EP1149007A1 - Systeme de regulation pour vehicule a moteur, dote d'un capteur pour pneu - Google Patents

Systeme de regulation pour vehicule a moteur, dote d'un capteur pour pneu

Info

Publication number
EP1149007A1
EP1149007A1 EP00901597A EP00901597A EP1149007A1 EP 1149007 A1 EP1149007 A1 EP 1149007A1 EP 00901597 A EP00901597 A EP 00901597A EP 00901597 A EP00901597 A EP 00901597A EP 1149007 A1 EP1149007 A1 EP 1149007A1
Authority
EP
European Patent Office
Prior art keywords
sensor
tire
control system
wheel
motor vehicle
Prior art date
Legal status (The legal status 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 status listed.)
Withdrawn
Application number
EP00901597A
Other languages
German (de)
English (en)
Inventor
Jochen Burgdorf
Helmut Fennel
Peter Lohberg
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Teves AG and Co OHG
Original Assignee
Continental Teves AG and Co OHG
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
Priority claimed from DE1999104818 external-priority patent/DE19904818A1/de
Application filed by Continental Teves AG and Co OHG filed Critical Continental Teves AG and Co OHG
Publication of EP1149007A1 publication Critical patent/EP1149007A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
    • B60T8/1725—Using tyre sensors, e.g. Sidewall Torsion sensors [SWT]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/329—Systems characterised by their speed sensor arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/56—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having means for changing the coefficient of friction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
    • B60T8/885—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means using electrical circuitry
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2240/00—Monitoring, detecting wheel/tyre behaviour; counteracting thereof
    • B60T2240/03—Tyre sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/406—Test-mode; Self-diagnosis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/411—Offset failure

