JP2007512996A - How to improve tracking interval control - Google Patents
How to improve tracking interval control Download PDFInfo
- Publication number
- JP2007512996A JP2007512996A JP2006538865A JP2006538865A JP2007512996A JP 2007512996 A JP2007512996 A JP 2007512996A JP 2006538865 A JP2006538865 A JP 2006538865A JP 2006538865 A JP2006538865 A JP 2006538865A JP 2007512996 A JP2007512996 A JP 2007512996A
- Authority
- JP
- Japan
- Prior art keywords
- braking
- control
- pressure
- braking pressure
- requirement
- 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.)
- Pending
Links
- 238000000034 method Methods 0.000 claims abstract description 15
- 230000010354 integration Effects 0.000 claims abstract description 9
- 230000004044 response Effects 0.000 claims description 9
- 230000009471 action Effects 0.000 claims description 5
- 230000001174 ascending effect Effects 0.000 claims description 2
- 230000001133 acceleration Effects 0.000 description 10
- 230000008859 change Effects 0.000 description 3
- 230000001419 dependent effect Effects 0.000 description 2
- 238000012544 monitoring process Methods 0.000 description 2
- 230000000630 rising effect Effects 0.000 description 2
- 230000006978 adaptation Effects 0.000 description 1
- 230000001771 impaired effect Effects 0.000 description 1
- 230000035484 reaction time Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 230000003313 weakening effect Effects 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/14—Adaptive cruise control
- B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
- B60K31/0008—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including means for detecting potential obstacles in vehicle path
-
- 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
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
- B60T7/22—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on the vehicle
-
- 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
- B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
- B60T2201/02—Active or adaptive cruise control system; Distance control
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Automation & Control Theory (AREA)
- Regulating Braking Force (AREA)
- Controls For Constant Speed Travelling (AREA)
Abstract
【課題】
追従間隔制御の快適性と安全性を向上させること。
【解決手段】
車両の追従間隔制御システムを改良する方法では、追従間隔制御の制動圧要件に車両の電子式制動制御システムのシステム制御が比較的にゆっくりな速度で行われるので、最高圧力増加率或いは減少率は超過しない。代用として、制動圧積分によりあらかじめ制動制御の計画が行なわれる。【Task】
To improve the comfort and safety of tracking interval control.
[Solution]
In the method of improving the vehicle tracking interval control system, the system control of the vehicle electronic braking control system is performed at a relatively slow speed to the braking pressure requirement of the tracking interval control, so that the maximum pressure increase rate or decrease rate is Do not exceed. As an alternative, braking control planning is performed in advance by braking pressure integration.
Description
この発明は追従間隔制御を改良する方法に関する。 The present invention relates to a method for improving tracking interval control.
車両にさらに頻繁に使用される補助システムに追従して、作用速度制御システム、即ち追従間隔制御は、つまりACC(適用追従間隔制御),AICC(適用知的追従間隔制御),ICC(知的追従間隔制御)として知られ、市場において増加して達成される。というのは、これら制御は車両に導入する際に運転者を強力に軽減させるからである。運転者の軽減に基づいてその制御は走行快適に十分に寄与できる。しかし、その結果、このシステムの制御快適性に関する要件が特に高いことが明らかになる。 Following an auxiliary system that is used more frequently in the vehicle, the action speed control system, ie the follow-up interval control, is ACC (applied follow-up interval control), AICC (applied intelligent follow-up interval control), ICC (intelligent follow-up). Known as Interval Control) and is achieved in the market. This is because these controls strongly reduce the driver when introduced into the vehicle. Based on the driver's reduction, the control can sufficiently contribute to driving comfort. However, as a result, it becomes clear that the requirements regarding the control comfort of this system are particularly high.
