SCHALTUNGSANORDNUNG FUER EIN ANTRIEBSSCHLUPFREGELUNGSSYSTEM MIT BREMSEN- UND/ODER MOTOREINGRIFF

A circuit arrangement for a drive slip control system assesses the speed (vER) measured at a driven spare wheel with a correction factor K(t) in order to maintain or improve the control function even when a smaller spare wheel is fitted. This correction factor (K(t)) is found with the drive slip control inoperative by the comparison between axles of the rotation speeds (vna1, vna2, va, vER) of the wheels on one axle and the comparison of the rotation speed differences measured on the driven and undriven axles. On the transition from very slippery road surfaces ( mu lowuniform) to dry ones ( mu highuniform) without the prior calculation of the correction factor, the slip threshold (S) is temporarily raised. When running on different friction factors on the right and left ( mu -split), a raised slip threshold (SER) becomes effective on the spare wheel if it is fitted on the high-friction factor side.

Drive slip regulation with desired slip adaptation involves computing new correct desired slip value from determined revolution rate, step changing desired slip from pilot control value to new value

The method involves regulating the wheel with the low adhesive friction value to a defined desired slip pilot control value by braking in the event of spinning. It involves determining the current engine revolution rate at the time of driving off or on exceeding a low speed threshold, computing a new correct desired slip value based on the determined revolution rate and step changing the desired slip from the pilot control value to the new value.

Improvement of driving behaviour of motor vehicle on Á-split slopes

Brake-pull mitigation

PROCESS AND INSPECTING DEVICE OF THE SLIP OF THE DRIVING WHEELS ON ASYMMETRICAL ADHERENCE FOR MOTOR VEHICLE.

PROCESS AND INSPECTING DEVICE OF THE SLIP OF THE DRIVING WHEELS ON ASYMMETRICAL ADHERENCE FOR MOTOR VEHICLE.

L'invention concerne un procédé de contrôle du glissement des deux roues motrices sur adhérence asymétrique pour véhicule automobile, par régulation du couple de freinage et du couple moteur, délivrés aux roues par les actionneurs du véhicule, dans le cas où elles dépassent un seuil prédéfini de glissement, caractérisé en ce que, lors de la détection d'une situation de roulage à une vitesse supérieure à un seuil défini et sur une route à adhérence asymétrique, une des roues de l'essieu moteur patine, il applique à la roue motrice sur faible adhérence d'une part, un couple de freinage (CF) obtenu par une régulation par asservissement, en boucle fermée, de la vitesse de rotation de ladite roue à une consigne qui est fonction d'une consigne de glissement et d'autre part, un couple moteur (CM) obtenu par une régulation dépendant du niveau de glissement de la roue sur forte adhérence du même essieu moteur. The invention relates to a method for controlling the sliding of the two drive wheels on asymmetric adhesion for a motor vehicle, by regulating the braking torque and the engine torque, delivered to the wheels by the actuators of the vehicle, in the case where they exceed a predefined threshold. sliding device, characterized in that, during the detection of a driving situation at a speed greater than a defined threshold and on an asymmetrically adhering road, one of the wheels of the driving axle slips, it applies to the driving wheel on low adhesion, on the one hand, a braking torque (CF) obtained by servo-controlled, closed-loop regulation of the rotational speed of said wheel at a setpoint which is a function of a sliding instruction and other on the other hand, a motor torque (CM) obtained by a regulation depending on the slip level of the wheel on strong adhesion of the same driving axle.

Circuit configuration and method for controlling a traction slip control system with brake and/or engine management

A circuit configuration and method for a traction slip control system which evaluates the speed (vER) measured at a driven spare wheel with a correction factor K(t) in order to maintain or improve the control function even when a smaller size spare wheel has been mounted. This correction factor (K(t)) is determined by axlewise comparison of the rotating speeds (vna1, vna2 ; va, vER) of the wheels of one axle and by comparison of the speed differences measured on the driven and nondriven axles, with traction slip control being inactive. Upon transition from a very slippery road surface (μlow homogeneous) to a dry road surface (μhigh homogeneous), without any prior determination of the correction factor, the slip threshold (S) is raised temporarily. When starting with different right/left friction coefficients (μ-split), with the spare wheel being mounted on the high friction coefficient side, a higher slip threshold (SER) will be effective for this spare wheel.

DRIVING SLIP CONTROL METHOD AND DEVICE

PROBLEM TO BE SOLVED: To improve driving slip control for avoiding sudden reduction in traction by prohibiting or restricting reduction in an output value of a driving engine when there is a situation of generating only a short-time unstable state of wheels on a high friction coefficient. SOLUTION: When a driving slip is caused only in a single driving wheel, a driving slip control device is operated by operation mode select high, and brake force reduces a slip (104). When a sliding rotation tendency is detected in both driving wheels and a short-time unstable state is detected in wheels of a high friction coefficient on a traveling road surface having a friction coefficient different between the driving wheels, switching of an operation mode is checked or delayed (110). This check or delay is selected so as not to reduce torque or so as not to introduce sudden reduction in substantial traction since the torque becomes smaller than in select low operation even if the torque is reduced.

Antriebsmomentenkompensation bei μ-Split Situationen

Es wird ein Verfahren zur Verbesserung des Beschleunigungsverhaltens eines Fahrzeugs beschrieben. Das Fahrzeug weist eine Fahrdynamik-Regelfunktion auf, die eingerichtet ist, ein Bremsmoment auf ein angetriebenes Rad des Fahrzeugs zu bewirken, um einen Schlupf des angetriebenen Rades zu reduzieren. Das Verfahren umfasst das Ermitteln eines Indizes dafür, dass sich ein erstes angetriebenes Rad des Fahrzeugs auf einer ersten Fahrbahn-Seite befindet, die einen geringeren Kraftschluss mit dem ersten angetriebenen Rad ermöglicht, als eine zweite Fahrbahn-Seite mit einem zweiten angetriebenen Rad des Fahrzeugs. Außerdem umfasst das Verfahren das Bestimmen, auf Basis des Indizes, ob eine μ-Split Situation vorliegt. Das Verfahren umfasst weiter das Ermitteln eines angeforderten Soll-Antriebsmoments, sowie das Ermitteln eines Bremsmoments, das durch die Fahrdynamik-Regelfunktion auf das erste angetriebene Rad bewirkt wird. Desweiteren umfasst das Verfahren, wenn bestimmt wurde, dass eine μ-Split Situation vorliegt, das Ansteuern eines Antriebsmotors des Fahrzeugs derart, dass der Antriebsmotor zusätzlich zu dem Soll-Antriebsmoment ein Brems-Kompensationsmoment bereitstellt, wobei das Brems-Kompensationsmoment von dem ermittelten Bremsmoment abhängt. A method for improving the acceleration behavior of a vehicle is described. The vehicle has a vehicle dynamics control function configured to apply a braking torque to a driven wheel of the vehicle to reduce slippage of the driven wheel. The method includes determining an index that a first driven wheel of the vehicle is on a first lane side that allows less frictional engagement with the first driven wheel than a second lane side with a second driven wheel of the vehicle. In addition, the method includes determining, based on the index, whether a μ-split situation exists. The method further includes determining a requested desired drive torque, and determining a brake torque that is caused by the vehicle dynamics control ...

Automobile drive slip regulation using control of torque delivered by engine and selective operation of wheel brakes

The drive slip regulation has the drive torque delivered by the engine increased automatically during starting off on a road surface which has a different friction coefficient for the left and right sides of the vehicle, for providing the same acceleration as when the road surface has a high friction coefficient. An Independent claim for a drive slip regulation method for starting off of an automobile on a road surface with different friction coefficients for the left and right sides of the vehicle is also included.

Automobile drive slip regulation system using selective braking of driven wheel when variable slip threshold is exceeded

The drive slip regulation system uses selective braking of a driven wheel when a slip threshold for the driven wheel is exceded, the slip threshold altered in dependence on the gradient when the vehicle is on an incline with different friction coefficients for the left and right sides of the vehicle. The slip threshold can be provided by a table of values addressed by the detected gradient, the slip threshold increased at higher gradients for a front wheel drive vehicle and reduced at higher gradients for a rear wheel drive vehicle. An Independent claim for a method for drive slip regulation of an automobile driven wheel is also included.

PROCESS FOR INCREASING THE DYNAMIC STABILITY OF A ROAD VEHICLE

Disclosed are a process and circuit for increasing the dynamic stability of a road vehicle, using drive slip control acting on the brakes. The drive wheel (HM-Rad) which at any particular instant has the higher coefficient of friction is determined, and the rotational behaviour of this wheel is monitored and stabilized by brake action as soon as the drive slip of this wheel exceeds a threshold value. Any pressure in the brake of the second drive wheel (LM-Rad) is reduced.

Rapid catching of a slipping high ¿ wheel during acceleration

The invention concerns a method and device to regulate the speed of the low ž wheel during starting or acceleration of a vehicle on a roadway with different static friction values between the left and right sides of the vehicle (ž-split), the low ž wheel being braked by engaging the brake if it has exceeded a predetermined slip threshold. To improve the acceleration behaviour of the vehicle, it is proposed that the speed (7) of the slipping low ž wheel should be regulated to a predetermined setpoint speed (1) during a setpoint speed regulation phase (9), in which the setpoint pressure (12) for the brake of the low ž wheel is set so that the wheel follows the setpoint speed (1), that the setpoint speed regulation should be discontinued if the high ž wheel fulfils a predetermined breaking-away condition, and that setpoint pressure control should be started during a setpoint pressure control phase (10), in which the setpoint pressure (12) of the low ž wheel is abruptly reduced, to reduce the ...

Rapid catching of a slipping high Á wheel during setpoint speed regulation

Method and system for computing road friction estimate

PROCESS OF REGULATION Of ANTIPATINAGE TO the DRIVE WITH ADAPTATION OF the SLIP OF INSTRUCTION

Procédé de régulation d'antipatinage à l'entraînement pour le démarrage d'un véhicule sur une chaussée ayant des coefficients d'adhérence différents ( -divisé) entre le côté gauche et le côté droit du véhicule,la roue motrice à faible coefficient d'adhérence étant régulée en cas d'emballement par une action sur le frein pour une valeur de commande préalable de glissement de consigne, prédéterminée (λav), caractérisé par les étapes suivantes :- on détermine le régime moteur actuel (nMot), à l'instant du démarrage du véhicule ou en cas de dépassement d'un seuil de vitesse faible, - on calcule une nouvelle valeur de glissement de consigne corrigée (λcorr) sur la base du régime moteur actuel obtenu (nMot), et - on abaisse ou on augmente brusquement le glissement de consigne (1) pour passer de la valeur de commande préalable du glissement de consigne (λav) sur le nouveau glissement de consigne calculé (λcorr). Method of controlling traction control at the drive for starting a vehicle on a roadway having different adhesion coefficients (-divided) between the left side and the right side of the vehicle, the driving wheel with a low coefficient of adhesion being regulated in the event of runaway by an action on the brake for a predetermined, predetermined value for the setpoint slip prior (λav), characterized by the following steps: - the current engine speed (nMot) is determined, at the when the vehicle is started or if a low speed threshold is exceeded, - a new corrected setpoint slip value (λcorr) is calculated on the basis of the current engine speed obtained (nMot), and - one lowers or one abruptly increases the setpoint slip (1) to switch from the value of the setpoint slip prior to control (λav) to the new calculated setpoint slip (λcorr).

