[go: up one dir, main page]

EP1893458A1 - Procede de regulation de comportement dynamique, et regulateur de comportement dynamique pour vehicules a moteur a voie unique - Google Patents

Procede de regulation de comportement dynamique, et regulateur de comportement dynamique pour vehicules a moteur a voie unique

Info

Publication number
EP1893458A1
EP1893458A1 EP06763682A EP06763682A EP1893458A1 EP 1893458 A1 EP1893458 A1 EP 1893458A1 EP 06763682 A EP06763682 A EP 06763682A EP 06763682 A EP06763682 A EP 06763682A EP 1893458 A1 EP1893458 A1 EP 1893458A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
control
angle
cornering
pitch angle
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Withdrawn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
EP06763682A
Other languages
German (de)
English (en)
Inventor
Georg Roll
Stefan LÜKE
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
Application filed by Continental Teves AG and Co OHG filed Critical Continental Teves AG and Co OHG
Publication of EP1893458A1 publication Critical patent/EP1893458A1/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Withdrawn legal-status Critical Current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
    • B60T8/17555—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve specially adapted for enhancing driver or passenger comfort, e.g. soft intervention or pre-actuation strategies
    • 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
    • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
    • B60T8/1706—Braking or traction control means specially adapted for particular types of vehicles for single-track vehicles, e.g. motorcycles
    • 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
    • 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
    • B60T8/17552—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve responsive to the tyre sideslip angle or the vehicle body slip angle
    • 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
    • B60T2230/00—Monitoring, detecting special vehicle behaviour; Counteracting thereof
    • B60T2230/02—Side slip angle, attitude angle, floating angle, drift angle
    • 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
    • B60T2230/00—Monitoring, detecting special vehicle behaviour; Counteracting thereof
    • B60T2230/03—Overturn, rollover
    • 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
    • B60T2240/06—Wheel load; Wheel lift

