EP2635480A1 - Module de commande pour un système de véhicule, le système de véhicule ainsi qu'un véhicule équipé de ce système de véhicule - Google Patents

Module de commande pour un système de véhicule, le système de véhicule ainsi qu'un véhicule équipé de ce système de véhicule

Info

Publication number
EP2635480A1
EP2635480A1 EP11748273.7A EP11748273A EP2635480A1 EP 2635480 A1 EP2635480 A1 EP 2635480A1 EP 11748273 A EP11748273 A EP 11748273A EP 2635480 A1 EP2635480 A1 EP 2635480A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
gravity
center
lateral acceleration
yaw rate
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Withdrawn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
EP11748273.7A
Other languages
German (de)
English (en)
Inventor
Waldemar Kamischke
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.)
ZF CV Systems Hannover GmbH
Original Assignee
Wabco 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 Wabco GmbH filed Critical Wabco GmbH
Publication of EP2635480A1 publication Critical patent/EP2635480A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P15/00—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • 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
    • B60W40/109—Lateral acceleration
    • 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
    • B60W40/12—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 parameters of the vehicle itself, e.g. tyre models
    • B60W40/13—Load or weight
    • B60W2040/1315—Location of the centre of gravity
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/12—Lateral speed
    • B60W2520/125—Lateral acceleration
    • 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
    • B60W2520/14—Yaw
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/10—Road Vehicles
    • B60Y2200/14—Trucks; Load vehicles, Busses
    • B60Y2200/143—Busses
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/10—Road Vehicles
    • B60Y2200/14—Trucks; Load vehicles, Busses
    • B60Y2200/143—Busses
    • B60Y2200/1432—Low floor busses