Definitions

  • the invention relates to a motor vehicle control system according to the preamble of claim 1.
  • tire sensors tire wall torsion sensor or SWT
  • SWT tire wall torsion sensor
  • WO 96/10505 At least one first sensor element is provided in the side wall of the tire, to which at least one sensor attached to the chassis is assigned and a second sensor / sensor pair, which can be designed as a conventional wheel speed sensor.
  • the encoder is attached to the wheel bearing.
  • the sensors and transducers when the tire is deformed as a result of the forces acting on the tire, there is a change in the phase position that can be evaluated between the measurement signals output by the sensors.
  • an amplitude evaluation can also be carried out, which provides information about the sidewall deformation of the tire.
  • CONFIRMATION OPie it is known from DE 196 26 843 AI to determine the rotational frequency of the tire tread with a tire sensor and the rotational frequency of the brake drum or disc with a conventional wheel speed sensor and to evaluate the measured values individually and then to relate these results to one another put.
  • the sensors used and their measurement results are used to determine slip in ABS or ASR functions.
  • W097 / 44673 uses the at least two spatially offset sensors or transducers in addition to measuring the rotational or angular movements to apply the torsional stress on the tire or the tire wall to measure the transmitted moments and / or the adhesion coefficient.
  • the invention has for its object to provide a motor vehicle control system which also allows the assembly of "normal”, sensorless tires, i.e. tires without coded sidewalls or magnetic areas, and can work in conjunction with these tires.
  • the motor vehicle control system with the sensor arrangement, which consists of one (or more) querying the tire code, for example, mounted on the shock absorber (s) and (at least) a conventional, for example on the wheel bearing, arranged speed sensor, then how with today's sidewall torsion sensors (SWT), longitudinal and lateral forces on the tire and, in addition, the speeds are recorded and evaluated for the control.
  • SWT sidewall torsion sensors
  • the output signals representing the rotational speeds for example the rotational frequencies of the tire sensor and the known one, are thereby conventional wheel speed sensor, determined, and placed in relation to one another in such a way that deviations of one signal from the other signal may be recognized in connection with further information or signals.
  • the vehicle control system with the tire sensor and the conventional wheel speed sensor thus determines, in addition to the lateral and longitudinal forces via the sidewall torsional deformation, the rotational frequency or rotational speed redundantly via the tire sensor and the conventional sensor and checks both signals with the proviso that if there is a deviation in the a signal from the other signal either the signal representing the wheel rotation frequency is fed to the control logic for evaluation or that the respective signal is correlated and evaluated together with one or more estimated and / or calculated substitute value (s), the estimated and / or calculate calculated substitute values for the longitudinal and / or lateral forces.
  • the control logic of the motor vehicle control system is then automatically adapted in such a way that an automatic switchover from the GMR when there is only one signal representing a wheel speed or wheel rotation frequency -Function on at least the ABS or. ABSplus function.
  • ABS or ABSplus and other subordinate functions require the vehicle state variables generated from the forces acting on the individual wheels and tires only to improve the function, but not like the GMR driving stability function to ensure functionality.
  • ABSplus, ASR, EBV and MSR functions and the GMR function can be generated by means of determined substitute signals or substitute values using models from the existing sensor signals based on physically different quantities if the speed of the tire sensor is compared with that of the conventional speed sensor malfunctioned by one of the both sensors or transducers is determined.
  • a detected malfunction can be traced back to a defect in the conventional sensor or the tire sensor or to tires, on or in the side wall of which no magnetic areas or poles are provided which can be scanned by the sensor.
  • magnetic coding is advantageously applied to the tire wall, which contains scannable records of whether the tire is designed as a tire sensor. This measure ensures that if there are any discrepancies between the tire signal and the conventional sensor signal, the output signal of the sensor or transducer that provides the signal for the wheel rotation frequency can be checked. As a result, in addition to the continuous detection, which is also supposed to detect the defect of the inner sensor, it can be seen that the possibly faulty tire sensor can be recognized immediately when driving off.
  • the comparison of the output signals of the tire sensor and the conventional sensor is particularly advantageously carried out by means of the number of their poles, which are in a fixed, predetermined relationship to one another.
  • the redundant sensor arrangement with respect to the wheel rotation frequency consisting of the tire sensor and the conventional sensor, offers the possibility of clearly identifying sensor errors, i.e. without using plausibility criteria and recognizing test stimuli. If deviations are detected over a defined period of time, the system automatically switches over to the functioning sensor and the control logic is adapted to the vehicle control system.
  • control logic of the motor vehicle control system (ABS, ASR, EBV, MSR and GMR or ESP and the like), which the data supplied by the sensors or transducers in the motor vehicle
  • the information used by the control system is used automatically on the basis of the checked or compared wheel rotation frequencies and, if appropriate, further information.
  • the control logic is thus adapted to the existing or fitted tires, that is to say either to the normal tires or to the magnetically coded tires, by using the output signals resulting from the checking or comparison of the speeds supplied by both sensors or sensors as error and tire identification , in particular whether normal tires or magnetically coded tires are used on the vehicle.
