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DE3941702A1 - Dynamic, hysteresis-free control of vehicle horizontal level - using one computer to control level on straights and round bends and another to control force distribution during braking - Google Patents

Dynamic, hysteresis-free control of vehicle horizontal level - using one computer to control level on straights and round bends and another to control force distribution during braking

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Publication number
DE3941702A1
DE3941702A1 DE19893941702 DE3941702A DE3941702A1 DE 3941702 A1 DE3941702 A1 DE 3941702A1 DE 19893941702 DE19893941702 DE 19893941702 DE 3941702 A DE3941702 A DE 3941702A DE 3941702 A1 DE3941702 A1 DE 3941702A1
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DE
Germany
Prior art keywords
control
level
brake
braking
force distribution
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.)
Granted
Application number
DE19893941702
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German (de)
Other versions
DE3941702C2 (en
Inventor
Hermann Dr Ing Klaue
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Individual
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Individual
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Priority to DE19893941702 priority Critical patent/DE3941702C2/en
Publication of DE3941702A1 publication Critical patent/DE3941702A1/en
Application granted granted Critical
Publication of DE3941702C2 publication Critical patent/DE3941702C2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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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
    • B60T8/24—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 vehicle inclination or change of direction, e.g. negotiating bends
    • B60T8/246—Change of direction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B60G17/0164—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during accelerating or braking
    • 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
    • B60T8/26—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
    • 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
    • B60T8/26—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
    • B60T8/266—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels using valves or actuators with external control means
    • 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
    • B60T8/34—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 having a fluid pressure regulator responsive to a speed condition
    • B60T8/48—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 having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
    • B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/10—Acceleration; Deceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2401/00—Indexing codes relating to the type of sensors based on the principle of their operation
    • B60G2401/10—Piezoelectric elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/30—Height or ground clearance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/90—System Controller type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/90—System Controller type
    • B60G2800/92—ABS - Brake Control

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Regulating Braking Force (AREA)

Abstract

Dymnamic, hysteresis-free control of the horizontal level of a motor vehicle involves sensors working in the longitudinal and transverse directions which control the level during travel in a straight line and round turns via one computer unit. During braking the sensors control the distribution of braking forces via another computer unit. A braking force distribution matching static wheel loadings is maintained up to a defined fraction of the possible braking deceleration. USE/ADVANTAGE - For control of vehicle level and braking force distribution to prevent application of force greater than that which can be passed from tyres to road surface.

Description

Ein in heutiger Bauweise federnd abgestützter Wagenkasten eines Kratfahrzeugs führt bei der Fahrt über Bodenunebenhei­ ten allein schon bei Beschleunigungs- und Verzögerungsvor­ gängen vertikale Bewegungen aus, durch welche die Niveauebene ständig verändert wird, weil die für die statische Belastung der Räder ausgelegte Federung mit gleichbleibender Kennung arbeitet. Durch eine hub-und/oder stoßangepaßte Dämpfung der dynamischen Radbewegungen wird die Niveauänderung beim Beschleunigen, Bremsen und in Kurven keineswegs verhindert. Voraussetzung für eine dynamisch gesteuerte, ein gleichblei­ bendes Niveau einhaltende Federung ist eine hubgeregelte Hydraulik-, Gas- oder Pneumatikradabstützung mit einem deren Regulierung steuernden Sensor.A car body with spring support in today's design of a Krat vehicle leads over uneven ground already with acceleration and deceleration emit vertical movements through which the level plane is constantly changing because of the static load the suspension is designed with the same identifier is working. Through a stroke and / or shock-adjusted damping The dynamic wheel movements will change the level when Acceleration, braking and cornering in no way prevented. Prerequisite for a dynamically controlled, consistent Suspension that maintains this level is one stroke-controlled hydraulic, gas or pneumatic wheel support with a sensor controlling their regulation.

