WO2008034660A1 - Method for the roll stabilization of motor vehicles - Google Patents
Method for the roll stabilization of motor vehicles Download PDFInfo
- Publication number
- WO2008034660A1 WO2008034660A1 PCT/EP2007/057677 EP2007057677W WO2008034660A1 WO 2008034660 A1 WO2008034660 A1 WO 2008034660A1 EP 2007057677 W EP2007057677 W EP 2007057677W WO 2008034660 A1 WO2008034660 A1 WO 2008034660A1
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- WO
- WIPO (PCT)
- Prior art keywords
- vehicle
- risk
- tipping
- wheels
- wheel
- Prior art date
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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
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
- B60T8/17554—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve specially adapted for enhancing stability around the vehicles longitudinal axle, i.e. roll-over prevention
-
- 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
- B60T8/241—Lateral vehicle inclination
- B60T8/243—Lateral vehicle inclination for roll-over protection
-
- 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
- B60T2230/00—Monitoring, detecting special vehicle behaviour; Counteracting thereof
- B60T2230/03—Overturn, rollover
Definitions
- the invention relates to a method for reducing the risk of tipping over of a vehicle according to the preamble of patent claim 1, as well as a corresponding device according to the preamble of patent claim 8.
- Disclosure of the invention It is therefore the object of the present invention to provide a method for reducing the risk of tipping over of a vehicle, which does not affect the direction of travel of the vehicle.
- An essential aspect of the invention is to brake at least two wheels, which are arranged on different longitudinal sides of the vehicle in the event of a tilt-critical driving condition and to interpret the braking forces on the wheels in such a way that the braking engagement is altogether essentially neutral in terms of torquing torque.
- the inside front wheel and at the same time the outside rear wheel are braked.
- both the curve-inward front wheel and the curve-outward rear wheel have comparatively high contact forces, so that the automatic braking intervention on these wheels can best be implemented.
- the braking forces can therefore be chosen to be relatively large.
- the vehicle speed and thus also the centrifugal force decrease rapidly.
- the braking intervention on the selected wheels is preferably controlled;
- the wheel brake slip is controlled to a desired value.
- the SoII brake slip for the individual wheels is preferably calculated by means of an algorithm.
- the desired brake slip values for the curve-inside front wheel and the curve-outside rear wheel result, for example, from the following calculation:
- HL (0 ⁇ HL' ⁇ HL / ⁇ ⁇ "" B.VR V 0 ⁇ VR ' ⁇ VR /' TT + " ⁇ B, HL ( 0 ⁇ HL ' ⁇ HL / TT
- the indices VR and HL denote the inside front wheel (here front right) and the rear wheel outside (here rear left).
- the wheel slip A VR and A HL can z. B. be calculated depending on a difference ⁇ ay between the actual lateral acceleration and a maximum allowable lateral acceleration.
- ⁇ ay is the excess lateral acceleration, which is to be compensated.
- the desired lateral acceleration change ⁇ ay for example, the following equation can be used:
- Equation (3) in conjunction with equation (2) and equation (4) form a system of equations consisting of two equations for two
- Kp, Ki and K 0 are the selectable P, I and D gain factors.
- Fig. 1 is a schematic view of a vehicle with a system for tilt stabilization.
- Fig. 1 shows a schematic view of a vehicle with a system for tilt stabilization, which engages in a critical driving situation by means of the wheel brakes 3a-3d in the driving mode.
- the system essentially comprises a control device 4 with a tilt stabilization algorithm 5, which constantly monitors the current driving state by means of a sensor 6 with regard to a risk of tipping and engages in the driving operation when certain limit values are exceeded via the wheel brakes 3a-3d.
- the sensor system 6 preferably comprises a lateral acceleration and a steering wheel angle sensor.
- z. B. also a roll rate sensor may be provided which measures the roll rate about a longitudinal axis of the vehicle.
- Algorithm 5 preferably defines an indicator (parameter) that is a measure of the risk of tipping. If this indicator, such as. B. an effective lateral acceleration exceeds a predetermined threshold, an automatic braking intervention on selected wheels 2 a - 2 d of the vehicle is activated.
