WO2022073670A1 - Verfahren und steuergerät zum einstellen eines arbeitspunkts eines schlupfreglers für ein rad eines fahrzeugs - Google Patents
Verfahren und steuergerät zum einstellen eines arbeitspunkts eines schlupfreglers für ein rad eines fahrzeugs Download PDFInfo
- Publication number
- WO2022073670A1 WO2022073670A1 PCT/EP2021/071605 EP2021071605W WO2022073670A1 WO 2022073670 A1 WO2022073670 A1 WO 2022073670A1 EP 2021071605 W EP2021071605 W EP 2021071605W WO 2022073670 A1 WO2022073670 A1 WO 2022073670A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- slip
- torque
- operating point
- controller
- value
- 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
- B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
- B60T8/1761—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
- B60T8/17616—Microprocessor-based systems
-
- 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
- B60T8/175—Brake regulation specially adapted to prevent excessive wheel spin during vehicle acceleration, e.g. for traction control
-
- 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
-
- 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
- B60T2270/20—ASR control systems
- B60T2270/211—Setting or adjusting start-control threshold
Definitions
- the invention relates to a method for setting an operating point of a slip controller for a wheel of a vehicle and a corresponding control unit.
- Slip controllers can be designed as brake slip controllers or traction controllers.
- a brake slip controller can be part of an anti-lock braking system (ABS) and can then also be referred to as Anti Lock Control (ALC).
- a traction controller may be part of a traction control system (TCS). While the controller is active, an estimated, optimal pressure for the best possible deceleration or acceleration is referred to as the working point.
- a brake slip controller of a vehicle becomes active when at least one wheel of the vehicle begins to lock.
- a working point for the control is conventionally a brake pressure applied or requested by a driver at the time of activation of the brake slip controller.
- a first value of the operating point can be referred to as the touchdown point.
- the wheel is first stabilized by greatly reducing the brake pressure. When the wheel is stabilized, the brake pressure is increased in small steps, with the working point being a control target of the brake slip controller.
- a traction control system of a vehicle becomes active when at least one wheel of the vehicle begins to spin.
- An operating point for the control is conventionally, a drive torque applied or requested by a driver at the time the traction slip controller is activated.
- a first value of the operating point can be referred to as the touchdown point.
- the wheel is first stabilized by greatly reducing the drive torque. When the wheel is stabilized, the drive torque is increased in small steps, with the operating point being a control target of the traction controller.
- Embodiments of the present invention can advantageously make it possible to preset an operating point of a slip controller with at least one large step and then to optimize it in small steps.
- the setting of the operating point described can enable rapid and/or precise control of braking or drive torques.
- a method for setting an operating point of a slip controller for a wheel of a vehicle is proposed, the activated slip controller controlling a torque produced at the wheel based on the operating point, taking into account a currently measured slip between the wheel and a surface, with before and/or during activation of the slip controller, the torque is repeatedly observed and a value of the operating point is set to a value of the torque from the past if the slip satisfies a predetermined condition.
- a brake slip controller regulates a brake pressure on a brake that is mechanically coupled to the wheel in such a way that the slip remains below a value at which the maximum possible torque can be transmitted from the wheel to the ground.
- the torque at the wheel is proportional to the brake pressure.
- An estimated value for a brake pressure required to transmit the maximum possible torque can be referred to as the operating point of the brake slip controller, since the brake pressure actually required for this is not known and can only be approximated.
- the brake slip controller can increase brake pressure, maintain brake pressure, or decrease brake pressure to keep the wheel from slipping.
- a traction slip controller regulates a drive torque in such a way that the slip remains below a value at which the maximum possible drive torque can be transmitted from the wheel to the ground.
- An estimated value of the maximum possible drive torque can be referred to as the working point of the traction controller, since the drive torque that can actually be transmitted is not known and can only be approximated.
- the traction controller can increase the drive torque, maintain the drive torque or reduce the drive torque so that the wheel does not slip.
- the slip controller can be activated if, for example, a driver of the vehicle uses a brake pedal of the vehicle to build up too much braking pressure or wants to accelerate too much using an accelerator pedal of the vehicle.
- the slip controller outputs a torque setpoint for the torque.
- the torque setpoint is converted into the hydraulic brake pressure in the vehicle's brake system and/or into a drive torque in a drive system of the vehicle.
- the torque setpoint is then independent of the pedal that is actuated.
- the slip controller can be inactive if the slip is less than a limit.
- the operating point is referred to as the touchdown point of the slip controller.
- Torque values can also be stored at predetermined intervals.
- one of the recorded or stored values can be used as the new working point or touchdown point.