  • control logic determines whether the output signals are within a predetermined tolerance band and only uses the deviations if they lie outside the tolerance band, deviations in the output signals are not taken into account, which are based on the forces acting on the tire, which lead to a shift of the tire on the rim.
  • insignificant deviations between the output signals of the conventional sensor and the transducer, which are not based on different wheel rotation frequencies, are filtered by the tolerance band.
  • the motor vehicle control system preferably provides for a determination and / or compensation for the displacement of the phase marks or the poles between the tire sensor and the one conventional sensor during predetermined driving conditions, by means of which a displacement of the tire on the rim can be corrected.
  • the phase position is determined, for example, by a learning method, which is measured when the vehicle is traveling at a constant, stable speed. Since the sidewall deformation is shown as a result of the forces which are caused by positive or negative acceleration of the wheel and these variables are thus in a fixed relationship, the acceleration measured by a sensor can be compared with the Correlate the phase shift and thus compensate for any errors that may occur. In the case of jerky changes, the derivation of the phase signal can also be used.
  • ABS anti-blocking system
  • the phase shift of the two sensor signals is recorded and saved. This defines a basic offset that can be updated while driving at a constant speed. If deviations in the phase shift between the two sensor signals, namely the signals of the wheel sensor and the tire sensor, are found during positive or negative acceleration, which are above a predetermined threshold value or which lie outside a tolerance band, a relative movement between the tire and the rim is assumed, which by means of correction factors or which can be corrected as a function of the phase shifts detected on the "other" wheels. In the event of a traction slip or ESP intervention, the coefficient of friction is also determined, the influence of which on the detection of the relative movement between the tire and the rim must be separated in the driving states 3, 5 and 6. The coefficient of friction can be determined via the brake identifier (e.g. area of the brake piston, number of pistons per wheel brake, coefficient of friction between Disc and brake pad, etc.) and determine the brake pressure calculated using a pressure model.
  • the brake identifier e.g. area of the brake piston, number of piston
  • Fig. 2 is a flow chart of the invention
  • Fig. 3 is a schematic representation of the course of a shift of the poles of the conventional sensor to the tire sensor
  • Fig. 4 is a schematic representation of the phase shift angle
  • Fig. 5 is a flowchart of the inventive process of detecting the relative movement of the tire on the rim
  • Figure 1 shows the sensor arrangement assigned to the motor vehicle control system.
  • 3 denotes an encoder which is mounted on or in the tire side wall, the counter elements of which are designed in the form of a ring, preferably magnetized on, consisting of magnetic areas or poles, or a magnetized, coded track.
  • the magnetized areas or poles which are uniformly distributed over the circumference of the tire 1, are scanned with at least one transducer mounted stationary on the chassis, for example on a suspension strut of a vehicle wheel, and output signals are formed.
  • at least one additional "independent" tire eg Conventional speed sensor 2 or wheel sensor, which includes a transducer and a transducer, is provided.
  • the transducer of the conventional speed sensor 2 is designed in the form of a wheel having teeth and tooth gaps or poles, which are evenly distributed over the circumference of the wheel and which are scanned by an inductive transducer, for example.
  • the two transducers are arranged offset, the transducer 5 on an outer and the transducer of the speed sensor 2 on an inner concentric ring.
  • the sensors which are offset by a distance from each other, deliver e.g. Signals offset in time from each other, from which the turning behavior - speed, acceleration, deceleration and direction of rotation - of the wheels can be calculated or recognized.
  • a magnetic coding is applied to the tire wall, which contains scannable recordings 7 as to whether the tire has magnetic areas, that is to say it is designed as a tire sensor.
  • the records 7 are captured by a reader 6 and fed to the evaluation circuit.
  • the reading device 5 is used.
  • Figure 2 has the object of sensor error detection. With the sequence shown, four different control functions or system functions can be differentiated depending on the information provided by the sensor arrangement shown in FIG. 1.
  • a wheel sensor 2 signal processor 42 Based on a given situation to be determined, after starting 41 of a wheel sensor 2 signal processor 42, it is first determined in diamond 40 whether there is a fault or not. If the speed signal of the wheel sensor is within a tolerance band for the signals of the other wheels or above a threshold value, there is no interference, it is assumed that the speeds detected by the wheel sensor 2 are correct. A normal status 43 is assumed. If there is no speed signal or if the speed signal is outside the tolerance band or below a threshold value, a fault is assumed. The interference is suppressed in diamond 44 according to a predetermined time function in order to filter out random interference signals. If the fault persists after the time function has expired, a wheel sensor fault 45 is assumed. If the fault no longer occurs within the time function, the sensor signal in 46 extrapolated and processed in 47 the wheel sensor fault with reference to the normal status.
