GB2263180A - Determination of the transverse velocity of a vehicle and/or the drift angle - Google Patents
Determination of the transverse velocity of a vehicle and/or the drift angle Download PDFInfo
- Publication number
- GB2263180A GB2263180A GB9226931A GB9226931A GB2263180A GB 2263180 A GB2263180 A GB 2263180A GB 9226931 A GB9226931 A GB 9226931A GB 9226931 A GB9226931 A GB 9226931A GB 2263180 A GB2263180 A GB 2263180A
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- 230000001133 acceleration Effects 0.000 claims description 29
- 238000000034 method Methods 0.000 claims description 22
- 230000003068 static effect Effects 0.000 claims description 5
- 230000010354 integration Effects 0.000 claims description 4
- 230000000087 stabilizing effect Effects 0.000 claims description 3
- 230000005484 gravity Effects 0.000 description 6
- 230000001419 dependent effect Effects 0.000 description 3
- 238000004422 calculation algorithm Methods 0.000 description 2
- 238000004364 calculation method Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000003321 amplification Effects 0.000 description 1
- 238000009795 derivation Methods 0.000 description 1
- 238000003199 nucleic acid amplification method Methods 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
Classifications
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P3/00—Measuring linear or angular speed; Measuring differences of linear or angular speeds
- G01P3/42—Devices characterised by the use of electric or magnetic means
-
- 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
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/04—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits responsive only to forces disturbing the intended course of the vehicle, e.g. forces acting transversely to the direction of vehicle travel
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
- G05D1/08—Control of attitude, i.e. control of roll, pitch, or yaw
- G05D1/0891—Control of attitude, i.e. control of roll, pitch, or yaw specially adapted for land vehicles
-
- 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
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- Engineering & Computer Science (AREA)
- General Physics & Mathematics (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Physics & Mathematics (AREA)
- Remote Sensing (AREA)
- Automation & Control Theory (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Radar, Positioning & Navigation (AREA)
- Aviation & Aerospace Engineering (AREA)
- Regulating Braking Force (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Traffic Control Systems (AREA)
Description
2263180
- 1DESCRIPTION DETERMINATION OF THE TRANSVERSE VELOCITY OF A VEHICLE AND/OR THE DRIFT ANGLE
The invention relates to methods of determining the transverse velocity of a vehicle and/or its drift angle.
The transverse velocity of a vehicle and the drift angle are important values for assessing the vehicle stability and for control methods of stabilizing the vehicle in critical states of the vehicle.
The known methods of obtaining these values are based on very expensive sensor means. In contrast to this, the model-based method described here requires fewer expensive sensors.
The invention resides in a method of determining the vehicle velocity and/or the drift angle of a steered vehicle, in which the relationships F /F = ? y z J'y are ascertained with the aid of the ascertained friction value y., the ascertained oblique running angle ai and a field of characteristics for the transverse force F y related to the static tread force Fzo, in dependence upon the oblique running angles ai with Mo as parameter, in which the wheel-related
A transverse forces Fyi are obtained by multiplication from the ascertained tread forces Fzi and the -2relationships fy, in which the transverse acceleration ay is derived therefrom in which the transverse velocity vy (ay - ovx)dt is ascertained by A integration from this transverse acceleration ay, the ascertained longitudinal velocity vx and the ascertained yaw velocity td, and in which possibly the I A drift angle P is used from vy and vx for assessing the stability of the vehicle and/or for stabilizing the vehicle.
The invention includes two versions of the estimator which differ primarily by virtue of the input values required. Version 1 requires the steering angle, vehicle velocity, yaw angular velocity, transverse acceleration and the wheel velocities. Version 2 requires the brake pressures instead of the transverse acceleration.
The model-based estimating algorithm hereinafter described supplies the transverse velocity of the vehicle from the input values and with the aid of a field of characteristics for determining the lateral guidance forces at all the wheels, and the floating angle may then be calculated from the transverse velocity of the vehicle.
The drift angle is an important value used for assessing the travelling behaviour of a veh'Lcle. In particular, a high drift angle has to be detected in a 4 1 -3reliable manner, so that a driving dynamic governor provided in the vehicle stabilizes the vehicle and avoids critical states of travel. Since it is a very expensive matter to measure the drift angle or the transverse velocity, an estimator is used in accordance with a preferred embodiment of the invention.
