WO2023098958A1 - Procédé d'odométrie précise en cas de glissement au freinage - Google Patents

Procédé d'odométrie précise en cas de glissement au freinage Download PDF

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Publication number
WO2023098958A1
WO2023098958A1 PCT/DE2022/200267 DE2022200267W WO2023098958A1 WO 2023098958 A1 WO2023098958 A1 WO 2023098958A1 DE 2022200267 W DE2022200267 W DE 2022200267W WO 2023098958 A1 WO2023098958 A1 WO 2023098958A1
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WIPO (PCT)
Prior art keywords
speed
wheels
vehicle
wheel
slip
Prior art date
Application number
PCT/DE2022/200267
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German (de)
English (en)
Inventor
Kai Bretzigheimer
Mohanad Youssef
Original Assignee
Continental Automotive Technologies GmbH
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 Continental Automotive Technologies GmbH filed Critical Continental Automotive Technologies GmbH
Publication of WO2023098958A1 publication Critical patent/WO2023098958A1/fr

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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
    • B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/105—Speed
    • 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
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/16—Curve braking control, e.g. turn control within ABS control algorithm
    • 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
    • B60T2250/00—Monitoring, detecting, estimating vehicle conditions
    • B60T2250/04—Vehicle reference speed; Vehicle body speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0043—Signal treatments, identification of variables or parameters, parameter estimation or state estimation
    • B60W2050/0052—Filtering, filters
    • B60W2050/0054—Cut-off filters, retarders, delaying means, dead zones, threshold values or cut-off frequency
    • B60W2050/0056—Low-pass filters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0062—Adapting control system settings
    • B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
    • B60W2050/0083—Setting, resetting, calibration
    • B60W2050/0088—Adaptive recalibration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/28—Wheel speed