- the curve-inward front wheel 2b and the curve-wise rear wheel 2c are braked.
- the vehicle 1 is traveling a right turn, as can be seen in the position of the front wheels. Therefore, the wheels 2b and 2c are braked.
- the selection of precisely these wheels 2b, 2c is based, in particular, on the fact that comparatively high contact forces act on these wheels. Relatively high braking forces can thus be exerted on the wheels 2 b, 2 c, which brake the vehicle quickly and reduce the danger of tipping.
- Algorithm 5 includes a slip control that adjusts a predetermined desired brake slip on the selected wheels 2b, 2c.
- the setpoint brake slip to be set is calculated in such a way that, overall, a braking intervention is performed which is neutral in terms of yaw moment. This means that there is no additional yaw moment ⁇ M Z around the vertical axis of the vehicle.
- the desired brake slip values can be calculated, for example, from the system of equations (2 to 4) described above.
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
Abstract
Description
25.07.2007 25/07/2007
ROBERT BOSCH GMBH; 70442 StuttgartROBERT BOSCH GMBH; 70442 Stuttgart
Beschreibungdescription
Titeltitle
Verfahren zur Kippstabilisierung von KraftfahrzeugenMethod for tilt stabilization of motor vehicles
Stand der TechnikState of the art
Die Erfindung betrifft ein Verfahren zum Reduzieren der Kippgefahr eines Fahrzeugs gemäß dem Oberbegriff des Patentanspruchs 1 , sowie eine entsprechende Vorrichtung gemäß dem Oberbegriff des Patentanspruchs 8.The invention relates to a method for reducing the risk of tipping over of a vehicle according to the preamble of patent claim 1, as well as a corresponding device according to the preamble of patent claim 8.
Vor allem bei Fahrzeugen mit hohem Schwerpunkt und weicher Federung, wie z.B. Geländefahrzeugen, besteht die Gefahr, dass das Fahrzeug bei hohen Kurvengeschwindigkeiten oder heftigen Lenkmanövern umkippt. Aus dem Stand der Technik sind verschiedene Systeme zur Kippstabilisierung bekannt, die das Umkippen des Fahrzeugs verhindern sollen. Die bekannten Systeme analysieren üblicherweise mittels verschiedener Sensoren die Kippgefahr des Fahrzeugs und greifen, wenn eine kippkritische Situation erkannt wurde, mittels der Radbremsen in den Fahrbetrieb ein. Bei den aus dem Stand der Technik bekannten Systemen wird in der Regel das kurvenäußere Vorderrad oder das kurvenäußere Vorder- und Hinterrad gleichzeitig gebremst. Dadurch reduziert sich einerseits die Fahrgeschwindigkeit, wodurch die Querbeschleunigung quadratisch abnimmt, andererseits führt der Bremseingriff aber auch zu einem zusätzlichen Giermoment in Richtung der Kurvenaußenseite. Das Fahrzeug erfährt also einen untersteuernden Impuls, der bewirkt, dass sich das Fahrzeug aus der Kurve heraus dreht. Dies kann dazu führen, dass das Fahrzeug seine Fahrspur schnell verlässt und in eine andere kritische Situation gerät.Especially for vehicles with a high center of gravity and soft suspension, such as Off-road vehicles, there is a risk that the vehicle tilts at high cornering speeds or violent steering maneuvers. Various systems for tilt stabilization are known from the prior art, which are intended to prevent the tipping over of the vehicle. The known systems usually analyze by means of various sensors, the risk of tipping the vehicle and engage when a critical situation was detected, by means of the wheel brakes in the driving operation. In the systems known from the prior art, the outside front wheel or the outside front and rear wheels are braked at the same time as a rule. As a result, on the one hand reduces the driving speed, whereby the lateral acceleration decreases quadratically, on the other hand, the braking intervention but also leads to an additional yaw moment in the direction of the outside of the curve. The vehicle thus experiences an understeering pulse that causes the vehicle to turn out of the curve. This can cause the vehicle to leave its lane quickly and get into another critical situation.