Angular velocity regulating method for right and left front drive wheels of e.g. terrestrial motor vehicle, involves dissociating velocity of wheels such that wheels attain driveability level in zones, during take-off situation of vehicle

The method involves dissociating angular velocity of right and left front drive wheels of a vehicle such that the wheels attain a driveability level in optimal and non-optimal driveability zones corresponding to low and high sliding rates, respectively, during take-off situation of the vehicle. The non-optimal zone is an operating zone imposed by minimum speed of an engine, and the optimal zone is an operating zone corresponding to maximum longitudinal acceleration values of a tire of one of the wheels, where the minimum speed of the engine ranges from 1500 to 2000 turns per minute.

Velocity regulation method for driven wheel with low traction during starting off or acceleration of automobile, involves reducing brake pressure during control phase for reducing drive torque delivered to driven wheel

The velocity regulation method has the velocity (7) of the driven wheel with low traction held at a given velocity (1) during a velocity regulation phase (9) by controlling the braking pressure (12) for the wheel. The braking pressure can be reduced during a control phase (10) for reducing the drive torque delivered to the driven wheel with high traction, before a subsequent pressure regulation phase. An Independent claim for a device for velocity regulation of an automobile driven wheel with low traction is also included.

Schnelles Einfangen eines schlupfenden high-μ Rades während einer Sollgeschwindigkeits-Regelung

Verfahren zur Regelung der Geschwindigkeit (7) eines low--Rades beim Anfahren oder Beschleunigen eines Fahrzeugs auf einer Fahrbahn mit unterschiedlichen Haftreibungswerten zwischen linker und rechter Fahrzeugseite (-split), wobei das low--Rad durch Bremseneingriff abgebremst wird, wenn es eine vorgegebene Schlupfschwelle überschreitet, und eine Solldrucksteuerung während einer Solldruck-Steuerphase (10) durchgeführt wird, in der der Solldruck (12) des low--Rades sprungartig reduziert wird um das auf das high--Rad übertragene Antriebsmoment zu vermindern, wenn das high--Rad eine vorgegebene Abrissbedingung erfüllt, gekennzeichnet durch folgende Schritte: Regeln der Geschwindigkeit (7) des schlupfenden low--Rades auf eine vorgegebene Sollgeschwindigkeit (1) während einer Sollgeschwindigkeits-Regelphase (9), in der der Solldruck (12) für die Bremse des low--Rades so eingestellt wird, daß das Rad der Sollgeschwindigkeit (1) folgt, Aussetzen der Sollgeschwindigkeitsregelung, wenn das high-- ...

Drive slip regulation method involves preventing or limiting engine output parameter reduction in situation where only short-term instability of second wheel on axle exists

The method involves increasing the braking pressure in a first mode when slipping of at least one drive wheel is occurring to reduce the slip of at least that wheel and in a second mode reducing an output parameter of the drive engine if slip is occurring on two drive wheels on an axle. Where a situation exists in which only a short-term instability of the second wheel occurs the reduction in the output parameter is inhibited or limited. An Independent claim is also included for a drive slip regulation method.

Anti-slip regulation system with brake engagement for vehicles travelling uphill

The invention concerns an anti-slip regulation system with brake engagement, particularly for motor vehicles, in which a slipping wheel is braked by engaging the brake if a slip threshold is exceeded. To improve the stability and steerability of the vehicle on slopes with different static friction values between the left and right sides of the vehicle (ž-split), it is proposed that the slip threshold of the slipping low ž wheel should be changed depending on the slope. Preferably if the vehicle is front wheel drive the slip threshold of the slipping wheel being increased as the slope increases, and in the case of a vehicle with rear wheel drive, the slip threshold of the slipping wheel being decreased as the slope increases.

METHOD OF SPEED CORRECTION OF ROTATING WHEELS, DETECTED BY A SENSING UNIT

METHOD FOR INCREASING THE DRIVING STABILITY OF A MOTOR VEHICLE

The invention relates to a method for increasing the stability of a motor vehicle when accelerating on a road with a varying coefficient of friction, wherein a traction control system applies a braking force to a driven wheel on the side with a low coefficient of friction. The method is characterised in that a variable (pASR) corresponding to the braking force (FB,ASR) set by the traction control system (ASR) is detected, the detected variable (pASR) is used to determine an unwanted yawing moment (MZ), and a control component (?dZ) of an additional steering angle (?d) is detected as a function of the unwanted yawing moment (MZ). The invention also relates to a device for carrying out the method.

Verfahren zur Stabilisierung eines Fahrzeugs mit Antriebsmotor

Bei einem Verfahren zur Stabilisierung eines Fahrzeugs mit Antriebsmotor wird für den Fall, dass zwei Räder des Fahrzeugs einen unterschiedlich hohen Reibwert zur Fahrbahn aufweisen, im Antriebsfall das Giermoment bestimmt und das Moment am Rad mit höherem Reibwert in der Weise beeinflusst, dass das Giermoment einen zugeordneten Schwellenwert unterschreitet.

Brake-Pull Mitigation

A method of operating a vehicle braking system 12 that includes a braking devices 20a, 20b each of which is configured to apply brake torque to a wheel at either end of an axle 29a, 29b of the vehicle is provided. The method comprises receiving one or more electrical signals indicative of a brake command. The method further comprises obtaining a value of each of one or more vehicle-related parameters as brake torque is applied to the wheels at either end of the axle 29a, 29b by the braking devices 20a, 20a in response to the brake command, and detecting a brake-pull on the vehicle based on the obtained value(s) of the one or more vehicle-related parameters. The method still further comprises automatically adjusting an amount of brake torque being produced by at least one of the braking devices 20a, 20b to equalize the amount of brake torque being applied across the axle 29a, 29b, thereby mitigating the detected brake-pull.

Brake-Pull Mitigation

Engine and braking torques automatic regulation method for e.g. motor vehicle, involves maintaining/reducing engine torque applied to high adhesion wheel when engine torque is higher than upper/lower value and speed is higher than threshold

Selon ce procédé, on applique à la roue motrice sur faible adhérence Rfa d'une part, un couple de freinage CF obtenu par une régulation par asservissement, en boucle fermée, de la vitesse de rotation θ.rfa de ladite roue à une consigne θ.drfa qui est fonction d'une consigne de glissement et d'autre part, un couple moteur CM obtenu par une régulation dépendant du niveau de glissement de la roue sur forte adhérence RFA du même essieu moteur. Lorsque le niveau de glissement est inférieur à un premier seuil déterminé, le couple moteur CM appliqué à la roue motrice sur forte adhérence avec une régulation en boucle ouverte est maintenu constant ou est diminué lorsqu'il est supérieur à une valeur supérieure déterminée ou lorsqu'il est supérieur à une valeur inférieure déterminée et que le régime moteur est supérieur à un seuil déterminé.

METHOD FOR STABILIZING THE VEHICLE MOVEMENT DYNAMIC BEHAVIOUR DURING ACCELERATION OF A MOTOR VEHICLE WITH WHEELS LOCATED ON UNDERLYING SURFACES WITH DIFFERENT COEFFICIENTS OF FRICTION AND A DEVICE FOR THIS PURPOSE

The invention relates to a method for stabilizing the vehicle movement dynamic behaviour of a motor vehicle (1) during acceleration, which motor vehicle (1) has two wheels (4) spaced apart from one another at least on one axle on sections of the underlying surface which have different coefficients of friction, wherein a control device (8) acts on a steering device (5) of the motor vehicle (1) in such a way that a superimposition angle (22) is applied to the steering device (5) in addition to an angle set by a vehicle driver, in order to counteract a yaw moment of the motor vehicle (1), and wherein an ESP control device (9) brings about a braking torque for a wheel (4) on a section of the underlying surface with a low coefficient of friction, wherein the braking torque is converted into the superimposition angle (22) in a computing device (10). The invention also relates to a device containing means for carrying out such a method.

Rapid catching of a slipping high Á wheel during setpoint speed regulation

METHOD FOR CONTROL OF AN AUTOMOBILE WHEEL WITH ADAPTATION [...] SETPOINT

PROCESS AND INSPECTING DEVICE OF THE SLIP OF THE DRIVING WHEELS ON ASYMMETRICAL ADHERENCE FOR MOTOR VEHICLE

Method for controlling vehicle traction during starting comprises determining which set of wheels is on area with higher grip, remaining set of wheels being driven at rpm value which allows engine to operate at or above minimum rpm

The method for controlling vehicle traction during starting comprises determining which set of wheels is on the area with the higher grip. The remaining set of wheels is driven at an rpm value which allows the engine to operate at or above a minimum rpm. An independent claim is included for a computer program for use in operating the method.

Brake-pull mitigation

Brake-pull mitigation

A method of operating a vehicle braking system 12 that includes a braking devices 20a, 20b each of which is configured to apply brake torque to a wheel at either end of an axle 29a, 29b of the vehicle is provided. The method comprises receiving one or more electrical signals indicative of a brake command. The method further comprises obtaining a value of each of one or more vehicle-related parameters as brake torque is applied to the wheels at either end of the axle 29a, 29b by the braking devices 20a, 20a in response to the brake command, and detecting a brake-pull on the vehicle based on the obtained value(s) of the one or more vehicle-related parameters. The method still further comprises automatically adjusting an amount of brake torque being produced by at least one of the braking devices 20a, 20b to equalize the amount of brake torque being applied across the axle 29a, 29b, thereby mitigating the detected brake-pull. The vehicle parameters may be lateral acceleration and/or a yaw-related ...

PROCESS FOR INCREASING THE DYNAMIC STABILITY OF A ROAD VEHICLE

Disclosed are a process and circuit for increasing the dynamic stability of a road vehicle, using drive slip control acting on the brakes. The drive wheel (HM-Rad) which at any particular instant has the higher coefficient of friction is determined, and the rotational behaviour of this wheel is monitored and stabilized by brake action as soon as the drive slip of this wheel exceeds a threshold value. Any pressure in the brake of the second drive wheel (LM-Rad) is reduced.

METHOD AND DEVICE FOR CONTROLLING THE SLIDING OF DRIVING WHEELS UPON ASYMMETRIC ADHESION FOR AN AUTOMOTIVE VEHICLE

CIRCUIT ARRANGEMENT FOR A DRIVE SLIP CONTROL SYSTEM WITH BRAKE AND/OR ENGINE ENGAGEMENT

A circuit arrangement for a drive slip control system assesses the speed (vER) measured at a driven spare wheel with a correction factor K(t) in order to maintain or improve the control function even when a smaller spare wheel is fitted. This correction factor (K(t)) is found with the drive slip control inoperative by the comparison between axles of the rotation speeds (vna1, vna2, va, vER) of the wheels on one axle and the comparison of the rotation speed differences measured on the driven and undriven axles. On the transition from very slippery road surfaces (mulowuniform) to dry ones (muhighuniform) without the prior calculation of the correction factor, the slip threshold (S) is temporarily raised. When running on different friction factors on the right and left (mu-split), a raised slip threshold (SER) becomes effective on the spare wheel if it is fitted on the high-friction factor side.

