WO2002046008A1 - Vorrichtung zur erkennung einer während des fahrbetriebes eines fahrzeuges auftretenden aquaplaninggefahr - Google Patents
Vorrichtung zur erkennung einer während des fahrbetriebes eines fahrzeuges auftretenden aquaplaninggefahr Download PDFInfo
- Publication number
- WO2002046008A1 WO2002046008A1 PCT/EP2001/013295 EP0113295W WO0246008A1 WO 2002046008 A1 WO2002046008 A1 WO 2002046008A1 EP 0113295 W EP0113295 W EP 0113295W WO 0246008 A1 WO0246008 A1 WO 0246008A1
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- WO
- WIPO (PCT)
- Prior art keywords
- vehicle
- determined
- describing
- propulsion
- aquaplaning
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
- B60W40/06—Road conditions
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- 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
- B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
- B60T2210/10—Detection or estimation of road conditions
- B60T2210/13—Aquaplaning, hydroplaning
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- 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
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
- B60W40/1005—Driving resistance
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
- G01N19/00—Investigating materials by mechanical methods
- G01N19/02—Measuring coefficient of friction between materials
Definitions
- the invention relates to a device for detecting an aquaplaning hazard that occurs during the driving operation of a vehicle.
- Such devices are known from the prior art in many modifications.
- DE 43 17 030 C2 discloses a method for recognizing a driving state on a vehicle when the road is wet.
- the wheel speeds, the vehicle speed, the signal determined with the aid of a wet sensor and the outside temperature are fed to a computer.
- the wheel speeds are calculated from the wheel speeds and the vehicle speed.
- the slip values for the individual wheels are determined using the wheel speeds and the vehicle speed.
- the signal from the wetness sensor is fed to a map computer together with the slip values and the vehicle speed.
- the map computer compares the incoming signals with a wet map.
- a driving condition assessment is calculated from the wetness map and a coefficient of friction map, which is related to the water level.
- the driving condition assessment is supplemented by the signals from the temperature sensor.
- the driving state judging thus calculated and the aquaplaning level of danger will be communicated through a Wasserière- and aquaplaning indicator, a 'possible slip and friction display and a temperature display to the driver.
- the values from the driving condition assessment are also available to initiate countermeasures against aquaplaning.
- it is disadvantageous that the presence of an aquaplaning risk is determined using a map computer.
- the use of a map computer requires a lot of effort in the application, because numerous driving tests must be carried out with which the individual maps stored in the map computer are determined.
- DE 196 08 064 C2 discloses a method and a device for determining the grip of road wheels in motor vehicles on a non-dry road surface.
- a force acting on at least one wheel is measured continuously.
- a signal describing the road grip is generated from this measured force.
- the force measurement is a surge force acting on a wheel in the longitudinal direction of the vehicle when the road is not dry. From this surge force and the current vehicle speed, a signal is generated which corresponds to the speed at which the vehicle will float at the current water film thickness.
- the surge force is detected from deformations occurring in the chassis.
- either displacement sensors are provided in elastic bearings in which the wishbone is mounted, since the surge force causes deformations in these bearings via the wishbone.
- sensors are used that record the accelerations of the wheel carrier.
- the disadvantage of this method is the use of additional sensors, which are required to detect the deformations occurring in the chassis.
- a device for detecting an aquaplaning risk that occurs during the driving operation of a vehicle is to be created, in which the effort required for the application is low and which without sensors for detecting deformations occurring in the chassis. The same should apply to the method carried out with the device according to the invention.
- the detection according to the invention of a risk of aquaplaning occurring during the driving operation of a vehicle, which runs in the device according to the invention according to the method according to the invention, is based on the approach of the pulse set of the vehicle in the longitudinal direction.
- the equation results from the set of impulses
- FSW FA ⁇ FLW - FRW - mfzg - (ax - g - ⁇ ) (1)
- the longitudinal acceleration acting on the vehicle is determined, for example, with the aid of a longitudinal acceleration sensor.
- a first component ax which is based on the engine torque generated by the engine.
