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WO2020178188A1 - Procédé et système servant à déterminer au moins une ligne caractéristique de pneu pour au moins un pneu d'un véhicule à moteur - Google Patents

Procédé et système servant à déterminer au moins une ligne caractéristique de pneu pour au moins un pneu d'un véhicule à moteur Download PDF

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Publication number
WO2020178188A1
WO2020178188A1 PCT/EP2020/055324 EP2020055324W WO2020178188A1 WO 2020178188 A1 WO2020178188 A1 WO 2020178188A1 EP 2020055324 W EP2020055324 W EP 2020055324W WO 2020178188 A1 WO2020178188 A1 WO 2020178188A1
Authority
WO
WIPO (PCT)
Prior art keywords
tire characteristic
tire
evaluation
control unit
characteristic curve
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.)
Ceased
Application number
PCT/EP2020/055324
Other languages
German (de)
English (en)
Inventor
Mehrdad Salari
Ulrich Mair
Julian KING
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of WO2020178188A1 publication Critical patent/WO2020178188A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • 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
    • B60W40/12—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 parameters of the vehicle itself, e.g. tyre models
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18172—Preventing, or responsive to skidding of wheels
    • 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
    • B60W40/064—Degree of grip
    • 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
    • B60T2210/12—Friction
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/86—Optimizing braking by using ESP vehicle or tyre model
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0026—Lookup tables or parameter maps
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0028—Mathematical models, e.g. for simulation
    • B60W2050/0037—Mathematical models of vehicle sub-units
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0062—Adapting control system settings
    • B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
    • B60W2050/0083—Setting, resetting, calibration
    • B60W2050/0088—Adaptive recalibration
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/26—Wheel slip
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/28—Wheel speed
    • 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
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/40—Coefficient of friction
    • 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
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
    • B60W2555/20—Ambient conditions, e.g. wind or rain

Definitions

  • the present invention relates to a method and a system for determining at least one tire characteristic curve for at least one tire of a motor vehicle. Furthermore, the invention relates to a computer program product.
  • driving-dependent status data of the motor vehicle as well as status data of the roadway on which it is traveling, in particular the surface texture, are to be recorded and corresponding measured variables characterizing the status data are to be determined.
  • a speed of the motor vehicle can be determined by means of a speed sensor on at least one of the wheels.
  • the outside temperature can be determined or the condition of a road surface, for example an icy or damp road surface, can be detected. It can also be detected whether there is a slip, that is to say a difference between the rotational speed of the wheel and the speed of movement of the motor vehicle.
  • DE 10 2016 214 065 A1 discloses a method for determining a frictional limit between a tire and a surface on which the tire rolls in the longitudinal direction of the tire.
  • a momentary slip of the tire is initially recorded.
  • a momentary adhesion coefficient is then determined and a so-called tuple is formed from the detected slip and the current adhesion coefficient.
  • the maximum frictional connection limit is determined on the basis of the slope of a straight line through the origin through the tuple if the slip is below a first predetermined threshold value.
  • the maximum frictional connection limit is determined on the basis of a tangent gradient through the tuple if the slip is between the first and a second threshold value.
  • the maximum adhesion limit is determined directly on the basis of the adhesion coefficient if the slip is above the second predetermined one
  • Threshold is. Based on the prior art, the present invention is based on the object of providing a method and a system for determining at least one tire characteristic, with the aid of which a driving operation of the motor vehicle can be better monitored and a control of the motor vehicle can be optimized. The object is achieved by the subject matter of claims 1 and 5. Further advantageous embodiments can be found in the dependent claims.
  • state data which in turn serve to characterize at least one roadway on which the respective tire is traveling, as well as a maximum adhesion coefficient are recorded by a vehicle sensor system
  • Evaluation and control unit is coupled for data transmission, taking into account the status data recorded, a corresponding base tire characteristic stored on the evaluation and control unit is selected, the base tire characteristic curve in the event of a discrepancy between the maximum adhesion coefficient and one in the Base tire characteristic listed maximum base traction coefficient modifi ed and is stored by the evaluation and control unit as a modified tire characteristic in order to optimize control of the motor vehicle.
  • Typical data on the driving state of the motor vehicle and the surroundings of the motor vehicle, in particular the roadway on which the tires of the motor vehicle travel, are recorded by means of the vehicle sensor system.
  • the acquired status data is to be understood as meaning that certain threshold values are stored on the evaluation and control unit in order to divide the status data into status ranges from which the basic tire characteristic curve is selected.
  • the status data preferably include a road surface condition, surface moisture and / or a roughness of the road surface.
