公开(公告)号：US06233505B1

公开(公告)日：2001-05-15

申请号：US09180082

申请日：1999-07-23

Applicant: Thomas Kranz ,  Holger Duis ,  Peter Wanke ,  Ralf Endress

Inventor： Thomas Kranz ,  Holger Duis ,  Peter Wanke ,  Ralf Endress

IPC: G05D100

CPC classification number: B60T8/17551 ,  B60T8/17552 ,  B60T2230/02 ,  B60T2270/86

Abstract: In order to adapt a simplified vehicle model to the driving behavior of a real automotive vehicle, it is possible to modify the slip rigidity values assumed to be constant in a linear model. After departure from the linear range of the lateral-force/slip-angle characteristic, a lower value can be assumed for the slip rigidities. However, this will involve the risk that the wheels of the rear axle are already in a slip angle range to which the lower slip rigidity is associated whereas the front wheels are still in the linear range of the lateral-force/slip-angle characteristic. This would impart to the vehicle model an oversteering behavior which should the more so be avoided if such a vehicle model is used for presetting the nominal value. This problem is solved, in the practice of the invention, by suggesting to modify only the slip rigidity values of the front axle while the ones of the rear axle are assumed to be constant.

Abstract translation: 为了使简化的车辆模型适应于真正的机动车辆的驾驶行为，可以在线性模型中修改假定为恒定的滑移刚度值。 在偏离横向力/滑移角特性的线性范围之后，可以假设滑移刚度较低的值。 然而，这将涉及后轴的车轮已经处于与下滑动刚度相关联的滑移角范围内的风险，而前轮仍处于横向力/滑移角特性的线性范围内。 这将给车辆模型赋予过度转向行为，如果使用这种车辆模型来预设标称值，则应该更加避免。 在本发明的实践中，解决了这个问题，即通过建议在假定后轴的恒定的情况下仅修改前桥的滑动刚度值。

公开(公告)号：US5862503A

公开(公告)日：1999-01-19

申请号：US977369

申请日：1997-11-24

Applicant: Alfred Eckert ,  Benno Lammen ,  Peter Wanke ,  Karl-Friedrick Worsdorfer ,  Thomas Geiger ,  Johannes Graber ,  Stefan Drumm ,  Thomas Kranz ,  C. Jan Neederkorn

Inventor： Alfred Eckert ,  Benno Lammen ,  Peter Wanke ,  Karl-Friedrick Worsdorfer ,  Thomas Geiger ,  Johannes Graber ,  Stefan Drumm ,  Thomas Kranz ,  C. Jan Neederkorn

IPC: B60T8/1755 ,  B60T8/00 ,  B60K28/16 ,  G01P3/44

CPC classification number: B60W10/184 ,  B60T8/1755 ,  B60W30/02 ,  B60W40/064 ,  B60G2400/1042 ,  B60T2210/12 ,  B60T2230/02 ,  B60T2270/313 ,  B60W2422/95 ,  B60W2520/125 ,  B60W2520/14 ,  B60W2520/20 ,  B60W2720/14 ,  B60W2720/30

Abstract: Apparatus for improving the driving behavior of a vehicle is provided. The vehicle has front and rear axles, each having a plurality of wheels. Each wheel-has a brake. Sensor are provided for measuring the rotational speed of each wheel, the vehicle yaw rate and the vehicle lateral acceleration. An anti-lock braking system provides first preset pressure values for controlling each brake, to prevent the wheels from locking during braking. A traction slip control system provides second preset pressure values for controlling each brake, to prevent the wheels from slipping during acceleration. A brake effort proportioning system provides third preset pressure values for distributing braking pressure between the wheels of the front axle and the wheels of the rear axle. A yawing moment controller provides fourth preset pressure values used to control each brake during cornering, to avoid application to the vehicle of an unbalanced moment which would cause the vehicle to understeer or oversteer. The antilock braking system, traction slip control system, brake effort proportioning means and yawing moment control system all operate independently of one another. A prioritizing mechanism applies criteria to determine a desired brake pressure that is applied to each wheel, based on the outputs of the antilack braking, traction slip control, brake effort proportioning, and yawing moment control systems.