- the approach presented here can be used both with an active slip controller and with an inactive slip controller.
- the slip controller is inactive, the touchdown point is tracked.
- the slip controller is active, the operating point is tracked.
- the value of the working point can be set to the previous value of the torque, ie the value set at an earlier point in time, if a point of inflection from a negative to a positive gradient of a curve of the slip is detected.
- the working point can be set to a value of the torque which is one dead time of the brake system or drive system in the past. At an inflection point from a negative gradient to a positive gradient, slip increases. However, the braking system and the drive system cannot react without delay. By the time the brake system and/or drive system has reacted, the slip will already have left a target range or will be moving away from the maximum torque. The operating point can therefore be set to the previous torque when the slip was still good.
- the value of the operating point can be set to the previous value of the torque if the slip is greater than a limit.
- the limit value can be predetermined, for example, by tests, calculations, previous experience or the like and stored in the slip controller.
- the working point can, for example, be set to the previous value at which a good torque could be transmitted if the slip is greater than 7%.
- the operating point can be reset again when the slip becomes greater than 13.5%, 17.5% and 23%.
- the operating point is taken into account when setting the torque. This specifies a target value up to which the torque can be quickly adjusted and prevents the optimum value from being exceeded or fallen below.
- the value of the brake pressure may be detected when the slip is within a target slip range and a positive or negative acceleration of the vehicle is within a target acceleration range.
- the value can be captured when slip and acceleration are as desired.
- the value of the operating point can be increased by a predefined increment if the slip is within a target slip range, the torque is above the operating point and an inflection point from a positive to a negative gradient of a course of the slip is detected. If the torque actually applied to the wheel is above the working point and the slip nevertheless begins to fall, the working point is too low.
- An increment can be a larger step in order to be able to change the operating point quickly.
- a torque gradient can be set proportionally to the operating point. The higher the working point, the more the torque can be changed. Conversely, the lower the operating point, the less the torque can be changed.
- a high working point results from good, i.e. non-slip road conditions.
- a low operating point results in poor, i.e. slippery, road conditions.
- the value of the operating point can be increased by a predefined increment and the torque held constant for a period of time when the torque is above the operating point and a slip gradient is negative is. If the actual torque is already above the working point and the slip still falls, the working point is too low.
- the method can be implemented, for example, in software or hardware or in a mixed form of software and hardware, for example in a control unit.
- the approach presented here also creates a control device which is designed to carry out, control or implement the steps of a variant of the method presented here in corresponding devices.
- the control device can be an electrical device with at least one computing unit for processing signals or data, at least one memory unit for storing signals or data, and at least one interface and/or one communication interface for reading in or outputting data that are embedded in a communication protocol, be.
- the computing unit can be, for example, a signal processor, a so-called system ASIC, or a microcontroller for processing sensor signals and outputting data signals as a function of the sensor signals.
- the storage unit can be, for example, a flash memory, an EPROM or a magnetic storage unit.
- the interface can be designed as a sensor interface for reading in the sensor signals from a sensor and/or as an actuator interface for outputting the data signals and/or control signals to an actuator.
- the communication interface can be designed to read in or output the data in a wireless and/or wired manner.
- the interfaces can also be software modules that are present, for example, on a microcontroller alongside other software modules.
- a computer program product or computer program with program code which can be stored on a machine-readable carrier or storage medium such as a semiconductor memory, a hard disk memory or an optical memory and for carrying out, implementing and/or controlling the steps of the method according to one of the embodiments described above, is also advantageous used, especially when the program product or program is run on a computer or device. It is noted that some of the possible features and advantages of the invention are described herein with reference to different embodiments. A person skilled in the art recognizes that the features of the control device and of the method can be combined, adapted or exchanged in a suitable manner in order to arrive at further embodiments of the invention.
- FIG. 1 shows an illustration of a vehicle with a control device according to an exemplary embodiment
- Figs. 2 to 5 show illustrations of settings of an operating point according to an embodiment
- Control unit 102 is designed to set an operating point 104 for a slip controller 106 of vehicle 100 .
- Slip controller 106 is designed to limit slip 108 on at least one wheel 110 of the vehicle. For this purpose, the slip controller 106 reduces a torque 112 on the relevant wheel 110 when a torque request 114 from another control unit or another function in the same control unit of the vehicle 100 or a driver of the vehicle 100 is too great. For this purpose, the slip controller 106 can act on a brake system 116 of the vehicle 100 or a drive system 118 of the vehicle 100 .
- Slip controller 106 becomes active when the Torque 112 on at least one wheel 110 is too large for current conditions and slip 108 on wheel 110 is greater than a maximum specified by the current conditions.
