WO2002053426A1 - System und verfahren zur überwachung des fahrverhaltens eines kraftfahrzeugs - Google Patents
System und verfahren zur überwachung des fahrverhaltens eines kraftfahrzeugs Download PDFInfo
- Publication number
- WO2002053426A1 WO2002053426A1 PCT/DE2001/004827 DE0104827W WO02053426A1 WO 2002053426 A1 WO2002053426 A1 WO 2002053426A1 DE 0104827 W DE0104827 W DE 0104827W WO 02053426 A1 WO02053426 A1 WO 02053426A1
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- WIPO (PCT)
- Prior art keywords
- wheel
- tire
- determined
- force
- driven
- Prior art date
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Classifications
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- 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
-
- 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
- B60T8/17551—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve determining control parameters related to vehicle stability used in the regulation, e.g. by calculations involving measured or detected parameters
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
- B60C23/06—Signalling devices actuated by deformation of the tyre, e.g. tyre mounted deformation sensors or indirect determination of tyre deformation based on wheel speed, wheel-centre to ground distance or inclination of wheel axle
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- 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
- B60T2240/00—Monitoring, detecting wheel/tire behaviour; counteracting thereof
- B60T2240/03—Tire sensors
Definitions
- the present invention relates to a system for monitoring the driving behavior of a motor vehicle with at least one wheel, the system comprising a sensor device assigned to the at least one wheel, which detects at least one wheel size of the respective wheel and outputs a signal representing the at least one wheel size, and wherein it further comprises an assessment device which processes the signal.
- the present invention further relates to a method for monitoring the driving behavior of a motor vehicle with at least one wheel, preferably for execution by a system according to the invention, which comprises the steps of detecting at least one wheel size of a wheel and processing the at least one wheel size.
- Driving dynamics control systems are known from the prior art which determine the driving state of a motor vehicle either on the basis of vehicle models or depending on slip. Influence stuff by manipulation to achieve the greatest possible power transmission between the vehicle wheels and the driving surface or stabilization of the driving state of the motor vehicle. Such interventions can be a change in a wheel brake pressure on one or more wheels and / or a change in the engine power.
- the force transmission conditions between the wheel and the driving surface are dependent on various parameters, such as the type of wheel or tire used: for example summer or winter tires, the condition of the driving surface: e.g. dry, wet or icy, and also the wheel temperature as well as the wheel speed.
- the driving dynamics control systems are adapted to the prevailing external conditions.
- a driving dynamics control system and method is known from the prior art which uses a single-track model for driving dynamics control.
- the force transmission conditions prevailing between the wheel or tire and the driving surface are incorporated into the model-describing differential equations as slip resistance.
- the slip stiffnesses are determined by detecting and processing the yaw movement, the slip angle, the vehicle longitudinal speed, the front wheel steering angle and, if the rear wheels are steerable, the rear wheel steering angle is also determined.
- the quantities mentioned are only recorded and processed during stationary cornering.
- a front slip resistance is calculated as a function of the detected yaw movement, the detected vehicle longitudinal speed, the detected front and, if applicable, the detected rear wheel steering angle and a fixed value of the rear slip resistance.
- the variables mentioned are only recorded when stationary cornering.
- the single-track model stored in the driving dynamics control system is then adapted to the prevailing conditions based on the currently determined slip resistance.
- response wheel slip threshold values for a traction control system and / or an anti-lock braking system are adapted to the conditions prevailing between the tires and the driving surface by taking measured vehicle operating data into account, taking structural conditions into account, for example the overall transmission ratio of the drive train , the drive torque is determined and the used coefficient of friction is determined from this for a given or measured axle load on the driven vehicle wheels. Furthermore, the drive slip is measured and a friction coefficient wheel slip characteristic curve is selected from a plurality of such characteristic curves on the basis of a friction coefficient / drive slip value pair formed in this way. In the ASR and / or the response wheel slip threshold values belonging to the respectively selected coefficient of friction wheel slip characteristic curve are then used in the anti-lock braking system.
- the drive torque provided on the driven vehicle wheels is determined in the known method from an engine map, which shows the relationship between the fuel supply and / or air supply with the engine speed, and the overall transmission ratio of the drive train.
- the tractive force of the vehicle can be inferred from its tractive force. With sensors that respond to the deflection state of the vehicle wheels or to the pressure in a level control system, the normal force that acts between the wheel contact area and the driving surface can be approximately determined.
- the ratio of tensile force to normal force is the coefficient of friction used.