Abstract translation: 提供了用于改善车辆的驾驶行为的装置。 车辆具有前轮和后轴，每个轴具有多个车轮。 每个车轮都有制动器。 传感器用于测量每个车轮的转速，车辆横摆角速度和车辆横向加速度。 防抱死制动系统提供用于控制每个制动器的第一预设压力值，以防止在制动期间车轮被锁定。 牵引滑动控制系统提供用于控制每个制动器的第二预设压力值，以防止车轮在加速期间滑倒。 制动力配比系统提供第三预设压力值，用于在前轴的车轮和后桥的车轮之间分配制动压力。 偏转力矩控制器提供用于在转弯过程中控制每个制动器的第四预设压力值，以避免车辆向车辆施加不平衡力矩，这将导致车辆转向不足或过度转向。 防抱死制动系统，牵引滑动控制系统，制动力比例装置和偏航力矩控制系统都彼此独立运行。 优先排序机构基于反铲制动，牵引滑动控制，制动器制动比例和偏航力矩控制系统的输出，应用标准来确定施加到每个车轮的期望的制动压力。

公开(公告)号：US5694321A

公开(公告)日：1997-12-02

申请号：US482896

申请日：1995-06-07

Applicant: Alfred Eckert ,  Benno Lammen ,  Peter Wanke ,  Karl-Friedrick Worsdorfer ,  Thomas Geiger ,  Johannes Graber ,  Stefan Drumm

Inventor： Alfred Eckert ,  Benno Lammen ,  Peter Wanke ,  Karl-Friedrick Worsdorfer ,  Thomas Geiger ,  Johannes Graber ,  Stefan Drumm

IPC: B60T8/1755 ,  B60T8/00 ,  B60K28/16 ,  G01P3/44

CPC classification number: B60T8/1755 ,  B60W10/184 ,  B60W30/02 ,  B60W40/064 ,  B60G2400/1042 ,  B60T2210/12 ,  B60T2230/02 ,  B60T2270/313 ,  B60W2422/95 ,  B60W2520/125 ,  B60W2520/14 ,  B60W2520/20 ,  B60W2720/14 ,  B60W2720/30

Abstract: Apparatus for improving the driving behavior of a vehicle is provided. The vehicle has front and rear axles, each having a plurality of wheels. Each wheel has a brake. Sensor are provided for measuring the rotational speed of each wheel, the vehicle yaw rate and the vehicle lateral acceleration. An anti-lock braking system provides first preset pressure values for controlling each brake, to prevent the wheels from locking during braking. A traction slip control system provides second preset pressure values for controlling each brake, to prevent the wheels from slipping during acceleration. A brake effort proportioning system provides third preset pressure values for distributing braking pressure between the wheels of the front axle and the wheels of the rear axle. A yawing moment controller provides fourth preset pressure values used to control each brake during cornering, to avoid application to the vehicle of an unbalanced moment which would cause the vehicle to understeer or oversteer. The antilock braking system, traction slip control system, brake effort proportioning means and yawing moment control system all operate independently of one another. A prioritizing mechanism applies criteria to determine a desired brake pressure that is applied to each wheel, based on the outputs of the antilock braking, traction slip control, brake effort proportioning, and yawing moment control systems.

Abstract translation: 提供了用于改善车辆的驾驶行为的装置。 车辆具有前轮和后轴，每个轴具有多个车轮。 每个车轮都有制动器。 传感器用于测量每个车轮的转速，车辆横摆角速度和车辆横向加速度。 防抱死制动系统提供用于控制每个制动器的第一预设压力值，以防止在制动期间车轮被锁定。 牵引滑动控制系统提供用于控制每个制动器的第二预设压力值，以防止车轮在加速期间滑倒。 制动力配比系统提供第三预设压力值，用于在前轴的车轮和后桥的车轮之间分配制动压力。 偏转力矩控制器提供用于在转弯过程中控制每个制动器的第四预设压力值，以避免车辆向车辆施加不平衡力矩，这将导致车辆转向不足或过度转向。 防抱死制动系统，牵引滑动控制系统，制动力比例装置和偏航力矩控制系统都彼此独立运行。 基于防抱死制动，牵引滑动控制，制动力配比和偏航力矩控制系统的输出，优先机构根据标准来确定施加到每个车轮的期望的制动压力。