Es sind bereits Sensoren vorgeschlagen worden, welche über einen Rechner die Änderung der Radabstützkräfte zur Einhal­ tung der Niveauebene des bewegten Fahrzeugs steuern, bei denen in einer Ebene frei beweglich gelagerte Pendel als Signalgeber dienen. Abgesehen davon, daß ein solches Pen­ del nur in Fahrtrichtung wirkt, entsteht bei dessen Aus­ schlag infolge seiner Drehmasse bei der Anzeige des Ist­ zustandes eine zu große Hysterese, um die in Sekundenbruch­ teilen zu erfolgenden Steuerungen auslösen zu können. Eine wesentliche Verbesserung schafft ein Sensor, bei dem ein horizontal reibungsarm gelagerter Ring als Druckerzeuger­ masse für die am Umfang des die Masse tragenden Gehäuses angeordnete Signalgeber dienen. In ausschließlicher Längs- oder Querrichtung wirkt dieser Sensorhysteresearm; ledig­ lich bei einer der Längsbewegung überlagerten Bewegung um die vertikale Fahrzeugdrehachse, also bei Kurvenfahrt kann sich das Trägheitsmoment der scheiben- oder ringförmigen Masse störend auswirken.Sensors have already been proposed, which use a calculator to change the wheel support forces control the level of the moving vehicle, at which pendulums are freely movable in one plane as Signalers serve. Apart from the fact that such a pen del only works in the direction of travel blow due to its rotating mass when displaying the actual a too high hysteresis to break in seconds to be able to trigger shared controls. A A sensor that makes a significant improvement horizontally low-friction ring as pressure generator mass for the circumference of the housing supporting the mass arranged signaling devices serve. In exclusive longitudinal or cross direction this sensor hysteresis arm acts; single Lich with a movement superimposed on the longitudinal movement the vertical vehicle axis of rotation, i.e. when cornering the moment of inertia of the disc or ring Interfering with mass.

Eine dynamische, hysteresearme Regulierung des Wagenniveaus, sowie eine den Reifenkraftschluß mit der Fahrbahn nicht über­ schreitende Belastung beim Beschleunigen und bei Bremsungen bei allen Fahrbahnzuständen mit Hilfe eines mit entsprechen­ den Rechnereinheiten verbundenen, in allen Bewegungsrichtun­ gen praktisch hysteresefrei wirkenden Sensors zu schaffen, hat sich die Erfindung zur Aufgabe gesetzt.Dynamic, low-hysteresis regulation of the car level, as well as not over the tire adhesion with the road straining load when accelerating and braking in all road conditions with the help of one with connected to the computer units in all directions of movement to create a sensor that acts practically free of hysteresis, the invention has set itself the task.

Die Aufgabe der Erfindung ist durch den kennzeichnenden Teil des Hauptanspruchs gelöst.The object of the invention is by the characterizing part of the main claim solved.

In weiterer Ausbildung der Erfindung ist die Bremskraftver­ teilung entsprechend den statischen Radlasten ausgelegt. Erst bei einer Bremsung nimmt der programmierte Rechner ent­ sprechend der im Sensor erzeugten, in Längsrichtung auf die Signalgeber wirkenden trägen Massen eine entsprechend den dynamischen Radlasten geregelte Verteilung der Bremsbetäti­ gungskräfte vor.In a further embodiment of the invention, the Bremskraftver division designed according to the static wheel loads. The programmed computer only takes out during braking speaking of those generated in the sensor, in the longitudinal direction on the Inert masses acting according to the signal generator dynamic distribution of the brake actuation executives.

Der Vorteil einer allein den statischen Radbelastungen angepaßten Bremskraftverteilung besteht darin, daß bei Dauerbremsungen, beispielsweise auf Gefällestrecken, sämtliche Bremsen des Fahrzeugs zur Ableitung der Bremswärme in Anspruch genommen werden. Auch bei äußerst schlechten Wetterverhältnissen, beispielsweise bei Glatteis, wobei sowieso nur geringe Bremskräfte auf die Straße übertragen werden können, ist die Inanspruchnahme sämtlicher Reifenkraft­ schlüsse von Vorteil. Bei einer Stoppbremsung dagegen wird die Bremskraftverteilung durch das Kommando des Sensors entspre­ chend der dynamischen Achslastveränderung vorgenommen. Bei einer Bremsung in der Kurve werden analog der Radlaständerung die kurvenäußeren Radbremsen höher belastet.The advantage of one alone brake force distribution adapted to the static wheel loads consists in the fact that in the case of continuous braking, for example Slope, all brakes of the vehicle to discharge the braking heat can be used. Even with extreme bad weather conditions, such as black ice, with little braking force being transmitted to the road anyway is the use of all tire power conclusions an advantage. With a stop braking, however, the Brake force distribution by the command of the sensor correspond made according to the dynamic axle load change. At Braking in the curve becomes analogous to the change in wheel load the wheel brakes on the outside are subjected to higher loads.