Definitions

  • the invention relates to a method for driving dynamics control for motorized single-track vehicles according to the preamble of claim 1 and a vehicle dynamics control for motorized single-track vehicles according to claim 18.
  • the motorcycle has evolved over the last decades from a cost-effective means of transportation to a recreational vehicle, in which also increasingly the safety of the driver is brought to the fore. Similar to automobiles some years ago, motorcycles are increasingly equipped with anti-lock braking systems (ABS). From EP 0 548 985 B1, for example, an anti-lock device for a motorcycle is known. Furthermore, from DE 40 00 212 Al a method for anti-lock brakes of a motorcycle and for determining the Haftbeihongs known.
  • ABS anti-lock braking systems
  • a method is known from EP 0 550 849 B1, with which it is recognized via the evaluation of wheel speed patterns whether the rear wheel tends to lift off in a heavily braked single-track vehicle.
  • the pressure on the front wheel is reduced to a specific profile until a significant rear wheel reaction indicates that the rear wheel has sufficient ground contact again.
  • the problem with this type of regulation is that during the front wheel pressure reduction, the direct effect on the Vehicle is not recognizable. Only when the rear wheel touches down does the rear wheel speed pattern indicate that the action was properly dosed. In extreme cases, it may still come to the rollover of the vehicle when the pressure reduction is too low or too slow. This results in the demand for the regulation that the pressure reduction must be dosed quite strong in order to cope as possible even extreme rollover tendencies.
  • the object of the invention is to provide a method for vehicle dynamics control and a driving dynamics controller for motorized single-track vehicles, which make it possible to handle critical situations, such as lifting a front or rear wheel or braking during a turn. to reliably detect and regulate using a camera.
  • the image sequence recorded with a camera allows the tilt angle and pitch angle of the vehicle equipped with the camera to be estimated on the basis of fixed objects in the room (houses, trees, traffic signs, and also the road horizons).
  • the present application assumes that a vehicle dynamics controller for single-track vehicles (motorcycles, scooters, etc.) this information is provided.
  • the method for forming the angle information from the image sequence is therefore not the subject of this application.
  • criticality of a cornering is to be understood as meaning that the cornering occurs close to the physical limit of the driving dynamics (eg very large banking angle of the vehicle.)
  • a high criticality therefore means that if, for example, a vehicle with a large bank angle (FIG. close to the physical limit), a sudden deterioration of the road quality (eg, friction coefficient change on the road due to wetness) with a very high probability leads to a fall.
  • the method according to the invention has the advantage that strong braking and / or pitching processes of the vehicle can be detected by the evaluation of camera image information of a camera mounted in the forward direction of the vehicle. This is an early triggering of a moderate pressure reduction at the front wheel inside and outside of an ABS control when detected critical pitch or pitch acceleration, a reduction in engine power via CAN request or similar access to the engine control unit in the case of a pitch angle course, the lifting of the front wheel during a strong vehicle acceleration suggests, possible.
  • a further advantage is to be aware of an estimated pitch angle and its time derivative (gradient) to activate a very well adapted control strategy for preventing and balancing the rear wheel lift, which in principle proceeds as follows: As the pitch angle increases, the front brake pressure decreases when the pitch angle is reduced (angular velocity negative or below a defined threshold), holding the front wheel Brake pressure initiated at the reached pressure level. When replacing the rear wheel (recognizable by the estimated angle), the pressure is built up again according to a situation-dependent profile. All measures for detecting a lift-off and restart can be supported and confirmed in principle by recognized rear-wheel speed patterns and by the estimated vehicle deceleration.
  • the slip thresholds for the ABS entry influenced, for example, by very early Abregelung alone, by the pressure level or the pressure gradient in the master cylinder, or by a pulsed pressure build-up in the inactive ABS phase can be.
  • Another advantage is that extreme straight-line utilization can be carried out during straight-line braking on high-friction road surfaces. This is particularly advantageous for sporty two-wheelers (sports ABS).
  • a mono or stereo camera is used to capture the camera image information.
  • 3a is a schematic representation of a Einspurhuss during cornering
  • FIG. 3b shows a time sequence of a brake control strategy
  • Fig. 4 is a block diagram of a vehicle dynamics controller.
  • Fig. 1 shows a first timing of the vehicle dynamics control.
  • Signal 1 represents the pitch angle estimated from the camera image information, which is constantly compared with the upper threshold 2 and the lower threshold 3.
  • Signal 5 represents the time derivative of the pitch angle 1, that is, the pitching speed or pitching rate.
  • a pitch angle significantly above the zero line 4 builds up as the vehicle turns on and off at the front suspension the rear suspension springs.
  • Exceeds the pitch angle 1, the upper threshold 2 (as here at time 13) the pitch angle is considered too large and lifting the rear wheel as recognized.
  • the control flag 8 is set from 0 to 1.
  • An additional control flag 9 is also initially set from 0 to 1 to indicate that degradation of the front brake pressure 11 is to occur in the first phase of liftoff control. This will be done from time 13 through a like pressure reduction modulation. Between the pressure reduction stages is the pause time 17, which is advantageously adapted to the strength of the detected Abhebetendenz. At high pitch angle 1, the pause time 17 is selected to be short, resulting in a faster degradation of the front wheel brake pressure, while only a moderate pressure reduction occurs with low and / or receding pitch angle with the help of long pauses.
  • the pitch angle 1 reaches its maximum, the pitch rate 5 therefore intersects the zero line 6.
  • the selected control strategy envisages that the pressure should no longer be reduced after this point in time. As an additional condition, it could also be required that the pitch rate with a minimum gradient 7 crosses the zero line, so that it is certain that the decrease of the pitch angle takes place with sufficient dynamics. Then the control flag 9 is reset to 0 and the front wheel brake pressure initially maintained at the level reached.
  • the pitch angle 1 again falls below the lower threshold value 3 and the lifting of the rear wheel is considered to be regulated.
  • the front wheel brake pressure 11 must be brought back as speedily as possible but also carefully to the level 12 specified by the driver. This is done according to FIG. 1 with a stepped pressure build-up modulation.
  • the pressure build-up phase is characterized by the control flag 10, which is now set from 0 to 1.
  • the front wheel brake pressure has again reached the driver's request 12, and within a certain time lag no further lift tendency has occurred. The vehicle is then considered stabilized again, and the control is terminated by resetting the control flags 8 and 10.
  • the pitch angle is also used to assess the severity of the situation and to initiate a suitably adjusted compensation.