The drift angle estimator must supply the drift angle with sufficient accuracy in the linear and in the non-linear range during braked and nonbraked travelling manoeuvres.
The invention is further described, by way of example, with reference to the accompanying drawings, in which:- Fig.1 is a diagrammatic representation of a motor vehicle, as seen in plan; Fig.2 is a block circuit diagram relating to a first version of the method according to the invention; Fig.3 is a field of characteristics as used in the method of the invention;
Fig.4 is a series of graphs showing the drift angle, the transverse acceleration, the incremental velocity change, the longitudinal velocity and the angular velocity of the vehicle when carrying out the first version of the method of the invention; Fig.5 is a block circuit diagram relating to a second version of the method according to the invention; and Fig.6 is a series of graphs, similar to Fig.4, but relating to the second version of the method.
Fig.1 shows the vehicle model used, the coordinate system used, and the quantities used. The meanings of the symbols used in Fig.1 and the equations hereinafter appearing are set out in the Table at the end of this description.
The algorithm is subdivided into several parts. The tread forces are first determined approximately. The longitudinal forces at the individual wheels are determined from the brake pressures. The transverse forces are obtained with the aid of a field of characteristics and the tread forces. The estimated transverse velocity vy of the vehicle is calculated from the momentum theorem in the transverse direction by integration, and the drift angle P is calculated therefrom.
Two variants are described. Fig.2 relates to version 1, and Fig.5 to version 2.
The tread forces Fz of Fig.2 are derived from a planar, or twodimensional vehicle model (quasi-static viewpoint). The tread forces are split up into a static component dependent upon the position of the 1 -5centre of gravity, and two dynamic componentts dependent upon the longitudinal and transverse acceleration. The measured values of transverse acceleration ay and a quantity characterising the longitudinal acceleration ax are fed to a block 1. The block 1 performs calculations in accordance with the following four equations:- (1) A M, a 1 F'.1. h Z1 - 2 1 A MIa (2) 'FZ2 = 2 (3) g (4) =1 PZ4 M.g 1 = --. v.
21 1 - h.ax 2.h.a a.'h b.a h h.ax + 2.h.a Y 1 9.1h b.a + h.a. 2.h.a Y v b.a + a. + 2.1h - a Y g - 117 b.a 1 The longitudinal acceleration ax may be determined from the reference velocity (a X Vref) The reference or vehicle velocity may be obtained in a known manner from the rotational speeds of the wheels.
The longitudinal forces are not taken into account for the estimator in accordance with version 1 -6of the method.
The generally non-linear relationship between the transverse force F y and the oblique running angle a at the tyre can only be conditionally simulated by the simple statement f Y = -ca a.Fz. This statement supplies useable transverse forces only in the case of small oblique running angles (linear range). In order also to be able to simulate the transverse force at the tyre in the non-linear range, a field of characteristics (Fig.3) is specified for the transverse force related to the stationary tread force. The oblique running angle ai coming from the block 2, and the friction value po utilized and obtained in a block 3, serve as input values for the field of characteristics 4. The related transverse force f y is then obtained in a known manner by interpolation, and the transverse force at each wheel is obtained by multiplying by the tread force determined in accordance with the respective one of equations (1 to 4) (block 6). Sign a, signifies the sign of a,. in addition, this transverse force is reduced in dependence upon the wheel slip in a block to which the vehicle velocity vx and the wheel velocities Vri are fed. A respective field of characteristics is used for the front axle and for the rear axle.
-7The following applies to the front axle:
(5) yi = - s ign cti. r.0 yi ' ( 1 cc.; 1 ' PO -1. - (1-xi) L 1 VA Z i i =. 1, 2 The following applies to the rear axle:
(6) yi = -sian aj fyi CLi go Fzi (1-Xj HA (7) average X, = 1 vr-i - v X The friction value M. utilized is obtained in block 3 by the following equation:
i 7 2 (8) P.j = 9. 1 a. - a Y The oblique running angle has to be determined in order to be able to carry out the field of characteristics interpolation. The value of the preceding calculating cycle is used for the estimated transverse velocity vy. To simplify matters, the oblique running angle a, is determined axle- wise in block 2.
oblique running angle at the front axle:
(9) Cc v = Y - 6.
v X Oblique running angle at the rear axle:
1 ch Y 6h, v X a sensor being provided for the yaw velocity/.d.