アンチロックシステム(ABS),走行動的制御(ESP)或いは駆動スリップ制御(ASR)のような従来の制動制御機能は、このシステムの制御品質がシステムに左右されるから、液圧部と電子部の反応速度に関する特に高い要件を求める。 Conventional brake control functions such as anti-lock system (ABS), running dynamic control (ESP) or drive slip control (ASR) have a control quality that depends on the system. Require particularly high requirements for the reaction rate of
それ故に、通常にはABS,ASR或いはESPをもつ電子式制動制御システムを備えている今日の制動システムは所定制動圧要件における迅速なシステム反応を有する。これは、所定制動圧要件に応じて、制動システムの液圧と電子成分は所望制動圧を出来るだけ急激に調整するために短時間にこの要件に反応することを意味する。
この発明の課題は、追従間隔制御の快適性と安全性を向上させることである。 An object of the present invention is to improve the comfort and safety of tracking interval control.
この課題は、独立特許請求項によって解決される。好ましい実施態様は従属請求項に挙げられている。 This problem is solved by the independent patent claims. Preferred embodiments are listed in the dependent claims.
ここで次に追従制御機能及び間隔制御機能又はそのいずれか一方を備える全公知の追従間隔制御或いは速度制御は「追従制御と間隔制御」或いは単に「ACC」を記載している。それ故に、このもとには、この発明の意味において、ACC,AICC或いはICCのようなすべての追従制御と間隔制御、しかもテンポマート(Tempomat)のようなすべての従属的速度制御装置を包含する。 Here, all known follow-up interval control or speed control having a follow-up control function and / or interval control function is described as “follow-up control and interval control” or simply “ACC”. Therefore, in this sense, in the sense of the present invention, all tracking and spacing controls such as ACC, AICC or ICC and all dependent speed control devices such as Tempomat are included. .
この課題は、追従制御と間隔制御の制動圧要件における車両の電子式制動制御システムのシステム反応が比較的ゆっくりと行われることによって達成される。 This object is achieved by the fact that the system response of the vehicle's electronic braking control system in the braking pressure requirements of follow-up control and distance control takes place relatively slowly.
言い換えると、作動ACCの際に制動システムが最高或いは非常に高い反応速度により反応しないことが企図されている。というのは、通常にはACCシステムの比較的早い目的物の検出が可能であり、次に制御作用が「一致して」ゆっくりと行われることが示される。 In other words, it is contemplated that the braking system does not respond at the highest or very high reaction rate during the operating ACC. This is because it is usually possible to detect a relatively fast target of an ACC system, and then the control action is "coincidentally" performed slowly.
ACCシステムのレーダーシステム或いは赤外線センサーシステムの改良によって範囲がいつもさらに増大され、それ故に反応時間が延長される。それにより制御の快適性がさらに向上され得る。 Improvements to the radar system or infrared sensor system of the ACC system will always further increase the range and therefore extend the reaction time. Thereby, the comfort of control can be further improved.
この発明によると、システム反応は、電子式制動制御システムによる制動圧要件におけるよりゆっくりと行われることを企図している。 In accordance with the present invention, it is contemplated that the system response takes place more slowly at the braking pressure requirement by the electronic braking control system.
この発明によると、追従制御と間隔制御の制動圧要件における車両の電子式制動制御システムのシステム反応は、発生最高圧力増加率或いは減少率が超過されないように、ゆっくりと行われることを企図している。 According to the present invention, it is intended that the system response of the vehicle's electronic braking control system in the braking pressure requirement of follow-up control and distance control is performed slowly so that the maximum pressure increase rate or decrease rate is not exceeded. Yes.
この発明によると、発生最高圧力増加率或いは減少率が5バール/秒から20バール/秒の範囲にあることが企図されている。 According to this invention, it is contemplated that the maximum pressure increase rate or decrease rate is in the range of 5 bar / second to 20 bar / second.
この課題は、追従制御と間隔制御の制動圧要件において制動制御の計画が長期間、好ましくは全制動作用期間にあらかじめ行われることによって解決される。 This problem is solved by preliminarily performing a braking control plan for a long period of time, preferably during the entire braking action period, in the braking pressure requirements of the follow-up control and the interval control.
