosch Gmbh Robert | Verfahren und Vorrichtung zur Überwachung von Sensoren in einem Fahrzeug |
US6427102B1 (en) * | 1999-02-01 | 2002-07-30 | Continental Teves Ag & Co., Ohg | Method and device for sensor monitoring, especially for ESP system for motor vehicles |
GB2371337B (en) * | 1999-06-08 | 2003-12-24 | Luk Lamellen & Kupplungsbau | Method for representing the speed of a wheel in motor vehicles |
JP3618274B2 (ja) * | 2000-03-21 | 2005-02-09 | トヨタ自動車株式会社 | 車両用センサ異常検出装置 |
JP3694212B2 (ja) * | 2000-03-28 | 2005-09-14 | 本田技研工業株式会社 | 車輪速センサの故障判定装置 |
-
2000
- 2000-01-27 EP EP00901597A patent/EP1149007A1/de not_active Withdrawn
- 2000-01-27 US US09/890,707 patent/US6650986B1/en not_active Expired - Fee Related
- 2000-01-27 JP JP2000597173A patent/JP2003529479A/ja active Pending
- 2000-01-27 WO PCT/EP2000/000627 patent/WO2000046088A1/de active Application Filing
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US4779702A (en) * | 1986-11-03 | 1988-10-25 | Daimler-Benz Aktiengesellschaft | Arrangement for the switching of devices in motor vehicles |
DE4112738A1 (de) * | 1991-04-18 | 1992-10-22 | Bayerische Motoren Werke Ag | Verfahren zur steuerung und/oder regelung von kraftfahrzeugsystemen |
DE4435160A1 (de) | 1994-09-30 | 1996-04-04 | Continental Ag | Einrichtung zur Ermittlung der Umfangskraft eines Fahrzeugrades |
WO1996010505A1 (de) | 1994-09-30 | 1996-04-11 | Continental Aktiengesellschaft | Verfahren und vorrichtung zur regelung des schlupfes und/oder zur bestimmung der längskraft oder einer walkarbeitsproportionalen grösse sowie fahrzeugreifen dafür |
DE19622698A1 (de) * | 1995-06-05 | 1996-12-12 | Nippon Denso Co | Bremszustandssensor und diesen verwendende Fahrzeug-Steuereinheit |
DE19624795A1 (de) * | 1996-06-21 | 1998-01-02 | Teves Gmbh Alfred | Verfahren zur Regelung des Fahrverhaltens eines Fahrzeugs mit Reifensensoren |
EP0918003A2 (de) * | 1997-11-22 | 1999-05-26 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Ermittlung einer die Schwerpunktshöhe eines Fahrzeuges beschreibenden Grösse |
Cited By (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2818947A1 (fr) * | 2000-12-30 | 2002-07-05 | Bosch Gmbh Robert | Procede de systeme de surveillance pour une installation de freinage d'un vehicule automobile |
WO2002053430A1 (de) * | 2000-12-30 | 2002-07-11 | Robert Bosch Gmbh | Verfahren und system zur steuerung und/oder regelung des fahrverhaltens eines kraftfahrzeuges |
FR2824904A1 (fr) * | 2001-05-15 | 2002-11-22 | Bosch Gmbh Robert | Procede et systeme pour determiner la position angulaire d'un capteur de torsion de flanc de pneumatique |
WO2003008243A1 (en) * | 2001-07-17 | 2003-01-30 | Toyota Jidosha Kabushiki Kaisha | Device for detecting force acting on a tire |
AU2002317426B2 (en) * | 2001-07-17 | 2006-04-27 | Toyota Jidosha Kabushiki Kaisha | Device for detecting force acting on a tire |
US7206702B2 (en) | 2001-07-17 | 2007-04-17 | Toyota Jidosha Kabushiki Kaisha | Device for detecting force acting on a tire |
CN100425485C (zh) * | 2001-07-17 | 2008-10-15 | 丰田自动车株式会社 | 用于检测作用在轮胎上的力的装置 |
US7603247B2 (en) | 2001-07-17 | 2009-10-13 | Toyota Jidosha Kabushiki Kaisha | Device for detecting abnormalities in tire force sensor data |
CN1781783B (zh) * | 2001-07-17 | 2011-10-26 | 丰田自动车株式会社 | 用于检测作用在轮胎上的力的装置 |
DE102011085984B4 (de) | 2011-11-09 | 2023-01-19 | Robert Bosch Gmbh | Verfahren zum radindividuellen Bestimmen des Reibwertes in Fahrzeugen |
Also Published As
Publication number | Publication date |
---|---|
EP1149007A1 (de) | 2001-10-31 |
JP2003529479A (ja) | 2003-10-07 |
US6650986B1 (en) | 2003-11-18 |
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