Vehicle traction control system and method

Driving slip rates SLi of respective wheels are calculated, and if a driving slip is excessively large is judged based on the driving slip rates SLi. Further, if a vehicle is in a predetermined turning state is judged, and if the vehicle is in an accelerating state from taking off on a road surface where a difference between coefficients of friction of the road surface with respect to the left and right wheels is large is judged. In addition, if the vehicle is in a state in which a powertrain such as a differential should be protected is judged. Fuel supply to an engine is cut until a possibility of worsening of behavior has been eliminated when the driving slip is excessively large and there is a possibility of worsening of behavior due to turning and the like, and the driving slip is reduced by reduction of driving force. Then, execution of the cutting of fuel supply is prohibited for a predetermined time after execution of the cutting of fuel supply.

Method and circuit configuration to augment the driving stability of a road vehicle

A method and a circuit configuration to augment the driving stability of a road vehicle using traction slip control by brake management. The drive wheel is identified which instantaneously exhibits the higher coefficient of friction (HM-wheel). The rotational pattern of this wheel is monitored and stabilized by brake management as soon as the traction slip of this wheel exceeds a limit value. Braking pressure which may exist in the wheel brake of the second drive wheel (LM-wheel) is decreased.

Rapid capture of a slipping high-mu wheel during a setpoint speed regulation operation

A method and an apparatus for regulating the speed of the low-μ wheel as a vehicle starts from rest or accelerates on a road surface having adhesive friction values that differ between the left and right sides of the vehicle (split-μ), the low-μ wheel being braked by braking intervention when it has exceeded a defined slip threshold. In order to improve the acceleration behavior of the vehicle, it is proposed to regulate the speed of the slipping low-μ wheel to a defined setpoint speed during a setpoint speed regulation phase in which the setpoint pressure for the brake of the low-μ wheel is set so that the wheel tracks the setpoint speed; to discontinue setpoint speed regulation when the high-μ wheel meets a defined breakaway condition; to initiate a setpoint pressure control operation during a setpoint pressure control phase in which the setpoint pressure of the low-μ wheel is abruptly reduced in order to decrease the drive torque transferred to the high-μ wheel; and lastly to continue setpoint speed regulation.

CIRCUIT ARRANGEMENT FOR A DRIVE SLIP CONTROL SYSTEM WITH BRAKE AND/OR ENGINE INTERVENTION

Fahrzeugtraktionssteuerungssystem und -steuerungsverfahren

Fahrzeugtraktionssteuerungssystem zur Steuerung eines Antriebsschlupfes eines Antriebsrads durch Unterbrechung der Kraftstoffzufuhr zu einem Motor und zur Untersagung der Unterbrechung der Kraftstoffzufuhr zum Motor während eines festgelegten Zeitraums nach Ausführung der Unterbrechung der Kraftstoffzufuhr dadurch gekennzeichnet, dass das System eine Bewertungseinrichtung (50) zur Bewertung, ob eine Möglichkeit besteht, dass das Fahrzeugverhalten instabil wird, aufweist und das Unterbrechen der Kraftstoffzufuhr dann ausgeführt wird, wenn ein Grad des Antriebsschlupfes des Antriebsrads (34FL, 34FR, 40RL, 40RR) gleich oder grösser als ein Referenzwert ist und von der Bewertungseinrichtung (50) gewertet wird, dass die Möglichkeit besteht, dass das Fahrzeugverhalten instabil wird.

Abschwächung ungleicher Bremswirkung

Verfahren zum Betreiben eines Fahrzeugbremssystems, das eine Bremsvorrichtung umfasst, von der jede konfiguriert ist, dass sie ein Bremsmoment auf ein Rad an beiden Enden einer Achse des Fahrzeugs aufbringt. Das Verfahren umfasst den Empfang eines oder mehrerer elektrischer Signale, die einen Bremsbefehl anzeigen. Das Verfahren umfasst ferner das Erhalten eines Wertes eines oder mehrerer fahrzeugbezogener Parameter, wenn das Bremsmoment von den Bremsvorrichtungen als Reaktion auf den Bremsbefehl auf die Räder an beiden Enden der Achse aufgebracht wird, und das Erfassen einer ungleichen Bremswirkung am Fahrzeug auf der Grundlage des oder der bezogenen Werte des einen oder der mehreren fahrzeugbezogenen Parameter. Ferner umfasst das Verfahren die automatische Einregelung eines von mindestens einer der Bremsvorrichtungen erzeugten Bremsmoments, um das auf die Achse wirkende Bremsmoment auszugleichen und so die erfasste ungleiche Bremswirkung abzuschwächen.

Verfahren zum Stabilisieren des fahrdynamischen Verhaltens beim Beschleunigen eines Kraftfahrzeuges mit auf Reibwert unterschiedlicher Fahrbahn befindlichen Rädern und Vorrichtung hierfür

Die Erfindung betrifft ein Verfahren zum Stabilisieren des fahrdynamischen Verhaltens eines Kraftfahrzeuges beim Beschleunigen, das zumindest an einer Achse zwei voneinander beabstandete Räder auf reibwertunterschiedlichen Fahrbahnabschnitten aufweist, wobei eine Regelvorrichtung auf eine Lenkungsvorrichtung des Kraftfahrzeuges derart einwirkt, dass ein Überlagerungswinkel zusätzlich zu einem von einem Fahrzeugführer eingestellten Winkel auf die Lenkungsvorrichtung aufgebracht wird, um einem Giermoment des Kraftfahrzeuges entgegenzuwirken und wobei eine ESP-Steuervorrichtung ein Bremsmoment für ein Rad auf einem Fahrbahnabschnitt mit niedrigem Reibwert hervorruft, wobei das Bremsmoment in einer Rechenvorrichtung in den Überlagerungswinkel umgerechnet wird. Die Erfindung betrifft auch eine Vorrichtung, enthaltend Mittel zum Durchführen eines solchen Verfahrens.

ASR mit automatischer Motormomenterhöhung bei μ-split-Anfahrvorgängen

Antriebsschlupfregelung mit Motor- und Bremseneingriff für Fahrzeuge, insbesondere Kraftfahrzeuge, wobei das Motormoment während einer Anfahrphase automatisch derart erhöht wird, dass das Fahrzeug beim Anfahren auf einer Fahrbahn mit unterschiedlichen Haftreibungswerten zwischen linker und rechter Fahrzeugseite (μ-split) im wesentlichen mit der gleichen Beschleunigung beschleunigt, wie unter Hochreibwert-Bedingungen, wobei das Motormoment gegenüber der Fahrervorgabe wenigstens um das am low-μ-Rad ausgeübte Bremsmoment erhöht wird, dadurch gekennzeichnet, daß das beim Anfahren am Hügel wirkende Hangabtriebsmoment ermittelt und das Motormoment um den entsprechenden Wert erhöht wird.

BRAKE TRACTION CONTROL SYSTEM AND CONTROL METHOD THEREOF

Disclosed are a brake traction control system and a control method thereof. The brake traction control system according to an embodiment of the present invention includes: a wheel speed sensor for detecting a wheel speed of each wheel; a calculation part for calculating the amount of spin of a control target wheel on the basis of the wheel speed of each wheel detected through the wheel speed sensor; and a control part which calculates the amount of spin of the control target wheel and the amount of spin of a non-control target wheel located at an opposite side to the control target wheel through the calculation part while controlling the brake traction control system (BTCS), and determines generation of a hunting phenomenon on the basis of the amount of spin of the non-control target wheel, and spin amount difference between the calculated amount of spin of the control target wheel and the calculated amount of spin of the non-control target wheel, and decreases a brake pressure of the control ...

CIRCUIT ARRANGEMENT FOR A DRIVE SLIP CONTROL SYSTEM WITH BRAKE AND/OR ENGINE ENGAGEMENT

A circuit arrangement for a drive slip control system assesses the speed (vER) measured at a driven spare wheel with a correction factor K(t) in order to maintain or improve the control function even when a smaller spare wheel is fitted. This correction factor (K(t)) is found with the drive slip control inoperative by the comparison between axles of the rotation speeds (vna1, vna2, va, vER) of the wheels on one axle and the comparison of the rotation speed differences measured on the driven and undriven axles. On the transition from very slippery road surfaces (mulowuniform) to dry ones (muhighuniform) without the prior calculation of the correction factor, the slip threshold (S) is temporarily raised. When running on different friction factors on the right and left (mu-split), a raised slip threshold (SER) becomes effective on the spare wheel if it is fitted on the high-friction factor side.

Antriebsschlupfregelung mit Sollschlupf-Anpassung

Verfahren zur Antriebsschlupfregelung beim Anfahren eines Kraftfahrzeugs auf einer Fahrbahn mit unterschiedlichen Haftreibungswerten (-split) zwischen linker und rechter Fahrzeugseite, wobei das angetriebene low--Rad im Falle des Durchdrehens durch Bremseneingriff auf einen vorgegebenen Sollschlupf-Vorsteuerwert (lambdavor) geregelt wird, und die aktuelle Motordrehzahl (nMot) ermittelt wird, die zum Zeitpunkt des Losfahrens des Fahrzeugs oder bei Überschreiten einer niedrigen Geschwindigkeitsschwelle vorliegt, gekennzeichnet durch folgende Schritte: Berechnen eines neuen, korrigierten Sollschlupfwertes (lambdakorr) auf der Grundlage der ermittelten, aktuellen Motordrehzahl (nMot); und Sprungartiges Absenken oder Erhöhen des Sollschlupfes (1) vom Sollschlupf-Vorsteuerwert (lambdavor) auf den neu berechneten Sollschlupfwert (lambdakorr) ...

Verfahren zur Regelung des Antriebsschlupfes im Anfahrbereich

Verfahren zur Regelung des Antriebsschlupfes im Anfahrbereich bei einem Fahrzeug mit im wesentlichen starrer Antriebskopplung durch Regeln und Reduzieren der Durchdrehneigung eines Antriebsrades auf der Fahrbahnseite, bei der der Reibwert niedriger ist, und Hervorrufen einer Mindestmotordrehzahl, gekennzeichnet durch die Schritte: – Festlegen der Fahrbahnseite, welche gegenüber beiden vorhandenen Fahrbahnseiten den höheren Fahrbahnreibwert aufweist, nur einmal, also bis zum Abschluss der Antriebsschlupfregelung, – Einstellen von reibwertabhängigen Regelschwellen, wobei das angetriebene Fahrzeugrad, welches sich auf der Fahrbahnseite mit dem höheren Fahrbahnreibwert befindet, auf den erzielbaren optimalen Antriebsschlupf ausgeregelt wird, wohingegen das angetriebene Fahrzeugrad, welches sich auf der Fahrbahnseite mit dem niedrigeren Fahrbahnreibwert befindet, so ausgeregelt wird, dass die Drehzahl des Fahrzeugmotors genauso groß oder größer wie eine vorgegebene Mindestmotordrehzahl ist. A method for controlling the traction slip in the starting region in a vehicle with substantially rigid drive coupling by regulating and reducing the tendency to spin of a drive wheel on the road side, where the coefficient of friction is lower, and inducing a minimum engine speed, characterized by the steps: - Determining the road side, which compared to both existing lane sides has the higher Fahrbahnreibwert, only once, ie until the conclusion of the traction control, - Setting of reibwertabhängigen control thresholds, wherein the driven vehicle wheel, which is located on the road side with the higher Fahrbahnreibwert is compensated for the achievable optimal drive slip, whereas the driven vehicle wheel, which is located on the road side with the lower Fahrreibreibwert is adjusted so that the speed of the vehicle engine is the same size or larger than a predetermined Mindestmotordr number is.