  • the starting dynamics of the vehicle is slightly restricted in order to set down the front wheel again. This can be done via an active braking on the rear wheel, if an active pressure build-up by the used brake hydraulic unit is possible, or by an engine intervention, if a corresponding interface to the engine electronics is present.
  • the engine control is the more meaningful mode of engagement in a vehicle with only one drive wheel, here is one Implementation example described on the basis of a pure engine intervention. If front wheel lift is detected, the engine torque specified by the driver is first reduced in stages. The strength of the reduction depends on the severity of the front wheel lift tendency. If the front wheel is recognized as being restarted, the engine torque is rapidly increased up to the driver's specification in order to ensure optimum average vehicle acceleration.
  • FIG. 2 shows a second time sequence of a vehicle dynamics control in which the signal 20 again represents the vehicle pitch angle with the zero line 23 estimated via the image sequence, the signal 24 its time derivative, ie the pitching speed or pitching rate, with the zero line 25 ,
  • the pitch angle 20 is permanently compared to the (magnitude) upper threshold 21 and lower threshold 22 during vehicle acceleration. If the pitch angle exceeds the upper threshold in absolute value (here at time 31), lifting of the front wheel is considered to be recognized and is indicated by setting the control flags 26 and 27 from 0 to 1. From this point on, the engine torque 28 is reduced by the setpoint input 29 and therefore assumes a lower profile than the torque desired by the driver 30.
  • the course of the setpoint input is calculated similarly to known methods of engine traction control.
  • the control unit presets the reduced engine torque desired course 29. This is implemented by the engine control unit by adjusting the throttle and / or by Zündzeitticianver ein or cylinder deactivation.
  • the advantages of pitch-angle control over methods that are available only to wheel speed patterns are the rapid and safe response, as already stated in the rear-wheel lift control, and the fact that brake pressures and engine torque are controlled only to the extent that it does the particular situation requires.
  • the resulting estimated skew angle can additionally be secured by a vertical acceleration sensor attached to the vehicle. This solves the problem of unique cornering detection with a camera.
  • Driving dynamics are now in the brake control functions to take special precautions that can prevent a possible fall. Particularly critical is the hard braking in bends, which leads over the Kamm circle to a reduction of cornering forces on the tires. When Einspur poverty the blocking and / or lateral slipping of the front wheel is particularly dangerous. Therefore, it is provided here to limit the brake pressure on the front wheel depending on the achieved skew angle.
  • FIG. 3b A time sequence of such a brake control strategy is shown in FIG. 3b.
  • the pressure 40 applied by the driver in the master brake cylinder is reduced to the front brake via a modified ABS control strategy as a function of the vehicle lean angle.
  • the wheel is cyclically brought to its blocking limit and shows the typical mitkopplungs dormitory canals that can be compensated only with relatively large pressure modulation strokes.
  • Fig. 3b includes the pressure curve 43 for the extreme curve braking with more than 30 ° obliquely no cyclic pressure modulation more, so that the driver feels no changing moments on the handlebars and can adjust to quasi-stationary conditions.
  • the limitation of the front wheel brake pressure shown in Fig. 3b can now be extended to various situations. For example, if a temperature sensor or a rain sensor or information provided via bus systems from other control and measurement systems indicate that the roadway is highly likely to be wet and slippery, the parameters of the ABS system may be additionally changed during cornering, such that an even earlier one and more moderate regulation. Then, in addition to the skew angle, this information would be additional parameters for triggering a moderate control.
  • the brake pressure on one or more wheels can be influenced, but it can also be engine interventions that make the cornering safer. If the drive torque is too high, the driving rear wheel may spin and lose its necessary lateral force reserve. The vehicle then breaks easily at the rear. Furthermore, any load change during extreme cornering can lead to instability of the vehicle. Therefore, a further part of the invention, the engine torque at very large vehicle tilt - again depending on the skew angle - to limit to a defined maximum and make in the case of abrupt deceleration a motor drag torque control that requires a little more moment for a short follow-up time than the Prescribing the driver by reducing the torque in a variable-gradient ramp.
  • Detecting wheel lifts and cornering at high speeds in combination with the proposed control strategies that actively intervene in the vehicle's controls, can in many cases avoid accidents. However, if the limit of driving dynamics is exceeded, accidents are often unavoidable. With the proposed camera surveillance even such situations, such as a vehicle rollover or a sideways slipping, can be clearly identified. In such cases, the invention provides that due to the evaluation of the camera image sequences passive safety systems, such as airbags and / or worn by the driver air cushion jacket, are activated.
  • FIG. 4 shows a block diagram of a vehicle dynamics controller which is an extension to a standard ABS TCS controller 60 see is.
  • the standard controller processes input signals 61, from which in block 64 it generates estimated variables, such as the vehicle reference speed, and other model variables that are relevant for the control.
  • block 65 is used to calculate control thresholds and to provide adequate pressure modulation.
  • corresponding drive signals 62 are fed to a hydraulic or electromechanical brake.
  • the block 66 is the essential part of a TCS system and calculates desired motor torques, which are fed as signals 63 via bus systems or direct signal lines to a motor control device.
  • the blocks 72 and 73 estimate from the camera image sequences (signal line 70) the pitch angle and the pitch rate as well as the banking angle of the vehicle and pass the signals to the hazard calculator 80 via the paths 75 and 76.
  • the hazard calculator 80 receives further information 71 about humidity, temperature, etc. by directly reading in sensors or bus messages from other control devices.
  • the hazard calculator also receives data 67 from the standard controller, such as the vehicle speed and acceleration data in the longitudinal and vertical directions, as well as simple vehicle parameters. From the information 67, 71, 75 and 76, the hazard calculator 80 determines control thresholds and compares them with the angle signals estimated in blocks 72 and 73.
  • control signals 81 are sent to the standard controller, which then modifies the calculation of ABS control thresholds and the pressure modulation.
  • the control signals 82 sent to the TCS cause a modified one Calculation of motor set torques.
  • U also coordinates requirements of the TCS with those of the hazard computer, in the simplest case by minimization of the maximum torque in the event of engine torque reduction and by maximum formation of the minimum torque in the event of an engine torque increase (drag torque control).
  • the hazard calculator triggers the signals 83 passive safety systems, such as airbags or air-cushion jackets.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Hydraulic Control Valves For Brake Systems (AREA)