Definitions

  • the present invention relates to a method for determining the position of a vehicle, in particular for correcting a vehicle speed and for correcting the wheel speeds.
  • DE 199 36 710 A1 discloses a method for determining the vehicle speed using a vehicle dynamics system (ABS, anti-lock braking system). This document aims to determine wheel slip under hard braking at the level of road grip.
  • ABS vehicle dynamics system
  • vehicle odometry is a critical and essential component to locate the vehicle in the environment, and many other components depend on its accuracy (e.g. environmental modelling, computer vision, traction control, etc .).
  • the job of the odometry component is to use the onboard sensors (wheel speed sensors, inertial sensors, GPS, etc.) to estimate the amount of vehicle movement and rotation with the accuracy required by the user components.
  • One of the requirements of odometry is to accurately determine the movement and rotation of the vehicle even under different environmental conditions (e.g. snow, icy roads, etc.).
  • it is desirable albeit with a limited amount of sensor information (e.g. for vehicles with a basic equipment, i.e. fewer sensors) and / or in the event of failure of one or more of the additional sensors (inertial measuring devices, GPS, braking data from the braking system, etc.), a satisfactory one Position determination by the driver assistance system is possible.
  • a problem for reliable attitude determination from wheel speed sensors alone is the detection of wheel slip while the vehicle is slowed down either by hard braking or on low-friction roads at the limit of road grip. This phenomenon degrades the accuracy of the odometry as the wheel rotation is not realistic compared to the actual vehicle motion. As a result, one or more wheels lose traction temporarily and may move faster (under low friction) or slower (under heavy braking) than would be expected based on the vehicle's actual distance travelled.
  • the object of the invention is to provide a method for determining and correcting wheel slip that is as simple as possible.
  • a method of the type mentioned comprising the following steps: a) recording speed signals from the speed sensors of several wheels of the vehicle and calculating the speed changes for each speed signal, b) applying low-pass filtering to the individual speed signals of the wheels to eliminate noise in the signals to filter out speed changes above a first acceleration threshold Ai and to obtain filtered speed signals, c) limiting to those of the filtered speed signals whose speed change is below a second acceleration threshold A2, d) calculating the vehicle speed change from the speed change of the fastest of the limited and filtered speed signals, e ) Calculating the wheel slip of each wheel by forming the difference between the respective unfiltered, unlimited speed signal and the speed signal of the fastest of the limited, filtered speed signals, f) determining for each of the wheels that the wheel is slipping if the amount of the respective difference formed in e) is above a limit, and if no, calculating a slip distance traveled for each non-slipping wheel, g) calculating the actual distance traveled by the vehicle by:
  • the method according to the invention aims to improve the accuracy of the vehicle odometry in a simple manner (that is to say with fewer sensors), particularly in driving situations in which the vehicle is braked at the limit of road adhesion or road adhesion is reduced for other reasons. This can be the case either with heavy braking or with low friction of the road surface (e.g. due to leaves, water, ice, etc.).
  • the wheels can be braked into slip, meaning they rotate slower than would be expected at vehicle speed. At the same time, they are individually modulated by the anti-lock braking system (ABS). Taking into account the wheel speed of the wheels with strong slip when determining the distance covered leads to a deterioration in the accuracy of the vehicle odometry.
  • ABS anti-lock braking system
  • the solution according to the invention now proposes a simple method for identifying wheels with strong slip and for temporarily not including their associated route in the route calculation.
  • the other wheels also regularly exhibit slight slip, particularly in braking situations, which also falsifies the measured distance compared to the distance actually covered. Therefore, according to the invention, a predetermined fraction of the slip distances calculated for these wheels is added for those wheels that are not determined to be (strongly) slipping.
  • the inventors have found that this procedure can be used to approximately determine the route actually covered with good accuracy.
  • no data from the braking system or additional sensor data such as from inertial sensors or GPS are required.
  • the method is therefore suitable both for the simplest and most cost-effective driver assistance systems possible and as redundancy for more complex systems, e.g. B. to bridge a sensor failure.
  • the method is primarily aimed at four-wheeled vehicles such as passenger cars, but can in principle also be used for vehicles with a different number of wheels. References to the front wheels / rear wheels are therefore to be understood as illustrative and not restrictive.
  • the method is preferably carried out iteratively at fixed time intervals, e.g. B. every 5-20 ms, which can also correspond to the sampling rate of the wheel speed sensors. At least the previously measured speed value of the respective wheel is used for the calculation of speed changes/accelerations.
  • step b) the wheel speed signals are filtered in order to reduce the measurement noise.
  • the time constant of the filter is selected in such a way that unphysically high changes in speed are filtered out, but changes in speed that could be associated with wheel slip are retained. As a result, the method can be made considerably more reliable.
  • the filtered speed signals whose speed change is below a second acceleration threshold A2 are limited (limited). This occurs because a typical road vehicle cannot decelerate or accelerate more than a certain amount of acceleration. If the wheel speed is changing more rapidly, this must be due to wheel slip (where the filtering has already removed potential signal noise). In the following, limited speed signals are therefore speed signals that are below the second acceleration threshold.
  • step d the fastest wheel is searched for among the filtered and limited speed signals. This is the wheel with the least amount of slip and is the best choice for determining actual vehicle speed.