VERFAHREN ZUM ERHÖHEN DER FAHRSTABILITÄT EINES STRASSENFAHRZEUGS.

Method for stabilising a motor vehicle with drive motor

Bei einem Verfahren zur Stabilisierung eines Fahrzeugs mit Antriebsmotor wird für den Fall, dass zwei Räder des Fahrzeugs einen unterschiedlich hohen Reibwert zur Fahrbahn aufweisen, im Antriebsfall das Giermoment bestimmt und das Moment am Rad mit höherem Reibwert in der Weise beeinflusst, dass das Giermoment einen zugeordneten Schwellenwert unterschreitet.

METHOD AND DEVICE FOR CONTROLLING DRIVING SLIP

PROBLEM TO BE SOLVED: To provide a control device of driving slip for adapting an engine speed adjusted during a starting process of a vehicle, especially an automobile, to an actual gradient, and its method. SOLUTION: In this control method of driving slip in starting the automobile on a running road (μ split road) having different coefficients of static friction between the right and left sides of the vehicle, when a driven low-μ-side wheel rotates, the vehicle is controlled to a predetermined target slip predicting control value (lambdavor) by braking. The control method comprises a step of detecting an actual engine speed (nMot) when the automobile is started or the speed exceeds a low speed threshold, a step of calculating a new modified target slip value (lambdakorr) based on the detected actual engine speed (nMot), and a step of sharply decreasing or increasing the target slip predicting control value (lambdavor) to the newly calculated target slip value (lambdakorr). COPYRIGHT: ...

SCHALTUNGSANORDNUNG FÜR EIN ANTRIEBSSCHLUPFREGELUNGSSYSTEM MIT BREMSEN- UND/ODER MOTOREINGRIFF.

Apparatus for controlling load for vehicle driving wheel

An object of the invention is to increase driving force of driving wheels at starting a vehicle, when the vehicle runs on a µ-sprit road. At first, a road surface for a driving wheel is detected, which has a higher coefficient of friction than that of a road surface for the other driving wheel. An operation for controlling grounded load of the driving wheels is carried out during a period, in which differential rotations of the driving wheels are limited. The grounded load of the driving wheel which is traveling on a high-µ road is increased, whereas the grounded load of the other driving wheel which is traveling on a low-µ road is decreased.

Drivhjulsslirreglering med automatisk höjning av motormomentet vid slirstartförlopp samt förfarande för drivhjulsslirreglering

SYSTEM HAVING FUNCTION OF AUTOMATICALLY INCREASING ENGINE TORQUE FOR CONTROLLING DRIVING SLIP IN STARTING PROCESS ON TEST COURSE DIFFERENT IN STATIC FRICTION COEFFICIENT AND METHOD THEREFOR

PROBLEM TO BE SOLVED: To improve an acceleration state of a vehicle under a condition in a test course (μ-split road) different in static friction coefficient between a right side and left side of the vehicle, and to prevent, particularly, engine stall. SOLUTION: By automatically increasing engine torque to be higher than the engine torque set by a driver, the vehicle is essentially accelerated to be the same acceleration as the acceleration under condition at high friction coefficient. The required high engine torque is calculated by calculating corresponding vehicle acceleration (agrenz) under the condition at high friction coefficient, in view of the engine torque set by the driver, and then the engine torque (Mmot) is increased by breaking torque (Mbrems) applied to wheels on a low μ-road side. COPYRIGHT: (C)2004,JPO ...

Method for increasing the driving stability of a motor vehicle

A process for increasing the stability of a vehicle upon acceleration on a roadway with a non-homogenous coefficient of friction, whereby a drive wheel is acted on by a braking force on a side with a low coefficient of friction by means of a drive slip regulation. A value (pASR) is determined which corresponds to the braking force (FB,ASR) set by the drive slip regulation (ASR). The value determined (pASR) is used for the determination of a disrupting yaw momentum (MZ), and a control portion (Z) of a supplemental steering angle () is determined in dependence on the disrupting yaw momentum (MZ). An apparatus for the implementation of the process is also provided.

Fahrzeugtraktionssteuerungssystem und -steuerungsverfahren

Antriebsschlupfraten SLi jeweiliger Räder werden berechnet (S60), und es wird basierend auf den Antriebsschlupfraten SLi (S70) bewertet, ob ein Antriebsschlupf übermäßig groß ist. Des weiteren wird bewertet, ob sich ein Fahrzeug in einem festgelegten Kurvenfahrzustand befindet (S80), und ob sich das Fahrzeug in ein Beschleunigungszustand beim Ablösen von einer Fahrbahnoberfläche befindet, in dem eine Differernz zwischen den Reibungskoeffizienten der Fahrbahnoberfläche und jeweils dem linken und rechten Rad groß ist (S90). Zusätzlich wird bewertet, ob sich das Fahrzeug in einem Zustand befindet, in dem ein Antriebsstrang, wie beispielsweise ein Differential, geschützt werden soll (S100). Die Kraftstoffversorgung zu einem Motor wird unterbrochen, bis eine Möglichkeit der Verschlechterung des Verhaltens beseitigt wurde, falls der Antriebsschlupf übermäßig groß ist, und aufgrund von Auslenkung oder desgleichen die Möglichkeit einer Verschlechterung des Verhaltens besteht, wobei der Antriebsschlupf durch Verringerung der Antriebskraft verringert wird (S120 to 140). Anschließend wird die Ausführung der Kraftstoffzufuhrunterbrechung für eine festgelegte Zeit nach Ausführung der Kraftstoffzufuhrunterbrechung untersagt (S40, S50).

VERFAHREN ZUM ERHOEHEN DER FAHRSTABILITAET EINES STRASSENFAHRZEUGS

Disclosed are a process and circuit for increasing the dynamic stability of a road vehicle, using drive slip control acting on the brakes. The drive wheel (HM-Rad) which at any particular instant has the higher coefficient of friction is determined, and the rotational behaviour of this wheel is monitored and stabilized by brake action as soon as the drive slip of this wheel exceeds a threshold value. Any pressure in the brake of the second drive wheel (LM-Rad) is reduced.

Traction control system including setpoint slip adjustment

A method for providing traction control when starting off a vehicle on a road surface having different adhesive friction values between the right and left sides of the vehicle, the driven low-μ wheel being regulated to a specified setpoint slip pre-control value by a braking intervention if spinning occurs. In order to improve driving comfort, the engine speed is adjusted to the particular standing start conditions. To this end, the engine torque actually required for starting off is determined as soon as the vehicle is set in motion and has exceeded a specified speed threshold, and the engine speed actually required for starting off under the given conditions is determined from this. From this in turn, a new, corrected setpoint slip value is calculated and the setpoint slip is abruptly reduced or increased from the setpoint slip pre-control value to the newly calculated, corrected setpoint slip value.

TRAKTIONSREGELUNG-RÜCKROLLMINDERUNG AUF STEIGUNGEN MIT UNTERSCHIEDLICHEM MY

Ein Stabilitätssteuerungssystem eines Fahrzeugs, bei dem ein elektronisches Steuergerät verwendet wird, das das Zurückrollen eines Fahrzeugs aufgrund von Radschlupf unmittelbar nach einem Berganfahrtassistenzbetriebsvorgang auf ein Minimum reduziert. Das elektronische Bremssteuerungsmodul steuert die Aktivierung und Deaktivierung der Fahrzeugbremsen auf einer geneigten Fläche. Unmittelbar nach einem Berganfahrtassistenzbetriebsvorgang auf der geneigten Fläche wird, nachdem jede Radbremse zum Gestatten einer Bewegung des Fahrzeugs den Berg hinauf deaktiviert worden ist, ein Zustand der Straßenoberfläche mit unterschiedlichem My als Reaktion auf das Erfassen von Radschlupf für jedes der Räder detektiert. Das elektronische Steuergerät bestimmt ein jeweiliges nicht angetriebenes oder nicht dominant angetriebenes Rad mit dem höchsten Reibungskoeffizienten unter den nicht angetriebenen oder weniger dominant angetriebenen Rädern gemäß der Bestimmung durch die Raddrehzahlen. Das elektronische Bremssteuermodul aktiviert die Fahrzeugbremse des nicht angetriebenen oder weniger dominant angetriebenen Rads mit dem höchsten Reibungskoeffizienten an der Reifen/Straßenoberfläche-Schnittstelle zum Reduzieren des Zurückrollens des Fahrzeugs. Das Bremsen des nicht angetriebenen oder weniger dominant angetriebenen Rads erfolgt zusätzlich zu jeglichem standardmäßigen Stabilitätssteuerungsbremsen, das möglicherweise bereits erfolgt.

Drivhjulsslirreglering (ASR) med automatisk höjning av motormomentet vid my-split-körförhållanden

Method for controlling function of functional unit of vehicle by using control unit of operating switch, involves evaluating switch setting of operating switch by detecting switch setting or by evaluating detected switch setting

The method involves evaluating switch setting of an operating switch (1) in two parallel evaluation paths (A1,A2) by detecting the switch setting of the operating switch by a switch setting detection unit (A11), or by evaluating the detected switch setting by an evaluation unit (A12) and generating a switch setting signal specifying the switch setting of the operating switch. A data signal is generated from the switch setting signal, where the data signal is transmitted by a transmission unit (A14) through a signal line that is assigned to the evaluation path. An independent claim is included for an operating switch for controlling a function of a functional unit of a vehicle.

PROCESS FOR INCREASING THE DYNAMIC STABILITY OF A ROAD VEHICLE

Method and system for computing road friction estimate

METHOD AND DEVICE FOR CONTROLLING THE SLIDING OF DRIVING WHEELS UPON ASYMMETRIC ADHESION FOR AN AUTOMOTIVE VEHICLE

A METHOD FOR CONTROLLING PROPULSION OF A HEAVY-DUTY VEHICLE

A method for controlling propulsion of a heavy-duty vehicle (100, 110, 120), where the heavy-duty vehicle (100, 110, 120) comprises a drive shaft connected to a differential drive arrangement arranged to evenly distribute torque between a left wheel and a right wheel of a driven axle, the method comprising configuring a nominal shaft slip (λ0) of the drive shaft in dependence of a desired longitudinal wheel force (Fx) to be generated by the driven axle, wherein a shaft slip (λ) is indicative of a difference between a current vehicle velocity (vx) and a vehicle velocity corresponding to the rotation speed (ω0) of the drive shaft, obtaining a rotation speed (ω1) of the left wheel and a rotation speed (ω2) of the right wheel, as function of a current shaft slip (λ) of the driven axle, estimating a peak shaft slip value (λmax) associated with an open differential peak longitudinal force (Fx,max) of the driven axle, based on the current shaft slip (λ) and on the corresponding obtained speeds ...