Abstract

L'invention concerne un procédé de régulation de comportement dynamique conçu pour des véhicules à moteur à voie unique, qui évalue des séquences d'images vidéo en fonction de l'angle d'inclinaison (?) et/ou de l'angle de tangage du véhicule par rapport à la voie de circulation. Des seuils de régulation d'un appareil de commande de freinage électrohydraulique ou électromécanique sont adaptés en fonction de l'angle d'inclinaison (?) et/ou de l'angle de tangage détecté. Cette invention concerne également un régulateur de comportement dynamique conçu pour des véhicules à moteur à voie unique, comprenant un appareil de commande de freinage électrohydraulique ou électromécanique qui comporte un système électronique de commande et une mémoire pour un programme de régulateur de comportement dynamique, une caméra orientée dans la direction de déplacement, et un dispositif d'évaluation de séquences d'images. Selon l'invention, le régulateur de comportement dynamique comprend un régulateur ABS-TCS normalisé (60), un premier bloc (72) servant à estimer l'angle de tangage et la vitesse de tangage, un deuxième bloc (73) destiné à estimer l'angle d'inclinaison, et un calculateur de danger (80) conçu pour calculer des seuils de régulation.
EP06763682A 2005-06-21 2006-06-13 Procede de regulation de comportement dynamique, et regulateur de comportement dynamique pour vehicules a moteur a voie unique Withdrawn EP1893458A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200510028995 DE102005028995A1 (de) 2005-06-21 2005-06-21 Verfahren zur Fahrdynamikregelung und Fahrdynamikregler für motorisierte Einspurfahrzeuge
PCT/EP2006/063161 WO2006136515A1 (fr) 2005-06-21 2006-06-13 Procede de regulation de comportement dynamique, et regulateur de comportement dynamique pour vehicules a moteur a voie unique

Publications (1)

Publication Number Publication Date
EP1893458A1 true EP1893458A1 (fr) 2008-03-05

Family

ID=36794540

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06763682A Withdrawn EP1893458A1 (fr) 2005-06-21 2006-06-13 Procede de regulation de comportement dynamique, et regulateur de comportement dynamique pour vehicules a moteur a voie unique

Country Status (4)

Country Link
EP (1) EP1893458A1 (fr)
JP (1) JP2008546586A (fr)
DE (1) DE102005028995A1 (fr)
WO (1) WO2006136515A1 (fr)

