WO2020083569A1 - Procédé de fonctionnement d'un actionneur d'un mécanisme de roulement actif et mécanisme de roulement actif - Google Patents

Procédé de fonctionnement d'un actionneur d'un mécanisme de roulement actif et mécanisme de roulement actif Download PDF

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Publication number
WO2020083569A1
WO2020083569A1 PCT/EP2019/074802 EP2019074802W WO2020083569A1 WO 2020083569 A1 WO2020083569 A1 WO 2020083569A1 EP 2019074802 W EP2019074802 W EP 2019074802W WO 2020083569 A1 WO2020083569 A1 WO 2020083569A1
Authority
WO
WIPO (PCT)
Prior art keywords
actuator
vehicle
vehicle wheel
active chassis
chassis device
Prior art date
Application number
PCT/EP2019/074802
Other languages
German (de)
English (en)
Inventor
Philip NIEMEYER
Original Assignee
Zf Friedrichshafen Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Priority to EP19770049.5A priority Critical patent/EP3870464A1/fr
Publication of WO2020083569A1 publication Critical patent/WO2020083569A1/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
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/025—Spring characteristics, e.g. mechanical springs and mechanical adjusting means the mechanical spring being a torsion spring
    • 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
    • B60G17/0152—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 action on a particular type of suspension unit
    • B60G17/0157—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 action on a particular type of suspension unit non-fluid unit, e.g. electric motor
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B60G21/055—Stabiliser bars
    • B60G21/0551—Mounting means therefor
    • B60G21/0553—Mounting means therefor adjustable
    • B60G21/0555—Mounting means therefor adjustable including an actuator inducing vehicle roll
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/10—Type of spring
    • B60G2202/13—Torsion spring
    • B60G2202/135—Stabiliser bar and/or tube
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/40—Type of actuator
    • B60G2202/42—Electric actuator
    • 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
    • B60G2400/208—Speed of wheel rotation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/30—Height or ground clearance