  • the vehicle sensor system uses suitable measurement systems to record the data on the condition of the roadway that is relevant for determining a tire characteristic. This can be for example information about a degree of moisture or a degree of icing of the surface of the road. Further status data are also conceivable, on the basis of which a meaningful basic tire characteristic can be selected. Driving situations of the motor vehicle are particularly relevant in which a comparatively low friction or a comparatively high slip between the tires of the motor vehicle and the road is to be expected, for example on icy, snow-covered or very wet roads.
  • the status data include information from an anti-lock braking system (ABS) and / or a traction control system (ASR).
  • ABS anti-lock braking system
  • ASR also known as traction control
  • data can be extracted from which, in particular, maximum adhesion coefficients can be determined, which are used by the evaluation and control unit to compare and modify the basic tire characteristic. Corresponding maximum adhesion coefficients can advantageously be determined for each road condition.
  • Other driver assistance systems are also conceivable that provide meaningful data, in particular on the current maximum coefficient of adhesion.
  • a driven or braked tire always has a slip in relation to the road surface on which it rolls, which is higher or lower depending on the tangential forces to be transmitted.
  • the coefficient between the tangential force and the normal force is called the coefficient of adhesion or coefficient of friction. Its maximum, i.e. the maximum coefficient of adhesion, indicates the maximum force a tire can transmit with a given normal force.
  • the recorded status data are made available to the evaluation and control unit, which is connected to the vehicle sensor system and which receives the information, processes it and compares it with databases or basic tire characteristics stored on the evaluation and control unit.
  • the evaluation and control unit which is connected to the vehicle sensor system and which receives the information, processes it and compares it with databases or basic tire characteristics stored on the evaluation and control unit.
  • databases or basic tire characteristics stored on the evaluation and control unit are on the Evaluation and control unit for each previously defined road condition, one or more basic tire characteristics are stored in advance. These can be supplied by the respective tire manufacturer or based on empirical data previously determined through tests.
  • the evaluation and control unit decides on the basis of the status data, in particular the condition of the roadway, which basic tire characteristic curve is used for a comparison with the real status data.
  • This basic tire characteristic curve has a maximum basic adhesion coefficient that is compared with the maximum adhesion coefficient that is obtained, for example, from the data of the anti-lock braking system and / or the traction control system. If the maximum basic adhesion coefficient and the recorded, ie current maximum adhesion coefficient, are identical, the basic tire characteristic curve is not modified. However, if the adhesion coefficients differ, the maximum adhesion coefficient and, based on this, the tire characteristic curve is modified by means of functions or arithmetic models stored on the evaluation and control unit.
  • a modified tire characteristic curve and a modified maximum adhesion coefficient are then available on the evaluation and control unit.
  • the course of the tire characteristic is generated on the basis of the recorded or modified maximum adhesion coefficient in combination with the function or arithmetic models already stored on the evaluation and control unit.
  • a modified tire characteristic curve with a modified maximum adhesion coefficient is generated and stored on the evaluation and control unit, it can replace the basic tire characteristic curve or also be saved as a further data record.
  • this (first) modified tire characteristic curve with the (first) modified maximum adhesion coefficient is used in the event of a recurring roadway condition and compared with a new recorded maximum adhesion coefficient, whereby, analogously to the manner described, none with an identical maximum adhesion coefficient Modification of the first modified tire characteristic takes place.
  • the adhesion coefficients differ, the first modified maximum adhesion coefficient and the first modified tire characteristic curve are modified from the evaluation and control unit is stored as a second modified tire characteristic.
  • the modified tire characteristic curve is preferably determined continuously or at defined time intervals.
  • a determination can take place when a road condition changes, for example when it rains or the road suddenly becomes icy.
  • a system for determining at least one tire characteristic curve for at least one tire of a motor vehicle comprises a vehicle sensor system which is designed to acquire status data, which in turn serve to characterize at least one roadway on which the respective tire is traveling, as well as a maximum adhesion coefficient, the vehicle sensor system having a Evaluation and control unit is coupled for data transmission, with a corresponding base tire characteristic stored on the evaluation and control unit being selectable, taking into account the recorded status data, the base tire characteristic curve in the event of a discrepancy between the maximum adhesion coefficient and one in the base tire characteristic curve listed maximum basic adhesion coefficient modifi ed and can be saved by the evaluation and control unit as a modified tire characteristic in order to optimize control of the motor vehicle. It is therefore a continuously learning system which checks the tire characteristics of the at least one tire in the case of recurring road conditions or other status data or status data changes and, if necessary, modifies them so that monitoring, prediction and control of the motor vehicle is optimized.
  • the vehicle sensor system can be arranged, for example, in the front area of the motor vehicle, in particular in the area of the front wheels, but also on the rear wheels of the motor vehicle, in order to be able to determine the status data required to select the corresponding basic tire characteristic. Furthermore can the system can be designed in such a way that a respective tire characteristic curve is determined for several or all tires of the motor vehicle in order to make monitoring and control of the motor vehicle even more precise.