  • step e) it is calculated how large the wheel slip of each wheel is by forming the difference between the respective unfiltered, unlimited speed signal and the speed signal of the fastest of the limited, filtered speed signals.
  • step f) it is determined for each of the wheels that the wheel is slipping if the amount of the respective difference formed in e) is above a limit value, and if not, a slip distance covered is calculated for each non-slipping wheel. This ensures that no signal noise or small deviations in the wheel speeds are identified as relevant slip, but only slip of a relevant magnitude. As described above, the wheels determined to be non-slip also regularly exhibit slight slip (especially in braking situations).
  • step g) the actual distance traveled by the vehicle is calculated by adding the distance traveled for all wheels not determined to be slipping and adding a predetermined fraction of the calculated slip distances for each wheel not determined to be slipping wheel, and dividing this sum by the number of non-slipping wheels.
  • the inventors have found that the actual distance traveled by the vehicle can be approximated fairly accurately by calculating a corrected average of the distance traveled for all non-slipping wheels which are (at least in some situations, more on that later) a fraction of the calculated slipping distances of the non-slipping wheels is included. The heavily slipping wheels are therefore not included in the calculation and at the same time a correction for the slight slippage of the other wheels (not determined as slipping) is calculated.
  • the specified fraction of the calculated slip distances is between 4% and 20%, preferably between 7% and 15%, particularly preferably about 8%. If the vehicle is braked but none of the wheels are slipping, this is an indication that the grip level has not been reached. However, hard braking slip can still occur, which is still below the grip level. This slippage can already affect the accuracy of vehicle odometry since the wheels are already turning slower than the vehicle is moving. Here "high friction" is assumed and a linear characteristic of the corresponding p-slip curve is used. The p-slip curve of the current road friction cannot be selected because in general neither the road surface nor the braking force is known.
  • step c) determining that a wheel is braked if the speed of a filtered and limited speed signal decreases, and c2) determining that the vehicle is braked if more in step c1). when two wheels were determined to be braked. If the wheel speed becomes progressively slower in the subsequent journals of the algorithm, the wheel is considered to be braked. If at least two wheels slow down, the entire vehicle is deemed to have braked. In the following, this is important in order to recognize and differentiate between wheel spin when accelerating and brake slip.
  • the determination that the vehicle is being braked is made by information obtained from the brake system.
  • the information can be obtained directly or indirectly from the braking system.
  • the activation of the vehicle's brake light switch or the information about a measured brake pressure above a limit value, which is generated by the brake pedal or a braking assistance function can be evaluated.
  • steps e), f) and g) will only be performed if it has been determined that the vehicle is being braked, otherwise in a h) calculating the actual distance traveled by the vehicle by: - adding up the distance traveled of all limited wheels, and
  • step g If a braking situation is detected, the method according to the invention is carried out as described in steps e-g). However, if no clear braking situation is determined (e.g. slip when accelerating or slip of the wheels in general due to poor road grip), it has been found that it is most advantageous to only calculate those wheels whose speed change is above the second acceleration threshold calculated from the distance actually traveled by the vehicle and not to undertake any additional slip correction as in step g).
  • no clear braking situation e.g. slip when accelerating or slip of the wheels in general due to poor road grip
  • normalized speed signals of the wheels are preferably used throughout the method, which are calculated as follows from the measured speed signals of the wheels: a1) recording a rear axle speed signal in the middle of a vehicle rear axle and at least one steering angle of the front wheels, a2) calculating a normalized speed signal for each of the wheels from the measured speed signals and the rear axle speed signal and at least one steering angle of the front wheels, so that differences in the distance traveled by the wheels due to cornering of the vehicle are reduced.
  • a PT1 filter also called a PT1 element
  • a PT1 filter is known in control engineering as a simple low-pass filter and is completely sufficient for the relatively coarse noise filtering required here for filtering out extremely fast changes in speed, which can practically only be attributed to noise.
  • the first acceleration threshold Ai is preferably in the range of 50 m/s 2 ⁇ Ai ⁇ 200 m/s 2 , particularly preferably around 100 m/s 2 .
  • the fact that speed changes above such a first acceleration threshold Ai are filtered out is to be understood here and also more generally in such a way that, for example, such high-frequency signal components are suppressed by at least 10 db, preferably by at least 20 db, particularly preferably by at least 30 db, by the low-pass filtering for frequency components , which correspond to changes in speed above the first acceleration threshold Ai.
  • the second acceleration threshold A2 is in the range of 8 m/s 2 ⁇ A2 ⁇ 12 m/s 2 , particularly preferably around 10 m/s 2 . Accelerations that a car can carry out with full road grip usually end in this range, and higher accelerations of a wheel are therefore usually due to slippage of the corresponding wheel.
  • the invention also relates to a driver assistance system that is set up to carry out a method according to one of the above embodiments.
  • the driver assistance system can use appropriate software or firmware for this purpose which, when executed, performs such a method.
  • FIG. 2 shows a schematic representation of the wheel speed correction when cornering.
  • FIG. 1 shows an embodiment of a method according to the invention.
  • a journal call, iteration, etc.
  • a loop runs first for each wheel, starting with step 100 and ending with step 140, until the loop has run for all wheels.
  • step 100 the speed signal of the associated speed sensor is recorded for the respective wheel.