Definitions

  • the invention relates to a method for operating an actuator of an active chassis device for influencing the level of at least one vehicle wheel according to the preamble of claim 1 and an active chassis device according to the preamble of claim 7.
  • chassis technology Active chassis devices for influencing the level of a vehicle wheel of a motor vehicle are known from chassis technology. It is known, among other things, to equip motor vehicles with a so-called roll stabilizer in order to increase vehicle stability and driving comfort.
  • this is an essentially C-shaped torsion bar spring, which is rotatably mounted in the central area with respect to the body and whose outer, opposite ends are each coupled to a wheel suspension. Thanks to this design, the roll stabilizer ensures that the body of the vehicle not only deflects on the outside of the curve (due to the centrifugal force) when cornering, but also that the wheel on the inside of the curve also compresses slightly.
  • the roll stabilizer comprises an actuator and is divided into two stabilizer sections that can be rotated relative to one another with the aid of the actuator. By rotating the stabilizer sections relative to one another, a rolling movement of the vehicle body is specifically generated or a rolling movement of the vehicle body caused by external influences is counteracted in a targeted manner.
  • Roll stabilizers are known in which an electric motor serves as the drive, which is connected to the drive, for example, with a multi-stage planetary gear for translating the torque or the speed of the electric motor.
  • an adjustable roll stabilizer represents an application example of an active chassis device, since the level of at least one vehicle wheel of the motor vehicle can be influenced by means of the actuator.
  • the level signals of individual wheels is intended to make it possible for relative movements of individual wheels in the vertical direction caused by uneven roads, which adversely affect vehicle stability and driving comfort, through targeted tracking by means of targeted actuation of the actuator (for example, to briefly extend the wheel in question cal to raise and lower again) can be compensated.
  • the disturbance variable compensation described in this way has the disadvantage that it reacts relatively sluggishly, ie with a disadvantageous time delay. This is due to the fact that height signals from vehicle wheels are measured at a relatively large distance from the center of the wheel due to the design. The elastokinematics in between falsify and slow down the signals. The vertical wheel acceleration is also slowed down by the radial transmission behavior of the tire.
  • a corresponding active chassis device is to be specified with which this can be carried out.
  • the object is first achieved by a method for operating an actuator of an active chassis device with the features of claim 1.
  • This is a method for operating an actuator of an active chassis device to influence the level of at least one vehicle wheel, in that the actuator is controlled as a function of a sensor-detected operating parameter of the vehicle.
  • the method is characterized in that the speed of a vehicle wheel is taken into account for the actuation of the actuator.
  • the wheel speed as an operating parameter flowing into the control was recognized as an advantageous alternative.
  • wheel speed signals are already recorded in most motor vehicles anyway, since these are already being used for other vehicle stability systems or anti-lock braking systems anyway.
  • Speed signals from vehicle wheels are therefore available in a high-resolution manner in most motor vehicles anyway.
  • the wheel speed should now also be used to control an actuator influencing the level of the vehicle wheel. Taking the speed into account also offers the advantage that due to the relatively high torsional rigidity, excitations from the roadway profile - in comparison to, for example, vertical acceleration sensors - can be detected earlier with them.
  • the actuation of the actuator does not of course have to take place solely on the basis of the rotational speed of a vehicle wheel, but that the rotational speeds of other wheels and / or other operating parameters of the vehicle can also be incorporated into the actuation.
  • the rotational speed of a vehicle wheel is used to generate information relating to the nature of the road surface traveled by the vehicle wheel, this information being incorporated into the actuation of the actuator.
  • the information generated is, in particular, the presence of uneven road surfaces.
  • the speed of several vehicle wheels is taken into account for the actuation of the actuator.
  • the speeds of, for example, the left and the right wheel of the same vehicle axle it could be recognized, for example, that one wheel is traveling on an uneven road surface (speed change), while the other wheel is traveling on a flat road surface (constant speed).
  • control takes place in such a way that, in the event of a relative movement of the vehicle wheel caused by an uneven roadway, the actuator is controlled such that by influencing the level of the affected vehicle wheel, preferably by adjusting the associated stabilizer section, an at least partial tracking of the relative movement is carried out.
  • the rotational speed of a vehicle wheel is used to identify a roadway characteristic in order to operate the actuator of the active chassis device in a suitable operating mode depending on a recognized roadway characteristic.
  • the roadway characteristic is recognized.
  • the actuator is then operated in a suitable operating mode, depending on the detected roadway characteristic.
  • the actuator in the active chassis device can accordingly be operated in a street mode and / or in an off-road mode.
  • an active chassis device with the features of claim 7.
  • This is an active chassis device for influencing the level of at least one vehicle wheel, comprising an actuator and a control device that can be operated To control the actuator as a function of a sensor-acquired operating parameter of the vehicle, in particular using the method described above.
  • the active chassis device is characterized by a speed sensor for detecting the speed of a vehicle wheel in order to take this into account as an operating parameter for the actuation of the actuator.
  • the active chassis device for influencing the level of at least one vehicle wheel can in principle be various types of devices. According to a preferred embodiment, this is a different adjustable roll stabilizer. In this case, the height of two vehicle wheels on one axle can be influenced relative to one another by means of the actuator.
  • the adjustable roll stabilizer has two stabilizer sections which can be rotated relative to one another about an axis of rotation by means of the actuator and which are each coupled to a wheel suspension in a region remote from the axis of rotation.
  • the active chassis device is assigned to a front axle and / or a rear axle of a multi-wheel, in particular four-wheel motor vehicle.
  • Fig. 1 shows an adjustable roll stabilizer of a motor vehicle in
  • the adjustable roll stabilizer 1 shows an adjustable roll stabilizer 1 in a schematic view to illustrate the preferred area of application of the invention. At the same time, this is also an active chassis device 1 for influencing the level of at least one vehicle wheel 2a, 2b in the sense of the invention, as explained below.
  • the adjustable roll stabilizer 1 is - when installed in a motor vehicle - part of a chassis (not shown) of a motor vehicle (not shown).
  • a first wheel 1a and a second wheel 2b arranged on the opposite side of the vehicle are each connected to the body of the motor vehicle via a wheel suspension 3a or 3b, which is not to be explained in detail.
  • Each of the wheel suspensions 3a or 3b is coupled to one end of an associated stabilizer section 4a or 4b of the adjustable roll stabilizer 1.
  • the two stabilizer sections 4a and 4b are connected to one another in the vehicle center via an actuator 7.
  • the adjustable roll stabilizer 1 is mounted so as to be rotatable about an axis of rotation 5 with respect to the vehicle body (not shown).
  • the stabilizer sections 4a and 4b are in drive connection with one another via the electric motor and the gearbox - for example a multi-stage planetary gearbox.
  • the two stabilizer sections 4a, 4b are rigidly connected to one another via the actuator 7.
  • the stabilizer sections 4a, 4b can be rotated relative to one another about the axis of rotation 5 depending on the direction of rotation of the electric motor.
  • the roll stabilizer 1 can thus be adjusted in a manner known per se.
  • a control device 8 is also assigned to the adjustable roll stabilizer 1, as shown in FIG.
  • the control device 8 can be operated to control the actuator 7, in particular in order to adjust it, i. H. the stabilizer sections 4a and 4b to rotate against each other about the axis of rotation 5.
  • each of the vehicle wheels 2a, 2b is assigned a speed sensor 6a, 6b for detecting the speed of the respective vehicle wheel 2a, 2b.
  • the speed signals of each speed sensor 6a or 6b are input to the control device 8.
  • the control device 8 can be operated to control the actuator 7 taking into account the speeds of the vehicle wheels 2a, 2b.
  • adjustable roll stabilizer 1 shown in FIG. 1 can in principle be an active chassis device of a front axle and / or a rear axle of a multi-wheeled, in particular four-wheeled motor vehicle.
  • the method according to the invention can be carried out according to claim 1.
  • the actuator 7 is activated as a function of a sensor-detected operating parameter of the vehicle, the speed of a vehicle wheel 2a or 2b being taken into account for the activation of the actuator 7.
  • FIG. 2 shows a graphical representation of the course of measured variables measured over time over time. The dashed line shows the course of the height difference. To generate this curve, the level signals were recorded on a motor vehicle on opposite wheels of an axle and their difference was formed.
  • the curve shows that the height difference drops from a value initially around zero to a negative low point (below minus 60 mm), then rises to a positive maximum (above 40 mm) to finally fall off again.
  • the wheel speed was also recorded on the vehicle wheel that is driving over the uneven road.
  • the continuous line corresponds to the integral over the detected wheel speed.
  • the integral above the wheel speed drops from zero to a minimum (below minus 0.4) when driving over the uneven road surface, then rises to a maximum (above 0.2) and then finally drops again.
  • the deflection associated with the unevenness of the road takes place much earlier in the case of the continuously drawn curve, ie the integral over the wheel speed, than in the case of the curve shown in dashed lines (height difference curve).
  • the wheel speed or a mathematically related variable such as the integral can be used to detect an event (unevenness of the roadway) affecting the vehicle wheel in question earlier than can be carried out by detecting the level.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