- the drive torque delivered to the driven wheels can also be recorded via torque sensors on drive shafts.
- the pairs of friction-wheel slip values are only determined when a defined driving situation prevails.
- This driving situation is the vehicle driving straight ahead.
- tires can be provided in which magnetized surfaces or strips are incorporated into each tire, preferably with field lines running in the circumferential direction. For example, the magnetization always takes place in sections in the same direction, but with the opposite orientation, that is to say with alternating polarity.
- the magnetized stripes preferably run near the rim flange and near the mountain. The sensors therefore rotate at wheel speed.
- Corresponding transducers are preferably attached to the body at two or more points that are different in the direction of rotation and also have a different radial distance from the axis of rotation.
- an inner measurement signal and an outer measurement signal can be obtained.
- a rotation of the tire can then be recognized in the circumferential direction via the changing polarity of the measurement signal or the measurement signals. From the rolling scope and the temporal change of the inner Measurement signal and the external measurement signal, for example, the wheel speed can be calculated.
- the sensors can be implemented as micro sensors in the form of micro switch arrays.
- forces and accelerations and the speed of a wheel are measured by the sensors arranged on the movable part of the wheel bearing. This data is compared with electronically stored basic patterns or with data from a similar or similar microsensor that is attached to the fixed part of the wheel bearing.
- the generic system is further developed compared to the prior art in that the assessment device determines at least one characteristic value characterizing the power transmission capacity of the at least one wheel in accordance with the result of the processing.
- the assessment device advantageously determines a wheel lateral force and / or a wheel circumferential force and / or a wheel-to-stand force and / or a wheel speed of the at least one wheel from the at least one sensor signal. In this way, from the at least one signal from a sensor device, it is possible to determine all the variables which are necessary for determining the characteristic characteristic value.
- the wheel contact force is a wheel force component acting orthogonally to the wheel contact area
- the wheel circumferential force is a component acting in the wheel contact area and in the wheel circumferential direction
- the wheel lateral force is a wheel force component orthogonal to the two aforementioned components.
- a characteristic characteristic value for wheels with tires that is particularly easy to determine is longitudinal tire rigidity and / or lateral tire rigidity. These tire stiffnesses can then be used in a vehicle model. Optionally, the tire stiffnesses can be used to infer the type of tire used and / or the conditions prevailing between the tire and the driving surface, in particular a specific coefficient of friction-wheel slip curve.
- the longitudinal stiffness of a driven wheel can be determined in an extremely simple manner from a circumferential force determined on the driven wheel and from the wheel speeds of driven and non-driven wheels of the vehicle.
- the tire longitudinal stiffness can also be defined as the quotient of the circumferential wheel force determined on the driven wheel and the drive slip.
- the drive slip in turn results from the ratio of the wheel speeds of driven and non-driven wheels in a manner known per se.
- the assessment device can determine the lateral transverse rigidity of a wheel in an equally simple manner from a wheel lateral force determined on the wheel and from the wheel speeds of driven and non-driven wheels of the vehicle.
- the tire stiffness can be a quotient of the determined wheel lateral force and the speed difference of driven and non-driven wheels.
- the tire lateral stiffness can also be defined as a quotient of the wheel lateral force and traction slip.
- the assessment device can also determine a pair of values from the used coefficient of friction and the wheel slip occurring as the at least one characteristic value of the at least one wheel. Either the mutual checking of wheel stiffness and the pair of values can increase the accuracy of the assessment of the conditions between the wheel and the driving surface, or the pair of values can be used to directly infer a valid coefficient of friction-wheel slip characteristic.
- the evaluation device can in turn determine the friction coefficient used with extremely little computational effort from the wheel standing force and the wheel circumferential force and determine the wheel slip that occurs from the wheel speeds of driven and non-driven wheels of the vehicle.
- the system advantageously comprises a storage device in which the at least one characteristic value can be stored.
- the characteristic value can be made available for further processing or consideration.
- the assessment device can then select a wheel characteristic from the plurality of predetermined wheel characteristics on the basis of the determined at least one characteristic value.
- the wheel characteristic curves can be, for example, a family of friction coefficient wheel slip characteristic curves, the type of tire, driving surface condition and the like serving as share parameters. This is particularly advantageous when a device for controlling and / or regulating the driving behavior of the motor vehicle, such as an ESP and / or an anti-lock braking system and / or an ASR system and / or an ACC system, is attached to the vehicle and / or a vehicle dynamics control system working by means of steering interventions and / or a vehicle dynamics control system working by means of chassis interventions is used.