Definitions

  • Control module for a vehicle system, the vehicle system and a vehicle with this vehicle system
  • the invention relates to a control module for a vehicle system, the vehicle system and a vehicle with this vehicle system. Furthermore, a method for controlling or regulating a vehicle is provided.
  • vehicle dynamics control systems for vehicles also enable detection of vehicle instabilities and subsequent correction.
  • roll inclinations of the vehicle and oversteer or understeer slopes can be determined.
  • the vehicle stability systems for this purpose have partly lateral acceleration sensors and yaw rate sensors. With the help of the determined yaw rate of the vehicle, d. H. the rotational frequency about the vertical axis of the vehicle, and the lateral lateral acceleration as well as the known vehicle speed can improve the vehicle stability or a corrective behavior for the driver can be indicated by specific wheel brake interventions.
  • a control module is generally used, on which a central control device and z. B. the yaw rate sensor and lateral acceleration sensor are mounted.
  • the installation location is generally the center of gravity of the vehicle, since the relevant driving dynamics parameters can be measured directly here.
  • DE 198 56 303 A, DE 10 2005 033 237 B4, DE 10 2005 059 229 A1 and EP 1351843 B1 show corresponding sensor systems and vehicle dynamics control systems. In some vehicles, however, a placement of the sensor module in the vehicle's center of gravity or very close to the vehicle's center of gravity is not possible. So z. B. in coaches the vehicle center of gravity are in an area that is in the passenger compartment or occupied by other vehicle components.
  • the yaw rate of a vehicle is generally the same in all points of the vehicle and can thus also be determined by means of a sensor outside the center of gravity; however, measurement of vehicle lateral acceleration out of center of gravity results in incorrect values as contributions occur due to the vehicle's dynamic rotation, ie yaw rate.
  • US 20070106444 A1 describes a system in which the lateral acceleration is measured by means of a sensor outside the vehicle center of gravity. Subsequently, from this measured lateral acceleration, a yaw rate change and the lever arm, which is formed as a sensor distance between the center of gravity and the sensor installation location, the lateral acceleration is determined in the vehicle's center of gravity. For this purpose, the yaw rate change is determined from two successive measurement signals of the yaw rate sensor. The sensor distance of the lateral acceleration sensor with respect to the vehicle's center of gravity is assumed to be given.
  • a disadvantage of such a measuring system is that due to the signal noise at successive measured values, a yaw rate change determined in this way can be relatively large and, together with incorrect information about the sensor distance of the lateral acceleration sensor relative to the center of gravity, compensation values can occur which are greater than the lateral acceleration measurement signal , A vehicle lateral acceleration of the vehicle center of gravity thus determined is generally not sufficiently accurate for vehicle control systems.
  • the invention is based on the object to provide a sensor module for a vehicle system, such a vehicle system and a method for controlling or regulating a vehicle with which a sufficiently accurate determination of the vehicle lateral acceleration is possible even when installing at least the lateral acceleration sensor outside of the vehicle's center of gravity ,
  • the invention is based on the finding that a calculation of the vehicle lateral acceleration in the vehicle center of gravity by measuring the vehicle lateral acceleration outside of the center of gravity leads to good results by making appropriate corrections for some of the variables used.
  • even a slight low-pass filtering of the yaw rate measurement signal is advantageous even before the formation of the time derivative.
  • a Chebyshev filter is very suitable for performing a low-pass filtering prior to the formation of the time derivative.
  • the inclusion of a cutoff frequency in the range of 7 to 10 Hz, in particular 7.5 to 8.5 Hz of the Chebyshev filter is considered to be advantageous.
  • a current determination of the sensor distance can in this case take place in particular by determining the center of gravity of the vehicle.
  • the determination of the center of gravity of the vehicle in particular in the vehicle X direction, is possible by applying a torque equilibrium in which the wheel loads or axle loads, i. H. weight distributions acting on the wheel axles in the vehicle longitudinal direction are used, or the vehicle is divided into modules and the effect of the module weights on the wheel axles is determined.
  • Fig. 1 shows an inventive vehicle indicating relevant
  • Fig. 2 is a general view for achieving the torque balance in three bodies
  • Fig. 4 is a plan view of the vehicle according to the invention under
  • FIG. 5 shows a flow chart of a method according to the invention.
  • a commercial vehicle 1 has three axles A1, A2 and A3, A1 here being the front axle.
  • the vehicle 1 travels in the vehicle longitudinal direction or X direction.
  • the transverse direction or Y direction and vertical direction or Z direction are shown correspondingly in FIGS. 1 and 4.
  • the center of gravity S of the commercial vehicle 1 and a control module 2 of its vehicle dynamics control system or driving stability system are shown.
  • the vehicle dynamics control system 3 acts according to the schematic representation of Figure 4 by means of control signals S1 on wheel brakes 5 of the vehicle at the wheels of the axes A1, A2 and A3, as it is known as such.
  • the control module 2 has a central control device 6, a yaw rate sensor 7 for measuring a yaw rate ⁇ and a lateral acceleration sensor 8 for measuring a sensor lateral acceleration a_s.
  • the yaw rate sensor 7 outputs a yaw rate measurement signal S2 to the central controller 6; Accordingly, the lateral acceleration sensor 8 outputs a lateral acceleration measurement signal S3 to the central control device 6.
  • the central control device 6 also receives other signals, in particular wheel speed signals from wheel speed sensors (not shown here) or ABS sensors on the wheels of the axles A1, A2 and A3, as known to those skilled in the art.
  • wheel speed signals from wheel speed sensors (not shown here) or ABS sensors on the wheels of the axles A1, A2 and A3, as known to those skilled in the art.
  • the control module 2 for the detailed illustration of the sensors 7, 8 and the signals S2, S3 is shown here significantly enlarged.
  • the control module 2 together with the sensors 7, 8 is removed in the X direction by a distance d from the center of gravity S of the vehicle 1.
  • the center-of-mass lateral acceleration aq occurs, which in general can be different from the sensor lateral acceleration a_s.
