EP1347901A1 - Systeme et procede pour controler un sous-systeme de vehicule automobile - Google Patents

Systeme et procede pour controler un sous-systeme de vehicule automobile

Info

Publication number
EP1347901A1
EP1347901A1 EP01985794A EP01985794A EP1347901A1 EP 1347901 A1 EP1347901 A1 EP 1347901A1 EP 01985794 A EP01985794 A EP 01985794A EP 01985794 A EP01985794 A EP 01985794A EP 1347901 A1 EP1347901 A1 EP 1347901A1
Authority
EP
European Patent Office
Prior art keywords
wheel
torque
actual
motor vehicle
operating variable
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP01985794A
Other languages
German (de)
English (en)
Inventor
Werner Hess
Klaus Ries-Mueller
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1347901A1 publication Critical patent/EP1347901A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
    • B60T8/885—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means using electrical circuitry
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • 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
    • 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
    • B60T8/175—Brake regulation specially adapted to prevent excessive wheel spin during vehicle acceleration, e.g. for traction control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/413—Plausibility monitoring, cross check, redundancy

Definitions

  • the present invention relates to a system for monitoring a motor vehicle subsystem, by means of which the vehicle speed can be influenced, the system comprising an assessment device which determines an actual operating variable of the subsystem in accordance with at least one operating parameter of the vehicle and uses the ascertained actual Company size, the functionality of the subsystem to be monitored is assessed.
  • the present invention also relates to a method for monitoring a motor vehicle subsystem, by means of which the vehicle speed can be influenced, preferably for execution by a system according to the invention, the method comprising the following steps: detecting at least one operating parameter of the vehicle, determining an actual value - Operating size of the subsystem in accordance with the recorded operating parameter of the vehicle, and assessing the functionality of the subsystem based on the determined actual operating size.
  • the drive torque delivered by the engine is calculated from engine parameters (such as for example from the cylinder charge).
  • Monitoring systems such as the EGAS system, compare the engine torque thus calculated with the torque requested by the driver. If the monitoring system detects discrepancies between the engine torque actually delivered and the driver requesting it, a corresponding measure is taken as part of a safety concept, for example the throttle valve is closed.
  • a disadvantage of this monitoring system or monitoring method is that the engine torque output can often only be determined very inaccurately on the basis of the available engine parameters. As a result, the functionality of the drive system can only be assessed inadequately.
  • tires can be provided in which magnetized surfaces or strips are incorporated into each tire, preferably with field lines running in the circumferential direction. For example, the magnetization always takes place in sections in the same direction, but with the opposite orientation, that is to say with alternating polarity.
  • the magnetized stripes preferably run near the rim flange and near the mountain. The sensors therefore rotate at wheel speed.
  • Corresponding transducers are preferably attached to the body at two or more points that are different in the direction of rotation and also have a different radial distance from the axis of rotation.
  • an inner measurement signal and an outer measurement signal can be obtained.
  • a rotation of the tire can then be recognized in the circumferential direction via the changing polarity of the measurement signal or the measurement signals.
  • the wheel speed can be calculated, for example, from the rolling range and the change over time of the inner measurement signal and the outer measurement signal.
  • the sensors can be implemented as micro sensors in the form of micro switch arrays.
  • forces and accelerations and the speed of a wheel are measured by the sensors arranged on the movable part of the wheel bearing.
  • This data is stored electronically Basic patterns or compared with data from a similar or similar microsensor attached to the fixed part of the wheel bearing.
  • the invention is based on the generic system in that it comprises at least one wheel force sensor device which is assigned to a wheel of the motor vehicle and which detects at least one wheel force component of the respective wheel acting essentially between the driving surface and the wheel contact area as the at least one operating parameter and one the wheel force component outputs signal, and in that the evaluation device determines the actual operating variable from the processing of the signal representing the wheel force component.
  • the assessment device advantageously determines from the one detected by the wheel force sensor device at least one wheel force component a wheel torque acting on the respective wheel.
  • the wheel torque among other things, the functionality of the drive system and the brake system can be monitored with high accuracy and without great processing effort, since the performance of these subsystems has a direct effect on the torque exerted on the wheel.
  • the system according to the invention can advantageously be simplified in that the at least one detected wheel force component is already a wheel circumferential force and / or a wheel torque that decelerates or accelerates the respective wheel. As a result of this direct detection, the previously mentioned step of determining a wheel torque can be omitted.