公开(公告)号：US5711024A

公开(公告)日：1998-01-20

申请号：US473120

申请日：1995-06-07

Applicant: Peter Wanke

Inventor： Peter Wanke

IPC: B60T8/1755 ,  G01P3/44 ,  B60T8/00

CPC classification number: B60W10/184 ,  B60T8/1755 ,  B60W30/02 ,  B60W40/064 ,  B60G2400/1042 ,  B60T2210/12 ,  B60T2230/02 ,  B60T2270/313 ,  B60W2422/95 ,  B60W2520/125 ,  B60W2520/14 ,  B60W2520/20 ,  B60W2720/14 ,  B60W2720/30

Abstract: Yaw moment control apparatus is provided for improving the driving behavior of an automotive vehicle tending to oversteering or understeering. The vehicle's velocity, steering angle, measured yaw rate, and lateral acceleration are determined. A yaw controller generates a value representing a desired yaw rate adjustment based on the steering angle, the velocity and the measured yaw rate. An estimated coefficient of friction is calculated based on the vehicle velocity, the lateral acceleration, the measured yaw rate and the steering angle. The estimated coefficent of friction is used by the yaw controller to determined the desired yaw rate adjustment. The mechanism for calculating the estimated coefficient of friction is only enabled while the vehicle is traveling through a curve.

Abstract translation: 提供了用于改善倾向于过度转向或转向不足的机动车辆的驾驶行为的偏转力矩控制装置。 确定车辆的速度，转向角，测量的横摆角速度和横向加速度。 偏航控制器基于转向角，速度和所测量的横摆角速度产生表示期望的横摆角速度调整的值。 基于车速，横向加速度，所测量的横摆角速度和转向角度来计算摩擦系数。 偏航控制器使用估计的摩擦系数来确定所需的横摆角速度调节。 用于计算估计摩擦系数的机构仅在车辆行驶通过曲线时才起作用。

公开(公告)号：US5701248A

公开(公告)日：1997-12-23

申请号：US475677

申请日：1995-06-07

Applicant: Peter Wanke

Inventor： Peter Wanke

IPC: B60T8/1755 ,  B60T8/32 ,  G01P3/44

CPC classification number: B60W10/184 ,  B60T8/1755 ,  B60W30/02 ,  B60W40/064 ,  B60G2400/1042 ,  B60T2210/12 ,  B60T2230/02 ,  B60T2270/313 ,  B60W2422/95 ,  B60W2520/125 ,  B60W2520/14 ,  B60W2520/20 ,  B60W2720/14 ,  B60W2720/30

Abstract: A process for controlling the driving stability of a vehicle is provided. To avoid complicated models for determining the desired value of a variable characteristic of the travel behavior, which variable usually must be calculated by an expensive calculation circuit, a controlled variable is selected, which directly describes the driving stability and is compared with an actual value, which can be calculated in a relatively simple manner. An advantageous embodiment describes comparing an actual value of the variable, which can be determined in a simple manner, with a desired value. The range of tolerance of the variable is set directly by the driving stability limits. Advantageous variants pertain to the suitable scheme of calculation and the selection of a suitable range of tolerance.

Abstract translation: 提供了一种用于控制车辆的驾驶稳定性的过程。 为了避免用于确定旅行行为的可变特性的期望值的复杂模型，哪个变量通常必须由昂贵的计算电路计算，选择直接描述驾驶稳定性并与实际值进行比较的受控变量， 这可以以相对简单的方式计算。 有利的实施例描述了将可以以简单方式确定的变量的实际值与期望值进行比较。 变量的公差范围由驱动稳定限制直接设定。 有利的变体属于合适的计算方案和选择合适的公差范围。

公开(公告)号：US20130332030A1

公开(公告)日：2013-12-12

申请号：US14001521

申请日：2012-03-01

Applicant: Vladimir Koukes ,  Ralf Herbst ,  Rainer Kitz ,  Robert Schmidt ,  Peter Wanke

Inventor： Vladimir Koukes ,  Ralf Herbst ,  Rainer Kitz ,  Robert Schmidt ,  Peter Wanke