  • the yaw rate ⁇ is independent of the longitudinal position in the x direction.
  • the distance d represents the lever arm with which the yaw rate change ⁇ 'makes a contribution to the sensor lateral acceleration signal a_s.
  • the installation position of the lateral acceleration sensor 8 or of the entire control module 2 is known, wherein the sensors 7 and / or 8 can also be installed outside of the control module 2.
  • the yaw rate change ⁇ ' is determined by first subjecting the yaw rate measurement signal S2 to low-pass filtering and subsequently forming the time derivative, as will be described below.
  • step StO z. B. already when switching on the ignition of the vehicle 1.
  • step St1 measurements are carried out by the sensors 7 and 8 in step St1 and the measurement signals S2 and S3 are output to the central control device 6.
  • step St2 low-pass filtering of the yaw rate measurement signal S2 is subsequently carried out by means of a Chebychev filter, whereby filtered signals S4 are formed.
  • the filtered signals S4 are subsequently subjected to temporal differentiation or time derivation in step St3, whereby the yaw rate change ⁇ 'is determined.
  • step St4 the center of gravity S of the commercial vehicle 1 and from this the distance d to the installation location of the central control device 6 or the lateral acceleration sensor 8 are determined.
  • step St4 can in principle also take place before step St2; it is relevant that the required values are present in step St 5.
  • the low-pass filtering in particular, the Chebyshev filtering provides a very good result in order to first low-pass filter the yaw rate measurement signals in order subsequently to form the time derivative.
  • the high edge steepness is considered to be advantageous in particular by the Chebyshev filtering.
  • a cut-off frequency fg of 7 to 10 Hz, preferably 7 to 9 Hz, in particular 7.5 to 8.5 Hz, d. H. around 8 Hz is advantageous for the Chebyshev filter. It has been found that filters with fg above 10 Hz no longer produce the desired result.
  • the yaw rate measurement signals S2 as such are possibly still sufficient for the determination of a yaw rate itself; however, they scatter too much for the formation of a time derivative, so that a time difference formation or formation of the time derivative as a difference quotient from two successive measurements leads to insufficient accuracies. Excessive low-pass filtering in turn degrades the dynamics and response time of the vehicle control system or the driving stability program.
  • the time derivative d (p / dt can already be done by forming a simple difference quotient, which is formed as a quotient ⁇ / At from the Difference between two consecutive values and the difference between the times of the measurements.
  • a time derivative is formed by using several measured values, ie as a tangent to the previously determined function of the filtered signal S4, since according to the invention by the Chebyshev filtering a smoother function is formed, this subsequent derivation by tangent formation is possible and advantageous because they takes the curve overall account.
  • step St4 the vehicle center of gravity S is currently determined in each case, since it is recognized according to the invention that vehicle data preset in advance due to different loads and loading states of the vehicle 1 are not sufficiently accurate; According to the invention, the actual determination of the distance d is therefore made possible by the installation location of the module 2 or the lateral acceleration sensor 8 being known and the center of gravity S being determined from current measurement signals or measurement data, possibly with the aid of external signals or measurement signals.
  • the center of gravity S of the vehicle 1 is determined from the instantaneous equilibrium, ie its longitudinal position x 0 is the quotient of the sum of the moments (AB i * x i) divided by the sum of the masses AB i.
  • the center of gravity S is calculated by placing the reference point (viewpoint) on the front axle A1. With known axle loads F1, F2 and F3 on the axles A1, A2, A3 and the corresponding wheelbases R1 and R2, the center of gravity S of the vehicle 1 can be determined. Since the following quantities L1 and L2 are not known in the model shown in FIG. 1, some of the quantities are replaced by known quantities.
  • the center of gravity S is calculated by forming modules to represent the mass distribution of the vehicle 1, ie in particular a loaded commercial vehicle 1.
  • the following formula results as a concrete sum of a few modules, in particular z. B. three modules with masses AB1, AB4, AB3.
  • the focus of this entire structure can be formed with relatively simple formula and few parameters.
  • specific modules can each be represented and determined. In one In a vehicle having two axles or three axles, when the two rear axles are close to each other as rear axles, a front portion, a middle portion, and a rear portion may be particularly adopted.
  • the vehicle center of gravity can also be determined from the module weights used in the above formula of moment equilibrium.
  • the following parameters of a module are used:
  • the vehicle length Lges can be determined. Assuming that the structure is distributed homogeneously, the vehicle center of gravity S and the weight of the body can be calculated. The reference point for the determination of the center of gravity of the entire vehicle can be determined here on the rear of the vehicle. This is shown schematically in FIG. 3.
  • AB4 can be used for the following vehicle types:
  • data on the size and position of the trunk, the size and position of the diesel tank, and the size and position of the battery can also be included in addition, which are initially used in a generalized manner in the above modules.
  • the vehicle center of gravity S can also be determined by external systems or their data signals, wherein z. B. of a level control system, in particular an electronically controlled ECAS of the vehicle 1 values for the wheel loads F1, F2 and F3 can be used.
  • z. B. of a level control system in particular an electronically controlled ECAS of the vehicle 1 values for the wheel loads F1, F2 and F3 can be used.
  • the center of gravity S of the vehicle can be determined in FIG. If L1 and L2 are not known, the following formula can be used: _F l * 0 + F 2 * R i + F 3 * (R i + Ji 2 )
  • the compensation in the X direction was first of all determined in these embodiments.
  • Corresponding compensation or correction can also take place in the Z direction, ie the vertical axis, whereby instead of the yaw rate change ⁇ ', the roll angle change is to be used accordingly. If a triangular quadrant yaw rate sensor is used as the yaw rate sensor 7, which thus also detects this dynamic change variable of the roll angle, the installation position is thus absolutely variable.
  • L1, L2 L3 mean overhangs of modules AB1, AB2, AB3