BREMSEN-ANTRIEBSSCHLUPFREGELUNGSSYSTEM UND REGELUNGSVERFAHREN DAVON

Es werden ein Bremsen-Antriebsschlupfregelungssystem bzw. Bremsen-Traktionskontrollsystem (BTCS; Brake Traction Control System; bzw. BASR-System) und ein Regelungsverfahren davon offenbart. Das BTCS weist einen Raddrehzahlsensor, der dafür konfiguriert ist, eine Raddrehzahl von jedem von Rädern zu erfassen, eine Berechnungseinheit, die dafür konfiguriert ist, einen Durchdrehbetrag des Rads auf der Grundlage der Raddrehzahl von jedem Rad, die durch den Raddrehzahlsensor erfasst wird, zu berechnen, und ein Steuergerät auf, das dafür konfiguriert ist, einen Durchdrehbetrag eines Regelungszielrads und einen Durchdrehbetrag eines Nicht-Regelungszielrads, das dem Regelungszielrad gegenüberliegt, durch die Berechnungseinheit während einer BTCS-Regelung zu berechnen, auf der Grundlage des berechneten Durchdrehbetrags des Nicht-Regelungszielrads und einer Durchdrehbetragsdifferenz zwischen dem berechneten Durchdrehbetrag des Regelungszielrads und dem berechneten Durchdrehbetrag des Nicht-Regelungszielrads ...

METHOD AND DEVICE FOR CONTROLLING THE SLIDING OF DRIVING WHEELS UPON ASYMMETRIC ADHESION FOR AN AUTOMOTIVE VEHICLE

The invention relates t a method for controlling the sliding of the two driving wheels with asymmetric adhesion for an automotive vehicle by adjustment of the braking torque and driving torque delivered to the wheels by the vehicle actuators in case they exceed a predetermined sliding threshold, characterised in that, upon detection of a driving condition at a speed exceeding a predetermined threshold on road with asymmetric adhesion and if a wheel of the driving axle starts skidding, it applies to said low adhesion driving wheel, on the one hand, a braking torque (CF) obtained by adjusting by closed loop control the rotation speed of said wheel to a set point that depends on a sliding set point and, on the other hand, a driving torque (CM) obtained by the adjustment of the same driving axle depending on the sliding level of the wheel with high adhesion.

Method and system for computing a road friction estimate

A method is described for computing a friction estimate between a road surface and a tire of a vehicle when the vehicle is in motion along a course, the tire being arranged on a steerable wheel of the vehicle, and the vehicle including two front wheels and two rear wheels and an axle rack pivotably attached to a linkage arm connected to the steerable wheel such that a translational motion of the axle rack causes the linkage arm to rotate about a kingpin element such that the linkage arm causes a turning motion of the steerable wheel. A corresponding system and vehicle are also described.

DEVICE AND METHOD FOR CONTROLLING DRIVE SLIP

PROBLEM TO BE SOLVED: To improve a traveling characteristic of an automobile and drive slip control for start and acceleration especially in mountains. SOLUTION: In this drive slip control device by intervention of a brake especially for the automobile, when a slip threshold is exceeded, slipping wheels are braked by intervention of the brake. A slip threshold of a low μ wheel is set according to a gradient of a road, at the time of traveling in mountains on road faces (μ split) with different static friction coefficients between right and left vehicle body sides. At that time, the slip threshold of the low μ wheel is raised together with increase in the road gradient in the case of a front wheel drive car, and is decreased together with increase of the gradient in the case of a rear wheel drive car. COPYRIGHT: (C)2004,JPO ...

Method and system for computing a road friction estimate

A method is described for determining a friction estimate between a road surface and a tire of a vehicle, the tire being arranged on a steerable wheel of the vehicle, and the vehicle having an axle rack pivotably attached to a linkage arm connected to the steerable wheel such that a translational motion of the axle rack causes the linkage arm to rotate about a kingpin element such that the linkage arm causes a turning motion of the steerable wheel. The method includes acquiring a plurality of rack force values; acquiring a plurality of lateral wheel force values; mapping a relation between the plurality of rack force values and the lateral wheel force values to a model; and determining the lateral friction estimate based on the mapping.

Brake traction control system and control method thereof

制动牵引力控制系统及其控制方法。本发明公开了制动牵引力控制系统BTCS及其控制方法。BTCS包括车轮速度传感器，车轮速度传感器设置为检测每一个车轮的车轮速度；计算单元，该计算单元设置为基于通过所述车轮速度传感器检测的每一个车轮的车轮速度计算所述车轮的旋转量；和控制单元，该控制单元设置为通过所述计算单元计算在BTCS控制期间控制目标车轮的旋转量和与所述控制目标车轮相对的非控制目标车轮的旋转量，基于计算出的所述非控制目标车轮的旋转量、以及计算出的所述控制目标车轮的旋转量和计算出的所述非控制目标车轮的旋转量之间的旋转量差来确定是否已经发生游车现象，并且当已经发生所述游车现象时，减小所述控制目标车轮的制动压力。

Method and circuit configuration to augment the driving stability of a road vehicle

PCT No. PCT/EP91/01233 Sec. 371 Date Jan. 14, 1993 Sec. 102(e) Date Jan. 14, 1993 PCT Filed Jul. 2, 1991 PCT Pub. No. WO92/01591 PCT Pub. Date Feb. 6, 1992.A method and a circuit configuration to augment the driving stability of a road vehicle using traction slip control by brake management. The drive wheel is identified which instantaneously exhibits the higher coefficient of friction (HM-wheel). The rotational pattern of this wheel is monitored and stabilized by brake management as soon as the traction slip of this wheel exceeds a limit value. Braking pressure which may exist in the wheel brake of the second drive wheel (LM-wheel) is decreased.

Driving performance of a motor vehicle on mu-split slopes

A traction control system having a braking intervention in particular for motor vehicles in which a slipping wheel is braked by a braking intervention on exceeding a slippage threshold. To improve the stability and steerability of the vehicle on slopes having different adhesive friction values between the right and left sides of the vehicle (mu-split), the slippage threshold of the slipping low-mu wheel is adjusted as a function of the slope, the slippage threshold of the slipping wheel being increased with an increase in slope in the case of a front-wheel drive vehicle and is decreased with an increase in slope in the case of a rear-wheel drive vehicle.

Control Apparatus for Vehicle, Control System for Vehicle, and Control Method for Vehicle

A control apparatus for a vehicle includes an addition portion that outputs a post-compensation driver request torque, which is acquired by adding a driving torque (a loss compensation driving torque) lost due to a braking torque provided to a wheel on a low-μ road surface side according to a BLSD request hydraulic pressure calculated by a BLSD request hydraulic pressure calculation processing portion to a driver request torque calculated by a driver request torque calculation processing portion, to a motor.

TRACTION CONTROL ROLLBACK MITIGATION ON SPLIT MU GRADES

A stability control system of a vehicle utilizing an electronic control unit that minimizes rollback of a vehicle as a result of wheel slip immediately following a hill start assist operation. The electronic braking control module controls actuation and de-actuation of vehicle brakes on an inclined surface. Immediately following a hill start assist operation on the inclined surface after each wheel brake is de-actuated for allowing forward movement of the vehicle up the hill, a split-mu road surface condition is detected in response to sensing wheel slip for each of the wheels. The electronic control unit determines a respective undriven, or non-dominant driven, wheel having the highest coefficient of friction among the undriven, or less dominant driven wheels, as determined by the wheel speeds. The electronic braking control module actuates the vehicle brake of the undriven, or less dominant, driven wheels having the highest coefficient of friction relative to a tire/road surface interface for reducing rollback of the vehicle. The braking of the undriven, or less dominant, driven wheel is in addition to any standard stability control braking that may already be occurring. 1. A stability control system of a vehicle utilizing an electronic control unit that minimizes rollback of a vehicle as a result of wheel slip immediately following a hill start assist operation , the stability control system comprising:a plurality of wheel speed sensors measuring each of the vehicle wheel speeds;a sensor for calculating a slope of a road surface;an electronic control unit including an electronic braking control module, the electronic braking control module controlling actuation and de-actuation of vehicle brakes on an inclined surface, wherein immediately following a hill start assist operation on the inclined surface and after each wheel brake is de-actuated for allowing movement of the vehicle up the hill, a split-mu road surface condition is determined in response to wheel ...

Rapid capture of a slipping high-mu wheel during a setpoint speed regulation operation

A method and an apparatus for regulating the speed of the low-μ wheel as a vehicle starts from rest or accelerates on a road surface having adhesive friction values that differ between the left and right sides of the vehicle (split-μ), the low-μ wheel being braked by braking intervention when it has exceeded a defined slip threshold. In order to improve the acceleration behavior of the vehicle, it is proposed to regulate the speed of the slipping low-μ wheel to a defined setpoint speed during a setpoint speed regulation phase in which the setpoint pressure for the brake of the low-μ wheel is set so that the wheel tracks the setpoint speed; to discontinue setpoint speed regulation when the high-μ wheel meets a defined breakaway condition; to initiate a setpoint pressure control operation during a setpoint pressure control phase in which the setpoint pressure of the low-μ wheel is abruptly reduced in order to decrease the drive torque transferred to the high-μ wheel; and lastly to continue setpoint speed regulation.

ROAD CONDITION DETERMINATION METHOD AND ROAD CONDITION DETERMINATION DEVICE

In the present invention, when a road surface condition is determined based on information acquired by a camera installed in a vehicle, a route of a host vehicle is predicted and the is determined. A road surface condition determination method and device determines a road surface condition of a predicted route based on information acquired by a camera installed in a host vehicle. A controller predicts a route of the host vehicle by determining a road surface friction coefficient of the predicted route based on information acquired by the camera. The determining of the road surface friction coefficient of the predicted route includes: dividing an ahead-of-vehicle image acquired by the camera in a left-right direction and determining a road surface condition for each of the determination areas, and determining the road surface friction coefficient in the determination areas through which the predicted route will pass.

METHOD TO MAINTAIN OR IMPROVE THE CONTROL FUNCTION WHEN ASSEMBLING A SMALLER SPARE WHEEL

METHOD FOR INCREASING THE DRIVING STABILITY OF A MOTOR VEHICLE

METHOD AND DEVICE FOR CONTROLLING SPEED OF LOW MU WHEEL IN START AND ACCELERATION OF VEHICLE ON μ SPLIT TRAVELING ROAD

PROBLEM TO BE SOLVED: To provide a control method and device capable of improving accelera tion characteristics of a vehicle under a μ split condition. SOLUTION: A method for controlling speed of a low μ wheel in start and acceleration of a vehicle on a traveling road has different static friction coefficients (μ split) on left and right sides of the vehicle for braking the low μwheel by brake engagement when the low μ wheel exceeds a preset slip threshold. In a target speed control process (9) for setting a target pressure (12) against a brake of the low μ wheel in a manner that the wheels follow the target speed (1), a speed (7) of the low μ wheel generating slip is controlled to the preset target speed (1). When a high μ wheel satisfies a preset exfoliation condition, the target speed control is suspended. For the purpose of reducing a drive torque transmitted to the high μ wheel, a target pressure is controlled in a target pressure control process (10) for rapidly reducing the target ...