  • a magnetic code is scanned with a reader in 48, which contains records of whether the tire contains magnetic areas, that is to say it is designed as a tire sensor. It is determined in diamond 49 whether a tire sensor is present on the vehicle or not. If there is no scannable recording, it is a tire without magnetic areas. In 50 the status is assumed that no tire sensor is mounted on the vehicle. If the reading device reads in the code provided for tire sensors, the tire sensor signal processing 51 is started and it is first determined in diamond 52 whether there is a fault or not. If the speed signal of the tire sensor is within a tolerance band for the signals of the other wheels or above a threshold value, there is no interference, it is assumed that the speeds detected by the tire sensor 3, 5 are correct.
  • a normal status 53 is assumed. If there is no speed signal or if the speed signal is outside the tolerance band or below a threshold value, a fault is assumed. The interference is suppressed according to a predetermined time function in diamond 54 in order to filter out random interference signals. If the fault continues to exist after the time function has elapsed, a tire sensor fault 55 is assumed. If the malfunction no longer occurs within the time function, the sensor signal is extrapolated in 56 and the wheel sensor malfunction is processed in 57 with reference to the normal status.
  • Step 58 includes the sensor failure detection cases previously described.
  • a query is made as to whether a wheel sensor fault has been detected. If there is a wheel sensor fault, a check is made in diamond 59 as to whether a tire with a tire sensor 3, 5 is present. If a tire sensor with the status queried in diamond 60 is normal, i.e. without sensor error, switch to the control function or system function ⁇ 1>. If, on the other hand, it is determined in diamond 60 that the normal status is not present, diamond 61 asks whether status 57, that is to say whether the fault is being processed or not. If the fault is being processed, the control function is switched to ⁇ 1>; if the fault is not being processed, the control function is switched to ⁇ 3>.
  • step 58 the question is asked in diamond 62 whether a tire with a tire sensor is present. If a tire sensor is present or mounted on the vehicle and the normal status is confirmed in diamond 63, the control function ⁇ 4> is switched over. If it is determined in a pass in diamond 62 that there is no tire with a tire sensor, the system switches to control function ⁇ 2>. If, on the other hand, there is a tire with a tire sensor, but the normal status is not confirmed in diamond 63, diamond 64 is further asked whether the fault is being processed or not. If the fault has not been processed, the system switches to control function ⁇ 2>; if the fault has been processed, it is switched to control function ⁇ 3>.
  • Figure 3 shows schematically the course of the displacement of the poles of the tire relative to the poles of the conventional sensor, which can be done by moving the tire on the rim.
  • Six driving states or operating states of the vehicle are plotted on the abscissa and the wheel speeds or frequencies n1, n2 of a wheel, which are associated with the tire sensor 3, 5 and the conventional sensor 2 z. B. by counting and adding pulses.
  • the initial state ie when driving constantly, the signals are usually out of phase.
  • the phase shift can result during constant driving and / or is already due to an offset arrangement of the sensors (the sensors are located not specified in one phase level).
  • a movement of the tire on the rim can start, which is shown with a time delay on the output signal 10 of the tire sensor 3, 5 (FIG. 4).
  • Phase shift angle ⁇ is shown schematically in FIG. 4.
  • the basic offset shifts relative to the wheel speeds detected with the conventional speed sensor and acceleration is maintained during the driving state.
  • ASR traction control system
  • the tire can move in the opposite direction, so that the basic offset changes again.
  • the individual offsets of the output signals of the transducer 3, 5 to the output signals of the conventional sensor 2 are compensated for by strategies depending on the driving conditions.
  • Rim are based on the following considerations.
  • ABS anti-blocking system
  • the basic value (basic offset) can always be determined and preferably saved.
  • a linear approach can preferably be established between the positive or negative acceleration and the phase shift.
  • the linear relationship between acceleration and phase shift in the simplest case is also used to determine the longitudinal forces. If phase shifts are now determined which go beyond a threshold value or limit value or are outside a tolerance band, a relative movement between the tire and the sweep can be concluded. The measured phase shift is then corrected by means of correction factors, for example by an estimated amount. The correct value is confirmed and stored during the subsequent constant journey.
  • the phase shift is evaluated in comparison with the phase shifts of the other wheels. It can be assumed that changes in the phase response on the inner or outer radius do not occur simultaneously on all four wheels adjust uniformly. Majority criteria can now be used to determine and compensate for the drift or the sudden offset.
  • the influence of the coefficient of friction can be separated via the stored, vehicle-specific or brake-specific values of the brakes (brake identifier) and the pressure calculated via the pressure model and the procedure described above can be carried out.
  • FIG. 5 shows a possible sequence for recognizing the relative movement between the tire and the rim.
  • it is first queried in diamond 80 whether there is a drive at constant speed or not. If there is a constant travel, the phase shift of the sensor signals 2 and 3.5 (FIG. 4) is determined. The filtered value of the phase shift is compared with the values of the other wheels and saved as the basic value (basic offset). If the vehicle is not in constant travel, it is determined in diamond 81 whether there is an accelerated travel or not. If the increase in speed exceeds a threshold value, there is an accelerated drive. Thereafter, it is queried in the lozenges 82, 83 whether or not it is an ESP intervention.
  • the applied (braking) forces are calculated and the phase signals are compared with those of the load-free or free-running wheels. If the deviations exceed a threshold value, a conclusion is drawn about a relative movement between the tire and the rim and the phase signal is corrected. If no ESP intervention is found in diamond 83, a query is made in diamond 84 for an ASR intervention. If