The transverse acceleration ay is determined from the longitudinal and transverse forces at the wheels in block 7 in the following manner:
(11) ay = 1. [ i 41yi + (xi + x2) ' 1 5 + (F + m v x3 x4) 6h] ' Assuming that the steering angles 6v and 6h are 0 small, the components with Fxi can be ignored.
Thus, the transverse acceleration for the estimator is obtained as follows:
(12) & 4 1 vi Y m i=1 - Thus, the estimated transverse velocity may be determined by means of a multiplier 10, a subtracter 8 and an integrator 9:
f (clav - W In the event of the occurrence of an offset for example, the integration of the measured transverse velocity ay would lead to a "drifting" transverse velocity. By using the transverse acceleration determined from the estimated forces, a feedback 9_ exists by way of the oblique running angle a and prevents "drifting" of the transverse velocity.
The estimated V y is fed back to the block 2 from the output of the integrator 9.
The drift angle may now be calculated in a block 11 from the estimated transverse velocity V y VY = - (14) 13= -arctan V X VY. V X In order to prevent the drift angle from gradually rising when travelling straight ahead (model error outweighs the mount of the transverse forces), the estimated transverse acceleration, the yaw angular velocity and the steering angle possibly drop below a respective, specific limiting value for a specific period of time.
In the method in accordance with the invention, V y is reset if the following applies for a specific period of time:
1 ay 1 < ayo unci 1 w J < w. und 6v 1 < 6vO, the value ayo, &0 and 6V0 being constant.
Fig.4 shows the estimate of the drift angle and of the transverse acceleration in accordance with version 1 in comparison with the actual measured value. This involves a double steering angle jump to -10a low friction value (M = 0.3).
In version 2 described with reference to Figs. 5 and 6, many blocks correspond to the blocks of Fig.2. These blocks carry the same reference numerals provided with a prime (11 1 91).
Here, the tread forces Fz are also derived from a two-dimensional vehicle model (quasi-static viewpoint) in a block 11'. The tread forces are split up into a static component dependent upon the position of the centre of gravity, and two dynamic components estimated from the longitudinal and transverse acceleratidn. Here, the transverse acceleration a4y and the quantity characterising the longitudinal acceleration ax are fed to the block 1. The latter performs calculations according to the following four equations:- M.a 1 hax ^-.h.Av (16) Fz1 - -. h. 1 _ 1 2 1 L 9 "h 1 F M.a h.a. _ 2.h.iy (17) z2 2 g-1h, b.,, M-C 1 - (18) Z.. v. 1 + h. a. - 2 - h. & 7 e. ---7- - 2 b.a (19) Fz4:-" Ma 1V 2 1 L 1 + h.ax + 2.h.A y 1 g-1V -g. -c j The longitudinal acceleration ax may again be determined from the reference velocity of the vehicle (ax = ref. The reference or vehicle velocity may be obtained in a known manner from the rotational speeds of the wheels.
The longitudinal forces at the wheel are derived from the measured or estimated brake pressures for the estimator in accordance with version 2 (Fig.5). The longitudinal forces are set to zero if the vehicle is not braked.
(20) c p -I.
xi PEi - In order to be able to simulate the transverse force at the tyre even in the non-linear range, a field of characteristics is specified for the transverse force related to the static tread force (Fig.3). Here also. the oblique running angle coming from the block 2' and the utilized friction value po coming from the block 31 serve as input values for the field of characteristics (block C). The related transverse force is then obtained in a known manner by interpolation, and the transverse force at each wheel is obtained by multiplication in a block 61 by the tread force determined in accordance with the respective one of equations (16 to 19). In addition, this transverse force is reduced in dependence upon the wheel slip A in a block 51 to which the vehicle velocity vx and the wheel velocities Vri are fed. A respective field of characteristics is used for the front axle and for the rear axle.
The following applies to the front axle:
(21) yi = -Sign Cci L fyi Cl- The following applies to the rear axle 22 F -sian a, Yi Z (3 2) Mit X. = 1 - L v r i v X -1 1 PO) 1. zi. (1-X -) VA i = 1, t.
LP ( 1 a.; ' g 0) j. r. (1-x.:) 1.y:i zi HA The friction value po utilized is obtained in block 3' by the following equation:
(24) 2 a. 2 The oblique running angle has to be determined in order to be able to perform the interpolation of the field of characteristics. The value from the-
1 -13preceding calculating cycle is used for the estimated transverse velocity. To simplify matters, the oblique running angles ai are determined axle-wise in block 2. oblique running angle at the front axle:
(25) a v = fi Y + 1V.W - 6V.
v X oblique running angle at the rear axle:
v Y ch = h 6h, a sensor being assumed for the yaw velocity w, and so far as 6h exists.