Offenbarung der Erfindung Es ist daher die Aufgabe der vorliegenden Erfindung, ein Verfahren zum Reduzieren der Kippgefahr eines Fahrzeugs zu schaffen, das die Fahrtrichtung des Fahrzeugs nicht beeinflusst.Disclosure of the invention It is therefore the object of the present invention to provide a method for reducing the risk of tipping over of a vehicle, which does not affect the direction of travel of the vehicle.
Gelöst wird diese Aufgabe gemäß der Erfindung durch die im Patenanspruch 1 sowie im Patentanspruch 8 angegebenen Merkmale. Weitere Ausgestaltungen der Erfindung sind Gegenstand von Unteransprüchen.This object is achieved according to the invention by the features specified in the patent claim 1 and in claim 8. Further embodiments of the invention are the subject of dependent claims.
Ein wesentlicher Aspekt der Erfindung besteht darin, im Falle eines kippkritischen Fahrzustands wenigstens zwei Räder, die auf unterschiedlichen Längsseiten des Fahrzeugs angeordnet sind, zu bremsen und die Bremskräfte an den Rädern dabei so auszulegen, dass der Bremseingriff insgesamt im Wesentlichen giermomentneutral ist. Dies hat den Vorteil, dass die Fahrgeschwindigkeit und damit auch die Querbeschleunigung des Fahrzeugs reduziert werden können, ohne gleichzeitig das Gierverhalten des Fahrzeugs zu beeinflussen.An essential aspect of the invention is to brake at least two wheels, which are arranged on different longitudinal sides of the vehicle in the event of a tilt-critical driving condition and to interpret the braking forces on the wheels in such a way that the braking engagement is altogether essentially neutral in terms of torquing torque. This has the advantage that the driving speed and thus also the lateral acceleration of the vehicle can be reduced without simultaneously influencing the yaw behavior of the vehicle.
Gemäß einer bevorzugten Ausführungsform der Erfindung werden das kurveninnere Vorderrad und gleichzeitig das kurvenäußere Hinterrad gebremst. Bei einer Kurvenfahrt weisen sowohl das kurveninnere Vorderrad als auch das kurvenäußere Hinterrad vergleichsweise hohe Aufstandskräfte auf, so dass der automatische Bremseingriff an diesen Rädern am besten umgesetzt werden kann. Die Bremskräfte können daher relativ groß gewählt werden. Die Fahrzeuggeschwindigkeit und damit auch die Fliehkraft nehmen dadurch schnell ab. Bei der Auswahl der abzubremsenden Räder ist insbesondere das kurveninnere Hinterrad zu vermeiden, da dieses bei hohen Querbeschleunigungen als erstes vom Boden abhebt.According to a preferred embodiment of the invention, the inside front wheel and at the same time the outside rear wheel are braked. When cornering, both the curve-inward front wheel and the curve-outward rear wheel have comparatively high contact forces, so that the automatic braking intervention on these wheels can best be implemented. The braking forces can therefore be chosen to be relatively large. The vehicle speed and thus also the centrifugal force decrease rapidly. When choosing the wheels to be braked, it is especially important to avoid the curve-inside rear wheel, as this first lifts off the ground at high lateral accelerations.