Families Citing this family (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101336181B (zh) * 2006-01-27 2012-06-13 博世株式会社 机动两轮车的制动控制方法及其装置
JP5004224B2 (ja) * 2007-07-24 2012-08-22 独立行政法人 宇宙航空研究開発機構 短距離離着陸航空機
JP5194983B2 (ja) * 2008-04-16 2013-05-08 株式会社アドヴィックス 車両の制動制御装置、及び車両の制動制御方法
DE102008019469B4 (de) 2008-04-18 2023-09-21 Robert Bosch Gmbh Überschlagschutzsystem für Zweiräder
IT1392308B1 (it) * 2008-12-11 2012-02-24 Carones "dispositivo limitatore del beccheggio di un veicolo"
DE102009001306A1 (de) * 2009-03-03 2010-09-09 Robert Bosch Gmbh Verfahren zur Stabilisierung eines Kraftfahrzeugs, insbesondere eines einspurigen Kraftfahrzeugs
JP5271137B2 (ja) * 2009-03-27 2013-08-21 本田技研工業株式会社 エンジン出力制御装置
DE102011076640A1 (de) * 2010-09-14 2012-03-15 Robert Bosch Gmbh Verfahren zur Bremsmomentenregelung in einem Zweiradfahrzeug bei Schräglagenfahrt
US9266532B2 (en) 2011-04-19 2016-02-23 Ute Marita Meissner Dynamic stability control using GNSS and INS
DE102011017623A1 (de) * 2011-04-27 2012-10-31 Robert Bosch Gmbh Verfahren zur Verbesserung der Fahrsicherheit bei Kraftfahrzeugen, die ein System zur elektronischen Erfassung und Umsetzung einer Beschleunigungsanforderung aufweisen
DE102012203462A1 (de) * 2012-03-05 2013-09-05 Fsd Fahrzeugsystemdaten Gmbh Verfahren und Anordnung zur Erfassung von Daten für eine Sicherheitsvorrichtung für ein Balancefahrzeug
JP5814836B2 (ja) * 2012-03-12 2015-11-17 株式会社ケーヒン トラクション制御装置
CN114233493B (zh) * 2014-03-03 2024-03-08 罗伯特·博世有限公司 车辆的驱动扭矩控制方法以及驱动扭矩控制装置
US9840239B2 (en) 2015-10-13 2017-12-12 Robert Bosch Gmbh Cornering brake control
JP2017114342A (ja) * 2015-12-24 2017-06-29 ローベルト ボッシュ ゲゼルシャフト ミット ベシュレンクテル ハフツング ウイリー制御装置及びその制御方法
JP2018154272A (ja) 2017-03-21 2018-10-04 ローベルト ボッシュ ゲゼルシャフト ミット ベシュレンクテル ハフツング 制御装置及び制御方法
DE102018203473A1 (de) * 2018-03-08 2019-09-12 Zf Friedrichshafen Ag Verfahren zum Unterstützen beim Fahren ausschließlich auf einem Vorderrad eines Zweirades
DE102019210670A1 (de) * 2019-07-18 2021-01-21 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben eines Bremssystems, Computerprogramm und Computerprogramm-Produkt, Bremssystem

Family Cites Families (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4989922A (en) * 1988-11-23 1991-02-05 Lucas Industries Public Limited Company Method of anti-lock brake control for motorcycle vehicle
DE3933294A1 (de) * 1989-10-05 1991-04-11 Lucas Ind Plc Blockiergeschuetzte bremsanlage fuer einspurige kraftfahrzeuge
DE4000212A1 (de) * 1990-01-05 1991-07-11 Lucas Ind Plc Verfahren zum blockiergeschuetzten bremsen eines motorrades und zum bestimmen des haftbeiwertes
DE4134675A1 (de) * 1991-10-21 1993-04-22 Bayerische Motoren Werke Ag Verfahren zur bremskraftregelung von motorraedern
DE4200440A1 (de) * 1992-01-10 1993-07-15 Bayerische Motoren Werke Ag Verfahren zur bremskraftregelung von motorraedern
DE19508915A1 (de) * 1995-03-11 1996-09-12 Magenwirth Gmbh Co Gustav Antiblockiersystem für ein Fahrrad
DE19532521C2 (de) * 1995-09-02 2002-11-28 Henry Tunger Anti-Wheelie-System
JP2002070709A (ja) * 2000-09-01 2002-03-08 Yamaha Motor Co Ltd 自動二輪車のウィリー防止装置
US6904350B2 (en) * 2000-09-25 2005-06-07 Ford Global Technologies, Llc System for dynamically determining the wheel grounding and wheel lifting conditions and their applications in roll stability control
GB2386103B (en) * 2002-03-05 2006-03-15 Simon Gamble Device for sensing the pitch of a vehicle
DE10235378B4 (de) * 2002-08-02 2015-06-25 Robert Bosch Gmbh Verfahren und Vorrichtung zur Bremsenregelung
DE10392601B4 (de) * 2002-08-09 2023-01-19 Conti Temic Microelectronic Gmbh Verkehrsmittel mit einer 3D-Entfernungsbildkamera und Verfahren zu dessen Betrieb
DE10251949A1 (de) * 2002-11-08 2004-05-19 Robert Bosch Gmbh Fahrdynamikregelung mit Bildsensorsystem
DE102004022289A1 (de) * 2004-05-04 2005-12-01 Robert Bosch Gmbh Fahrdynamikregelung mit Bildsensorsystem