- a second component g- ⁇ into which the inclination ⁇ of the roadway on which the vehicle is located enters.
- Equation (1) can be interpreted as follows:
- the first three terms on the right-hand side represent a first propulsion quantity that describes the propulsion of the vehicle that is to be expected on the basis of the operating state of the engine and / or the drive train.
- the torque given off by the engine is transmitted to the driven wheels via the drive train, which is essentially composed of the clutch, the transmission, which can be designed as a manual or automatic transmission, and the differential gear.
- the driving forces FA on the driven wheels result. Due to the operating state of the engine and / or the drive train, a certain value of the vehicle speed is set. This value depends on the one hand on the air resistance force FLW and on the other hand the rolling resistance force FRW via the dependence of the rolling resistance coefficient on the vehicle speed. It is clear that, with a view to the propulsion of the vehicle, the driving forces on the wheels are reduced by the air resistance force and the rolling resistance force.
- the operating state of the engine and / or the drive train which is defined by the engine torque, the transmission ratio, the engine speed and the wheel speeds, allows the anticipated propulsion of the vehicle to be determined, because on the one hand this operating state the driving forces on the driven wheels are predetermined, and on the other hand the air resistance force and the rolling resistance force depend on this operating state. Other factors that influence the expected propulsion are not taken into account, since they can be neglected in comparison to those listed above.
- the fourth term mfzg- (ax-g- ⁇ ) on the right-hand side represents a second propulsion quantity. This describes the propulsion that is present in the driving mode of the vehicle and which is due to of the longitudinal acceleration ax-g- ⁇ acting on the vehicle. The longitudinal acceleration required for this is detected with the aid of a suitable sensor means
- the first and second jacking quantities are of the same value.
- the left term of the above equation which is referred to as surge resistance, has the value zero.
- the value of the first propulsion quantity is greater than the second, because in this case the water film must be displaced and there is a non-zero surge resistance force. Consequently, the value of the surge resistance represents a measure of an existing water film and thus of a possible aquaplaning risk and can therefore be evaluated in this regard.
- the following device according to the invention results for the detection of an aquaplaning risk that occurs during the driving operation of a vehicle:
- the device according to the invention contains first means with which a first propulsion quantity is determined, which describes the propulsion of the vehicle, which is to be expected on the basis of the operating state of the engine and / or the drive train. Furthermore, the device according to the invention contains second means with which a second propulsion quantity is determined. This describes the propulsion that occurs when the vehicle is in motion, which occurs due to the longitudinal acceleration acting on the vehicle. Depending on a Between the first and the second propulsion quantity, the existence of the aquaplaning risk is concluded. This deviation represents the surge resistance force described above.
- third means are provided with which a deviation quantity is determined which describes the deviation existing between the first and the second propulsion quantity.
- the amount of deviation corresponds to the surge resistance force.
- the risk of aquaplaning is present when the deviation quantity is greater than a predetermined or equal to a predetermined threshold value.
- the threshold value is advantageously determined as a function of the deviation quantity and a quantity describing the vehicle speed.
- the first jacking quantity consists of three parts.
- the individual shares are as follows:
- This The first part is determined as a function of a variable describing the engine torque, a variable describing the transmission ratio, a variable describing the speed of the motor and the variable describing the speed of the wheels.
- the translation ig should include all the transmission in the drive train.
- the drive forces are determined by evaluating the set of swirls set up for the motor and for the drive wheels.
- a second part that describes the air resistance when the vehicle is in motion is determined as a function of the variables describing the structure and / or the geometry of the vehicle and a variable describing the vehicle speed.
- the second portion of the drag force corresponds to that according to the equation
- - A is the front face of the vehicle
- the values for the sizes cLW and A which represent the sizes describing the structure and / or the geometry of the vehicle and are therefore vehicle-specific, are determined in advance as part of the application.
- a constant can be used for size p.
- a third part which describes the rolling resistance when the vehicle is in operation.
- the third portion is determined as a function of a size describing the tire condition and a size describing the vehicle mass.
- the third part of the rolling resistance corresponds to that according to the equation
- vf is the quantity describing the tire condition.