この発明によると、あらかじめ制動制御を計画するときに、発生制動圧は電子式制動制御システムのプログラムのプログラム経過により調整されないことが企図されている。 According to the present invention, it is contemplated that when braking control is planned in advance, the generated braking pressure is not adjusted by the program progress of the program of the electronic braking control system.
今日の電子式制動制御システムでは、およそ10ミリセカンドのプログラム経過の時間(ループ時間)が必要なものと見做される。この発明によると、ACCシステムの制動圧要件の場合には、発生制動圧が10から10000までの監視時間に、特に100から1000までの監視時間にプログラム経過で調整されることが企図されている。 Today's electronic braking control systems are considered to require approximately 10 milliseconds of program elapsed time (loop time). According to the invention, in the case of the braking pressure requirement of the ACC system, it is contemplated that the generated braking pressure is adjusted over the course of the program to a monitoring time of 10 to 10,000, in particular a monitoring time of 100 to 1000. .
この発明によると、制動制御を計画するときに平均制動圧(制動圧積分)が検出され、そして発生制動圧が制動圧積分によって調整されることが企図されている。 According to the invention, it is contemplated that when braking control is planned, the average braking pressure (braking pressure integration) is detected and the generated braking pressure is adjusted by the braking pressure integration.
それ故に追従制御、間隔制御或いは速度制御、特にACCシステムの制動圧要件、制動トルク要件或いは減速要件における車両の電子式制動制御システムのシステム反応は「ちょうどよい時に」反応せず、即ち直ぐに反応せず、むしろその要件は状況に依存して制動圧積分の形態の所定時間間隔に分割される。 Therefore, the system response of the vehicle's electronic braking control system in following control, interval control or speed control, especially in the braking pressure requirement, braking torque requirement or deceleration requirement of the ACC system does not react “just in time”, ie reacts immediately. Rather, the requirements are divided into predetermined time intervals in the form of braking pressure integration depending on the situation.
この発明によると、平均制動圧は1秒から5秒までの範囲における期間に検出されることが企図されている。 According to the present invention, it is contemplated that the average braking pressure is detected during a period in the range of 1 to 5 seconds.
この発明によると、時間が追従間隔制御の制動圧要件の高度或いは上昇勾配によって可変に調整されることが企図されている。 According to the present invention, it is contemplated that the time is variably adjusted according to the altitude or the rising gradient of the braking pressure requirement of the tracking interval control.
この課題は、追従間隔制御の機能モジュールにより減速要件及びトルク要件又はそのいずれか一方が算出され、それら要件は電子式制動制御の圧力制御器により変換されること、速度の適用を必要する目的物が追従間隔制御により検出されるときに、最小間隔を調整するために必要である適切な減速或いは減速トルクが算出されること、そして適切な減速或いは減速トルクが快適な制御によって調整されることを特徴とする車両の追従間隔制御を改良する方法によって解決される。 This task is to calculate the deceleration requirement and / or torque requirement by the function module of the follow-up interval control, which is converted by the pressure controller of the electronic braking control, and the object requiring the application of speed. That the appropriate deceleration or deceleration torque required to adjust the minimum interval is calculated, and that the appropriate deceleration or deceleration torque is adjusted by comfortable control. The feature is solved by a method for improving the vehicle tracking interval control.
この発明は実施例に基づいて詳細に説明される。 The present invention will be described in detail based on examples.
車両はACCシステムと電子式制動制御(EBSユニット)とを有する。 The vehicle has an ACC system and an electronic braking control (EBS unit).
ACCシステムのACC機能モジュールによりEBSユニットの対応する圧力器により変換される減速要件及びトルク要件又はそのいずれか一方が算出される。目的が速度適用を必要とするACCシステムによって検出されるならば、間隔を調整するために必要である対応する減速(トルク)が算出される。この減速(トルク)が出来るだけ迅速には調整されず、むしろ最高に快適な形式に調整される。 The deceleration requirement and / or torque requirement converted by the corresponding pressure device of the EBS unit is calculated by the ACC function module of the ACC system. If the objective is detected by an ACC system that requires speed application, the corresponding deceleration (torque) required to adjust the interval is calculated. This deceleration (torque) is not adjusted as quickly as possible, but rather in the most comfortable form.