In noch weiterer Ausbildung der Erfindung erhält jeder Radbrems­ kreis eine getrennte ABS-Regulierung. Dadurch braucht die ABS- Einrichtung nicht mehr mit einer Vorn/Hinten oder Überkreuz- Aufteilung ausgerüstet zu werden. In a still further embodiment of the invention, each wheel brake separate ABS regulation. As a result, the ABS No longer setup with a front / back or cross Division to be equipped.  

In noch weiterer Ausbildung der Erfindung wird durch die bei einer Vollbremsung in einer Kurvenfahrt auftretende, vom Sen­ sor ermittelte Querkraft sowie zusätzlicher Meldung einer aus­ gelösten ABS-Regulierung des betreffenden kurveninneren Vorder­ rades über Magnetventile die Bremsmittelzuleitung zu der kurven­ äußeren Hinterradbremse drucklos gemacht, um dieses Hinter­ rad auf seiner Aufstandsfläche die volle Querkraft aufnehmen zu lassen.In a still further embodiment of the invention, the at full braking in a cornering, by Sen shear force determined as well as an additional message ABS regulation of the front of the curve concerned Rades the brake fluid supply to the curve via solenoid valves outer rear brake depressurized to this rear absorb the full lateral force on its contact surface allow.

Zusammengefaßt liegt dann bezüglich Radvertikalkraft- sowie Bremskraftverteilung eine Einrichtung vor, welche jeder prak­ tisch auftretenden unterschiedlichen Gefälle-, Kurven-, Seiten- und Längskraftschlußbelastung der einzelnen Räder gewachsen ist. Dabei bleibt gleichzeitig durch Regulierung der Radab­ stützkräfte das Niveau des Wagenkastens erhalten und eine dem jeweiligen Fahrbahnzustand angepaßte Niveausteuerung gewähr­ leistet.Summarized then lies regarding Radvertikalkraft- as well Brake force distribution a device that each prak different slope, curve, side and axial load on the individual wheels is. At the same time, regulation regulates the wheel supporting forces maintain the level of the car body and one to the Level control adapted to the respective road condition accomplishes.

Um auch beim Antrieb Gleitschlupf an einem oder mehreren An­ triebsrädern zu verhindern, wird in noch weiterer Ausbildung der Erfindung die für sich bekannte Antriebsschlupfregulierung unter Verwendung der ABS-Steuerung benutzt, indem bei einem Antriebsschlupf das diesbezügliche Signal zur Regulierung des Antriebsmotors angewendet wird.In order to also slip on one or more of the drives Preventing drive wheels is in still further training of the invention the known traction control system using the ABS control by using at a Drive slip related signal to regulate the Drive motor is applied.

In der Abbildung ist ist ein Ausführungsbeispiel einer Sensoreinheit der Erfindung vergrößert im Längsschnitt dargestellt. Die dargestellte Sensoreinheit wirkt in Rich­ tung ihrer Mittenache, beispielsweise in Längsachse des Fahrzeugs nach vorn und nach hinten. Eine zweite Einheit muß für die Quersteuervorgänge links/rechts und rechts/ links. Da die baugleich ausgebildeten, wartungsfreien Sen­ soreinheiten einfach im Aufbau und deshalb billig herzu­ stellen sind, tritt durch Verwendung weiterer Sensoreinheit­ ten keine nennenswerte Verteuerung des Fahrzeugs auf.In the figure is an embodiment of one Sensor unit of the invention enlarged in longitudinal section shown. The sensor unit shown acts in Rich tion of their center line, for example in the longitudinal axis of the Vehicle forward and backward. A second unit for left / right and right / aileron control operations Left. Since the identical, maintenance-free Sen sor units simple in construction and therefore inexpensive to buy are caused by the use of additional sensor units no significant increase in the price of the vehicle.

Folgende weitere Anordnungslösungen der Sensoreinheiten sind denkbar:The following further arrangement solutions for the sensor units are conceivable:

  • A
    a) Längsanordnung
    b) Diagonalanordnung links hinten/rechts vorn
    c) Diagonalanordnung rechts hinten/links vorn    A
    a) Longitudinal arrangement
    b) Diagonal arrangement left rear / right front
    c) Diagonal arrangement right rear / left front

Für diese Anordnung muß eine weitere Recheneinheit installiert werden.For this arrangement, a further computing unit must be used be installed.