- This tire-specific size is the rolling resistance coefficient of the tires.
- the rolling resistance coefficient depends on the size describing the vehicle speed and increases with increasing vehicle speed. During the driving operation of the vehicle, the rolling resistance coefficient can be read out, for example, from a characteristic curve depending on the value of the vehicle speed.
- - vehicle is the mass of the vehicle.
- the determination of the third part is more accurate if the sum of the individual wheel loads is used instead of the vehicle mass.
- the individual wheel loads are determined, for example, from the deflection distances determined for the individual wheels.
- the deflection paths are in turn available as information if the vehicle has, for example, an active chassis or air suspension.
- the second propulsion quantity is determined as a function of a quantity that describes the vehicle mass and an acceleration quantity that describes the longitudinal acceleration acting on the vehicle.
- the longitudinal acceleration is determined using a suitable sensor.
- Advantage- A longitudinal acceleration sensor is used for this purpose, by means of which the longitudinal acceleration is measured in a vehicle-fixed manner.
- the longitudinal acceleration acting on the vehicle is composed of two parts.
- the first component ax can be determined from the wheel speeds or the vehicle speed.
- the second component g- ⁇ can be determined using a navigation system.
- the navigation system knows the position of the vehicle and can use a map in digital form, which, among other things. Contains information about the inclination of the road, which provides the inclination of the road at the respective position. The inclination of the road can also be provided with the aid of image processing, with which the course of the route is evaluated.
- the surge resistance force can be determined directly from the driving forces on the driven wheels, the vehicle speed and the longitudinal acceleration of the vehicle.
- - Fourth means by which the road condition is recorded are means for determining the coefficient of friction between the tire and the road surface. Since the rolling resistance coefficient depends on the pairing of tires and road surface, a knowledge of the friction coefficient can be used to provide a rolling resistance coefficient that describes the driving mode more precisely.
- These consumers are, for example, one in a steering system (e.g. pump of an auxiliary power steering system) and / or one in a braking system (e.g. return pump) and / or one in a lighting system and / or one in the interior of the vehicle (e.g. air conditioning system) ) arranged consumers.
- the number and / or the type of consumers activated during the driving operation of the vehicle is taken into account for the following reason:
- the consumers listed above are usually fed electrically via the alternator or driven directly by the engine.
- the alternator must deliver a high power in the first case, which means that not all of the power generated by the engine is available for propulsion on the driven wheels.
- the second case With knowledge of the number and / or type of activated consumers, it can thus be estimated which portion of the power generated by the engine is not available for propulsion. Errors in determining the driving forces can thus be reduced.
- the drop in performance caused by the activated consumers is taken into account with the help of model considerations.
- the road condition and / or the air movements independent of the driving mode of the vehicle and / or the number and / or the type of consumers activated during the driving mode of the vehicle is taken into account when recognizing the risk of aquaplaning. On the basis of this consideration, a more precise determination of the deviation variable, ie the surge resistance force, is possible, which makes the detection of an aquaplaning risk more reliable.
- the driver is advantageously warned of the risk of aquaplaning.
- the information about an existing aquaplaning risk is advantageously provided to at least one device for influencing a quantity describing the vehicle movement and processed there.
- the information provided can be a relative measure of the loss of traction that occurs due to the water film between the tire and the road surface.
- the information is advantageously supplied to devices which can reduce the speed of the vehicle through engine and / or brake interventions. These devices can be, for example, traction control or a device for controlling the yaw rate of the vehicle, which is widely known as vehicle dynamics control (ESD) or ESP (electronic stability program).
- ESD vehicle dynamics control
- ESP electrostatic stability program
- the device according to the invention is equipped with detection means with which it can be determined whether a wet roadway is present or not.
- This information can be processed as follows: On the one hand, it is possible to carry out the detection of the aquaplaning risk only when there is a wet road. Since the risk of aquaplaning can only occur on a wet road, the detection according to the invention is only necessary when the road is wet. This situation-dependent implementation contributes to the fact that, when the roadway is dry, computing capacity is unnecessarily tied up for an unnecessary detection of an aquaplaning risk in this situation.