- Steering interventions that are dependent on this can also take place in a steering system (FLS) that intervenes in driving dynamics ("steer-by-wire" system) (for example, steering angle limitation, counter-steering).
- FLS steering system
- This device can then optimally control the driving behavior of the motor vehicle on the basis of the selected wheel characteristic.
- response threshold values such as response wheel slip threshold values, can also be stored and used.
- the number of system components and components can be reduced by assigning the assessment device to the device for controlling and / or regulating the driving behavior of the motor vehicle. This includes above all the case that the assessment device is part of the device mentioned.
- a tire sensor device enables a particularly precise detection of the wheel sizes required to calculate the at least one characteristic value.
- the wheel sizes are recorded very close to the place where they actually occur, so that influences from downstream components are largely excluded.
- a wheel bearing sensor device can also be used. This also enables an exact detection of the wheel sizes without further falsification by components present between the detection location and the place of action of the wheel sizes.
- Both of the sensor types mentioned also have the advantage that they can detect both wheel stand, wheel circumference and wheel side forces as well as a wheel speed.
- the invention is further developed in that the method further comprises the step of determining at least one characteristic value characterizing the power transmission capacity of the respective wheel in accordance with the result of the processing.
- the at least one characteristic value characterizing the power transmission capacity of the respective wheel can thus be obtained with little processing or computing effort.
- the processing step can advantageously include determining a wheel lateral force and / or a wheel circumferential force and / or a wheel contact force and / or a wheel speed in accordance with the at least one detected wheel size. As a result, all of the values necessary for an optimal determination of the at least one characteristic value can be determined from the at least one wheel size.
- At least one tire rigidity preferably a longitudinal tire rigidity and / or a tire rigidity
- the longitudinal tire stiffness of a driven wheel can be determined from the circumferential wheel force determined on the driven wheel and from the wheel speeds of driven and non-driven wheels of the vehicle.
- the transverse tire stiffness of a wheel can be determined from the wheel lateral force determined on the wheel and from the wheel speeds of driven and non-driven wheels of the vehicle.
- the determined tire stiffness can subsequently be used in a vehicle model and thus serve to update it.
- the tire type used and / or the condition of the driving surface and / or the tire temperature can be concluded based on the determined tire rigidity.
- the determined tire stiffness can also be used to infer threshold values, such as response wheel slip threshold values, for driving dynamics controls.
- a pair of values can be determined from the used coefficient of friction and the wheel slip occurring as the at least one characteristic value of the at least one wheel.
- a pair of values it is possible to draw direct conclusions about a coefficient of friction-wheel slip characteristic and thus about assigned response wheel slip threshold values.
- the coefficient of friction can be determined in a particularly simple manner from the wheel contact force and the wheel circumferential force.
- the wheel slip that occurs can be determined from the wheel speeds of driven and non-driven wheels of the vehicle.
- the determined at least one characteristic value when controlling and / or regulating the driving behavior of a motor vehicle such as, for example, using an ESP and / or an anti-lock braking and / or an ASR method and / or a mechanical steering method and / or an ACC method and / or a driving dynamics control method operating by means of steering intervention and / or a driving dynamics control method that works by means of chassis interventions.
- control and / or regulation of the driving behavior of a motor vehicle is adapted as a function of the determined at least one characteristic value, preferably by one of a plurality of predetermined wheel characteristic curves and / or one of a plurality of predetermined response characteristics. Thresholds is selected.
- the at least one wheel size is advantageously detected directly on a tire of the wheel, in order to thereby improve the accuracy of the detection result. Detection on a wheel bearing also delivers very good results.
- the tire stiffnesses determined according to the invention can be filtered in a suitable form in order to exclude disruptive influences from the driving surface, for example due to bumps and puddles of water being run over.
- FIG. 1 shows part of a tire equipped with a tire sidewall sensor
- FIG. 2a exemplary square waveforms of the tire sidewall sensor shown in FIG. 1;
- FIG. 2b shows exemplary sine waveforms of the tire sidewall sensor shown in FIG. 1;
- FIG. 3 shows a flow diagram of a first embodiment of the method according to the invention
- FIG. 4 shows a flow diagram of a second embodiment of the method according to the invention.
- Figure 5 shows a wheel force-wheel slip characteristic
- Figure 6 shows a family of friction-wheel slip characteristics.
- the tire / side wall sensor device 20 comprises two sensor devices. directions 20, 22, which are attached to the body at two different points in the direction of rotation. Furthermore, the sensor devices 20, 22 each have "different radial distances from the axis of rotation of the wheel 32.