Landscapes

  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • General Physics & Mathematics (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention porte sur un module de commande (2) pour un système de véhicule (3), le module de commande (2) présentant : un capteur d'accélération transversale (8) servant à mesurer une accélération transversale (a_s) et à émettre un signal de mesure d'accélération transversale (S3), un capteur de taux de lacet (7) destiné à détecter un taux de lacet (φ) à émettre un signal de mesure du taux de lacet (S2), et un dispositif de commande centrale (6) destiné à recevoir le signal de mesure du taux de lacet et le signal de mesure d'accélération transversale et à déterminer une accélération transversale du centre de gravité (ag) du véhicule (1), dans son centre de gravité de véhicule (S), le dispositif de commande centrale (6) déterminant l'accélération transversale du centre de gravité (ag) sur la base d'un écartement de capteur (d) séparant le capteur d'accélération transversale (8) du centre de gravité (S) du véhicule et du signal de mesure du taux de lacet (S2) en formant une dérivée par rapport au temps. Ici, le dispositif de commande centrale (6) filtre tout d'abord le signal de mesure du taux de lacet avec un filtre passe-bas et, ensuite, forme une dérivée par rapport au temps et détermine la valeur instantanée de l'écartement des capteurs (d).
EP11748273.7A 2010-11-05 2011-08-17 Module de commande pour un système de véhicule, le système de véhicule ainsi qu'un véhicule équipé de ce système de véhicule Withdrawn EP2635480A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010050635.4A DE102010050635B4 (de) 2010-11-05 2010-11-05 Steuermodul für ein Fahrzeugsystem, das Fahrzeugsystem sowie ein Fahrzeug mit diesem Fahrzeugsystem
PCT/EP2011/004139 WO2012059147A1 (fr) 2010-11-05 2011-08-17 Module de commande pour un système de véhicule, le système de véhicule ainsi qu'un véhicule équipé de ce système de véhicule

Publications (1)

Publication Number Publication Date
EP2635480A1 true EP2635480A1 (fr) 2013-09-11

Family

ID=44509188

Family Applications (1)

Application Number Title Priority Date Filing Date
EP11748273.7A Withdrawn EP2635480A1 (fr) 2010-11-05 2011-08-17 Module de commande pour un système de véhicule, le système de véhicule ainsi qu'un véhicule équipé de ce système de véhicule

Country Status (5)