L'invention concerne un procédé de fonctionnement d'un actionneur (7) d'un mécanisme de roulement actif (1) pour influer sur la hauteur d'au moins une roue de véhicule (2a, 2b) par commande de l'actionneur (7) en fonction d'un paramètre de fonctionnement, détecté par capteur, du véhicule. L'invention est caractérisée en ce que la vitesse de rotation d'une roue de véhicule (2a, 2b) est prise en compte pour commander l'actionneur (7).
PCT/EP2019/074802 2018-10-22 2019-09-17 Procédé de fonctionnement d'un actionneur d'un mécanisme de roulement actif et mécanisme de roulement actif WO2020083569A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP19770049.5A EP3870464A1 (fr) 2018-10-22 2019-09-17 Procédé de fonctionnement d'un actionneur d'un mécanisme de roulement actif et mécanisme de roulement actif

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018217992.1 2018-10-22
DE102018217992.1A DE102018217992A1 (de) 2018-10-22 2018-10-22 Verfahren zum Betreiben eines Aktuators einer aktiven Fahrwerkeinrichtung und aktive Fahrwerkeinrichtung

Publications (1)

Publication Number Publication Date
WO2020083569A1 true WO2020083569A1 (fr) 2020-04-30

Family

ID=67997611

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2019/074802 WO2020083569A1 (fr) 2018-10-22 2019-09-17 Procédé de fonctionnement d'un actionneur d'un mécanisme de roulement actif et mécanisme de roulement actif

Country Status (3)

Country Link
EP (1) EP3870464A1 (fr)
DE (1) DE102018217992A1 (fr)
WO (1) WO2020083569A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102021201831B4 (de) 2021-02-26 2023-03-30 Zf Friedrichshafen Ag Verfahren und Vorrichtung zum Erhöhen einer Traktion eines Fahrzeugs
DE102022202644A1 (de) 2022-03-17 2023-09-21 Zf Friedrichshafen Ag Fahrzeug