Traction control system including setpoint slip adjustment

A method for providing traction control when starting off a vehicle on a road surface having different adhesive friction values between the right and left sides of the vehicle, the driven low-mu wheel being regulated to a specified setpoint slip pre-control value by a braking intervention if spinning occurs. In order to improve driving comfort, the engine speed is adjusted to the particular standing start conditions. To this end, the engine torque actually required for starting off is determined as soon as the vehicle is set in motion and has exceeded a specified speed threshold, and the engine speed actually required for starting off under the given conditions is determined from this. From this in turn, a new, corrected setpoint slip value is calculated and the setpoint slip is abruptly reduced or increased from the setpoint slip pre-control value to the newly calculated, corrected setpoint slip value.

Circuit configuration and method for controlling a traction slip control system with brake and/or engine management

PCT No. PCT/EP91/02108 Sec. 371 Date Sep. 7, 1993 Sec. 102(e) Date Sep. 7, 1993 PCT Filed Nov. 7, 1991 PCT Pub. No. WO92/08629 PCT Pub. Date May 29, 1992.A circuit configuration and method for a traction slip control system which evaluates the speed (vER) measured at a driven spare wheel with a correction factor K(t) in order to maintain or improve the control function even when a smaller size spare wheel has been mounted. This correction factor (K(t)) is determined by axlewise comparison of the rotating speeds (vna1, vna2; va, vER) of the wheels of one axle and by comparison of the speed differences measured on the driven and nondriven axles, with traction slip control being inactive. Upon transition from a very slippery road surface ( mu low homogeneous) to a dry road surface ( mu high homogeneous), without any prior determination of the correction factor, the slip threshold (S) is raised temporarily. When starting with different right/left friction coefficients ( mu -split), with the ...

The brake traction control system and control method thereof

制动牵引力控制系统及其控制方法。本发明公开了制动牵引力控制系统BTCS及其控制方法。BTCS包括车轮速度传感器，车轮速度传感器设置为检测每一个车轮的车轮速度；计算单元，该计算单元设置为基于通过所述车轮速度传感器检测的每一个车轮的车轮速度计算所述车轮的旋转量；和控制单元，该控制单元设置为通过所述计算单元计算在BTCS控制期间控制目标车轮的旋转量和与所述控制目标车轮相对的非控制目标车轮的旋转量，基于计算出的所述非控制目标车轮的旋转量、以及计算出的所述控制目标车轮的旋转量和计算出的所述非控制目标车轮的旋转量之间的旋转量差来确定是否已经发生游车现象，并且当已经发生所述游车现象时，减小所述控制目标车轮的制动压力。

Vehicle traction control system and method

Driving slip rates SLi of respective wheels are calculated, and if a driving slip is excessively large is judged based on the driving slip rates SLi. Further, if a vehicle is in a predetermined turning state is judged, and if the vehicle is in an accelerating state from taking off on a road surface where a difference between coefficients of friction of the road surface with respect to the left and right wheels is large is judged. In addition, if the vehicle is in a state in which a powertrain such as a differential should be protected is judged. Fuel supply to an engine is cut until a possibility of worsening of behavior has been eliminated when the driving slip is excessively large and there is a possibility of worsening of behavior due to turning and the like, and the driving slip is reduced by reduction of driving force. Then, execution of the cutting of fuel supply is prohibited for a predetermined time after execution of the cutting of fuel supply.

Vehicle traction control system and method

Driving slip rates SLi of respective wheels are calculated, and if a driving slip is excessively large is judged based on the driving slip rates SLi. Further, if a vehicle is in a predetermined turning state is judged, and if the vehicle is in an accelerating state from taking off on a road surface where a difference between coefficients of friction of the road surface with respect to the left and right wheels is large is judged. In addition, if the vehicle is in a state in which a powertrain such as a differential should be protected is judged. Fuel supply to an engine is cut until a possibility of worsening of behavior has been eliminated when the driving slip is excessively large and there is a possibility of worsening of behavior due to turning and the like, and the driving slip is reduced by reduction of driving force. Then, execution of the cutting of fuel supply is prohibited for a predetermined time after execution of the cutting of fuel supply.

Drivhjulsslirreglering (ASR) med automatisk höjning av motormomentet vid my-split-körförhållanden

Traction control system including automatic engine torque increase during mu-split starting operations

A traction control system including engine intervention and brake intervention, during a start under μ-split conditions the engine torque is increased compared to the driver input to accelerate vehicles as under high friction conditions, the vehicle acceleration under high friction conditions is determined, and engine torque is further increased by the brake torque applied to the low-μ wheel.

TRACTION CONTROL DEVICE FOR VEHICLE

(57)【要約】 【課題】 排気ガス浄化触媒の過剰昇温の如き問題の発 生を回避しつつ、燃料供給カットにより車輌の挙動の悪 化を確実に防止する。 【解決手段】 各車輪の駆動スリップ率ＳＬiが演算さ れ（Ｓ６０）、駆動スリップ率ＳＬiに基づき駆動スリ ップが過大であるか否かの判別が行われ（Ｓ７０）、所 定の旋回状態にあるか否かの判別（Ｓ８０）、車輌が所 謂またぎ路での発進加速状態にあるか否かの判別（Ｓ９ ０）、車輌がディファレンシャルの如き駆動系を保護す べき状態にあるか否かの判別（Ｓ１００）が行われ、駆 動スリップが過大であり且つ旋回等により挙動悪化の虞 れがあるときには、挙動悪化の虞れがなくなるまでエン ジンへの燃料供給がカットされ、駆動力が低減されこと によって駆動スリップが低減される（Ｓ１２０〜１４ ０）。そして燃料供給カット実行後には所定の時間燃料 供給カットの実行が禁止される（Ｓ４０、５０）。

Driving performance of a motor vehicle on mu-split slopes

A traction control system having a braking intervention in particular for motor vehicles in which a slipping wheel is braked by a braking intervention on exceeding a slippage threshold. To improve the stability and steerability of the vehicle on slopes having different adhesive friction values between the right and left sides of the vehicle (μ-split), the slippage threshold of the slipping low-μ wheel is adjusted as a function of the slope, the slippage threshold of the slipping wheel being increased with an increase in slope in the case of a front-wheel drive vehicle and is decreased with an increase in slope in the case of a rear-wheel drive vehicle.

Method for Increasing the Driving Stability of a Motor Vehicle

A process for increasing the stability of a vehicle upon acceleration on a roadway with a non-homogenous coefficient of friction, whereby a drive wheel is acted on by a braking force on a side with a low coefficient of friction by means of a drive slip regulation. A value (p_ASR) is determined which corresponds to the braking force (F_B,ASR) set by the drive slip regulation (ASR). The value determined (p_ASR) is used for the determination of a disrupting yaw momentum (M_Z), and a control portion (Deltadelta_Z) of a supplemental steering angle (Deltadelta) is determined in dependence on the disrupting yaw momentum (M_Z). An apparatus for the implementation of the process is also provided.

VEHICULAR DRIVING WHEEL LOAD CONTROL DEVICE

PROBLEM TO BE SOLVED: To provide a technology capable of enhancing the driving force when a vehicle starts by controlling the load on driving wheels. SOLUTION: When the road surface friction coefficient of a road surface immediately below one driving wheel out of two driving wheels and the road surface friction coefficient or a road surface immediately below the other driving wheel, whichever is the higher, is detected, and when it is detected that the traction control for providing the braking torque is operated on the driving wheel 1RR of the road surface with the lower road surface friction coefficient, the ground contact load of the driving wheel 1RL on the road surface with the higher road surface friction coefficient is increased. COPYRIGHT: (C)2009,JPO&INPIT ...

Traction controlled rollback mitigation on asymmetric coefficient of friction ramps

一种车辆的利用电子控制单元的稳定性控制系统，该电子控制单元使由于紧接着坡道起步辅助操作的车轮滑移而导致的车辆倒溜最小化。该电子制动控制模块控制在倾斜表面上车辆制动器的致动和解除致动。紧接着在该倾斜表面上进行的坡道起步辅助操作，在每个车轮制动器均被解除致动以允许该车辆向前移动上坡之后，响应于感测到这些车轮中的每个车轮的车轮滑移而检测到非对称摩擦系数路面状况。如通过车轮速度来确定地，该电子控制单元确定在无驱动的车轮或非被主导驱动的车轮之中具有最高摩擦系数的相应的无驱动的车轮或较少被主导驱动的车轮。该电子制动控制模块致动该关于轮胎/路面界面具有最高摩擦系数的无驱动的车轮或较少被主导驱动的车轮的车辆制动器，以减少该车辆的倒溜。对无驱动的车轮或较少被主导驱动的车轮的制动是对可能已经发生的任何标准稳定性控制制动的补充。

Control Apparatus for Vehicle, Control System for Vehicle, and Control Method for Vehicle

A control apparatus for a vehicle includes an addition portion that outputs a post-compensation driver request torque, which is acquired by adding a driving torque (a loss compensation driving torque) lost due to a braking torque provided to a wheel on a low-μ road surface side according to a BLSD request hydraulic pressure calculated by a BLSD request hydraulic pressure calculation processing portion to a driver request torque calculated by a driver request torque calculation processing portion, to a motor.

Traction control rollback mitigation on split mu grades

A stability control system of a vehicle utilizing an electronic control unit that minimizes rollback of a vehicle as a result of wheel slip immediately following a hill start assist operation. The electronic braking control module controls actuation and de-actuation of vehicle brakes on an inclined surface. Immediately following a hill start assist operation on the inclined surface after each wheel brake is de-actuated for allowing forward movement of the vehicle up the hill, a split-mu road surface condition is detected in response to sensing wheel slip for each of the wheels. The electronic control unit determines a respective undriven, or non-dominant driven, wheel having the highest coefficient of friction among the undriven, or less dominant driven wheels, as determined by the wheel speeds. The electronic braking control module actuates the vehicle brake of the undriven, or less dominant, driven wheels having the highest coefficient of friction relative to a tire/road surface interface for reducing rollback of the vehicle. The braking of the undriven, or less dominant, driven wheel is in addition to any standard stability control braking that may already be occurring.

Wheel slip control method of vehicle

A wheel slip control method for a vehicle is provided, and includes estimating equivalent inertia information of a driving system based on operation information of the driving system while a vehicle travels, determining whether the slip of a drive wheel occurs from the estimated equivalent inertia information of the driving system, determining whether the drive wheel is in an uneven wheel slip state where the slip occurs only in one of a left wheel and a right wheel of the drive wheel from a left wheel speed and a right wheel speed detected by a sensor, if it is determined that the slip of the drive wheel occurs, and controlling an operation of a braking device such that a braking force is applied to the vehicle wheel in which the slip occurs, if it is determined that the vehicle wheel is in the uneven wheel slip state.