In the estimating method of Fig. 5, the yaw angular velocity is modelled in a block 14 from the jA A estimated forces Fxi and Fyi with the use of the turning angles. An error signal, by which the estimated transverse forces at the front axle are corrected (block 15), is obtained from the difference between the modelled and the measured yaw angular velocity. This increases the accuracy in many situations. The estimated yaw angular velocity must first be determined from the turning angles. To simplify matters, it is assumed that 6v and 6h are small, that is, that cos (6v) = 1, sin (6v) = 6v and cos (6h) = 1, sin (6h) = 6h.44,' is determined in block 14 as follows:
A 1 b (27) W f 0 X, x2) 'v 6v _ (x2 - 4xl 2 "" z Y1 + ry2) b 1V V1 - 2y2) - - 6 v 2 - b rx3 + x4 'h 6h 4" (,"x4 - 7X3) 2 y3 V4 'h:.;-, - - j.
V4 5,' 1 dt n 11 The difference,-j,,is formed in a subtracter 16.
The transverse forces at the front axle, already determined in accordance with the equation (6), are corrected by the error signal in block 15 as follows:
A dW dw (28). = F^yi - (w - w). k, - [- - -] - k i= 1, 2 Y1 - dt dt 2 in which is the. error signal and dw dt t is its derivation with respect to time. The two error components are correspondingly weighted with the two parameters k, and k2 during the correction. By way of example, k, and k2 may be NS NS2 K = 3000 K, = 3000 - 1 r F- d 4 rad The transverse acceleration a y is determined in a block 7 from the longitudinal and transverse forces at the wheels as follows:
(29) Y 1 yi + rxi m r_l= X2) ' 6V -' (x3-' 'I'X4 6h] Assuming that the steering angles 6v and 6h are A small, the components with Fxi may be ignored.
Thus. the transverse acceleration for the estimator 71 is obtained as follows:
(30) a = 1 Y m [FY1 + F y2 + y3 + y41 The estimated transverse velocity V y may then be determined by means of a subtracter 101, a subtracter 81 and an integrator 91:
(31) Y f (&y - w - v.) dt.
A The estimated V y is fed back from the output of the integrator 9' to block 2'. The drift angle P1 may now be calculated in a block 11, from the estimated k transverse velocity VY A r (32) -arctan Y -Y' Vx Vx In order to prevent the drift angle from gradually increasing when travelling straight ahead (model error outweighs the value of the transverse forces), the estimated transverse velocity is here also set to zero by a block 121 if the yaw angular velocity and the steering angle each drop below a -16limiting value for a specific period of time.
In the method in accordance with version 2, V y _is reset if the following applies for a specific period of time:
(33) 1 w J < tu. und 1 6v 1 < 6vO the values for AvO and 6V0 being constants.
Fig. 6 shows the estimate of the drift angle and of the transverse acceleration A y in accordance with version 2 compared with the actual measured value. This involves a double steering angle jump to a low friction value (p = 0.3). The vehicle is at the same time braked.
i -17TABLE NOMENCLATURE Estimated tyre forces in the longitudinal direction of the tyres A Fyi Estimated tyre forces in the transverse direction of the tyres F yl Estimated tyre forces, corrected by error A signal in the transverse direction of the tyres A Fzi Tread forces of the tyres Vx' v y Longitudinal and transverse velocity of the vehicle ax, a y Longitudinal and transverse acceleration of the vehicle 1 b h 6x, 6 y Steering angle front. rear Yaw angular velocity avt ah Oblique running angle front, rear PO Friction value utilized Vri Wheel velocities PBi Brake pressures . ki Tyre Slip lvr 1h Distance between the front axle or rear axle and centre of gravity Wheel base Track width Height of centre of gravity cpi Amplification coefficient between brake pressure and braking torque rR Wheel radius e Moment of inertia of the vehicle about the vertical axis m Mass of vehicle 9 Acceleration due to gravity f y Transverse force related to tread force VFi Vehicle velocity at wheel i Vsp Vehicle velocity at the centre of gravity P drift angle
Claims (8)
1. A method of determining the vehicle velocity and/or the drift angle of a steered vehicle, in which the relationships F y /F z y are ascertained with the aid of the ascertained friction value po, the ascertained oblique running angle ai and a field of characteristics for the transverse force F y related to the static tread force Fzor in dependence upon the oblique running angles ai with yo as parameter, in which the wheel-related transverse forces Fy.- are obtained by multiplication from the ascertained tread forces Fzi and the relationships fy, in which the transverse acceleration ay is derived therefrom in which the transverse velocity vy = J'(ay -0 vx)dt is ascertained by integration from this transverse A acceleration ay, the ascertained longitudinal velocity vx and the ascertained yaw velocity,&), and in which A A possibly the drift angle P is used from VY and vx for assessing the stability of the vehicle and/or for stabilizing the vehicle.