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Abstract

Système de régulation pour véhicule à moteur, qui comporte de préférence une logique de commande dotée d'au moins deux fonctions de commande, telles que les fonctions ABS (système anti-blocage des roues au freinage) et GMR (régulateur dynamique), et d'un capteur pour pneu (capteur de torsion de paroi latérale de pneu ou SWT). Les informations de sortie ou signaux de sortie du capteur (3-5) pour pneu et du capteur classique (2) au moins sont évalués et corrélés dans un circuit d'évaluation électronique du système de commande pour la détermination de grandeurs d'état du véhicule à l'aide des forces s'exerçant sur les roues et pneus pris individuellement.
EP00901597A 1999-02-05 2000-01-27 Systeme de regulation pour vehicule a moteur, dote d'un capteur pour pneu Withdrawn EP1149007A1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE19904818 1999-02-05
DE1999104818 DE19904818A1 (de) 1999-02-05 1999-02-05 Sensoranordnung
DE19944090 1999-09-15
DE19944090 1999-09-15
PCT/EP2000/000627 WO2000046088A1 (fr) 1999-02-05 2000-01-27 Systeme de regulation pour vehicule a moteur, dote d'un capteur pour pneu

Publications (1)

Publication Number Publication Date
EP1149007A1 true EP1149007A1 (fr) 2001-10-31

Family

ID=26051700

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00901597A Withdrawn EP1149007A1 (fr) 1999-02-05 2000-01-27 Systeme de regulation pour vehicule a moteur, dote d'un capteur pour pneu

Country Status (4)

Country Link
US (1) US6650986B1 (fr)
EP (1) EP1149007A1 (fr)
JP (1) JP2003529479A (fr)
WO (1) WO2000046088A1 (fr)

Families Citing this family (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10065757A1 (de) * 2000-12-30 2002-07-04 Bosch Gmbh Robert Verfahren und System zur Überwachung einer Bremsanlage eines Fahrzeugs
JP2004517314A (ja) * 2000-12-30 2004-06-10 ロベルト・ボッシュ・ゲゼルシャフト・ミト・ベシュレンクテル・ハフツング 自動車の走行性を制御および／または調整する方法とシステム
DE10160046B4 (de) * 2000-12-30 2006-05-04 Robert Bosch Gmbh System und Verfahren zur Überwachung der Traktion eines Kraftfahrzeugs
DE10123527B4 (de) * 2001-05-15 2005-10-13 Robert Bosch Gmbh Verfahren und System zum Ermitteln der absoluten Winkelposition eines Reifens beziehungsweise Seitenwandtorsionssensors
JP4114044B2 (ja) * 2001-07-17 2008-07-09 トヨタ自動車株式会社 タイヤ作用力検出装置
US8565993B2 (en) * 2005-10-11 2013-10-22 Volvo Car Corporation Enhanced yaw stability control to mitigate a vehicle's abnormal yaw motion due to a disturbance force applied to vehicle body
EP2138366B1 (fr) * 2008-06-26 2013-03-20 Kawasaki Jukogyo Kabushiki Kaisha Système de contrôle de glissement pour véhicule
DE102009005904A1 (de) * 2009-01-23 2010-07-29 Continental Automotive Gmbh Verfahren und Vorrichtung zum kontinuierlichen Ermitteln von Radzustandsgrößen eines Rades
DE102011085984B4 (de) 2011-11-09 2023-01-19 Robert Bosch Gmbh Verfahren zum radindividuellen Bestimmen des Reibwertes in Fahrzeugen
DE102013000360A1 (de) * 2013-01-10 2014-07-10 Audi Ag Verfahren für die Regelung eines Vertikalregelsystems eines Fahrzeugs
EP3118028B1 (fr) * 2015-07-14 2018-01-17 Continental Reifen Deutschland GmbH Procede de surveillance d'etats de pneus et/ou d'etats de capteurs et systeme de surveillance correspondant
EP4190598B1 (fr) * 2021-12-02 2024-11-20 Volvo Truck Corporation Systèmes redondants de commande de véhicule basés sur des capteurs de pneu - estimation de charge
EP4190651B1 (fr) * 2021-12-02 2025-05-07 Volvo Truck Corporation Systèmes de commande de véhicule redondants basés sur des capteurs de pneu