所望の車両減速を調整するために、まず最初に車両の駆動モータのエンジントルクが減少される。エンジントルクの減少によって対応する減速(トルク)が達成されず、補助的に作動制動圧増加が必要である。 In order to adjust the desired vehicle deceleration, first the engine torque of the vehicle drive motor is reduced. Corresponding deceleration (torque) is not achieved due to a decrease in engine torque, and an additional increase in operating braking pressure is necessary.
適した制動圧を検出するために、目標値/実効値の比較が行われる。この際に必要とされた制動圧と測定された、或いはモデルによって模造された制動圧或いは車輪制動圧のために、各ループ(EBSプログラムのプログラム経過)で、即ち一定時間に制御偏差が算出される。この偏差は、車輪ブレーキに圧力を増加するアクチュエータの制御の表示器として考慮されている。 In order to detect a suitable braking pressure, a target value / effective value comparison is performed. The control deviation is calculated at each loop (program progress of the EBS program), that is, for a certain period of time, because of the braking pressure required and the braking pressure or wheel braking pressure measured or modeled by the model. The This deviation is taken into account as an indicator of the control of the actuator that increases the pressure on the wheel brake.
制動圧の目標値は好ましくはACC機能モジュールの濾過された減速基準値(トルク)により検出される。この基準値はゆっくりと変更し、同様に圧力要件を変更させる。 The target value of the braking pressure is preferably detected by the filtered deceleration reference value (torque) of the ACC function module. This reference value changes slowly, causing the pressure requirements to change as well.
この発明による方法は比較的短い時間間隔で変更されず、むしろ制動圧調整はより長い時間に、好ましくは全制動作用のために計画する。この場合にACC基準値がゆっくりと変更することが明らかになる。 The method according to the invention is not changed in a relatively short time interval, but rather the braking pressure adjustment is planned for a longer time, preferably for full braking action. In this case, it becomes clear that the ACC reference value changes slowly.
エンジントルク制御によって制動圧調整を行うことが必要ならば、特に1秒から5秒までを基礎として制動圧積分が達成され、その積分は所望の減速(トルク)を調整することが必要である。 If it is necessary to adjust the braking pressure by means of engine torque control, a braking pressure integration is achieved, in particular on the basis of 1 to 5 seconds, which integration needs to adjust the desired deceleration (torque).
この発明によると、ACC基準値の各変更は制動圧要件の瞬間的変更に変換されず、むしろ長い時間の間に制動圧要件が予め決定される。 According to the present invention, each change of the ACC reference value is not converted into an instantaneous change of the braking pressure requirement, but rather the braking pressure requirement is predetermined in a long time.
換言すると、制動が計画されている。
この発明による方法は制動圧要件に調和され、それによって制動調整の快適性を向上させる。
In other words, braking is planned.
The method according to the invention is harmonized with the braking pressure requirements, thereby improving the comfort of the braking adjustment.
制動積分の時間基礎は好ましくはACC基準値の高度或いは上昇勾配に依存して変更される。非常に高い基準値及び高い上昇勾配又はそのいずれか一方が、例えば公知の走行状況を回避すべきときに十分に迅速なシステム反応を可能とする時間基礎を減少させる。それ故に、システムの快適性が向上される。 The time base of the braking integration is preferably changed depending on the altitude or the rising slope of the ACC reference value. A very high reference value and / or a high ascending slope reduces the time base that allows a sufficiently rapid system response, for example when a known driving situation should be avoided. Therefore, the comfort of the system is improved.
この発明は三枚の図面(図1乃至図3)を参照して例として詳細に説明される。 The invention will be described in detail by way of example with reference to three drawings (FIGS. 1 to 3).