2. A method as claimed in claim 1, in which the oblique running angles ai are ascertained from the ascertained values of yaw velocityzj, longitudinal velocity vx, transverse velocity VY and the steering angle or angles 6v- 6h
3. A method as claimed in claim 1 or 2, in which the friction value po (per axle) is ascertained from the ascertained or estimated value of transverse acceleration a y and the value of longitudinal acceleration ax
4. A method as claimed in any of claims 1 to 3, in which the wheel- related tread forces Fzi are ascertained from the ascertained or estimated value of longitudinal acceleration ax and from the ascertained or estimated values of transverse acceleration ay of the vehicle mass, and vehicle-related constants.
5. A method as claimed in any of claims 1 to 4, in which the ascertained transverse forces F y are reduced in dependence upon the wheel slip.
6. A method as claimed in any of claims 1 to 5, in which the ascertained transverse forces Fyi of the front axle are subjected to correction by the term.40-A before the transverse acceleration ay is estimated, A the estimated yaw velocityz,, being derived from the longitudinal forces Fxi, the estimated transverse forces Fyi and the steering angles 6v and possibly 6h
7. A method as claimed in claim 6, in which the A longitudinal forces Fxi are derived from the measured or estimated brake pressures PBi 1
8. Methods of determining the vehicle velocity and/or the drift angle of a steered vehicle, substantially as described with reference to the accompanying drawings.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE4200061A DE4200061C2 (en) | 1992-01-03 | 1992-01-03 | Procedure for determining the vehicle transverse speed and / or the slip angle |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| GB9226931D0 GB9226931D0 (en) | 1993-02-17 |
| GB2263180A true GB2263180A (en) | 1993-07-14 |
| GB2263180B GB2263180B (en) | 1995-08-16 |
Family
ID=6449087
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB9226931A Expired - Fee Related GB2263180B (en) | 1992-01-03 | 1992-12-24 | Determination of the transverse velocity of a vehicle and/or the drift angle |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JPH05270422A (en) |
| DE (1) | DE4200061C2 (en) |
| GB (1) | GB2263180B (en) |
Cited By (7)
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| GB2269571A (en) * | 1992-08-13 | 1994-02-16 | Daimler Benz Ag | Process for determining quantities characterising vehicle travel behaviour. |
| GB2269570A (en) * | 1992-08-13 | 1994-02-16 | Daimler Benz Ag | Process for determining a vehicle travel-situation-dependent steering angle. |
| EP0770529A3 (en) * | 1995-10-25 | 1998-05-13 | Toyota Jidosha Kabushiki Kaisha | Device for estimating side slide velocity of vehicle compatible with rolling and cant |
| US6604036B2 (en) | 2000-04-18 | 2003-08-05 | Michelin Recherche Et Technique S.A. | Method for controlling the stability of a vehicle based on lateral forces exerted on each wheel |
| US6859713B2 (en) | 2001-10-17 | 2005-02-22 | Michelin Recherche Et Technique | Method and system for regulating a stability control system of a vehicle |
| US8280586B2 (en) | 2005-05-31 | 2012-10-02 | Continental Automotive Gmbh | Determination of the actual yaw angle and the actual slip angle of a land vehicle |
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| DE4325413C2 (en) * | 1993-07-29 | 1995-05-18 | Daimler Benz Ag | Method for determining the behavior of characteristic quantities |
| DE4419979C2 (en) * | 1994-06-08 | 1997-09-04 | Bayerische Motoren Werke Ag | Method for determining the slip angle and / or the transverse slip of a wheel in motor vehicles |
| DE4430458A1 (en) * | 1994-08-27 | 1996-02-29 | Teves Gmbh Alfred | Method for determining the lateral acceleration of a vehicle |
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| US6035251A (en) * | 1997-11-10 | 2000-03-07 | General Motors Corporation | Brake system control method employing yaw rate and ship angle control |