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2006136515A1 *

Also Published As

Publication number Publication date
JP2008546586A (ja) 2008-12-25
WO2006136515A1 (fr) 2006-12-28
DE102005028995A1 (de) 2007-01-04

Similar Documents

Publication Publication Date Title
WO2006136515A1 (fr) Procede de regulation de comportement dynamique, et regulateur de comportement dynamique pour vehicules a moteur a voie unique
EP1404553B1 (fr) Procede permettant de modifier le systeme de regulation de la stabilite directionnelle d'un vehicule
EP1399344B1 (fr) Procede de regulation de la stabilite directionnelle d'un vehicule
EP2931578B1 (fr) Procédé de stabilisation d'un deux-roues
EP1926643B1 (fr) Procede pour detecter une trajectoire de circulation non homogene
EP2146880B1 (fr) Procédé et dispositif pour la stabilisation d'un véhicule à moteur à deux roues
DE10149190A1 (de) Vorrichtung und Verfahren zur Wankregelung für ein Fahrzeug
EP1694542B1 (fr) Systeme de reglage de la dynamique de conduite pour un vehicule automobile comprenant une montee en pression anticipee pour la roue a regler
DE102008021523A1 (de) Verfahren zur Regelung eines elektronisch gesteuerten Regelungssystems und elektronisches Regelungssystem
DE102007061114A1 (de) Motorrad mit einem Brems- und Lenkassistent
DE102015214176A1 (de) Verfahren zur Fahrerunterstützung bei Wasserglätte auf einem Fahrbahnuntergrund
WO2004041613A1 (fr) Procede et systeme de stabilisation d'un attelage
DE10357254B4 (de) Verfahren zum Kompensieren des durch eine Änderung des Abrollverhaltens eines Laufrades eines Fahrzeugs hervorgerufenen Giermoments
EP1545950B1 (fr) Procede pour ameliorer la tenue de route d'un vehicule en cas de conduite avec freinage partiel
EP1769990A2 (fr) Système de régulation antipatinage pour un véhicule à voie unique et motocyclette avec un tel système
DE102006034381A1 (de) Fahrdynamikregler mit einem in der Lenkung angeordneten Drehmomentensensor
DE102008027093B4 (de) Technik zum Betreiben einer Bremsanlage in einer μ-Split-Situation
DE19944333B4 (de) Vorrichtung zur Regelung eines Giermoments
EP1783022B1 (fr) Contrôle dynamique de conduite par transfert de charge
DE102010039482A1 (de) Verfahren und Regelsystem zum Stabilisieren eines motorisierten Quasi-Einspurfahrzeugs
EP2714479A1 (fr) Adaptation d'une régulation de la force de freinage en fonction d'une position inclinée pour des véhicules à trajectoire unique
DE102010027985A1 (de) Verfahren zum Bremsen eines Kraftfahrzeugs in kritischen Fahrsituationen
DE10316253B4 (de) Verfahren zum Modifizieren einer Fahrstabilitätsregelung eines Fahrzeugs
WO2003018386A1 (fr) Systeme de direction de vehicule automobile comportant un regulateur du taux de lacet
DE19909453A1 (de) Verfahren und Regelsystem zur Verbesserung des Fahrverhalten eines Fahrzeugs beim Durchfahren einer Kurvenbahn

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: 20071205

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): DE FR

DAX Request for extension of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
RBV Designated contracting states (corrected)

Designated state(s): DE FR

17Q First examination report despatched

Effective date: 20090320

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: 20111029