- the torque 112 can be a braking torque or a driving torque. These differ only in their sign.
- the operating point 104 is an estimated torque value at which optimal power transmission between the wheel 110 and the ground should be achieved.
- the operating point 104 is therefore dependent on the current conditions on the wheel 110 or the ground.
- Control unit 102 reads slip 108 and current torque 112 and observes a slip curve of slip 108 and a torque curve of torque 112. Control unit 102 sets working point 104 as a function of slip 108 and torque 112.
- an optimal contact point and operating point for a controlled variable of a controller for example in an anti-lock braking system (ABS) or traction control system (TCS), is preset.
- a value of the controlled variable at which the control begins is referred to as the starting point of the controller.
- Anti Lock Control is a brake pressure control (increase, decrease and hold) to counteract locking of the wheels and shorten the braking distance.
- an estimated optimal pressure for the best possible deceleration is referred to as the working point.
- the anti-lock control is set to the current pressure level that is calculated at the time the anti-lock control (ALC) is activated. Since the wheel is already unstable at this point, this point is not optimally selected.
- the controller can only determine the optimal working point when the wheel is stabilized. The controller stabilizes the wheel in order to find the optimal pressure level and adjust the pressure from there.
- the pressure contact point is optimized before the wheel instability is detected. This allows the best possible pressure level to be set up directly when the pressure reduction begins and the pressure can be quickly increased to this point again after the wheel has stabilized. A long search for the optimum pressure level is no longer necessary.
- the braking distance can be reduced because the Anti Lock Controller directly sets the optimum slip through the correct pressure level and thus achieves the maximum possible deceleration more quickly.
- the operating point is adjusted during active control in such a way that the highest possible performance is achieved.
- ALC Anti Lock Control
- the controller thus offers the best possible performance.
- the control behavior adapts to current conditions (e.g. road, wheels).
- the wheel dynamics are taken into account at the touchdown point, which means that anticipatory control can be carried out. Vibrations caused by pressure build-ups and pressure reductions that are too rapid and sometimes unnecessary are reduced.
- the approach presented here optimizes the behavior at the beginning of the control (pressure build-up point) and during the control (operating point) by determining the best possible pressure level for the situation.
- ALC Anti Lock Control
- the starting process can be enabled with better traction.
- an estimated operating point can have a clearly positive influence on the control behavior.
- the working point is the estimated pressure at which the controller can deliver the best performance without destabilizing the wheel.
- Slip and wheel dynamics can be used to evaluate the best possible performance.
- a defined range for the slip and the wheel dynamics can be designated as the target zone for the wheel, in which the control behavior is optimal.
- the controller Since the controller is subject to external influences, the ideal working point cannot be calculated exactly. Therefore, measured variables are used in the system to adjust the operating point.
- the dead time of the system can be taken into account.
- a change in slip at time t_l is due to a pressure change at time t_l minus t_dead time of the system.
- Adjusting the operating point using specific rules prevents a long phase in which the controller searches for the optimum pressure and enables a quick response to major changes in the environment, such as a significantly lower coefficient of friction on the ground.
- the optimum pressure level at which the desired wheel slip occurs can already be estimated when the control is activated.
- the operating point can be too high or too low.
- different scenarios are described as examples in which an adjustment of the pressure level makes sense. The controller tries to set the pressure of the working point and to keep it as long as possible in order to achieve the best possible performance.
- the pressure attachment point or operating point of the controller be selected lower than the current brake pressure.
- the wheel was in the area of optimal slip, which is why this brake pressure is well suited as a working point for the controller.
- the controller "takes over" the pressure at which the wheel was in optimal slip and regulates to this target instead of taking the current system pressure, which would lead to excessive wheel slip. If the brake pressure was too high, the wheel would be destabilized and strong control would be required to lock it again stabilize.
- the working point recorded in the past helps to keep the wheel as stable as possible and thus to increase the performance of the controller.
- the pressure attachment point or working point of the controller can be selected lower than the current brake pressure.
- ALC Anti Lock Control
- an initial limit of 7% brake slip has proven to be helpful.
- an adjustment of the working point makes sense when exceeding 13.5%, 17.5% and 23% slip. Exceeding these limits requires a lower brake pressure, which without the changed operating point is only reached slowly by reducing the pressure.
- this pressure level can be used as the touchdown point for the controller. Due to the early detection of the optimal point, the controller regulates directly to the optimal pressure level. Longer pressure build-ups and pressure reductions can be reduced.