- the side wall of the tire 32 is provided with a large number of magnetized surfaces 24, 26, 28 that run essentially in the radial direction with respect to the wheel axis of rotation , 30 (stripes) are provided with field lines which preferably run in the circumferential direction, and the magnetized surfaces have alternating magnetic polarity.
- FIG. 2a schematically violates the courses of the signal Si converted into a rectangle on the inside, that is to say closer to the axis of rotation D of the wheel 12, of the sensor device 20 according to FIG. 1, and the courses of the signal Sa converted into a rectangle outside, that is, further 1.
- a sensor device 22 according to FIG. 1 is arranged away from the axis of rotation P of the wheel 12.
- a rotation of the tire 32 is recognized via the changing polarity of the measurement signals Si and Sa.
- the wheel speed can be calculated, for example, from the rolling range and the temporal change in the signals Si and Sa. Deformations, for example torsions, of the tire 32 can be determined by phase shifts T between the signals and thus wheel forces can be measured directly.
- the signal amplitude difference between the two signals can be used to make a statement about the lateral force occurring on the tires.
- the signal amplitude decreases when the air gap between the tire and the sensor increases.
- FIG. 2b shows sinusoidal signals Si 'and Sa' originally obtained from the sensor devices 20 and 22.
- the reference symbol 60 denotes the amplitude ⁇ Si 'of the signal Si' and the reference symbol 62 denotes the amplitude ⁇ Sa 'of the signal Sa'.
- a signal amplitude is calculated using the following equation:
- FIG. 3 shows a flow diagram of a first embodiment of the method according to the invention in the context of the present invention. A determination of a longitudinal tire stiffness and a subsequent correction of a driving dynamics control system are shown. First, the meaning of the individual steps is given:
- Driving surface from the recorded deformation S03: Detection of wheel speeds of driven and non-driven wheels.
- step SOI tire deformation of wheels in the circumferential direction is recorded.
- Wheel circumferential forces are determined from the deformations in step S02. This is done, for example, by means of characteristic curves stored in a storage unit, which indicates the relationship between deformation and wheel circumferential force.
- step S03 wheel speeds or wheel speeds of driven and non-driven wheels are recorded.
- step S04 the current wheel slip is determined from the wheel speeds determined in step S03.
- step S05 the tire longitudinal stiffness is then calculated from the variables determined or determined in steps S02 and S04. The exact calculation procedure is described in more detail below.
- the determined longitudinal tire stiffness is then used in a vehicle model of a vehicle dynamics control system in step S06. If the vehicle model is, for example, a single-track model, the differential equations describing the model can now be solved with the updated tire longitudinal stiffness and a result that is optimally tailored to the current driving situation.
- FIG. 4 shows a flow diagram of a second embodiment of the method according to the invention. A determination of a pair of friction-wheel slip values and a subsequent correction of a driving dynamics control system is shown. The steps of the alternative method are provided with apostrophized reference numerals. The same process steps as in Figure 3 are identified with the same numbers. First, the meaning of the individual steps is given again:
- SOI ' detection of a deformation of wheels by the sensor device.
- S07 ' Determination of the used coefficient of friction from the wheel contact force and the wheel circumferential force.
- S03 ' Detection of wheel speeds of driven and non-driven wheels.
- S08 ' Determination of a pair of friction-wheel slip values.
- SO9 ' Selection of a coefficient of friction wheel slip characteristic from a family of such characteristics.
- S10 ' Use the selected coefficient of friction wheel slip characteristic in a vehicle dynamics control system.
- Step S06 ' corresponds essentially to step S02, only the wheel contact force is determined in addition to the wheel circumferential force. The utilized coefficient of friction is determined from these forces in step S07 '.
- step S08 ' The determined coefficient of friction and the determined wheel slip are then combined in step S08 'to form a friction coefficient wheel slip value pair.
- a coefficient of friction-wheel slip characteristic curve is selected from a family of coefficient of friction-wheel slip characteristic curves, as shown for example in FIG. 6, in step S09 '. This selected characteristic curve is finally used in step S10 'in a vehicle dynamics control system.
- V wheel is the speed of a driven wheel and v vehicle is the vehicle speed.
- the ordinate represents the coefficients of friction ⁇ A, ⁇ B and ⁇ S, the indices A, B and S denoting in detail the case of the drive, in particular the accelerated drive, the case of braking or the case of an occurring lateral force.