Country Link
US (1) US20130261875A1 (fr)
EP (1) EP2635480A1 (fr)
CN (1) CN103068656A (fr)
DE (1) DE102010050635B4 (fr)
WO (1) WO2012059147A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2910443A1 (fr) * 2012-10-16 2015-08-26 Pioneer Corporation Dispositif et procédé d'estimation de centre de gravité
US9316667B2 (en) * 2012-11-14 2016-04-19 Bose Corporation Accelerometer leveling in an actively controlled vehicle suspension
JP6805580B2 (ja) * 2016-06-30 2020-12-23 住友電気工業株式会社 通信機、通信システムおよび通信プログラム
GB2596419B (en) * 2018-12-21 2022-12-07 Sensata Technologies Inc Method for monitoring a load carrier vehicle, monitoring device for a load carrier vehicle, load carrier vehicle, load carrier vehicle system and swap body
CN114485879B (zh) * 2022-02-14 2024-11-19 中国第一汽车股份有限公司 一种车辆重量估算方法及系统

Family Cites Families (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3231919A1 (de) * 1982-08-27 1984-03-01 Robert Bosch Gmbh, 7000 Stuttgart Aktive niederfrequenz-tiefpassfilteranordnung
DE3238469A1 (de) * 1982-10-16 1984-04-19 M.A.N. Maschinenfabrik Augsburg-Nürnberg AG, 8000 München Vorrichtung zur ermittlung der achslasten und der schwerpunktlage von fahrzeugen
CH661389A5 (en) * 1984-07-25 1987-07-15 Autophon Ag Filter arrangement for a modulation signal
DE19623595A1 (de) * 1996-06-13 1997-12-18 Teves Gmbh Alfred Verfahren zur Regelung des Fahrverhaltens eines Fahrzeugs
DE19856303A1 (de) 1998-07-16 2000-01-27 Continental Teves Ag & Co Ohg Verfahren und Einrichtung zum Erfassen der Gefahr des Umkippens eines Kraftfahrzeugs
DE19936439A1 (de) * 1999-02-18 2000-08-24 Continental Teves Ag & Co Ohg Sensoranordnung mit Überwachungseinrichtung, insbesondere für ein ESP-System für Fahrzeuge
DE10031849B4 (de) * 2000-07-04 2014-05-15 Robert Bosch Gmbh Vorrichtung und Verfahren zur Stabilisierung eines Fahrzeuges
DE10053604A1 (de) 2000-10-28 2002-05-02 Bosch Gmbh Robert Einrichtung und Verfahren zum Betrieb eines Fahrzeugs
DE10061235A1 (de) 2000-12-08 2002-06-27 Infineon Technologies Ag Filter
DE10065724A1 (de) * 2000-12-29 2002-07-04 Bosch Gmbh Robert Bremsregelsystem zur Stabilisierung der Bewegung eines Nutzfahrzeugs
DE10128056C1 (de) * 2001-06-09 2002-11-28 Hella Kg Hueck & Co Verfahren zum Abgleichen einer Anordnung zum Messen der Gierrate eines Kraftfahrzeuges sowie eine solche Anordnung
US20060125313A1 (en) * 2002-11-22 2006-06-15 Daimlerchrysler Ag Method and device for stabilizing a semi-trailer
WO2005056360A1 (fr) 2003-12-12 2005-06-23 Siemens Aktiengesellschaft Procede et systeme de surveillance d'un dispositif de mesure dispose dans un vehicule a roues
JP2006176084A (ja) 2004-12-24 2006-07-06 Advics:Kk 車両挙動センサの検出値補正方法
DE102005033237B4 (de) 2005-07-15 2007-09-20 Siemens Ag Verfahren zur Bestimmung und Korrektur von Fehlorientierungen und Offsets der Sensoren einer Inertial Measurement Unit in einem Landfahrzeug
JP4636262B2 (ja) 2005-11-04 2011-02-23 株式会社アドヴィックス 車両の重心位置横加速度取得装置、及び車両の運動制御装置
DE102006009680A1 (de) * 2006-03-02 2007-09-06 Bayerische Motoren Werke Ag Fahrdynamik-Regelsystem eines zweispurigen Fahrzeugs