IPC: B60W10/184 ,  B60R21/16 ,  B60W10/20

CPC classification number: B60W10/184 ,  B60R21/16 ,  B60T8/171 ,  B60T8/1755 ,  B60T8/885 ,  B60T2250/06 ,  B60T2270/411 ,  B60T2270/413 ,  B60W10/20

Abstract: A vehicle sensor device, which includes at least one sensor for detecting the yaw rate of a vehicle, at least one sensor for detecting the lateral acceleration of a vehicle, at least one computing unit and at least one interface of a data bus, especially CAN or FlexRay, via which the sensor signals or sensor data derived therefrom can be transmitted to at least one electronic control device. According to an aspect of the invention, a steering angle sensor is integrated with the other sensors in a housing, and the computing unit carries out plausibility checking and/or calibration of the yaw rate signals and/or the lateral acceleration signals and/or the steering angle signals.

Abstract translation: 一种车辆传感器装置，其包括用于检测车辆的横摆角速度的至少一个传感器，用于检测车辆的横向加速度的至少一个传感器，至少一个计算单元和数据总线的至少一个接口，特别是CAN 或FlexRay，传感器信号或其衍生的传感器数据可以通过其传送到至少一个电子控制装置。 根据本发明的一个方面，转向角传感器与壳体中的其它传感器集成，并且计算单元执行偏航率信号和/或横向加速度信号和/或横向加速度信号的合理性检查和/或校准 转向角信号。

公开(公告)号：US07681960B2

公开(公告)日：2010-03-23

申请号：US11417278

申请日：2006-04-28

Applicant: Peter Wanke ,  Torsten Herrmann ,  Mario Roszyk ,  Thorsten Wickenhöfer ,  Matthias Pank ,  Jochen Konanz

Inventor： Peter Wanke ,  Torsten Herrmann ,  Mario Roszyk ,  Thorsten Wickenhöfer ,  Matthias Pank ,  Jochen Konanz

IPC: B60T8/60

CPC classification number: B60T8/17555 ,  B60T2201/09 ,  B60T2250/06

Abstract: A method for a Sensitive Electronic Stability Program (SESP) presents a general approach for the correction of maneuvers of turning into a bend at low speed. It integrates existing methods as well as subsequent extensions. SESP supplements the standard active yaw control (AYC) function. This allows the SESP to use variables and mechanisms of AYC, on the one hand. On the other hand, AYC continues operating unimpeded in the background and will intervene as usual when SESP cannot stabilize the vehicle appropriately. When the standard AYC intervenes, SESP control operations are forbidden, or running SESP control operations are stopped. This stop can take place either abruptly or (which is more comfortable) by way of a moderate decrease of the correcting variables.

Abstract translation: 敏感电子稳定程序（SESP）的一种方法提出了一种用于校正低速弯曲弯曲的动作的一般方法。 它集成了现有的方法以及随后的扩展。 SESP补充标准主动偏航控制（AYC）功能。 一方面，这允许SESP使用AYC的变量和机制。 另一方面，AYC在背景下继续运行，并会像往常一样干预SESP不能适当稳定车辆。 当标准AYC介入时，禁止SESP控制操作，或者停止SESP控制操作。 通过校正变量的适度减少，该停止可以突然发生或（更舒适）。

公开(公告)号：US20050004738A1

公开(公告)日：2005-01-06

申请号：US10481664

申请日：2002-06-28

Applicant: Ralph Gronau ,  Torsten Herrmann ,  Artur Kost ,  Peter Wanke

Inventor： Ralph Gronau ,  Torsten Herrmann ,  Artur Kost ,  Peter Wanke

IPC: B62D6/00 ,  B60T8/1755 ,  B62D111/00 ,  B62D117/00 ,  B62D137/00 ,  G06F7/70

CPC classification number: B60T8/17551 ,  B60T8/17554 ,  B60T2210/12 ,  B60T2230/03 ,  B60T2270/86

Abstract: The present invention relates to a method for modifying a driving stability control of a vehicle wherein the input variables essentially composed of the predetermined steering angle (δ) and the driving speed (v) are converted into a nominal value of the yaw velocity ({dot over (Ψ)}nominal) on the basis of a vehicle model defined by running characteristics. The nominal value is compared with a measured actual value of the yaw velocity ({dot over (Ψ)}measured), and an additional yaw torque (MG) is calculated in an ESP controller according to the result of the comparison and used to define an ESP intervention which produces an additional yaw torque by way of pressure quantities applied to the wheel brakes of the vehicle.