  • B
    a) Diagonalanordnung links hinten/rechts vorn
    b) Diagonalanordnung rechts hinten/links vorn    B
    a) Diagonal arrangement rear left / right front
    b) Diagonal arrangement right rear / left front

Für diese Anordnung genügen zwei Recheneinheiten. Hinzu kommen jeweils die für die ABS erforderlichen Radsenso­ ren und Recheneinheiten sowie die Magnetventile, welche für die im Zusammenhang mit der Niveausteuerung erfolgenden Steuervorgänge benötigt werden.Two arithmetic units are sufficient for this arrangement. In addition, there are the wheel sensors required for ABS ren and computing units as well as the solenoid valves, which for those related to level control Control processes are required.

Die Sensoreinheit besteht aus einem zweiteiligen Leichtmetall­ gehäuse 1 und 2, welches durch Schrauben 3 zusammengefügt wird. In jeder Gehäusehälfte ist ein piezoelektrisches Signalelement 4 und 5 durch Einstellgewindescheiben 6 und 7 axial vorgespannt untergebracht. Die Schraubdeckel 8 und 9 dichten das Gehäuse ab und kontern die Einstellgewindescheiben.The sensor unit consists of a two-part light metal housing 1 and 2 , which is assembled by screws 3 . A piezoelectric signal element 4 and 5 is accommodated in each housing half axially preloaded by adjusting washers 6 and 7 . The screw caps 8 and 9 seal the housing and counter the adjusting thread washers.

Die bei Bewegungsänderungen des Fahrzeugs erzeugten, an die Recheneinheit weiterzuleitenden Meßwerte entstehen durch die von der Masse 10 auf die piezoelektrischen Signalgeber 4 und 5 einwirkenden Kräfte. Die die Masse reibungsfrei tragenden Tellerfedern 11 und 12 sind mit Löchern oder Schlitzen 11 1 und 12 1 versehen, in welche die die übersetzte Krafteinwirkung der Masse 10 auf die Signalgeber übertragenden Leichtmetall­ hauben 13 und 14 mit ihren Fortsätzen 13 1 und 14 1 eingreifen. Der dadurch erzeugte Formschluß zwischen Tellerfedern 11 und 12 und Hauben 13 und 14 dient zur Zentrierung der beiden Teile aufeinander.The measured values that are generated when the vehicle changes movement and are to be forwarded to the computing unit result from the forces acting on the piezoelectric signal generators 4 and 5 from the mass 10 . The mass friction-free plate springs 11 and 12 are provided with holes or slots 11 1 and 12 1 , in which the translated force of the mass 10 on the signal transmitter light metal hoods 13 and 14 engage with their extensions 13 1 and 14 1 . The resulting positive connection between disc springs 11 and 12 and hoods 13 and 14 serves to center the two parts on one another.

Durch die von dem betreffenden Signalgeber an die Rechenein­ heit weitergegebenen Kraftmeßwerte werden über Magnetventile die entsprechenden Steuerfunktionen an der Federung und/oder an der Bremsanlage ausgelöst.By means of the relevant signal transmitter to the processor Force measurement values are passed on via solenoid valves the corresponding control functions on the suspension and / or triggered on the brake system.

Claims (7)