- the individual coefficients of friction result from the following equations:
- F drive is the driving force acting on a tire
- F braking is the braking force acting on a tire
- F side force is the lateral force transmitted by a tire
- F weight is the weight force transmitted by a tire to the driving surface.
- Curve 40 indicates the relationship between braking force and wheel slip
- curve 42 indicates the relationship between lateral force and wheel slip
- the straight line 41 in particular its slope, represents the characteristic value KL of the force transmission capacity of a tire in the longitudinal direction.
- the straight line 43 in particular its slope, represents the characteristic value KQ of the force transmission capacity of a tire in the transverse direction.
- 44 is a stable, 46 an unstable wheel slip area.
- the area 46 is considered to be unstable, since with increasing wheel slip the braking force that can be transmitted between the tire and the driving surface and, above all, the transmitted lateral force decreases, so that the vehicle easily gets out of control in this slip area.
- An anti-lock braking system is basically designed in such a way that it regulates the wheel slip in the shaded area 48. In this area, a maximum braking force can be transmitted between the driving surface and the vehicle.
- FIG. 6 shows a family of curves, the individual curves of which each represent a dependency of the brake slip ⁇ B and / or the drive slip ⁇ A as a function of the brake wheel slip ⁇ B or of the drive wheel slip ⁇ A.
- the following parameters are assigned to the individual curves:
- a slip control such as that carried out by an anti-lock braking system or an ASR system, should ideally regulate the wheel slip in the hatched control areas 50, since here the greatest brake friction coefficient or drive friction coefficient is achieved and thus a maximum braking or driving force can be transmitted between the tire and the driving surface.
- the curve that applies to the prevailing force transmission ratios can now be selected from the family of curves and the associated slip threshold values ⁇ 'and ⁇ ".
- the longitudinal tire stiffness is determined as follows:
- the average wheel speed of the driven wheels VMAN is determined from the wheel speeds of the driven wheels and the average speed of the non-driven wheels VMA is determined from the wheel speeds of the non-driven wheels.
- the wheel circumferential force that is to say the longitudinal wheel force F L , is determined by a tire sensor device and / or a wheel bearing sensor device.
- the lateral tire stiffness K s is determined with the wheel side force F s instead of the wheel longitudinal force F h .
- one of the curves shown in FIG. 6 and its associated response wheel slip threshold values can be selected directly on the basis of a pair of values ( ⁇ , ⁇ ).
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Abstract
Description
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Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP01990344A EP1373036A1 (de) | 2000-12-30 | 2001-12-20 | System und verfahren zur überwachung des fahrverhaltens eines kraftfahrzeugs |
KR1020027011268A KR20020081366A (ko) | 2000-12-30 | 2001-12-20 | 차량의 주행 거동을 모니터링하기 위한 시스템 및 방법 |
JP2002554556A JP2004516978A (ja) | 2000-12-30 | 2001-12-20 | 自動車の走行動特性のモニタ装置および方法 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10065770.2 | 2000-12-30 | ||
DE10065770 | 2000-12-30 |
Publications (1)
Publication Number | Publication Date |
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WO2002053426A1 true WO2002053426A1 (de) | 2002-07-11 |
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ID=7669457
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/DE2001/004827 WO2002053426A1 (de) | 2000-12-30 | 2001-12-20 | System und verfahren zur überwachung des fahrverhaltens eines kraftfahrzeugs |
Country Status (6)
Country | Link |
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US (1) | US20030144777A1 (de) |
EP (1) | EP1373036A1 (de) |
JP (1) | JP2004516978A (de) |