  • a rear axle speed signal is then recorded in the center of a vehicle rear axle and at least one steering angle of the front wheels, and a normalized speed signal for the wheel is calculated from the measured speed signal and the rear axle speed signal and at least one steering angle of the front wheels, so that differences in the traveled distance of the wheels can be reduced due to cornering of the vehicle.
  • low-pass filtering is applied to the single normalized wheel speed signal to filter out noise in the signal with speed changes above a first acceleration threshold Ai (e.g. 100 m/s 2 ) and obtain a filtered (normalized) speed signal.
  • step 130 the filtered speed signals are limited to those whose speed change is below a second acceleration threshold A2 (eg 10 m/s 2 ).
  • step 140 it is determined that a wheel is braked if the speed of the filtered and limited speed signal is decreasing. A comparison is made here with at least one previous speed value of the same wheel in order to calculate the change in speed for the corresponding wheel from the time profile of the speed signal. Wheels whose speed change is above A2 are therefore not determined as being braked.
  • step 150 the fastest wheel is searched for among the normalized and filtered speed signals.
  • step 160 a limit is also set here to those wheels whose speed change is below A2.
  • step 170 the vehicle acceleration (or deceleration) is calculated from the velocity change of the fastest of the limited, filtered, and normalized wheels, since this regularly best represents the actual acceleration of the vehicle.
  • step 180 it is then determined that the vehicle as a whole is decelerating if more than two wheels were determined to be braking in step 140 of the respective loop.
  • a loop runs over all wheels, which differs primarily in whether it was determined in step 180 whether the vehicle brakes or not. If it was not determined that the vehicle is braking, then in step 200 for all limited wheels (speed change ⁇ A2) to calculate the distance actually driven by the vehicle, the distance of the respective wheel resulting from the filtered and normalized wheel speed is added and in step 260 by divides the number of these limited wheels to calculate an average actual distance traveled by the vehicle (excluding the wheels that are slipping).
  • step 180 If, on the other hand, it is determined in step 180 that the vehicle is braking, a correction is made in loop 190 to 240/250 in order to take account of the slip contributions to the distance traveled in the event of heavy braking.
  • step 210 the wheel slip is then determined for each wheel by forming the difference between the respective unfiltered (but normalized) speed signal and the speed signal of the fastest of the limited, filtered (and normalized) speed signals.
  • step 220 it is then determined, for each of the wheels, that the wheel is slipping if the amount of the respective difference formed in step 210 is above a limit value.
  • step 230 a distinction is then made for each wheel as to whether it was determined as slipping in step 220 and, if not, the entire wheel travel distance is calculated from the normalized and filtered wheel speed and added to calculate the actually traveled distance of the vehicle. Then, for each wheel not determined to be slipping, a predetermined fraction (e.g., 8%) of the slip distance calculated for that wheel (in step 210) is further added to calculate the vehicle's actual travel distance. The sum of wheel travel contributions thus obtained is then divided by the number of non-slipping wheels in step 260 to calculate an average actual distance traveled by the vehicle (with reduced inclusion of the slipping wheels).
  • a predetermined fraction e.g., 8%
  • a vehicle 1 with wheels 2, 3, 4, 5 is shown schematically from above to show a possible way of wheel speed correction when cornering as in Step 110 described to explain.
  • the wheels 2, 3, 4, 5 travel different distances when cornering and therefore also have different speeds, all of which deviate from the vehicle speed.
  • a virtual front wheel angle a c ie the wheel angle of a virtual central wheel 6 , is determined from the steering wheel angle, ie the current steering wheel position. For this purpose, this determination uses a characteristic conversion curve, since the gear ratio depends on the steering wheel angle. In this case, the transmission ratio is greater for smaller steering wheel angles than for large steering wheel angles.
  • the wheel angles OFR, OFL of the two front wheels 2, 4 are now calculated from this virtual front wheel angle a c together with the track width of the rear axle tw re ar and the wheelbase W, using the formula
  • the plus sign applies to the front wheels and the minus sign to the rear wheels.
  • the indices FL (front left), FR (front right), RL (rear left) and RR (rear right) each refer to one of the wheels 2, 3, 4, 5.
  • KFF —W ⁇ sin a FR
  • K fr - iv “ tan a FL
  • the curve factors k t indicate conversion factors with which the
  • Angular velocity of the virtual central wheel 6 is converted.
  • Cornering are calculated from the measured values.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Mathematical Physics (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne un procédé permettant de déterminer la position d'un véhicule, en particulier pour corriger la vitesse d'un véhicule et pour corriger les vitesses des roues. Un procédé simple qui peut fonctionner avec peu de données de capteur doit être fourni afin de corriger un glissement d'un véhicule. Selon l'invention, le procédé comprend les étapes suivantes consistant : a) à enregistrer des signaux de vitesse des roues et à calculer les changements de vitesse, b) à mettre en œuvre un processus de filtrage passe-bas sur les signaux de vitesse, c) à limiter les signaux de vitesse à des signaux de vitesse ayant un changement de vitesse au-dessous d'un seuil d'accélération A2, d) à calculer le changement de vitesse de véhicule à partir du changement de vitesse du signal de vitesse le plus rapide des signaux de vitesse limités et filtrés, e) à calculer le glissement de roue à partir de la différence entre le signal de vitesse non filtré et le signal de vitesse limité et filtré le plus rapide, f) à déterminer une distance de glissement si la valeur de la différence est supérieure à un seuil, et g) à calculer la distance réelle qui a été parcourue par le véhicule par ajout de la distance parcourue par toutes les roues non glissantes, ajout d'une fraction spécifiée de la distance de glissement calculée pour chaque roue non glissante, et division de la somme par le nombre de roues non glissantes.
PCT/DE2022/200267 2021-12-02 2022-11-14 Procédé d'odométrie précise en cas de glissement au freinage WO2023098958A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021213696.6 2021-12-02
DE102021213696.6A DE102021213696A1 (de) 2021-12-02 2021-12-02 Verfahren zur genauen Odometrie bei Bremsschlupf