  • the use of a tire sensor device is conceivable for detecting the wheel force component that is important for determining the actual operating variable.
  • the wheel sizes are recorded very close to where they actually occur, so that disturbing influences from downstream components are largely excluded.
  • a wheel bearing sensor device can also be used. This also enables an exact detection of the wheel sizes without further falsification by components present between the detection location and the place of action of the wheel sizes. Another advantage of the two sensors mentioned is that they also allow wheel speeds to be determined and thus taken into account enable the vehicle speed when determining the actual operating variable.
  • the monitoring of the drive system of the motor vehicle is of particular interest.
  • An engine torque output by the engine is advantageously used as the actual operating variable, which can be determined particularly easily from a wheel force, in particular from a wheel circumferential force or the wheel torque.
  • the accuracy of the calculation of the actual engine torque from the detected wheel force component or from the detected wheel torque can be improved by the assessment device, when determining an actual engine torque as the actual operating variable, transmitting losses of at least one torque transmission device arranged in the torque transmission path from the engine to the wheel considered.
  • predetermined characteristic curves can be stored in the system which indicate a corresponding actual engine torque as a function of a detected wheel force component or a detected wheel torque, possibly taking into account further vehicle parameters such as the speed.
  • This type of theoretical determination of the current actual engine torque from the wheel force component or the wheel torque has the advantage that an actual engine torque can be determined very quickly.
  • the system according to the invention can be expanded by a speed sensor.
  • the system according to the invention can, according to an advantageous further development, comprise a further sensor device which detects the above-mentioned transmission losses on the at least one device.
  • Such devices include clutch and gearbox (including transfer case).
  • the above-mentioned determination methods i.e. characteristic curve or transmission loss sensor device, can also be used in combination in order to carry out a mutual plausibility check of the determined actual engine torques on the one hand and / or to enable an adaptive characteristic curve adaptation which generates characteristic curves in the course of the operating time changes that correlations between the detected wheel force component and the actual engine torque can be extracted more and more precisely from these.
  • a braking torque exerted on the wheel by a brake interacting with this wheel can thus easily be determined from the detected wheel force component or the detected wheel torque.
  • a detected wheel torque already serves as the actual operating variable.
  • the functionality of a motor vehicle subsystem can be assessed in a particularly simple manner by the assessment device comparing the determined actual operating variable with a target operating variable. The accuracy of this assessment can be increased further in that the assessment device determines a target-actual deviation value from the comparison of the target and actual operating variable and compares this target-actual deviation value with a predetermined threshold value. This is because it is easier to define in advance a critical target / actual deviation value as a threshold value, which should be used to assess a malfunction of the system in question. In addition, a tolerance of deviation between the target and the actual operating variable can thereby be permitted.
  • the system can furthermore have a driver intervention means sensor.
  • the assessment device can then determine the target operating variable from an output signal of the driver intervention means sensor.
  • a driver intervention means sensor can be, for example, a pedal travel sensor that detects a depression amount of an accelerator or brake pedal, or can be a steering angle sensor that detects a rotation of the steering wheel or the steering column.
  • the assessment device outputs an actuating signal in accordance with the assessment result and that the system further comprises an actuating device that influences an operating state of the motor vehicle in accordance with the actuation signal.
  • the design effort for realizing the system according to the invention can be reduced if the Actuating device, and possibly also the assessment device, is assigned to a device for controlling and / or regulating the driving behavior of a motor vehicle, such as an ESP, anti-lock braking system and / or an ASR system.
  • “to be assigned” should include the possibility that the actuating device and, if appropriate, the assessment device, is or are part of an ESP, ASR or anti-blocking system.
  • a system for fault detection in a motor vehicle with less At least one tire and / or one wheel are obtained in which a force sensor is attached to the tire and / or the wheel, in particular on the wheel bearing, and depending on the output signals of the force sensor, a wheel torque quantity representing the wheel torque is determined and this wheel torque quantity is also determined a torque variable derived from the engine output torque and / or with a brake variable representing the wheel braking torque is compared and the comparison result is used for fault detection.
  • the invention is based on the generic method in that a wheel force component acting at least between the driving surface and the wheel contact surface is recorded as the at least one operating parameter of at least one wheel of the motor vehicle.