- the pressure touchdown point or operating point of the controller can be selected higher than the current brake pressure if the slip has increased but is just beginning to decrease and the current system pressure is also higher than the operating point of the controller. A falling slip within the optimum slip zone indicates that the brake pressure is too low. This would lead to a longer braking distance.
- ALC Anti Lock Control
- the dynamics of the control ie the gradient for the pressure build-up and pressure reduction
- the dynamics of the control can be adjusted.
- the higher the working point the greater the pressure adjustments. Because the dynamics depend on the working point, it is possible to react strongly to changed external influences without preventing sensitive control near the working point.
- the operating point can be used to wait for the system behavior in the event of major changes, in order to prevent the controller from reacting prematurely and incorrectly. If, for example, the target pressure is already above the operating point due to an active pressure build-up, the pressure is maintained for a certain time (e.g. 30 ms with Anti Lock Control (ALC)) and the change in slip is observed. If the slip does not change in the desired direction, pressure will continue to build up. However, if the slip already changes significantly, the controller reacts to this and continues to hold the pressure or can counteract this if the change in slip is too great.
- ALC Anti Lock Control
- the approach presented here can be applied to controllers that use slip as a key metric, such as the Anti Lock Controller (ALC) and Traction Control System (TCS).
- ALC Anti Lock Controller
- TCS Traction Control System
- the approach can also be transferred to the operating point of the engine.
- Figs. 2 to 5 show representations of a setting of the operating point 104 according to exemplary embodiments.
- the adjustment is made by a control unit, as in Fig. 1.
- the working point 104 is shown together with the slip 108 and a brake pressure 200 in a diagram that shows the time on its abscissa and different value ranges of the working point 104, the brake pressure, on its ordinate 200 and the slip 108 applied.
- Working point 104 is a pressure value here that represents a control target for brake pressure 200 .
- a value of the brake pressure 200 is selected as the operating point 104 at which the slip 108 was in the target zone 202 .
- Brake pressure 200 is then regulated to working point 104, so that the torque is again in target zone 202.
- the representation is valid both for the touchdown point before the slip controller is active and for the adjustment of the working point 104 during the control.
- 3 shows the function of the operating point 104 when the torque is in the optimum range.
- the slip controller can compensate for disturbances from the environment, such as fluctuations in the coefficient of friction in the subsurface, without having to search for the optimum again.
- the working point 104 is the target value.
- FIG. 4 shows an inflection point 204 of slip 108 from a negative to a positive gradient.
- the turning point 204 can be used to estimate the necessary braking pressure 200 with the aid of the dead time 206 of the system in order to achieve the optimum power transmission.
- brake pressure 200 at the point in time of turning point 204 minus dead time 206 is used as working point 104 and regulated to this value.
- FIG. 5 shows a turning point 204 of the slip from a positive to a negative gradient before the maximum transmissible torque is reached. This leads to an increase in the operating point 104, so that the torque is better regulated in the next control loop.
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Microelectronics & Electronic Packaging (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Regulating Braking Force (AREA)
Abstract
Description
Claims
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP21751582.4A EP4225618A1 (de) | 2020-10-05 | 2021-08-03 | Verfahren und steuergerät zum einstellen eines arbeitspunkts eines schlupfreglers für ein rad eines fahrzeugs |
KR1020237014623A KR20230076140A (ko) | 2020-10-05 | 2021-08-03 | 차량의 휠을 위한 슬립 컨트롤러의 동작점을 설정하는 방법 및 제어 장치 |
CN202180067601.2A CN116323347A (zh) | 2020-10-05 | 2021-08-03 | 为车辆的车轮设置滑移调节器的工作点的方法和控制设备 |
JP2023518973A JP2023543784A (ja) | 2020-10-05 | 2021-08-03 | 車両のホイールのためのスリップコントローラの作業点を調整する方法および制御装置 |