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WO2023098958A1 true WO2023098958A1 (fr) 2023-06-08

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DE4418070C1 (de) * 1994-05-24 1995-10-12 Daimler Benz Ag Verfahren zum Abgleichen der Raddrehzahlen für ein Kraftfahrzeug
DE19936710A1 (de) 1999-08-06 2001-02-08 Bosch Gmbh Robert Verfahren und Vorrichtung zur Ermittlung einer Geschwindigkeitsgröße
US6745143B1 (en) * 1998-03-31 2004-06-01 Continental Teves Ag & Co., Ohg Method and device for determining correction values for wheel speeds
DE102009002360A1 (de) * 2009-04-14 2010-10-21 Robert Bosch Gmbh Verfahren zur Bestimmung einer Referenzgeschwindigkeit in einem Fahrzeug
DE102010030984A1 (de) * 2010-07-06 2012-01-12 Continental Teves Ag & Co. Ohg Verfahren zur Bestimmung einer Fahrzeugreferenzgeschwindigkeit und Bremsanlage
DE102011003298A1 (de) * 2011-01-28 2012-07-12 Audi Ag Verfahren zur Erkennung und Korrektur der Fahrzeugreferenzgeschwindigkeit und Fahrzeugsystem

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CA2080112C (fr) 1991-10-08 1998-07-28 Osamu Suzuki Methode pour estimer la velocite d'un vehicule et methode et systeme de commande de frein
DE102008003874A1 (de) 2008-01-08 2009-07-23 Siemens Aktiengesellschaft Verfahren zum Bereitstellen von Eingangssignalen einer Regelungseinheit zum Regeln einer in Räder eines Fahrzeugs eingeleiteten Kraft
DE102017200059A1 (de) 2017-01-04 2018-07-05 Robert Bosch Gmbh Verfahren zur Ermittlung gefilterter Fahrzustandsgrößen in einem Fahrzeug

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Publication number Priority date Publication date Assignee Title
DE4418070C1 (de) * 1994-05-24 1995-10-12 Daimler Benz Ag Verfahren zum Abgleichen der Raddrehzahlen für ein Kraftfahrzeug
US6745143B1 (en) * 1998-03-31 2004-06-01 Continental Teves Ag & Co., Ohg Method and device for determining correction values for wheel speeds
DE19936710A1 (de) 1999-08-06 2001-02-08 Bosch Gmbh Robert Verfahren und Vorrichtung zur Ermittlung einer Geschwindigkeitsgröße
DE102009002360A1 (de) * 2009-04-14 2010-10-21 Robert Bosch Gmbh Verfahren zur Bestimmung einer Referenzgeschwindigkeit in einem Fahrzeug
DE102010030984A1 (de) * 2010-07-06 2012-01-12 Continental Teves Ag & Co. Ohg Verfahren zur Bestimmung einer Fahrzeugreferenzgeschwindigkeit und Bremsanlage
DE102011003298A1 (de) * 2011-01-28 2012-07-12 Audi Ag Verfahren zur Erkennung und Korrektur der Fahrzeugreferenzgeschwindigkeit und Fahrzeugsystem

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* Cited by examiner, † Cited by third party
Title
CHRIS C. WARDKARL LAGNEMMA: "Model-Based Wheel Slip Detection for Outdoor Mobile Robots", IEEE INTERNATIONAL CONFERENCE ON ROBOTICS AND AUTOMATION, 2007

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