Family Cites Families (22)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3637405C1 (de) 1986-11-03 1987-10-08 Daimler Benz Ag Vorrichtung zum Umschalten von Einrichtungen in Kraftfahrzeugen
JP2699417B2 (ja) * 1988-06-14 1998-01-19 トヨタ自動車株式会社 四輪駆動式車輌に於ける回転速度センサの異常判定装置
GB9101227D0 (en) * 1991-01-19 1991-02-27 Lucas Ind Plc Method of and apparatus for arbitrating between a plurality of controllers,and control system
DE4112738C2 (de) 1991-04-18 2001-10-31 Bayerische Motoren Werke Ag Vorrichtung und Verfahren zur Steuerung und/oder Regelung von Kraftfahrzeugsystemen
US5343396A (en) * 1992-04-29 1994-08-30 Youngblood Richard J Sensor malfunction detection
DE4435160A1 (de) 1994-09-30 1996-04-04 Continental Ag Einrichtung zur Ermittlung der Umfangskraft eines Fahrzeugrades
US5642280A (en) * 1995-02-03 1997-06-24 Kelsey-Hayes Company Method and system for determining and compensating for a faulty wheel speed input signal in a vehicle control system
JP3760479B2 (ja) 1995-06-05 2006-03-29 株式会社デンソー 制動状態検出装置及び車両制御装置
JPH0976900A (ja) * 1995-09-20 1997-03-25 Honda Motor Co Ltd 車両の挙動制御装置
DE19620582A1 (de) 1996-05-22 1997-11-27 Teves Gmbh Alfred Luftreifen
DE19620581B4 (de) 1996-05-22 2010-06-02 Continental Teves Ag & Co. Ohg Vorrichtung zur Ermittlung des Drehverhaltens eines Fahrzeugrades
DE19624795A1 (de) * 1996-06-21 1998-01-02 Teves Gmbh Alfred Verfahren zur Regelung des Fahrverhaltens eines Fahrzeugs mit Reifensensoren
DE19626843A1 (de) 1996-07-04 1998-01-08 Continental Ag Vorrichtung zur Messung der Drehfrequenz eines rotierenden Fahrzeugrades und Fahrzeugreifen geeignet zur Verwendung darin
EP0828161B1 (fr) 1996-08-23 2003-10-29 Canon Denshi Kabushiki Kaisha Procédé et dispositif pour la détection de la rotation d'une roue
DE19636443A1 (de) * 1996-09-07 1998-03-12 Bosch Gmbh Robert Vorrichtung und Verfahren zur Überwachung von Sensoren in einem Fahrzeug
DE19712097C1 (de) * 1997-03-22 1998-04-23 Bosch Gmbh Robert System zur Erkennung des Reifenzustands
DE19748126A1 (de) * 1997-07-02 1999-01-07 Bosch Gmbh Robert Verfahren und Vorrichtung zur Überwachung von Sensoren in einem Fahrzeug
DE19751935A1 (de) * 1997-11-22 1999-05-27 Bosch Gmbh Robert Verfahren und Vorrichtung zur Ermittlung einer die Schwerpunktshöhe eines Fahrzeuges beschreibenden Größe
EP1149006B1 (fr) * 1999-02-01 2013-03-13 Continental Teves AG & Co. oHG Procede et dispositif de surveillance de detecteurs, en particulier pour un systeme esp pour vehicules
DE10027329A1 (de) * 1999-06-08 2000-12-14 Luk Lamellen & Kupplungsbau Verfahren zum Betreiben eines Kraftfahrzeugs
JP3618274B2 (ja) * 2000-03-21 2005-02-09 トヨタ自動車株式会社 車両用センサ異常検出装置
JP3694212B2 (ja) * 2000-03-28 2005-09-14 本田技研工業株式会社 車輪速センサの故障判定装置