図1には、例えばACCの要件から生じる目標値加速asollが図示されている。それから計画なしにこの要件における制動制御では、曲線aist,alt に一致する複数の「過剰」I、II、IIIを備える車両加速が生じる。この発明による制御は「過剰」IVのみを備える曲線aist,neu に一致する車両加速を生じて、その「過剰」IVにより実効値加速aist,neu が不自然な目標値加速にゆっくりと近似する。それ故に、システムの制御快適性が改良される。 FIG. 1 shows a target value acceleration a soll resulting from, for example, ACC requirements. Then without braking, braking control in this requirement results in vehicle acceleration with a plurality of “excess” I, II, III matching the curve a ist, alt . The control according to the invention produces a vehicle acceleration that coincides with the curve a ist, neu with only “excess” IV, which causes the effective value acceleration a ist, neu to slowly approximate an unnatural target value acceleration. To do. Therefore, the control comfort of the system is improved.
図2はあらかじめ制動制御のこの発明による計画なしに制動システムにおける圧力Palt の描写を示す。目標値加速asollの基準値から目標値圧力Psoll,altが制動システムに発生され、この目標値圧力は車両加速aist,alt に一致する「過剰」を示す。 FIG. 2 shows a depiction of the pressure P alt in the braking system without prior planning of the braking control according to the invention. A target value pressure P soll, alt is generated in the braking system from the reference value of the target value acceleration a soll , which indicates an “excess” that matches the vehicle acceleration a ist, alt .
さらに、目標値圧力Psollの調整は発生する実効値圧力Pist,alt,regel を生じて、この実効値圧力は車両制動の圧力制御によって条件的補助振動を示す。この圧力弱化によって車両加速がなお一層悪化される。走行快適性はさらに損なわれる。 Further, the adjustment of the target value pressure P soll produces the effective value pressures P ist, alt, and regel that are generated, and this effective value pressure indicates a conditional auxiliary vibration by pressure control of the vehicle braking. This weakening of the pressure further deteriorates the vehicle acceleration. Driving comfort is further impaired.
図3によるあらかじめ制動制御のこの発明による計画を備える制動システムにおける圧力Pneu の描写では、目標値圧力Psoll,neuによって実効値圧力Pist,neu が生じて、この実効値圧力は実質的に過剰を示さず、しかし新たな圧力基準P2 における元の圧力基準P1 の良好な適応を可能とする。それから車両加速の図1 に示された調整、即ち大きな飛躍なしのより正確に比較的に均一な車両減速が生じる。 In the depiction of the pressure P neu in the braking system with the plan according to the invention of the braking control in advance according to FIG. 3, the effective value pressure P ist, neu is generated by the target value pressure P soll, neu , and this effective value pressure is substantially Does not indicate excess, but allows a good adaptation of the original pressure reference P 1 in the new pressure reference P 2 . Then, the adjustment shown in FIG. 1 of the vehicle acceleration, that is, a more accurate and relatively uniform vehicle deceleration without significant jumps.