  • a wheel force component acting at least between the driving surface and the wheel contact surface is recorded as the at least one operating parameter of at least one wheel of the motor vehicle.
  • the method according to the invention can advantageously be further developed in that the assessment step comprises determining the wheel torque acting on the respective wheel on the basis of the at least one wheel force component detected by the wheel force sensor device. It is particularly advantageous if a wheel circumferential force and / or a wheel torque that retards or accelerates the respective wheel is detected directly in the detection step.
  • an engine torque output by the engine is preferably determined as the actual operating variable.
  • transmission losses of at least one torque transmission device arranged in the torque transmission path from the engine to the wheel can be taken into account.
  • a braking torque exerted by the brake on the wheel can be determined as an actual operating variable from the detected wheel force component with little computing effort.
  • a simple variant of an assessment of the functionality of the subsystem from an actual operating variable is the comparison of the determined actual operating variable with a target operating variable.
  • the comparison is independent of the respective actual and target operating variable values, so that the method advantageously determines a target / actual deviation value from processing the target and actual operating variables and includes a comparison of this target / actual deviation value with a predetermined threshold value.
  • the target operating variable can be predetermined by a predetermined value or a predetermined characteristic curve.
  • an actuation of a driver intervention means for example a pedal, can also be detected by the driver. The target operating variable can then be determined precisely from the detected actuation of the driver intervention means.
  • the method can include a further step, namely influencing an operating state of the motor vehicle in accordance with the result of the assessment.
  • the operating state of the motor vehicle can be influenced in a particularly simple manner on the basis of the evaluation result if the influencing of an operating state of the motor vehicle is influenced by a device for controlling and / or regulating the driving behavior of a motor vehicle, such as an ESP or an anti-lock braking system. and / or an ASR system.
  • a device for controlling and / or regulating the driving behavior of a motor vehicle such as an ESP or an anti-lock braking system. and / or an ASR system.
  • Figure 1 is a block diagram of a system according to the invention.
  • FIG. 2 shows a flow diagram of a method according to the invention
  • FIG. 3 shows part of a tire equipped with a tire sidewall sensor
  • FIG. 4 shows exemplary signal profiles of the tire side wall sensor shown in FIG. 3;
  • FIG. 5 shows an alternative embodiment of a system according to the invention
  • FIG. 6 shows a basic circuit diagram for assessing the functionality of the engine of the motor vehicle.
  • FIG. 1 shows a block diagram of a system according to the invention.
  • a sensor device 10 is assigned to a wheel 12, the wheel 12 shown being shown as representative of the wheels of a vehicle.
  • the sensor device 10 is connected to an assessment device 14 for processing signals from the sensor device 10.
  • the evaluation device 14 comprises a storage device 15 for storing recorded values.
  • the assessment device 14 is also connected to an actuator 16. This actuating device 16 is in turn assigned to the wheel 12.
  • the sensor device 10 detects the wheel contact force of the wheel 12. Likewise, the sensor device 10 could detect the wheel side force of the wheel 12. The resulting detection results are transmitted to the assessment device 14 for further processing.
  • the wheel contact force is determined in the assessment device 14 from a detected deformation of the tire. This can be done by using a characteristic curve stored in the storage unit 15.
  • a drive torque of the motor or a braking torque of a brake can then be determined from the wheel contact force.
  • This signal can be transmitted to the actuating device 16 so that, depending on the signal, the operating state of the vehicle, in particular the wheel 12, can be influenced. Such an influence can take place via a motor intervention and / or a brake intervention.
  • the engine output can take place by adjusting the ignition timing and / or by changing the throttle valve position and / or by deliberate injection suppression.
  • FIG. 2 shows a flowchart of an embodiment of the method according to the invention within the scope of the present invention, an assessment of the functionality of the drive system of the motor vehicle being shown.
  • SOI Detection of a deformation in the radial or circumferential direction of a tire.
  • S03 Determining an actual engine torque as the actual operating variable of the engine from the determined circumferential force.
  • S04 detection of a position of the accelerator pedal of the vehicle.
  • S05 Determination of a target engine torque from the detected accelerator pedal position.
  • step SOI for example, a tire deformation in the radial or circumferential direction is measured.
  • a wheel circumferential force is determined from this deformation in step S02. This can be done by a characteristic curve stored in a storage unit, which indicates the relationship between the deformation in the radial or circumferential direction and the wheel circumferential force.
  • step S03 the actual engine torque currently output by the engine is determined from the wheel circumferential force.
  • the losses are advantageously taken into account. tigt that occur when the engine torque is transmitted from the engine to the driven wheels.
  • step S04 the depression angle of the accelerator pedal is detected.