Der Bremseingriff an den ausgewählten Rädern erfolgt vorzugsweise geregelt; insbesondere wird der Rad-Bremsschlupf auf einen Sollwert geregelt. Der SoII- Bremsschlupf für die einzelnen Räder wird vorzugsweise mittels eines Algorithmus berechnet. Die Soll-Bremsschlupfwerte für das kurveninnere Vorderrad und das kurvenäußere Hinterrad ergeben sich beispielsweise aus folgender Berechnung:The braking intervention on the selected wheels is preferably controlled; In particular, the wheel brake slip is controlled to a desired value. The SoII brake slip for the individual wheels is preferably calculated by means of an algorithm. The desired brake slip values for the curve-inside front wheel and the curve-outside rear wheel result, for example, from the following calculation:
F B = ,. „ „ - μres ' FN, Fs = ^JL= • μres • FN (2) F = B. "" - μ res ' F N , F s = ^ JL = • μ res • F N (2)
Λ/λ^Tc^ Vλ? + cr Dabei ist FB die Bremskraft und Fs die Seitenkraft, α der Schräglaufwinkel, μres der Fahrbahnreibwert und FN die Aufstandskraft am jeweiligen Rad. Damit die Bremseingriffe an den beiden Rädern giermomentneutral sind, müssen die Schlupfwerte für das kurveninnere Vorderrad AVR und das kurvenäußere Hinterrad AHL SO gewählt werden, dass sich das Giermoment nicht ändert. Die Giermomentenbilanz ergibt sich somit zu (wobei der Lenkwinkel einfachheitshalber vernachlässigt wird): Λ / λ ^ Tc ^ Vλ? + cr Here, F B is the braking force and F s is the lateral force, α the slip angle, μ re s the road friction coefficient and F N the contact force at the respective wheel. So that the braking interventions on the two wheels are yaw moment neutral, the slip values for the inside front wheel A VR and the outside rear wheel A HL SO be chosen so that the yaw moment does not change. The yaw momentum balance thus results too (the steering angle is neglected for simplicity):
- Fs,VR (αvR ' λVR - O) - 1 V + FS1HL (01HL ^HL " 0HH -- F s, VR ( α vR ' λ VR - O) - 1 V + FS 1 HL ( 01 HL ^ HL "0 HH -
— ""s.VR V0WR > ^VR /' 'v + ""3,HL (0^HL ' ^HL / Η ~ ""B.VR V0^VR ' ^VR / ' TT + "~B,HL (0^HL ' ^HL / TT- "" V s.VR WR 0> ^ VR / 'v + "" 3, HL (0 ^ HL' ^ HL / Η ~ "" B.VR V 0 ^ VR '^ VR /' TT + "~ B, HL ( 0 ^ HL '^ HL / TT
Die Indizes VR bzw. HL bezeichnen dabei das kurveninnere Vorderrad (hier vorne rechts) bzw. das kurvenäußere Hinterrad (hier hinten links).The indices VR and HL denote the inside front wheel (here front right) and the rear wheel outside (here rear left).
Der Radschlupf AVR und AHL kann z. B. abhängig von einer Differenz Δay zwischen der tatsächlichen Querbeschleunigung und einer maximal zulässigen Querbeschleunigung berechnet werden. Dabei ist Δay die überschüssige Querbeschleunigung, die es zu kompensieren gilt. Für die gewünschte Querbeschleunigungsänderung Δay kann beispielsweise folgende Gleichung angesetzt werden:The wheel slip A VR and A HL can z. B. be calculated depending on a difference Δay between the actual lateral acceleration and a maximum allowable lateral acceleration. Here Δay is the excess lateral acceleration, which is to be compensated. For the desired lateral acceleration change Δay, for example, the following equation can be used:
Die Gleichung (3) in Verbindung mit Gleichung (2) und die Gleichung (4) bilden dabei ein Gleichungssystem, bestehend aus zwei Gleichungen für zweiEquation (3) in conjunction with equation (2) and equation (4) form a system of equations consisting of two equations for two
Unbekannte (AVR und AHL), die somit aus dem Gleichungssystem berechnet werden können. Dabei werden der Schräglaufwinkel α, die Fahrbahnreibwerte μ und die Aufstandskräfte FN als bekannt vorausgesetzt. Wahlweise könnten natürlich auch Kennlinien für den Sollschlupf bzw. Sollschlupfänderungen hinterlegt sein, aus denen der jeweilige Wert für die gebremsten Räder in Abhängigkeit von der gewünschten Querbeschleunigungsänderung Δay ausgelesen werden könnte. Anstelle der gewünschten Reduzierung der Querbeschleunigung Δay könnte beispielsweise auch ein PID-Regelgesetz verwendet werden. In diesem Fall müsste die linke Seite der Gleichung (4) ersetzt werden durch:Unknown (A VR and A HL ), which can thus be calculated from the system of equations. The slip angle α, the road friction coefficient μ and the contact forces F N are assumed to be known. Optionally, of course, characteristic curves for the nominal slip or nominal slip changes could be stored, from which the respective value for the braked wheels could be read in dependence on the desired lateral acceleration change Δay. Instead of the desired reduction of the lateral acceleration Δay, for example, a PID control law could also be used. In this case, the left side of equation (4) would have to be replaced by:
Kp • Δaγ + KD • έγ + K1 • jΔaγ • dt (5)Kp • Δa γ + K D • έ γ + K 1 • jΔa γ • dt (5)
wobei Kp, Ki und K0 die wählbaren P-, I- und D-Verstärkungsfaktoren sind.where Kp, Ki and K 0 are the selectable P, I and D gain factors.