Citations (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4837727A (en) * 1985-03-04 1989-06-06 Nippon Soken, Inc. Road surface detecting device for vehicle
DE19537257A1 (de) * 1994-10-14 1996-04-18 Volkswagen Ag Verfahren zur Ermittlung des physikalischen Profils einer Fahrbahnoberfläche
DE19626398A1 (de) * 1995-07-07 1997-01-09 Nippon Denso Co Detektor für den Zustand einer Fahrbahnoberfläche
EP1097850A2 (fr) * 1999-11-05 2001-05-09 Toyota Jidosha Kabushiki Kaisha Estimation du coefficient de friction d'une route
DE10157426A1 (de) * 2001-11-25 2003-06-12 Joachim Broetz Vorrichtung zur aktiven Fahrwerksregelung
EP1362720A2 (fr) 2002-05-16 2003-11-19 Bayerische Motoren Werke Aktiengesellschaft Véhicule automobile, notamment une voiture, avec un dispositif de stabilisation antiroulis
DE102005009002A1 (de) * 2005-02-28 2006-08-31 Volkswagen Ag Verfahren zum Betrieb von aktiven Stabilisatoren an Kraftfahrzeugen
DE102006000366A1 (de) * 2005-07-25 2007-02-01 Chuo Hatsujo K.K., Nagoya Stabilisatorsteuervorrichtung
DE102009009063A1 (de) * 2009-02-16 2009-10-08 Daimler Ag Verfahren zum Regeln einer Federungseinrichtung und Federungseinrichtung
DE102008054476A1 (de) * 2008-12-10 2010-06-17 Zf Friedrichshafen Ag Verfahren zur Ermittlung des Fahrbahnzustands eines von einem Kraftfahrzeug befahrenen Streckenabschnitts
EP2202105A1 (fr) * 2007-10-17 2010-06-30 Toyota Jidosha Kabushiki Kaisha Systeme de contrainte de roulement d'une carrosserie de vehicule
DE102009012128A1 (de) * 2009-03-06 2010-09-09 Volkswagen Ag Verfahren zum Bestimmen einer Rauigkeit einer Fahrbahnoberfläche für ein Fahrzeug
WO2011054363A1 (fr) * 2009-11-04 2011-05-12 Nira Dynamics Ab Classification de surface
DE102014008588A1 (de) * 2014-06-10 2015-12-17 Nira Dynamics Ab Erfassung kurzzeitiger Unregelmässigkeiten in einer Strassenoberfläche
DE102015122043A1 (de) * 2015-12-17 2017-06-22 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Situationsabhängige Wankstabilisierung
DE102017125368A1 (de) * 2016-12-27 2018-06-28 Toyota Jidosha Kabushiki Kaisha Fahrzeugfahrtsteuerungsvorrichtung

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008058152A1 (de) * 2008-11-20 2009-07-02 Daimler Ag Verfahren und Vorrichtung zur Ermittlung eines Federweges eines Rades an einem Fahrzeug während einer Fahrt

Patent Citations (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4837727A (en) * 1985-03-04 1989-06-06 Nippon Soken, Inc. Road surface detecting device for vehicle
DE19537257A1 (de) * 1994-10-14 1996-04-18 Volkswagen Ag Verfahren zur Ermittlung des physikalischen Profils einer Fahrbahnoberfläche
DE19626398A1 (de) * 1995-07-07 1997-01-09 Nippon Denso Co Detektor für den Zustand einer Fahrbahnoberfläche
EP1097850A2 (fr) * 1999-11-05 2001-05-09 Toyota Jidosha Kabushiki Kaisha Estimation du coefficient de friction d'une route
DE10157426A1 (de) * 2001-11-25 2003-06-12 Joachim Broetz Vorrichtung zur aktiven Fahrwerksregelung
EP1362720A2 (fr) 2002-05-16 2003-11-19 Bayerische Motoren Werke Aktiengesellschaft Véhicule automobile, notamment une voiture, avec un dispositif de stabilisation antiroulis
DE10221718A1 (de) * 2002-05-16 2003-11-27 Bayerische Motoren Werke Ag Kraftfahrzeug, insbesondere Personenkraftwagen, mit einer Wankstabilisierungs-Vorrichtung
DE102005009002A1 (de) * 2005-02-28 2006-08-31 Volkswagen Ag Verfahren zum Betrieb von aktiven Stabilisatoren an Kraftfahrzeugen
DE102006000366A1 (de) * 2005-07-25 2007-02-01 Chuo Hatsujo K.K., Nagoya Stabilisatorsteuervorrichtung
EP2202105A1 (fr) * 2007-10-17 2010-06-30 Toyota Jidosha Kabushiki Kaisha Systeme de contrainte de roulement d'une carrosserie de vehicule
DE102008054476A1 (de) * 2008-12-10 2010-06-17 Zf Friedrichshafen Ag Verfahren zur Ermittlung des Fahrbahnzustands eines von einem Kraftfahrzeug befahrenen Streckenabschnitts
DE102009009063A1 (de) * 2009-02-16 2009-10-08 Daimler Ag Verfahren zum Regeln einer Federungseinrichtung und Federungseinrichtung
DE102009012128A1 (de) * 2009-03-06 2010-09-09 Volkswagen Ag Verfahren zum Bestimmen einer Rauigkeit einer Fahrbahnoberfläche für ein Fahrzeug
WO2011054363A1 (fr) * 2009-11-04 2011-05-12 Nira Dynamics Ab Classification de surface
DE102014008588A1 (de) * 2014-06-10 2015-12-17 Nira Dynamics Ab Erfassung kurzzeitiger Unregelmässigkeiten in einer Strassenoberfläche
DE102015122043A1 (de) * 2015-12-17 2017-06-22 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Situationsabhängige Wankstabilisierung
DE102017125368A1 (de) * 2016-12-27 2018-06-28 Toyota Jidosha Kabushiki Kaisha Fahrzeugfahrtsteuerungsvorrichtung

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Publication number Publication date
DE102018217992A1 (de) 2020-04-23
EP3870464A1 (fr) 2021-09-01

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