- the detection of the aquaplaning risk is also carried out if it is determined that there is no wet road. This means that the detection of the aquaplaning risk is carried out permanently, regardless of whether the roadway is wet or not.
- variables can thus be determined and / or checked, which are taken into account when recognizing the risk of aquaplaning. This determination and / or check is therefore carried out on a dry roadway, since there is no surge resistance in this situation.
- the first and second propulsion variables would ideally have the same value in a dry road.
- the sixth means when using the sixth means to estimate the proportion of the power generated by the engine that is not available for propulsion, there can be a discrepancy between actual case.
- the models on which the estimation is based are adapted while driving on the dry roadway in such a way that the first and second propulsion quantities approximate in value.
- the third part the describes the rolling resistance present when the vehicle is in motion, deviate from the rolling resistance actually present.
- the tire condition has changed during the service life of the tire, and this is no longer adequately described by the size describing the tire condition.
- the size describing the condition of the tire is adapted while driving on a dry roadway in such a way that the first and second propulsion sizes approximate in value.
- the tire pressure changes during the service life of a tire.
- a change in tire pressure also leads to a change in rolling resistance. It is therefore also advisable to check the tire pressure, in particular while driving on a dry road, and to adapt the value of the third portion if necessary.
- the tire pressure can be checked using devices known from the prior art which are arranged in vehicles for checking the tire pressure.
- the values determined and / or checked in the case of a dry roadway are stored in a memory available in the device according to the invention and are therefore available when the detection of a risk of aquaplaning is to be carried out on a wet roadway. This increases the security in the detection of an aquaplaning risk according to the invention.
- the detection means is advantageously a moisture sensor attached in the area of the vehicle wheels.
- the actuation of the windshield wiper and / or the signal of a rain sensor which serves for the wiping speed of the windshield wiper to automatically adapt to the intensity of the rain, can also be evaluated.
- the assessment of the surge resistance has a preview function. Significant changes in surge resistance occur in good time before a critical loss of adhesion, such as occurs with aquaplaning. Thus, a risk of aquaplaning can be recognized early.
- FIG. 1 is a schematic representation of the device according to the invention in the form of a block diagram
- FIG. 2 shows a flowchart which takes place in the device according to the invention for detecting an aquaplaning risk which occurs during the driving operation of a vehicle
- a block 101 in FIG. 1 shows the first means with which the first propulsion variable c is determined.
- different signals and / or variables S2 are supplied to block 101 starting from a block 107.
- These signals and / or quantities include a quantity Mmot describing the engine torque, a quantity ig describing the transmission ratio, a quantity nmot describing the speed of the motor, quantities nij describing the rotational speeds of the wheels, a quantity vf describing the vehicle speed and a mass of the vehicle's descriptive size.
- the variable vf describing the vehicle speed is determined in a known manner from the wheel speeds vij in turn result from the wheel speeds nij.
- the first advance quantity cf is fed to a block 103.
- block 102 denotes second means with which the second propulsion variable vg2 is determined.
- block 102 is supplied with a quantity mfzg describing the mass of the vehicle, starting from block 107.
- a variable ax-g- ⁇ which describes the longitudinal acceleration of the vehicle and is determined with the aid of an acceleration sensor 104 is supplied to block 102.
- the quantity describing the mass of the vehicle is either a predefined quantity which was applied in advance and which is stored and can therefore only represent an estimated quantity. Or it is a quantity that is determined while the vehicle is in operation. This determination does not necessarily have to take place in block 107. An independent means can also be provided for this.
- the deviation variable FSW is determined, which describes the deviation present between the first and the second propulsion quantity. This is done, for example, according to equation (1) above. As already stated, the deviation quantity is the surge resistance force FSW. The deviation variable FSW is compared with an associated threshold value. If the deviation variable FSW is greater than this threshold value or equal to this threshold value, then there is a risk of aquaplaning and a quantity aquaplgef is output to a block 106 and to block 107. 3 U r co C 3 öd ⁇ ⁇ ⁇ - co? tQ ⁇ o ⁇ ⁇ OO TI S?