Kurze Beschreibung der ZeichnungenBrief description of the drawings
Die Erfindung wird nachstehend anhand der beigefügten Zeichnungen beispielhaft näher erläutert. Es zeigen:The invention will now be described by way of example with reference to the accompanying drawings. Show it:
Fig. 1 eine schematische Ansicht eines Fahrzeugs mit einem System zur Kippstabilisierung.Fig. 1 is a schematic view of a vehicle with a system for tilt stabilization.
Ausführungsformen der ErfindungEmbodiments of the invention
Fig. 1 zeigt eine schematische Ansicht eines Fahrzeugs mit einem System zur Kippstabilisierung, das in einer kritischen Fahrsituation mittels der Radbremsen 3a-3d in den Fahrbetrieb eingreift. Das System umfasst im Wesentlichen ein Steuergerät 4 mit einem Kippstabilisierungs-Algohthmus 5, der den aktuellen Fahrzustand mittels einer Sensorik 6 in Hinblick auf eine Kippgefahr ständig überwacht und bei Überschreiten bestimmter Grenzwerte über die Radbremsen 3a-3d in den Fahrbetrieb eingreift.Fig. 1 shows a schematic view of a vehicle with a system for tilt stabilization, which engages in a critical driving situation by means of the wheel brakes 3a-3d in the driving mode. The system essentially comprises a control device 4 with a tilt stabilization algorithm 5, which constantly monitors the current driving state by means of a sensor 6 with regard to a risk of tipping and engages in the driving operation when certain limit values are exceeded via the wheel brakes 3a-3d.
Die Sensorik 6 umfasst vorzugsweise einen Querbeschleunigungs- und einen Lenkradwinkelsensor. Zusätzlich könnte z. B. auch ein Wankratensensor vorgesehen sein, der die Wankrate um eine Längsachse des Fahrzeugs misst. Durch Auswertung des Querbeschleunigungs- und Lenkradwinkelsignals und gegebenenfalls auch des Wankratensignals kann eine Kippgefahr relativ gut erkannt werden. Der Algorithmus 5 definiert vorzugsweise einen Indikator (Parameter), der ein Maß für die Kippgefahr ist. Wenn dieser Indikator, wie z. B. eine effektive Querbeschleunigung, einen vorgegebenen Schwellenwert überschreitet, wird ein automatischer Bremseingriff an ausgewählten Rädern 2a- 2d des Fahrzeugs aktiviert. Um die Kippgefahr des Fahrzeugs zu verringern, werden das kurveninnere Vorderrad 2b und das kurvenäußere Hinterrad 2c gebremst. Im dargestellten Beispiel von Fig. 1 fährt das Fahrzeug 1 eine Rechtskurve, wie an der Stellung der Vorderräder zu erkennen ist. Es werden daher die Räder 2b und 2c gebremst. Die Auswahl gerade dieser Räder 2b, 2c beruht insbesondere darauf, dass an diesen Rädern vergleichsweise hohe Aufstandskräfte wirken. An den Rädern 2b, 2c können somit relativ hohe Bremskräfte ausgeübt werden, die das Fahrzeug schnell abbremsen und die Kippgefahr reduzieren.The sensor system 6 preferably comprises a lateral acceleration and a steering wheel angle sensor. In addition, z. B. also a roll rate sensor may be provided which measures the roll rate about a longitudinal axis of the vehicle. By evaluating the Querbeschleunigungs- and steering wheel angle signal and possibly also the Wankratensignals a risk of tipping can be detected relatively well. Algorithm 5 preferably defines an indicator (parameter) that is a measure of the risk of tipping. If this indicator, such as. B. an effective lateral acceleration exceeds a predetermined threshold, an automatic braking intervention on selected wheels 2 a - 2 d of the vehicle is activated. In order to reduce the risk of tipping the vehicle, the curve-inward front wheel 2b and the curve-wise rear wheel 2c are braked. In the illustrated example of Fig. 1, the vehicle 1 is traveling a right turn, as can be seen in the position of the front wheels. Therefore, the wheels 2b and 2c are braked. The selection of precisely these wheels 2b, 2c is based, in particular, on the fact that comparatively high contact forces act on these wheels. Relatively high braking forces can thus be exerted on the wheels 2 b, 2 c, which brake the vehicle quickly and reduce the danger of tipping.