| US6233513B1 (en) * | 1997-11-27 | 2001-05-15 | Masato Abe | Method and system for computing a vehicle body slip angle in a vehicle movement control |
| US6205391B1 (en) | 1998-05-18 | 2001-03-20 | General Motors Corporation | Vehicle yaw control based on yaw rate estimate |
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| DE102006008273A1 (en) * | 2006-02-22 | 2007-08-30 | Siemens Ag | Future lane forecast method e.g. for vehicle, involves determining speeds of wheels of vehicle and dependent on these wheel speeds vehicle variable state is estimated |
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| GB2257551A (en) * | 1991-07-12 | 1993-01-13 | Bosch Gmbh Robert | Determination of a parameter of motion of a vehicle |
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| JPH06104455B2 (en) * | 1985-03-15 | 1994-12-21 | 日産自動車株式会社 | Vehicle motion condition estimation device |
| DE4031304A1 (en) * | 1990-10-04 | 1992-04-09 | Bosch Gmbh Robert | Model supported estimation of float angle - using vehicle speed from ABS system, steering angle sensor to derive transverse speed and hence float angle |
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- 1992-01-03 DE DE4200061A patent/DE4200061C2/en not_active Expired - Fee Related
- 1992-12-24 GB GB9226931A patent/GB2263180B/en not_active Expired - Fee Related
- 1992-12-25 JP JP4362014A patent/JPH05270422A/en active Pending
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2257551A (en) * | 1991-07-12 | 1993-01-13 | Bosch Gmbh Robert | Determination of a parameter of motion of a vehicle |
Cited By (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2269571A (en) * | 1992-08-13 | 1994-02-16 | Daimler Benz Ag | Process for determining quantities characterising vehicle travel behaviour. |
| GB2269570A (en) * | 1992-08-13 | 1994-02-16 | Daimler Benz Ag | Process for determining a vehicle travel-situation-dependent steering angle. |
| FR2694808A1 (en) * | 1992-08-13 | 1994-02-18 | Daimler Benz Ag | Method for determining the characteristic quantities of the running behavior of a vehicle |
| GB2269570B (en) * | 1992-08-13 | 1995-10-18 | Daimler Benz Ag | Process for the determination of a travel-situation-dependent steering angle |
| GB2269571B (en) * | 1992-08-13 | 1995-11-08 | Daimler Benz Ag | Process for the determination of quantities characterising the travel behaviour |
| US5694319A (en) * | 1992-08-13 | 1997-12-02 | Daimler-Benz Ag | Process for the determining travel-situation-dependent steering angle |
| EP0770529A3 (en) * | 1995-10-25 | 1998-05-13 | Toyota Jidosha Kabushiki Kaisha | Device for estimating side slide velocity of vehicle compatible with rolling and cant |
| US6604036B2 (en) | 2000-04-18 | 2003-08-05 | Michelin Recherche Et Technique S.A. | Method for controlling the stability of a vehicle based on lateral forces exerted on each wheel |
| US6859713B2 (en) | 2001-10-17 | 2005-02-22 | Michelin Recherche Et Technique | Method and system for regulating a stability control system of a vehicle |
| US8280586B2 (en) | 2005-05-31 | 2012-10-02 | Continental Automotive Gmbh | Determination of the actual yaw angle and the actual slip angle of a land vehicle |
| EP3825191A1 (en) * | 2019-11-25 | 2021-05-26 | The Goodyear Tire & Rubber Company | Vehicle sideslip angle estimation system and method |
| US11702084B2 (en) | 2019-11-25 | 2023-07-18 | The Goodyear Tire & Rubber Company | Vehicle sideslip angle estimation system and method |
Also Published As
| Publication number | Publication date |
|---|---|
| DE4200061A1 (en) | 1993-07-08 |
| GB2263180B (en) | 1995-08-16 |
| DE4200061C2 (en) | 2001-09-13 |
| GB9226931D0 (en) | 1993-02-17 |
| JPH05270422A (en) | 1993-10-19 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PCNP | Patent ceased through non-payment of renewal fee |
Effective date: 20051224 |