Abstract translation: 本发明涉及一种用于修改车辆的驾驶稳定性控制的方法，其中基本上由预定转向角（delta）和驱动速度（v）组成的输入变量被转换成偏航速度的标称值（{dot 根据运行特性定义的车辆模型，将标称值与偏航速度的测量实际值（{dot over（Psimeesured））进行比较，并且在 ESP控制器根据比较结果，用于定义ESP干预，其通过施加到车辆的车轮制动器的压力量产生额外的横摆力矩。

公开(公告)号：US6138066A

公开(公告)日：2000-10-24

申请号：US117640

申请日：1998-11-25

Applicant: Limin Guo ,  Peter Wanke

Inventor： Limin Guo ,  Peter Wanke

IPC: G01P15/00 ,  B60T8/00 ,  B60T8/172 ,  B62D6/00 ,  B62D37/00 ,  B62D111/00 ,  B62D137/00 ,  F02D45/00 ,  G01C9/00 ,  G05D1/08

CPC classification number: G01C9/00 ,  B60T8/172 ,  B62D37/00 ,  B60T2210/22

Abstract: A method of ensuring stability and good quality of yaw torque control even in the case of road surface transversal inclination and/or a rolling motion of the vehicle requires a transversal inclination identification. This is done by calculating the transversal inclination angle .alpha..sub.q, When a transversal inclination is identified, the calculating device of the vehicle can be set to counteract the transversal inclination vigorously. Calculation of the transversal inclination angle .alpha..sub.q is based on a coordinate transformation. The value a.sub.qm measured by the transverse accelerometer fixed to the vehicle is related to a value a.sub.q of the ground-related transverse acceleration calculated from other sensor signals pursuant the equationa.sub.qm =a.sub.q cos .alpha..sub.q -g sin .alpha..sub.q.The solution of this equation provides the transversal inclination angle .alpha..sub.q.

Abstract translation: PCT No.PCT / EP97 / 00287 Sec。 371日期：1998年11月25日 102（e）1998年11月25日日期PCT 1997年1月22日PCT PCT。 公开号WO97 / 28037 日期1997年8月7日即使在路面横向倾斜和/或车辆的滚动运动的情况下也能确保横摆转矩控制的稳定性和良好质量的方法需要横向倾斜识别。 这是通过计算横向倾斜角αq来完成的，当确定横向倾斜时，可以设置车辆的计算装置，以有力地抵消横向倾斜。 横向倾角αq的计算基于坐标变换。 由固定在车辆上的横向加速度计测得的值aq与根据方程式aqm = aqcosαq-gsinαq从其它传感器信号计算的地面相关横向加速度的值aq相关。 该方程的解得到横向倾角αq。

公开(公告)号：US20070185622A1

公开(公告)日：2007-08-09

申请号：US10558449

申请日：2004-05-26

Applicant: Peter Wanke

Inventor： Peter Wanke

IPC: G06F17/00

CPC classification number: B60T8/1755 ,  B60T2270/313 ,  B60T2270/413 ,  B60T2270/86

Abstract: Disclosed is a method for controlling a process according to which an actuation parameter is produced depending on a control deviation that is determined by comparing a nominal value with an actual value of a control variable. The method is characterized in that the actual value of the control variable is determined based on a first process model and a need for control (10) is additionally verified by determining control requirements (20, 30, 40) by way of values of the control variable, which are identified by additional process models and associated with each other by means of logical operations.

Abstract translation: 公开了一种用于控制过程的方法，根据该方法，根据通过将标称值与控制变量的实际值进行比较而确定的控制偏差来产生致动参数。 该方法的特征在于，基于第一过程模型确定控制变量的实际值，并且通过控制值（20,30,40）来确定控制要求（20,30,40）来另外验证控制变量的需要（10） 变量，其由附加过程模型识别并且通过逻辑操作彼此相关联。