  • step S05 a target engine torque required by the driver is determined from the detected depression angle.
  • step S06 the determined actual engine torque and the determined target engine torque are compared with one another. If the actual engine torque does not exceed the target engine torque, the drive system is judged to be working correctly in step S07. If, on the other hand, the actual engine torque exceeds the target engine torque, the drive system is assessed as faulty in step S08. If an error in the drive system is found in the assessment, the driver can be informed by a warning signal and the vehicle can be slowed down to a standstill for safety reasons. Furthermore, an analysis process can follow that searches for the source of the error in the drive system.
  • the brake system can be monitored analogously to the above method illustration.
  • FIG. 3 shows a section of a tire 32 mounted on the wheel 12 with a so-called tire / side wall sensor device 20, 22, 24, 26, 28, 30 when viewed in the direction of the axis of rotation D of the tire 32.
  • the tire / side wail sensor device comprises two sensor devices 20, 22 which are fixed to the body at two different points in the direction of rotation are attached. Furthermore, the sensor devices 20, 22 each have different radial distances from the axis of rotation D of the wheel 32. In the example shown, the sensor device 20 is arranged closer to the axis of rotation of the wheel 12 than the sensor device 22.
  • the side wall of the tire 32 is provided with a plurality of magnetized surfaces, which run essentially in the radial direction with respect to the wheel axis of rotation, as measuring sensors 24, 26, 28, 30 (Stripes) with field lines running preferably in the circumferential direction.
  • the magnetized surfaces have alternating magnetic polarity.
  • FIG. 4 shows the courses of the signal Si of the sensor device 20 according to FIG. 3 arranged on the inside, ie closer to the axis of rotation of the wheel 12, and of the signal Sa of the sensor device 22 arranged outside, ie further away from the axis of rotation D of the wheel 12 according to FIG. 3.
  • a rotation of the tire 32 is recognized via the changing polarity of the measurement signals Si and Sa.
  • the wheel speed can be calculated, for example, from the rolling range and the temporal change in the signals Si and Sa.
  • Deformations of the tire 32 can be determined by means of phase shifts T between the signals and thus, for example, wheel forces can be recorded directly.
  • FIG. 5 shows an alternative embodiment of the system shown in FIG. 1.
  • a vehicle 36 with wheels 12 includes a tire control unit 38.
  • This tire control unit communicates with an engine management system 40 (for example ME7 or Cartronic) via an interface (for example CAN).
  • An interface is again provided between this engine management system 40 and a unit 42, which for example represents the engine, transmission and brakes of the vehicle 36.
  • a tire / side wall sensor device of FIG. 3 is arranged in or on the tires 32 of the wheels 12, which detects on each tire a force acting in the circumferential direction of the wheel 12 or a wheel torque accelerating or decelerating the wheel 12.
  • FIG. 6 shows a system circuit diagram for assessing an error reaction on the basis of a detected wheel torque.
  • a desired engine torque determined via an accelerator pedal sensor is transmitted to a subtractor 52 via the signal path 50.
  • the accelerator pedal sensor detects the angular position or the depressed position of the accelerator pedal by the driver, from which the target engine torque is determined. Coupling and transmission losses are transmitted to the subtractor 52 via the signal path 54.
  • the subtractor 52 delivers as the output signal of the signal path 56 a desired engine torque reduced by clutch and transmission losses, which in this case is essentially a desired wheel torque equivalent.
  • This target wheel torque is transmitted to a subtractor 58, which receives the wheel torque detected by the wheel force sensor device via signal path 60.
  • the subtractor 58 forms a target-actual difference from the subtraction of the target wheel torque and the detected actual wheel torque and transmits this along a signal path 62 to a comparison circuit 64.
  • the comparison circuit 64 receives a predetermined threshold value via the signal path 66, which it uses for evaluation compares the functionality of the drive system with the target-actual difference of the signal path 62. If the target-actual difference exceeds the predetermined threshold value, then the comparison circuit 64 outputs an error signal on the signal path 68; if the target-actual difference does not exceed the predetermined threshold value, the comparison circuit 64 does not output an error signal.
  • the brake system can be monitored similarly. Since, as a rule, no further transmission losses occur between the brake disc and the wheel or are negligible, the signal paths 50, 54 and the subtractor 52 are unnecessary. In this case, a target braking torque is transmitted as a target wheel torque to the subtractor 58 along the signal line 56.
  • the subtractor 58 forms a target-actual difference from the target wheel torque and the actual wheel torque of the signal path 60 and outputs this via the signal path 62 to the comparison circuit 64, which compares it with a possibly different, predetermined threshold value of the signal path 66 , Again, the comparison circuit 64 outputs an error signal on the signal path 68 depending on the comparison result.
  • the detected wheel torque of the signal path 60 is first increased at an adder by clutch and transmission losses and then as Actual engine torque can be compared with a target engine torque.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Regulating Braking Force (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Force Measurement Appropriate To Specific Purposes (AREA)