控制重型车辆的推进的方法

一种用于控制重型车辆(100)的推进的方法，其中重型车辆(100)包括差速驱动装置(245)，所述差速驱动装置被布置为连接到具有左轮(270)和右轮(280)的驱动桥(246)，所述方法包括确定(S1)与将由驱动桥车轮(270、280)产生的期望车轮力(Fx)相对应的标称轴滑移(λ 0 ,440)，其中所述标称轴滑移指示当前车辆速度(Vx)与对应于轴速(ω0)的车辆速度之间的差；确定(S2)所述左轮的速度(ω1)与所述右轮的速度(ω2)之间的差；根据所述车轮速度差的幅度来将所述标称轴滑移(λ 0 ,440)调整(S3)到目标轴滑移(λ T ,460)；以及基于所述目标轴滑移(λ T ,460)来控制(S4)轴速(ω0)。

대형 차량의 추진력을 제어하는 방법

대형 차량(100)의 추진력을 제어하는 방법으로서, 대형 차량(100)은 왼쪽 휠(270)과 오른쪽 휠(280)을 갖는 구동 축(246)에 연결되어 배열된 차동 구동 장치(245)를 포함하고, 상기 방법은 구동 축 휠(270, 280)에 의해 생성될 원하는 휠 힘(Fx)에 대응하는 공칭 샤프트 미끄러짐(λ 0 , 440)을 결정하는 단계(S1), 여기서 공칭 샤프트 미끄러짐은 현재 차량 속도(Vx)와 샤프트 속도(ω 0 )에 대응하는 차량 속도 사이의 차이를 나타내고, 왼쪽 휠의 속도(ω 1 )와 오른쪽 휠의 속도(ω 2 )의 차이를 결정하는 단계(S2), 타겟 샤프트 미끄러짐(λ T , 460)에 대한 휠 속도 차이의 크기에 따라 공칭 샤프트 미끄러짐(λ 0 , 440)을 조정하는 단계(S3), 그리고 타겟 샤프트 미끄러짐(λ T , 460)에 기초하여 샤프트 속도(ω 0 )를 제어하는 단계(S4)를 포함하는, 대형 차량(100)의 추진력을 제어하는 방법.

Brake-pull mitigation

A method of operating a vehicle braking system that includes a braking devices each of which is configured to apply brake torque to a wheel at either end of an axle of the vehicle. The method comprises receiving one or more electrical signals indicative of a brake command. The method further comprises obtaining a value of each of one or more vehicle-related parameters as brake torque is applied to the wheels at either end of the axle by the braking devices in response to the brake command, and detecting a brake-pull on the vehicle based on the obtained value(s) of the one or more vehicle-related parameters. The method still further comprises automatically adjusting an amount of brake torque being produced by at least one of the braking devices to equalize the amount of brake torque being applied across the axle, thereby mitigating the detected brake-pull.

车辆的车轮滑动控制方法

本申请提供了一种用于车辆的车轮滑动控制方法，该方法包括：基于在车辆行驶时驱动系统的操作信息来估计驱动系统的等效惯量信息；从驱动系统的估计的等效惯量信息来确定驱动轮的滑动是否发生；如果确定驱动轮发生滑动，则从由传感器检测到的左轮速度和右轮速度来确定车轮是否处于滑动仅发生在驱动轮的左轮和右轮中的一个轮中的不均匀车轮滑动状态；以及如果确定车轮处于不均匀车轮滑动状态，则控制制动装置的操作，使得将制动力施加到发生滑动的车轮。

Wheel slip control method of vehicle

A wheel slip control method for a vehicle is provided, and includes estimating equivalent inertia information of a driving system based on operation information of the driving system while a vehicle travels, determining whether the slip of a drive wheel occurs from the estimated equivalent inertia information of the driving system, determining whether the drive wheel is in an uneven wheel slip state where the slip occurs only in one of a left wheel and a right wheel of the drive wheel from a left wheel speed and a right wheel speed detected by a sensor, if it is determined that the slip of the drive wheel occurs, and controlling an operation of a braking device such that a braking force is applied to the vehicle wheel in which the slip occurs, if it is determined that the vehicle wheel is in the uneven wheel slip state.

Abschwächung ungleicher Bremswirkung

Verfahren (100) zum Betreiben eines Bremssystems (12) eines Fahrzeugs (10), welches Bremsvorrichtungen (20a-20d) umfasst, von denen jede konfiguriert ist, dass sie an jedem Ende einer Achse (29a, 29b) des Fahrzeugs (10) ein Bremsmoment auf ein entsprechendes Rad aufbringt, wobei das Verfahren (100) Folgendes umfasst:Empfang (102) eines oder mehrerer elektrischer Signale, die einen Bremsbefehl anzeigen;Erhalt (104) eines Werts eines oder mehrerer fahrzeugbezogener Parameter, während als Reaktion auf den Bremsbefehl Bremsmoment von den Bremsvorrichtungen (20a-20d) auf die jeweiligen Räder an beiden Enden der Achse (29a, 29b) aufgebracht wird, wobei der eine oder die mehreren fahrzeugbezogenen Parameter einen oder beide einer Querbeschleunigung des Fahrzeugs (10) und einen gierbezogenen Parameter des Fahrzeugs (10) umfassen;Erfassen (106) einer ungleichen Bremswirkung am Fahrzeug (10) auf der Grundlage des oder der erhaltenen Werte des einen oder der mehreren fahrzeugbezogenen Parameter;automatisches Einregeln (108) des Wertes eines Bremsmoments, das von mindestens einer der Bremsvorrichtungen (20a-20d) erzeugt wird, um das auf die Achse (29a, 29b) aufgebrachte Bremsmoment auszugleichen und dadurch die erfasste ungleiche Bremswirkung abzuschwächen;nach dem Einregelungsschritt Aufzeichnen (116) von Daten, die die erforderliche Abschwächung ungleicher Bremswirkung anzeigen, undBestimmen (124) auf der Grundlage eines oder mehrerer elektrischer Signale, die einen Bremsbefehl anzeigen, und auf der Grundlage der aufgezeichneten Daten, die eine zuvor erforderliche Abschwächung ungleicher Bremswirkung anzeigen, einer modifizierten Bremskraft, die auf die Räder aufzubringen ist.

Traction control rollback mitigation on split mu grades

A stability control system of a vehicle utilizing an electronic control unit that minimizes rollback of a vehicle as a result of wheel slip immediately following a hill start assist operation. The electronic braking control module controls actuation and de-actuation of vehicle brakes on an inclined surface. Immediately following a hill start assist operation on the inclined surface after each wheel brake is de-actuated for allowing forward movement of the vehicle up the hill, a split-mu road surface condition is detected in response to sensing wheel slip for each of the wheels. The electronic control unit determines a respective undriven, or non-dominant driven, wheel having the highest coefficient of friction among the undriven, or less dominant driven wheels, as determined by the wheel speeds. The electronic braking control module actuates the vehicle brake of the undriven, or less dominant, driven wheels having the highest coefficient of friction relative to a tire/road surface interface for reducing rollback of the vehicle. The braking of the undriven, or less dominant, driven wheel is in addition to any standard stability control braking that may already be occurring.

Traction control method for vehicle

A traction control method for a vehicle provided with a torque vectoring apparatus including a torque vectoring motor includes determining, by first and second controllers, whether a current situation is a split-μ situation occurring when the vehicle is driven on a split road surface, based on vehicle driving information collected in the vehicle, determining and creating, by the second controller, a target speed for control of a slip wheel speed when both controllers determine the split-μ situation, and transmitting the target speed from the second controller to the first controller, generating, by the first controller, a torque command for the torque vectoring motor for slip wheel speed control to follow the target speed received from the second controller, and controlling, by the first controller, operation of the torque vectoring motor in accordance with the torque command.

A method for controlling propulsion of a heavy-duty vehicle

A method for controlling propulsion of a heavy-duty vehicle (100), where the heavy-duty vehicle (100) comprises a differential drive arrangement (245) arranged in connection to a drive axle (246) with a left wheel (270) and a right wheel (280), the method comprising determining (S1) a nominal shaft slip (λ 0 , 440) corresponding to a desired wheel force (Fx) to be generated by the drive axle wheels (270, 280), wherein the nominal shaft slip is indicative of a difference between a current vehicle velocity (Vx) and a vehicle velocity corresponding to the shaft speed (ω0), determining (S2) a difference between a speed (ω1) of the left wheel and a speed (ω2) of the right wheel, adjusting (S3) the nominal shaft slip (λ 0 , 440) in dependence of a magnitude of the wheel speed difference to a target shaft slip (λ T , 460), and controlling (S4) the shaft speed (ω0) based on the target shaft slip (λ T , 460).

用于控制重型车辆的推进的方法

一种用于控制重型车辆的推进的方法，该方法包括：根据要由驱动轮轴产生的所期望的纵向车轮力(F x )来配置驱动轴的标称轴滑移率(λ 0 )，其中，轴滑移率(λ)指示了当前车辆速度(v x )与对应于驱动轴的旋转速度(ω0)的车辆速度之间的差值，根据驱动轮轴的当前轴滑移率(λ)来获得左车轮的旋转速度(ω1)和右车轮的旋转速度(ω2)，基于当前轴滑移率(λ)并基于所获得的左车轮和右车轮的对应转速(ω 1 ,ω 2 )来估算与驱动轮轴的开式差速峰值纵向力(F x,max )相关联的峰值轴滑移率值(λ max )，以及，通过基于根据所估算的峰值轴滑移率值(λ max )调整的所配置的标称轴滑移率(λ 0 )设定所述驱动轴的当前轴滑移率(λ)，来控制重型车辆单元的推进。

브레이크 및/또는 엔진 조작에 의한 주행 슬립 제어 시스템의 제어기능을 지원 또는 향상시키기 위한 회로구조

Traktionsregelung-rückrollminderung auf steigungen mit unterschiedlichem my

Stabilitätssteuerungssystem eines Fahrzeugs, das ein elektronisches Steuergerät verwendet, das das Zurückrollen eines Fahrzeugs (10) aufgrund von Radschlupf unmittelbar nach einem Berganfahrtassistenzbetriebsvorgang auf ein Minimum reduziert, wobei das Stabilitätssteuerungssystem Folgendes umfasst:mehrere Raddrehzahlsensoren (22, 24, 26, 28), die jede Fahrzeugraddrehzahl messen;einen Sensor (30) zur Berechnung einer Steigung einer Straßenoberfläche;ein elektronisches Steuergerät, das ein elektronisches Bremssteuerungsmodul (21) umfasst, wobei das elektronische Bremssteuerungsmodul (21) die Aktivierung und Deaktivierung der Fahrzeugbremsen auf einer geneigten Fläche steuert, wobei unmittelbar nach einem Berganfahrtassistenzbetriebsvorgang auf der geneigten Fläche und nachdem jede Radbremse zum Gestatten einer Bewegung des Fahrzeugs (10) den Berg hinauf deaktiviert worden ist, ein Zustand der Straßenoberfläche mit unterschiedlichem My als Reaktion auf Radschlupfdaten für jedes der Räder detektiert wird,wobei das elektronische Steuergerät ein jeweiliges nicht angetriebenes Rad oder nicht dominant angetriebenes Rad mit dem höchsten Reibungskoeffizienten an einer Reifen/Straßenoberfläche-Schnittstelle unter den nicht angetriebenen oder nicht dominant angetriebenen Rädern gemäß der Bestimmung durch die Raddrehzahlen bestimmt, wobei das elektronische Bremssteuerungsmodul (21) die Fahrzeugbremse (12, 14, 16, 18) des nicht angetriebenen oder nicht dominant angetriebenen Rads mit dem höchsten Reibungskoeffizienten zum Reduzieren des Zurückrollens des Fahrzeugs (10) aktiviert.