Claims (10)
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10353334 | 2003-11-14 | ||
DE102004048493A DE102004048493A1 (en) | 2003-11-14 | 2004-10-05 | Method for controlling distance between vehicle and one in front uses electronic braking control system which reacts more slowly than its quickest operating speed to avoid sudden braking and improve comfort |
PCT/EP2004/052936 WO2005047047A1 (en) | 2003-11-14 | 2004-11-12 | Method for improving a headway distance control |
Publications (2)
Publication Number | Publication Date |
---|---|
JP2007512996A true JP2007512996A (en) | 2007-05-24 |
JP2007512996A5 JP2007512996A5 (en) | 2007-12-06 |
Family
ID=34593366
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP2006538865A Pending JP2007512996A (en) | 2003-11-14 | 2004-11-12 | How to improve tracking interval control |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP1687172A1 (en) |
JP (1) | JP2007512996A (en) |
KR (1) | KR20060109907A (en) |
WO (1) | WO2005047047A1 (en) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102005063343C5 (en) * | 2005-06-24 | 2019-07-11 | Knorr-Bremse Systeme für Nutzfahrzeuge GmbH | Method for increasing the driving stability of a vehicle |
Family Cites Families (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19654769A1 (en) * | 1996-12-30 | 1998-07-02 | Teves Gmbh Alfred | Method and device for vehicle control or regulation |
JP3715105B2 (en) * | 1998-06-11 | 2005-11-09 | 本田技研工業株式会社 | Brake control device for vehicle |
DE10021135B4 (en) * | 2000-04-29 | 2007-08-30 | Bayerische Motoren Werke Ag | Method and device for regulating a predetermined target deceleration of a motor vehicle |
-
2004
- 2004-11-12 EP EP04818422A patent/EP1687172A1/en not_active Withdrawn
- 2004-11-12 WO PCT/EP2004/052936 patent/WO2005047047A1/en active Application Filing
- 2004-11-12 KR KR1020067009367A patent/KR20060109907A/en not_active Application Discontinuation
- 2004-11-12 JP JP2006538865A patent/JP2007512996A/en active Pending
Also Published As
Publication number | Publication date |
---|---|
KR20060109907A (en) | 2006-10-23 |
WO2005047047A1 (en) | 2005-05-26 |
EP1687172A1 (en) | 2006-08-09 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
KR101745048B1 (en) | Method and device for controlling an electrohydraulic braking system for motor vehicles | |
US8332119B2 (en) | System for controlling a motor vehicle driving downhill | |
US6062336A (en) | Adaptive variable effort power steering system | |
US8892305B2 (en) | Motion control device for vehicle | |
CN100363213C (en) | Vehicle braking force control | |
US20060241844A1 (en) | Vehicle speed control apparatus | |
EP1702824B1 (en) | Torque control in a 4-wheel-drive vehicle with a 4WD control unit and a vehicle stability assist control unit | |
JP4028618B2 (en) | Method and apparatus for controlling the speed of a vehicle | |
US6208926B1 (en) | Method and apparatus for controlling the brake system of a vehicle | |
JP2006506270A (en) | Method and apparatus for controlling longitudinal acceleration of a vehicle | |
EP3016826B1 (en) | Method, system and device for controlling a vehicle brake system | |
SE0400537L (en) | Procedure for automatically controlling the distance between vehicles | |
JPH11321591A (en) | Method and device for adjusting or changing clearance between brake lining and friction face of brake of vehicle | |
KR100957635B1 (en) | Electronic Brake System | |
US6742850B1 (en) | Method for adjusting a brake system of a vehicle | |
US6783194B2 (en) | Method and brake system for controlling the braking process in a motor vehicle | |
JP2006513904A (en) | Integral brake system for motorcycles | |
KR102162915B1 (en) | Method and device for automatic longitudinal dynamics control of a motor vehicle | |
CN113613966B (en) | Brake control device for vehicle | |
JP2007512996A (en) | How to improve tracking interval control | |
JP3651289B2 (en) | Brake control device | |
CN102596662B (en) | Method for operating a brake system and corresponding controller | |
JP2008110619A (en) | Braking controller for vehicle | |
KR20180096127A (en) | Method for controlling brake system to prevent braking inconvenience in automatic driving | |
JP2001294144A (en) | Vehicle controller and storage medium |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
A521 | Written amendment |
Free format text: JAPANESE INTERMEDIATE CODE: A523 Effective date: 20071016 |
|
A621 | Written request for application examination |
Free format text: JAPANESE INTERMEDIATE CODE: A621 Effective date: 20071016 |
|
A131 | Notification of reasons for refusal |
Free format text: JAPANESE INTERMEDIATE CODE: A131 Effective date: 20090728 |
|
A02 | Decision of refusal |
Free format text: JAPANESE INTERMEDIATE CODE: A02 Effective date: 20100126 |