KR (1) | KR20020081366A (de) |
DE (1) | DE10160049B4 (de) |
WO (1) | WO2002053426A1 (de) |
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EP1845011A2 (de) | 2006-04-10 | 2007-10-17 | Ford Global Technologies, LLC | Verfahren zum Optimieren eines Einspurmodells |
EP1568518A3 (de) * | 2004-02-26 | 2010-08-18 | Toyota Jidosha Kabushiki Kaisha | Vorrichtung für die Ermittlung des Kontaktstatus eines Reifens und der Reifendeformation |
WO2017102086A1 (en) * | 2015-12-18 | 2017-06-22 | Nira Dynamics Ab | Tire stiffness estimation and road friction estimation |
EP4122782A1 (de) * | 2021-07-22 | 2023-01-25 | Volvo Truck Corporation | Verfahren zur steuerung des bremsens und/oder der traktion eines fahrzeugs |
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DE10302247A1 (de) * | 2003-01-22 | 2004-08-05 | Continental Aktiengesellschaft | Regler einer Bremse eines Fahrzeuges |
JP4380350B2 (ja) * | 2004-02-12 | 2009-12-09 | 株式会社アドヴィックス | 制動力配分制御装置 |
DE102004032730B4 (de) * | 2004-07-07 | 2020-06-25 | Bayerische Motoren Werke Aktiengesellschaft | Verfahren zum Bestimmen der Reifenlängssteifigkeit |
NL1027648C2 (nl) * | 2004-12-03 | 2006-06-07 | Skf Ab | Anti Blokkeer Systeem voor een rem van een wiel van een voertuig. |
KR101055966B1 (ko) * | 2005-12-08 | 2011-08-11 | 주식회사 만도 | 전기식 주차 브레이크 |
WO2007088405A1 (en) * | 2006-02-03 | 2007-08-09 | Konkolyi Sandor | Visual information apparatus for real-time demonstration of braking behaviour of motorcycles |
DE102007016951A1 (de) * | 2006-04-06 | 2007-10-18 | Continental Teves Ag & Co. Ohg | Verfahren zur Bestimmung von instabilen Fahrzuständen |
KR101283073B1 (ko) * | 2006-12-08 | 2013-07-05 | 현대자동차주식회사 | 차간거리 제어와 충돌 경감 및 충돌 방지 제어 장치 및 그방법 |
DE102008005342B4 (de) * | 2007-01-26 | 2017-02-02 | Fuji Jukogyo Kabushiki Kaisha | Antriebskraftsteuerungsvorrichtung für ein Fahrzeug |
DE102007035647A1 (de) * | 2007-07-27 | 2009-01-29 | Claas Selbstfahrende Erntemaschinen Gmbh | Landwirtschaftliche Arbeitsmaschine |
DE102007053256B3 (de) * | 2007-11-08 | 2009-07-09 | Continental Automotive Gmbh | Verfahren und Vorrichtung zum Ermitteln eines Reibwerts |
DE102011085984B4 (de) | 2011-11-09 | 2023-01-19 | Robert Bosch Gmbh | Verfahren zum radindividuellen Bestimmen des Reibwertes in Fahrzeugen |
DE102012220238A1 (de) | 2012-11-07 | 2014-05-22 | Robert Bosch Gmbh | Verfahren und Vorrichtung zum Bestimmen von Haftungsbedingungen zwischen einem Rad eines Kraftfahrzeugs und einer Fahrbahn mittels variiertem Beschleunigungsmoment |
DE102012220312A1 (de) | 2012-11-08 | 2014-05-08 | Robert Bosch Gmbh | Verfahren und Vorrichtung zum Bestimmen von Haftungsbedingungen zwischen einem Rad eines Kraftfahrzeugs und einer Fahrbahn mittels einer variierenden Radaufstandskraft |
DE102017124317A1 (de) * | 2017-10-18 | 2019-04-18 | Thyssenkrupp Ag | Verfahren zur Bestimmung eines Reibungskoeffizienten zwischen einem Rad eines Kraftfahrzeuges und einer Straßenoberfläche mit Torque Vectoring |
DE102017219048A1 (de) * | 2017-10-25 | 2019-04-25 | Robert Bosch Gmbh | Verfahren und Vorrichtung zum Bestimmen eines Zustands einer Fahrbahn eines Fahrzeugs |
US10852746B2 (en) | 2018-12-12 | 2020-12-01 | Waymo Llc | Detecting general road weather conditions |
DE102018132157B3 (de) * | 2018-12-13 | 2020-06-18 | Nira Dynamics Ab | Reifensteifigkeitsschätzung und Fahrbahnreibungsschätzung |
EP4001029A1 (de) * | 2020-11-16 | 2022-05-25 | Volvo Truck Corporation | Fahrzeugbewegungsmanagementsystem und aktuatorsteuerungssystem für ein fahrzeug |
CN115257778B (zh) * | 2022-08-04 | 2024-06-18 | 潍柴动力股份有限公司 | 车辆打滑检测方法、存储介质、处理器以及车辆系统 |
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- 2001-12-20 JP JP2002554556A patent/JP2004516978A/ja not_active Withdrawn
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Also Published As
Publication number | Publication date |
---|---|
US20030144777A1 (en) | 2003-07-31 |
DE10160049B4 (de) | 2006-04-27 |
EP1373036A1 (de) | 2004-01-02 |
JP2004516978A (ja) | 2004-06-10 |
KR20020081366A (ko) | 2002-10-26 |
DE10160049A1 (de) | 2002-07-11 |
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