Connection arrangement for idle rotation inhibiting systems being regulated with brake or motor

Method of controlling vehicle wheel spin by means of electronic wheel spin controlling system

1. Sposób regulacji poslizgu kola pojazdu za po moca elektronicznego ukladu regulacji poslizgu do utrzymywania lub ulepszenia regulacji przy zamonto- wanym mniejszym kole zastepczym zamiast normal- nego kola napedzanego, dla ukladu regulacji poslizgu napedowego z oddzialywaniem hamulcem i/lub od dzialywaniem silnikiem w pojazdach mechanicznych, w którym, w celu wyznaczenia poslizgu napedowego porównuje sie predkosc obrotowa kól napedzanych z predkoscia pojazdu lub z odpowiednia wielkoscia mierzona, przy czym regulacje poslizgu napedowego wlacza sie wówczas, gdy poslizg kola przekroczy pewna zadana wielkosc graniczna, a mianowicie tak zwany próg poslizgu, znamienny tym, ze podczas rozpoczynania sie regulacji poslizgu w okresie uru- chamiania pojazdu najpierw dla regulacji obydwóch kól napedzanych jest miarodajny ten sam próg posliz- gu (S), przy czym, gdy podczas procesu regulacji poslizgu napedowego w zadanym przedziale czasu (T a) na kole napedzanym nie pojawiaja sie sygnaly spadku cisnienia, próg poslizgu (S, S’) odpowiedniego kola podnosi sie tak dlugo, dopóki nie nastapi spadek cisnienia w ukladzie. Fig. 1 PL PL PL PL PL PL PL

Sposób regulacji poslizgu kola pojazdu za pomoca elektronicznego ukladu regulacji poslizgu PL PL PL PL PL PL

1. Sposób regulacji poslizgu kola pojazdu za pomoca elektronicznego ukladu regulacji poslizgu na- pedowego do utrzymywania lub ulepszania regulacji przy zamontowanym jednym mniejszym kole zaste- pczym zamiast normalnego kola napedzanego, dla ukla- du regulacji poslizgu napedowego z oddzialywaniem hamulcem i/lub oddzialywaniem silnikiem w pojazdach mechanicznych, w którym, w celu wyznaczenia poslizgu napedowego porównuje sie predkosc obrotowa kól na- pedzanych z predkoscia pojazdu lub z odpowiednia wielkoscia mierzona, przy czym z predkosci obrotowych zmierzonych przy stabilnych obrotach kól uzyskuje sie wspólczynnik korekcyjny i wlacza sie regulacje poslizgu napedowego, gdy poslizg kola przekroczy zadana war- tosc graniczna, mianowicie tak zwany próg poslizgu, znam ienny tym , ze wspólczynnik korekcyjny [K(t)] wyznacza sie przez okreslenie róznicy z porównania predkosci obrotowych (V nal . V na 2; V a, V ER) obydwóch kól na osi napedzanej i nienapedzanej i przez porówna- nie tych róznic predkosci obrotowych, przy czym pred- kosc obrotowa (VER) zmierzona dla kola zastepczego przelicza sie za pomoca wspólczynnika korekcyjnego [ K(t)] i w ten sposób tak dopasowuje ja do zmierzonej predkosci obrotowej (Va) drugiego kola napedzanego tej samej osi, ze dla kola zastepczego staje sie miarodajny ten sam próg poslizgu (S) co dla kola normalnego. Fig. 1 PL PL PL PL PL PL

Disposicion de circuito para un sistema de regulacion del deslizamiento de accionamiento con intervencion de los frenos y/o del motor.

SE PROPONE UNA DISPOSICION DE CIRCUITO PARA UN SISTEMA DE CONTROL DE DESLIZAMIENTO DE ACCIONAMIENTO QUE EVALUA LA VELOCIDAD (VER) MEDIDA EN UNA RUEDA DE REPUESTO ACCIONADA CON UN FACTOR (KT) DE CORRECCION PARA MANTENER O MEJORAR LA FUNCION DE CONTROL INCLUSO CUANDO SE AJUSTA UNA RUEDA DE RESERVA MAS PEQUEÑA. ESTE FACTOR (KT) DE CORRECCION SE ENCUENTRA INOPERATIVO CON EL CONTROL DE RESBALAMIENTO DE ACCIONAMIENTO MEDIANTE LA COMPARACION ENTRE LOS EJES DE VELOCIDADES (VNA1, VNA2, VA, VER) DE ROTACION DE LAS RUEDAS SOBRE UN EJE Y LA COMPARACION DE LAS DIFERENCIAS DE VELOCIDADES DE ROTACION MEDIDAS SOBRE UN EJE ACCIONADO Y NO ACCIONADO. SOBRE LA TRANSMISION DESDE SUPERFICIES (MU10W UNIFORM) DE RODADURA MUY DESLIZANTES CON RESPECTO A SUPERFICIES (MUHIGH UNIFORM) SECAS SIN LA CALCULACION PREVIA DEL FACTOR DE CORRECCION, SE ELEVA TEMPORALMENTE EL VALOR UMBRAL (S) DE DESLIZAMIENTO. CUANDO SE EFECTUA EL PROCESO DE RODADURA SOBRE FACTORES DE FRICCION DIFERENTES EN LA DERECHA E IZQUIERDA (MUSPLIT), SEOBTIENE UN UMBRAL (SER) DE DESLIZAMIENTO ELEVADO EFECTIVO SOBRE LA RUEDA DE REPUESTO SI ESTA AJUSTADA SOBRE EL LADO DEL FACTOR DE FRICCION ALTA.

車両の制御装置、車両の制御システムおよび車両の制御方法

【課題】 スプリット路面における前後加速度の低下を抑制できる車両の制御装置、車両の制御システムおよび車両の制御方法を提供する。【解決手段】 BLSD要求液圧算出処理部12bにより求められたBLSD要求液圧によって低μ路面側の車輪に付与される制動トルクにより損失する駆動トルク（損失補償分駆動トルク）を、ドライバ要求トルク算出処理部12aにより求められたドライバ要求トルクに加えた補償後ドライバ要求トルクをモータ2に出力する加算部12cを備える。【選択図】 図２

Vehicle control device, vehicle control system, and vehicle control method

車両の制御装置、車両の制御システムおよび車両の制御方法

BLSD要求液圧算出処理部により求められたBLSD要求液圧によって低μ路面側の車輪に付与される制動トルクにより損失する駆動トルク（損失補償分駆動トルク）を、ドライバ要求トルク算出処理部により求められたドライバ要求トルクに加えた補償後ドライバ要求トルクをモータに出力する加算部を備える。

Connection arrangement for idle rotation inhibiting systems being regulated with brake or motor

A method for controlling propulsion of a heavy-duty vehicle

A method for controlling propulsion of a heavy-duty vehicle, where the heavy-duty vehicle comprises a differential drive arrangement arranged in connection to a drive axle with a left wheel and a right wheel is provided. The method includes determining a nominal shaft slip corresponding to a desired wheel force to be generated by the drive axle wheels, wherein the nominal shaft slip is indicative of a difference between a current vehicle velocity and a vehicle velocity corresponding to the shaft speed, determining a difference between a speed of the left wheel and a speed of the right wheel, adjusting the nominal shaft slip in dependence of a magnitude of the wheel speed difference to a target shaft slip, and controlling the shaft speed based on the target shaft slip.

控制重型车辆的推进的方法

一种用于控制重型车辆(100)的推进的方法，其中重型车辆(100)包括差速驱动装置(245)，所述差速驱动装置被布置为连接到具有左轮(270)和右轮(280)的驱动桥(246)，所述方法包括确定(S1)与将由驱动桥车轮(270、280)产生的期望车轮力(Fx)相对应的标称轴滑移(λ 0 ,440)，其中所述标称轴滑移指示当前车辆速度(Vx)与对应于轴速(ω0)的车辆速度之间的差；确定(S2)所述左轮的速度(ω1)与所述右轮的速度(ω2)之间的差；根据所述车轮速度差的幅度来将所述标称轴滑移(λ 0 ,440)调整(S3)到目标轴滑移(λ T ,460)；以及基于所述目标轴滑移(λ T ,460)来控制(S4)轴速(ω0)。

用于控制重型车辆的推进的方法

一种用于控制重型车辆的推进的方法，该方法包括：根据要由驱动轮轴产生的所期望的纵向车轮力(F x )来配置驱动轴的标称轴滑移率(λ 0 )，其中，轴滑移率(λ)指示了当前车辆速度(v x )与对应于驱动轴的旋转速度(ω0)的车辆速度之间的差值，根据驱动轮轴的当前轴滑移率(λ)来获得左车轮的旋转速度(ω1)和右车轮的旋转速度(ω2)，基于当前轴滑移率(λ)并基于所获得的左车轮和右车轮的对应转速(ω 1 ,ω 2 )来估算与驱动轮轴的开式差速峰值纵向力(F x,max )相关联的峰值轴滑移率值(λ max )，以及，通过基于根据所估算的峰值轴滑移率值(λ max )调整的所配置的标称轴滑移率(λ 0 )设定所述驱动轴的当前轴滑移率(λ)，来控制重型车辆单元的推进。

车辆的车轮滑动控制方法

本申请提供了一种用于车辆的车轮滑动控制方法，该方法包括：基于在车辆行驶时驱动系统的操作信息来估计驱动系统的等效惯量信息；从驱动系统的估计的等效惯量信息来确定驱动轮的滑动是否发生；如果确定驱动轮发生滑动，则从由传感器检测到的左轮速度和右轮速度来确定车轮是否处于滑动仅发生在驱动轮的左轮和右轮中的一个轮中的不均匀车轮滑动状态；以及如果确定车轮处于不均匀车轮滑动状态，则控制制动装置的操作，使得将制动力施加到发生滑动的车轮。

A method for controlling propulsion of a heavy-duty vehicle

非对称摩擦系数斜坡上的牵引力控制倒溜减轻

一种车辆的利用电子控制单元的稳定性控制系统，该电子控制单元使由于紧接着坡道起步辅助操作的车轮滑移而导致的车辆倒溜最小化。该电子制动控制模块控制在倾斜表面上车辆制动器的致动和解除致动。紧接着在该倾斜表面上进行的坡道起步辅助操作，在每个车轮制动器均被解除致动以允许该车辆向前移动上坡之后，响应于感测到这些车轮中的每个车轮的车轮滑移而检测到非对称摩擦系数路面状况。如通过车轮速度来确定地，该电子控制单元确定在无驱动的车轮或非被主导驱动的车轮之中具有最高摩擦系数的相应的无驱动的车轮或较少被主导驱动的车轮。该电子制动控制模块致动该关于轮胎/路面界面具有最高摩擦系数的无驱动的车轮或较少被主导驱动的车轮的车辆制动器，以减少该车辆的倒溜。对无驱动的车轮或较少被主导驱动的车轮的制动是对可能已经发生的任何标准稳定性控制制动的补充。

路面状态判定方法以及路面状态判定装置

在本发明中，在基于搭载于车辆的照相机获取的信息而对路面状态进行判定时，预测本车辆的行进路径，对预测出的行进路径的路面状态进行判定。

车辆控制装置、车辆控制系统和车辆控制方法

本发明的车辆控制装置包括：加法单元，将根据由BLSD请求液压计算处理单元求得的BLSD请求液压对低μ路面侧的车轮给予的制动扭矩造成的损耗的驱动扭矩(损耗补偿量驱动扭矩)，相加了由驾驶员请求扭矩计算处理单元求得的驾驶员请求扭矩的补偿后驾驶员请求扭矩输出到电机。