- ⁇ - hi ⁇ rt 3 CL ⁇ - s: ⁇ r + N tr ⁇ ⁇ - 1 ⁇ cö ⁇ - LQ ⁇ - ⁇ - • ⁇ ⁇ j rt iQ Hl ⁇ ⁇ 3 ⁇ 3 ' ⁇ ⁇ ⁇ ⁇ - ⁇ ⁇ s ; ⁇ - o ⁇ rt hj ⁇ - Q ⁇ - 3 3 oo ⁇ ⁇ - Q.
- ⁇ - H 3 ⁇ SD rt ⁇ ⁇ ⁇ rt 3 hj ⁇ > is: ⁇ O tr o ⁇ - 3 ⁇ o 3 ii O ⁇ - ⁇ 3 3 3 tu ⁇ o CL s: ⁇ o ⁇ ⁇ - ⁇ ⁇ J ⁇ ⁇ er s ⁇ • ⁇ Q rt ⁇ -i cQ ⁇ ⁇ hh - H> ⁇ ⁇ H? a Ul S Cn 3 j CL 3
- SD SD tr V * ⁇ ⁇ r + er ⁇ hj 3 ⁇ Q o 3 ⁇ ! 3 O iQ 3 ⁇ rt ⁇ - • CL SD tr ⁇ to SD r + SD ⁇ - 3 ⁇ ⁇ 3 Hl ⁇ ⁇ SD N 3 ⁇ - hj rt co.
- the nasserk signal generated by the determination means 110 is supplied to the blocks 103 and 107. If there is information in block 103 that the road is dry, the deviation quantity is not determined or is not output, for example. If there is information in block 107 that the road is dry, the signals or variables S2 are not output, for example. Alternatively, in the case of a dry roadway, the detection of the aquaplaning risk according to the invention can be continued, and can be used to check or ascertain the sizes involved in this detection.
- the size describing the mass of the vehicle is determined while the vehicle is in operation, the following procedure is conceivable: as long as the roadway becomes dry, the mass of the vehicle is determined regularly at certain time intervals. As soon as the road is wet, the last determined value for the mass of the vehicle is frozen. No new value is determined.
- Block 107 is a controller which, together with the associated actuators 108 and sensors 109, forms a device for influencing a variable describing the movement of the vehicle.
- This device - more precisely the regulator means 107 - is provided with the information about an existing aquaplaning risk by the device according to the invention with the aid of the signal aquaplgef.
- This information is processed in the control means 107 in such a way that in the case of an existing one TI N CL TI C ⁇ CL 3 co ⁇ -i 03 N i 3 3 h- 1 co CO tr «H CL ⁇ -> K TI CL 3 ⁇ ! H 1 S co er Ti>
- the value of the deviation quantity can be compared with the threshold value. To detect whether there is a risk of aquaplaning, it can thus be checked whether the surge resistance force is greater in value than or equal to the threshold value. In order to have a safety reserve, the comparison can be carried out with a reduced threshold value, which is reduced by a predetermined value based on the maximum.
- the detection of an aquaplaning risk according to the invention can also be carried out during a braking operation.
- the braking forces on the wheels must be taken into account.
- the individual braking forces can be determined, for example, from the individual brake pressures present on the wheels. If the vehicle is equipped with an electro-hydraulic brake system, for example, the brake pressures can be determined with the aid of pressure sensors assigned to the individual wheel brakes.