Der Algorithmus 5 umfasst einen Schlupfregler, der einen vorgegebenen Soll- Bremsschlupf an den ausgewählten Rädern 2b, 2c einstellt. Der einzustellende Soll-Bremsschlupf wird dabei so berechnet, dass insgesamt ein Bremseingriff durchgeführt wird, der giermomentneutral ist. D.h. es entsteht kein zusätzliches Giermoment ΔMZ um die Hochachse des Fahrzeugs.Algorithm 5 includes a slip control that adjusts a predetermined desired brake slip on the selected wheels 2b, 2c. The setpoint brake slip to be set is calculated in such a way that, overall, a braking intervention is performed which is neutral in terms of yaw moment. This means that there is no additional yaw moment ΔM Z around the vertical axis of the vehicle.
Die Soll-Bremsschlupfwerte können beispielsweise aus dem Gleichungssystem (2 bis 4) berechnet werden, das vorstehend beschrieben wurde. The desired brake slip values can be calculated, for example, from the system of equations (2 to 4) described above.
Claims
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102006044425.6A DE102006044425B4 (en) | 2006-09-21 | 2006-09-21 | Method for rollover stabilization of motor vehicles |
| DE102006044425.6 | 2006-09-21 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| WO2008034660A1 true WO2008034660A1 (en) | 2008-03-27 |
Family
ID=38626423
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| PCT/EP2007/057677 Ceased WO2008034660A1 (en) | 2006-09-21 | 2007-07-25 | Method for the roll stabilization of motor vehicles |
Country Status (2)
| Country | Link |
|---|---|
| DE (1) | DE102006044425B4 (en) |
| WO (1) | WO2008034660A1 (en) |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1059216A2 (en) * | 1999-06-08 | 2000-12-13 | Toyota Jidosha Kabushiki Kaisha | Vehicle-behavior control apparatus and method |
| US20030117013A1 (en) * | 2001-12-25 | 2003-06-26 | Akitaka Nishio | Brake control device for a vehicle |
| US20040239179A1 (en) * | 2002-08-06 | 2004-12-02 | Tohihisa Kato | Motion control device of vehicle |
| US20050012392A1 (en) * | 2003-07-17 | 2005-01-20 | Toshihisa Kato | Vehicle motion control device |
| EP1516800A1 (en) * | 2003-09-17 | 2005-03-23 | Bayerische Motoren Werke Aktiengesellschaft | Method of providing a yaw moment compensation for a vehicle |
-
2006
- 2006-09-21 DE DE102006044425.6A patent/DE102006044425B4/en not_active Expired - Fee Related
-
2007
- 2007-07-25 WO PCT/EP2007/057677 patent/WO2008034660A1/en not_active Ceased
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1059216A2 (en) * | 1999-06-08 | 2000-12-13 | Toyota Jidosha Kabushiki Kaisha | Vehicle-behavior control apparatus and method |
| US20030117013A1 (en) * | 2001-12-25 | 2003-06-26 | Akitaka Nishio | Brake control device for a vehicle |
| US20040239179A1 (en) * | 2002-08-06 | 2004-12-02 | Tohihisa Kato | Motion control device of vehicle |
| US20050012392A1 (en) * | 2003-07-17 | 2005-01-20 | Toshihisa Kato | Vehicle motion control device |
| EP1516800A1 (en) * | 2003-09-17 | 2005-03-23 | Bayerische Motoren Werke Aktiengesellschaft | Method of providing a yaw moment compensation for a vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| DE102006044425B4 (en) | 2023-03-16 |
| DE102006044425A1 (en) | 2008-04-03 |
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