US17/917,499 US11872972B2 (en) | 2020-10-05 | 2021-08-03 | Method and control device for setting a working point of a slip controller for a wheel of a vehicle |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102020212544.9A DE102020212544A1 (de) | 2020-10-05 | 2020-10-05 | Verfahren und Steuergerät zum Einstellen eines Arbeitspunkts eines Schlupfreglers für ein Rad eines Fahrzeugs |
DE102020212544.9 | 2020-10-05 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2022073670A1 true WO2022073670A1 (de) | 2022-04-14 |
Family
ID=77226823
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2021/071605 WO2022073670A1 (de) | 2020-10-05 | 2021-08-03 | Verfahren und steuergerät zum einstellen eines arbeitspunkts eines schlupfreglers für ein rad eines fahrzeugs |
Country Status (7)
Country | Link |
---|---|
US (1) | US11872972B2 (de) |
EP (1) | EP4225618A1 (de) |
JP (1) | JP2023543784A (de) |
KR (1) | KR20230076140A (de) |
CN (1) | CN116323347A (de) |
DE (1) | DE102020212544A1 (de) |
WO (1) | WO2022073670A1 (de) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
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DE102022120842B3 (de) | 2022-08-18 | 2023-08-10 | Deutsches Zentrum für Luft- und Raumfahrt e.V. | Verfahren und Vorrichtung zur computerimplementierten Regelung einer Antriebsanlage eines Schienenfahrzeugs |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
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DE3929497A1 (de) * | 1989-09-01 | 1991-03-14 | Aeg Westinghouse Transport | Verfahren und anordnung zur selbstadaptierenden regelung der radsatzdrehzahl elektrischer triebfahrzeuge im kraftschlussmaximum |
DE4017889C1 (en) * | 1990-06-02 | 1991-10-02 | Mercedes-Benz Aktiengesellschaft, 7000 Stuttgart, De | Ascertaining optimum slippage rated valve of motor vehicle - registering inertial torque of wheels and rotational acceleration of engine flywheel |
DE4333281A1 (de) * | 1993-09-24 | 1995-03-30 | Aeg Westinghouse Transport | Verfahren zur Regelung der Antriebs- und/oder Bremskraft der Räder eines Fahrzeuges auf optimalen Kraftschluß |
DE10006012A1 (de) * | 1999-02-27 | 2000-09-14 | Continental Teves Ag & Co Ohg | Verfahren zur Regelung des Fahrverhaltens eines Fahrzeugs |
FR2924392A3 (fr) * | 2007-12-03 | 2009-06-05 | Renault Sas | Systeme de generation de consignes de glissement d'un vehicule automobile equipe d'un dispositif de freinage antiblocage. |
Family Cites Families (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US11260742B2 (en) * | 2018-08-30 | 2022-03-01 | Ford Global Technologies, Llc | Hybrid vehicle |
KR20210157055A (ko) * | 2020-06-19 | 2021-12-28 | 현대자동차주식회사 | 후륜 회생제동으로 인한 차량 불안정 발생 사전 방지 시스템 |
-
2020
- 2020-10-05 DE DE102020212544.9A patent/DE102020212544A1/de active Pending
-
2021
- 2021-08-03 KR KR1020237014623A patent/KR20230076140A/ko unknown
- 2021-08-03 CN CN202180067601.2A patent/CN116323347A/zh active Pending
- 2021-08-03 JP JP2023518973A patent/JP2023543784A/ja active Pending
- 2021-08-03 WO PCT/EP2021/071605 patent/WO2022073670A1/de unknown
- 2021-08-03 US US17/917,499 patent/US11872972B2/en active Active
- 2021-08-03 EP EP21751582.4A patent/EP4225618A1/de active Pending
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3929497A1 (de) * | 1989-09-01 | 1991-03-14 | Aeg Westinghouse Transport | Verfahren und anordnung zur selbstadaptierenden regelung der radsatzdrehzahl elektrischer triebfahrzeuge im kraftschlussmaximum |
DE4017889C1 (en) * | 1990-06-02 | 1991-10-02 | Mercedes-Benz Aktiengesellschaft, 7000 Stuttgart, De | Ascertaining optimum slippage rated valve of motor vehicle - registering inertial torque of wheels and rotational acceleration of engine flywheel |
DE4333281A1 (de) * | 1993-09-24 | 1995-03-30 | Aeg Westinghouse Transport | Verfahren zur Regelung der Antriebs- und/oder Bremskraft der Räder eines Fahrzeuges auf optimalen Kraftschluß |
DE10006012A1 (de) * | 1999-02-27 | 2000-09-14 | Continental Teves Ag & Co Ohg | Verfahren zur Regelung des Fahrverhaltens eines Fahrzeugs |
FR2924392A3 (fr) * | 2007-12-03 | 2009-06-05 | Renault Sas | Systeme de generation de consignes de glissement d'un vehicule automobile equipe d'un dispositif de freinage antiblocage. |
Also Published As
Publication number | Publication date |
---|---|
KR20230076140A (ko) | 2023-05-31 |
EP4225618A1 (de) | 2023-08-16 |
US20230150463A1 (en) | 2023-05-18 |
DE102020212544A1 (de) | 2022-04-07 |
CN116323347A (zh) | 2023-06-23 |
US11872972B2 (en) | 2024-01-16 |
JP2023543784A (ja) | 2023-10-18 |
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