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO0046088A1 *

Also Published As

Publication number Publication date
WO2000046088A1 (fr) 2000-08-10
US6650986B1 (en) 2003-11-18
JP2003529479A (ja) 2003-10-07

Similar Documents

Publication Publication Date Title
DE69628875T2 (de) Fehlfunktion-Erkennungssystem für Sensoren in Kraftfahrzeug-Steuerungssystemen
DE10153072B4 (de) Verfahren zur Ermittlung sich anbahnender Laufstreifenablösungen eines Luftreifens an einem Fahrzeug
DE4114047B4 (de) Elektronisches Brems- oder Anfahrregelsystem für Fahrzeuge
EP1149007A1 (fr) Systeme de regulation pour vehicule a moteur, dote d'un capteur pour pneu
DE10033344A1 (de) Verfahren und Vorrichtung zur Auswertung eines Sensorsignals
EP0783419A1 (fr) Procede et dispositif pour regler le patinage et/ou determiner la force longitudinale ou une grandeur proportionnelle au travail de flexion, et pneumatiques correspondants
EP1615786B1 (fr) Dispositif et procede de surveillance de la pression de pneus
EP1210256A1 (fr) Procede permettant de detecter si un vehicule automobile monte ou descend une inclinaison
DE102019211939B4 (de) Verfahren zur Bestimmung einer Wagengeschwindigkeit eines Wagens
EP1005423A1 (fr) Procede et dispositif permettant de determiner la vitesse de reference d'un vehicule
WO1990014256A1 (fr) Regulateur antiblocage ou regulateur de glissement
EP1206359B1 (fr) Procede et dispositif pour la detection de la perte de pression dans le pneu d'une roue d'un vehicule automobile
DE19521411C2 (de) Verfahren und Anordnung zur Bestimmung der Geschwindigkeit eines Fahrzeuges
EP0968094B1 (fr) Systeme pour detecter l'etat des roues d'un vehicule automobile
DE19638280A1 (de) Verfahren und Vorrichtung zur Erzeugung eines Fehlersignals bei einem Kraftfahrzeug
EP1240037B1 (fr) Procede et dispositif permettant de detecter une perte de pression affectant des pneus d'automobile
EP0387384A1 (fr) Procédé pour déterminer une valeur corrigée de la vitesse de rotation des roues d'un véhicule
EP1216175B1 (fr) Procede de detection et d'evaluation d'etats de la dynamique de roulement d'un vehicule a moteur
EP1255653B1 (fr) Procede et dispositif de detection d'une perte de pression sur les pneumatiques d'un vehicule, avec controle de plausibilite
EP0849598A1 (fr) Procédé et appareil de détermination de la vitesse d'un objet en rotation, en particulier d'une roue d'un véhicule
EP0849109B1 (fr) Procédé et dispositif pour la détermination prédictive d'un courbe à conduire pour un véhicule à moteur
EP1240038A2 (fr) Procede et dispositif permettant de detecter une perte de pression dans les pneus d'un vehicule a moteur
WO2003082646A1 (fr) Procede et dispositif pour surveiller un systeme de freinage
EP1440860B1 (fr) Détermination de la vitesse d'un véhicule
WO2021197891A1 (fr) Procédé de surveillance de pression de gonflage d'une roue de véhicule, et unité de surveillance de pression de gonflage

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20010905

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE

RBV Designated contracting states (corrected)

Designated state(s): DE FR IT

17Q First examination report despatched

Effective date: 20050214

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN WITHDRAWN

18W Application withdrawn

Effective date: 20130525