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2012059147A1 *

Also Published As

Publication number Publication date
WO2012059147A1 (fr) 2012-05-10
DE102010050635A1 (de) 2012-05-10
CN103068656A (zh) 2013-04-24
US20130261875A1 (en) 2013-10-03
DE102010050635B4 (de) 2023-03-30

Similar Documents

Publication Publication Date Title
DE102006061483B4 (de) Verfahren und Vorrichtung zur Bestimmung des Rollwinkels eines Kraftrades
EP2268515B1 (fr) Procédé et dispositif de régulation de la stabilité d' un véhicule utilitaire
DE102014200987B4 (de) Verfahren zur Ermittlung der Lage des Schwerpunkts eines Fahrzeugs
EP0954460A1 (fr) Procede et dispositif pour detecter la tendance au basculement d'un vehicule
DE10353650A1 (de) System zum Analysieren eines Fahrzeug- und Fahrerverhaltens
EP3353023B1 (fr) Procédé servant à faire fonctionner un attelage
DE19751839A1 (de) Verfahren und Vorrichtung zur Erkennung einer Kipptendenz eines Fahrzeuges
EP0918003A2 (fr) Procédé et dispositif de détermination d'un paramètre lié à la hauteur du centre de gravité d'un véhicule
DE102011114977A1 (de) Einrichtung sowie Verfahren zur Regelung der Fahrdynamik eines Fahrzeugs sowie Fahrzeug mit einer derartigen Einrichtung
DE102013014819A1 (de) Verfahren zur Stabilisierung des Fahrverhaltens eines Fahrzeuggespanns und Fahrdynamikregeleinrichtung
DE102016102004A1 (de) Drehmomentsteuerung für Fahrzeuge mit unabhängigen Front- und Heckantriebssystemen
DE102010050635B4 (de) Steuermodul für ein Fahrzeugsystem, das Fahrzeugsystem sowie ein Fahrzeug mit diesem Fahrzeugsystem
EP1224087B1 (fr) Procede et systeme pour reconnaitre des etats dynamiques de translation d'un vehicule
DE102017123364A1 (de) Verfahren und Vorrichtung zur Leuchtweiteneinstellung eines Scheinwerfers
DE102021133873A1 (de) Verfahren zur Regelung eines Fahrzeugbremssystems und Vorrichtung zum Ausgleich eines auf ein Fahrzeug wirkenden Giermoments
DE102019216951A1 (de) Ermitteln der Kippkritikalität eines Fahrzeugs anhand einer Mehrzahl unabhängiger Schätzungen
DE102019006078A1 (de) Lenkkraftunterstützung für ein Kraftfahrzeug
DE19940490B4 (de) Verfahren und Vorrichtung zur Ermittlung einer Vertikalbeschleunigung eines Rades eines Fahrzeugs
DE102004035579A1 (de) Verfahren und Vorrichtung zur Kippstabilisierung eines Fahrzeugs
DE102009005889A1 (de) Verfahren zum aktiven Einstellen einer Neigung eines Rades eines Kraftwagens, insbesondere von Sturz und Spur, und entsprechende Vorrichtung
DE112016005072B4 (de) Verfahren und System zur Erleichterung des Lenkens eines Fahrzeugs beim Fahren entlang einer Strasse
DE102021130866A1 (de) Verfahren zum Ermitteln einer Fahrzeugmasse eines Fahrzeuges, Massen-Abschätzungseinheit sowie Fahrzeug
DE112016005067T5 (de) Verfahren und system zur erleichterung des lenkens eines fahrzeugs beim fahren entlang einer strasse
DE102005028153B4 (de) Verfahren zur Steuerung einer Lenkeinrichtung
DE102004041072B4 (de) Verfahren zur Fahrzeugsteuerung

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: 20130605

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

DAX Request for extension of the european patent (deleted)
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: 20130814