Abstract

L'invention concerne un système pour contrôler un sous-système (42) de véhicule automobile, ce sous-système permettant d'influer sur la vitesse du véhicule. Ce système comprend un dispositif d'évaluation (14) qui détermine, en fonction d'au moins un paramètre de fonctionnement du véhicule (36), une variable de fonctionnement réelle du sous-système (42) et évalue, à l'aide de la variable de fonctionnement réelle déterminée, le bon fonctionnement du sous-système (42) à contrôler. Le système selon l'invention comprend en outre au moins un capteur (10), associé à une roue (12) du véhicule (36), captant les forces exercées sur cette roue. Ce capteur détecte au moins une composante de forces exercées sur la roue (12) correspondante, sensiblement entre le sol et la surface de contact de la roue, en tant que paramètre(s) de fonctionnement et ledit capteur émet un signal (Si, Sa) représentant ladite composante. Le dispositif d'évaluation (14) détermine la variable de fonctionnement réelle par traitement dudit signal (Si, Sa). L'invention concerne également un procédé de contrôle correspondant.
EP01985794A 2000-12-30 2001-12-21 Systeme et procede pour controler un sous-systeme de vehicule automobile Withdrawn EP1347901A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10065769 2000-12-30
DE10065769 2000-12-30
PCT/DE2001/004861 WO2002053431A1 (fr) 2000-12-30 2001-12-21 Systeme et procede pour controler un sous-systeme de vehicule automobile

Publications (1)

Publication Number Publication Date
EP1347901A1 true EP1347901A1 (fr) 2003-10-01

Family

ID=7669456

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01985794A Withdrawn EP1347901A1 (fr) 2000-12-30 2001-12-21 Systeme et procede pour controler un sous-systeme de vehicule automobile

Country Status (6)

Country Link
US (1) US20030139855A1 (fr)
EP (1) EP1347901A1 (fr)
JP (1) JP2004516982A (fr)
KR (1) KR20020081365A (fr)
DE (1) DE10160051A1 (fr)
WO (1) WO2002053431A1 (fr)

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Publication number Priority date Publication date Assignee Title
US20100087934A1 (en) * 2006-09-20 2010-04-08 Joachim Blum Fuel Cell System and Adaptive Open-Loop and Closed-Loop Control Method and Apparatus Therefor
JP4928352B2 (ja) * 2007-05-29 2012-05-09 住友ゴム工業株式会社 タイヤに作用する前後力の検出方法
US9174649B1 (en) * 2014-06-02 2015-11-03 Ford Global Technologies, Llc Redundancy for automated vehicle operations

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JP2952151B2 (ja) * 1993-07-30 1999-09-20 トヨタ自動車株式会社 車輪の外乱検出装置とその使用方法
US6142026A (en) * 1994-06-06 2000-11-07 Toyota Jidosha Kabushiki Kaisha Wheel information estimating apparatus
DE19537039A1 (de) * 1995-10-05 1997-04-10 Teves Gmbh Alfred Radlagersensor für Kraftfahrzeuge
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DE19744725A1 (de) * 1997-10-10 1999-04-15 Itt Mfg Enterprises Inc Verfahren zum Bestimmen von Zustandsgrößen eines Kraftfahrzeuges
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Also Published As

Publication number Publication date
US20030139855A1 (en) 2003-07-24
JP2004516982A (ja) 2004-06-10
WO2002053431A1 (fr) 2002-07-11
DE10160051A1 (de) 2002-07-18
KR20020081365A (ko) 2002-10-26

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