1. Dynamische, hysteresefreie Regulierung des Horizontal­ niveaus sowie der Bremskraftverteilung eines Kraftfahr­ zeugs, gekennzeichnet durch in Längs- und Querrichtung wirken­ de Sensoren, welche über ihre Signalgeber vermittels einer Recheneinheit die Niveauregulierung bei Gerade­ aus- und Kurvenfahrt steuern und bei Bremsungen über eine weitere Recheneinheit die Bremskraftverteilung auf die Radbremsen vornehmen, wobei bis zu einem festgelegten Bruchteil der möglichen Bremsverzögerung eine den stati­ schen Radlasten angepaßte Bremskraftverteilung beibe­ halten wird.1. Dynamic, hysteresis-free regulation of the horizontal level and the braking force distribution of a motor vehicle, characterized by sensors acting in the longitudinal and transverse directions, which control the level control when driving straight and cornering by means of a signaling unit by means of a signaling unit and via a further computing unit when braking make the brake force distribution on the wheel brakes, with a static brake load distribution adapted to hold static brake loads until a predetermined fraction of the possible brake deceleration. 2. Regulierung nach Anspruch 1, dadurch gekennzeichnet, daß die, die Signalgeber (4, 5) beaufschlagende träge Masse (10) des Sensors an Metall- oder Kunststoff-Federtellern (11, 12) oder -Membranen im Sensorgehäuse (1, 2) aufgehängt ist.2. Regulation according to claim 1, characterized in that the inertial mass ( 10 ) acting on the signal transmitter ( 4 , 5 ) of the sensor on metal or plastic spring plates ( 11 , 12 ) or membranes in the sensor housing ( 1 , 2 ) is hung. 3. Regulierung nach Anspruch 1 und 2, dadurch gekennzeichnet, daß zwischen der Masse (10) des Sensors und den Signal­ gebern (4, 5) eine Druckübersetzung (11/13, 12/14) angeordnet ist. 3. Regulation according to claim 1 and 2, characterized in that between the mass ( 10 ) of the sensor and the signal transmitters ( 4 , 5 ) a pressure ratio ( 11/13 , 12/14 ) is arranged. 4. Regulierung nach Anspruch 1 bis 3, dadurch gekennzeichnet, daß als Signalgeber (4, 5) piezoelektrische Druckelemente verwendet werden.4. Regulation according to claim 1 to 3, characterized in that piezoelectric pressure elements are used as signal generators ( 4 , 5 ). 5. Regulierung nach Anspruch 1, dadurch gekennzeichnet, daß jeder Radbremskreis des Kraftfahrzeugs eine getrennte ABS-Regulierung aufweist.5. Regulation according to claim 1, characterized in that each wheel brake circuit of the motor vehicle has a separate one Has ABS regulation. 6. Regulierung nach Anspruch 1 und 5, dadurch gekennzeichnet, daß bei einer Bremsung in Kurvenfahrt bei Blockiermel­ dung des kurveninneren Vorderrades der Bremsdruck für die Bremse des kurvenäußeren Hinterrades verringert wird.6. Regulation according to claim 1 and 5, characterized in that when braking in cornering with blocking of the inside front wheel the brake pressure for the Brake of the outside rear wheel reduced becomes. 7. Regulierung nach Anspruch 1 und 5, dadurch gekennzeichnet, daß durch Verwendung der ABS-Sensoren der Antriebsräder zur Antriebsschlupfmessung eine Antriebsschlupfsteuerung durch Antriebsmotorführung erfolgt.7. Regulation according to claim 1 and 5, characterized in that by using the ABS sensors of the drive wheels a traction control system for traction slip measurement through drive motor guidance.
DE19893941702 1989-12-18 1989-12-18 Device for dynamically regulating the horizontal level and the braking force distribution of a motor vehicle Expired - Fee Related DE3941702C2 (en)

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DE19893941702 DE3941702C2 (en) 1989-12-18 1989-12-18 Device for dynamically regulating the horizontal level and the braking force distribution of a motor vehicle

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DE19893941702 DE3941702C2 (en) 1989-12-18 1989-12-18 Device for dynamically regulating the horizontal level and the braking force distribution of a motor vehicle

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DE3941702A1 true DE3941702A1 (en) 1991-06-20
DE3941702C2 DE3941702C2 (en) 1997-02-13

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1998014356A1 (en) * 1996-09-30 1998-04-09 Daimler-Benz Aktiengesellschaft Control system for brake power proportioning on a road vehicle
DE19802630A1 (en) * 1998-01-24 1999-09-16 Daimler Chrysler Ag Device for determining the mass of a motor vehicle

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US4315433A (en) * 1980-03-19 1982-02-16 The United States Of America As Represented By The Secretary Of The Army Polymer film accelerometer
DE3134115A1 (en) * 1981-08-28 1983-03-10 Hermann Dr.-Ing. 7412 Eningen Klaue Air suspension, especially for motor vehicles
AT383220B (en) * 1977-07-27 1987-06-10 List Hans MEASURING VALUE WITH A PIEZOELECTRIC MEASURING ELEMENT

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WO1998014356A1 (en) * 1996-09-30 1998-04-09 Daimler-Benz Aktiengesellschaft Control system for brake power proportioning on a road vehicle
US6312065B1 (en) 1996-09-30 2001-11-06 Rainer Freitag Control system for brake power proportioning on a road vehicle
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