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Automation & Control Theory (AREA)
- Mathematical Physics (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US10/182,868 US6856882B2 (en) | 2000-12-04 | 2001-11-17 | Device for recognizing the risk of aquaplaning which can occur during the driving of a vehicle |
JP2002547766A JP2004515402A (ja) | 2000-12-04 | 2001-11-17 | 車両の運転モード中に発生するアクアプレーニングの危険性を検出するための装置 |
EP01999496A EP1355812A1 (de) | 2000-12-04 | 2001-11-17 | Vorrichtung zur erkennung einer während des fahrbetriebes eines fahrzeuges auftretenden aquaplaninggefahr |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10060333.5 | 2000-12-04 | ||
DE10060333A DE10060333A1 (de) | 2000-12-04 | 2000-12-04 | Vorrichtung zur Erkennung einer während des Fahrbetriebes eines Fahrzeuges auftretenden Aquaplaninggefahr |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2002046008A1 true WO2002046008A1 (de) | 2002-06-13 |
Family
ID=7665810
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2001/013295 WO2002046008A1 (de) | 2000-12-04 | 2001-11-17 | Vorrichtung zur erkennung einer während des fahrbetriebes eines fahrzeuges auftretenden aquaplaninggefahr |
Country Status (5)
Country | Link |
---|---|
US (1) | US6856882B2 (de) |
EP (1) | EP1355812A1 (de) |
JP (1) | JP2004515402A (de) |
DE (1) | DE10060333A1 (de) |
WO (1) | WO2002046008A1 (de) |
Cited By (1)
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JP2006501420A (ja) * | 2002-10-01 | 2006-01-12 | イートン コーポレーション | クラッチ保護システム |
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CN112537314A (zh) * | 2019-09-20 | 2021-03-23 | 大陆汽车有限公司 | 用于确定湿路状况的***和方法 |
US11260867B2 (en) * | 2019-10-08 | 2022-03-01 | Ford Global Technologies, Llc | Hydroplaning prevention |
US11080949B1 (en) * | 2020-05-04 | 2021-08-03 | Timothy Just | Predictive vehicle operating assistance |
IT202100017588A1 (it) * | 2021-07-02 | 2023-01-02 | Easy Rain I S P A | Procedimento per determinare le condizioni di interfaccia fra pneumatico e terreno, particolarmente per determinare l’insorgenza di fenomeni di aquaplaning |
JP2024077834A (ja) * | 2022-11-29 | 2024-06-10 | 住友ゴム工業株式会社 | 路面の水膜厚さの推定装置、推定方法及び推定プログラム |
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- 2000-12-04 DE DE10060333A patent/DE10060333A1/de not_active Withdrawn
-
2001
- 2001-11-17 US US10/182,868 patent/US6856882B2/en not_active Expired - Fee Related
- 2001-11-17 EP EP01999496A patent/EP1355812A1/de not_active Withdrawn
- 2001-11-17 WO PCT/EP2001/013295 patent/WO2002046008A1/de not_active Application Discontinuation
- 2001-11-17 JP JP2002547766A patent/JP2004515402A/ja active Pending
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DE3119153A1 (de) * | 1981-05-14 | 1982-12-02 | Robert Bosch Gmbh, 7000 Stuttgart | Anordnung zum ermitteln des haftbeiwertes einer fahrbahn |
DE4020505A1 (de) * | 1990-06-27 | 1992-01-09 | Messerschmitt Boelkow Blohm | Strassenfahrzeug mit antiblockiersystem |
DE4317030A1 (de) * | 1993-05-21 | 1994-11-24 | Telefunken Microelectron | Verfahren zum Erkennen des Fahrzustandes an einem Fahrzeug bei nasser Fahrbahn |
DE4329745C1 (de) * | 1993-09-03 | 1994-07-21 | Volkswagen Ag | Verfahren zur frühzeitigen Erfassung von unerwarteten gefährlichen Fahrbahnverhältnissen |
DE4427170C1 (de) * | 1994-08-01 | 1995-10-12 | Daimler Benz Ag | Verfahren zur Sicherstellung der Bremswirkung von Bremsen von Fahrzeugen bei Nässe |
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JP2006501420A (ja) * | 2002-10-01 | 2006-01-12 | イートン コーポレーション | クラッチ保護システム |
JP4702595B2 (ja) * | 2002-10-01 | 2011-06-15 | イートン コーポレーション | クラッチ保護システム |
Also Published As
Publication number | Publication date |
---|---|
EP1355812A1 (de) | 2003-10-29 |
US6856882B2 (en) | 2005-02-15 |
DE10060333A1 (de) | 2002-06-13 |
US20030101805A1 (en) | 2003-06-05 |
JP2004515402A (ja) | 2004-05-27 |
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