  • the vehicle sensor system preferably comprises a camera system, a radar system and / or a lidar system.
  • Camera systems capture the road surface optically, with radar systems including detection and location methods and devices based on electromagnetic waves.
  • lidar systems enable optical distance or speed measurement by means of laser beams. With such systems it is possible to precisely and reliably record roadway conditions or further status data that are required for the determination or selection of the basic tire characteristic curve or an already modified tire characteristic curve.
  • the vehicle sensor system preferably comprises at least one wheel speed sensor.
  • the wheel speed sensor can be arranged, for example, in the aforementioned anti-lock braking system or in the traction control system. Using the at least one wheel speed sensor, it is possible to detect slip of the respective tire and to draw conclusions about the current maximum coefficient of adhesion.
  • the method according to the invention can in particular be carried out by a computer or by the evaluation and control unit.
  • the method can thus be implemented in software.
  • the corresponding software is an independently salable product. Therefore, the invention also relates to a computer program product with machine-readable instructions that, when they are executed on a computer or on an evaluation and control unit, the computer and / or the evaluation and control unit to a control logic of the system for determining at least upgrade a tire characteristic curve or cause a method according to the invention to be carried out.
  • a preferred embodiment of the invention is explained in more detail below with reference to the figures, the same or similar elements being provided with the same reference numerals.
  • FIG. 1 shows a greatly simplified schematic view of a motor vehicle with a system for determining tire characteristics for a tire of the motor vehicle
  • Fig. 2 is a graph with several tire characteristics between one
  • FIG. 3 shows a curve diagram with the tire characteristics according to FIG. 2 and a modified tire characteristic.
  • a motor vehicle 1 has two vehicle axles, namely a front and a rear axle 9, 10, wherein on the front and rear axles 9, 10 two wheels 6 each with a respective tire 2 arranged on a wheel rim 11 fastened are.
  • two wheels 6 each with a respective tire 2 arranged on a wheel rim 11 fastened are.
  • only one wheel 6 of the front axle 9 and one wheel 6 of the rear axle 10 are shown for perspective reasons.
  • the respective non-visible wheels are designed analogously.
  • the motor vehicle 1 has a system according to the invention for determining at least one tire characteristic curve for each tire 2, which includes a vehicle sensor system 3, which is designed to acquire status data that are used to characterize at least one roadway 4 traveled by the respective tire 2, as well as a maximum coefficient of adhesion is.
  • the vehicle sensor system 3 comprises a camera 7 which is arranged in the front area of the motor vehicle 1 and which determines a roadway condition of a roadway 4 on which the vehicle 1 is traveling in the direction of travel in front of the respective tire 2.
  • the camera 7 is oriented perpendicular to the direction of travel or to the roadway 4.
  • the road condition is exemplarily divided into four different conditions, namely borrowed dry, wet, snowy and icy.
  • the camera 7 detects whether the roadway is dry or wet, or whether it is covered with a snow or ice surface. Further subdivisions of the road conditions are also conceivable.
  • the vehicle sensor system 3 comprises several wheel speed sensors 8, which are each arranged on the wheels 6 of the motor vehicle 1.
  • the wheel speed sensors 8 are presently integrated in an anti-lock braking system (not shown) of the motor vehicle 1, but can also be provided separately.
  • conclusions can be drawn about the slip of the wheels 6 of the motor vehicle 1 and thus about a current maximum adhesion coefficient.
  • An evaluation and control unit 5 which is coupled to the vehicle sensor system 3 for data transmission, is arranged in the motor vehicle 1.
  • the evaluation and control unit 5 receives precise information from the camera 7 about the current state of the roadway 4 and from the wheel speed sensors 8 further data for determining the current maximum coefficient of adhesion.
  • the evaluation and control unit 5 therefore uses the data from the wheel speed sensors 8 to calculate the instantaneous maximum coefficient of adhesion 18, which is shown in more detail in FIG. 3.
  • This information is referred to here as status data and includes, in particular, a road surface condition, surface moisture and / or a roughness of the roadway 4.
  • FIGS. 2 and 3 show a diagram with several basic tire characteristic curves 12, 13, 14, 15 between a slip plotted on the abscissa 16 and a coefficient of adhesion plotted on the ordinate 17.
  • the evaluation and control unit 5 initially selects one of four basic tire characteristics 12, 13, 14, 15 stored on the evaluation and control unit 5 based on the acquired status data, in particular based on the road surface.
  • the first tire characteristic curve 12 corresponds to a dry road condition and the second tire characteristic curve 13 corresponds to a nem wet road condition.
  • the third tire characteristic curve 14 corresponds to a snow-covered road condition and the fourth tire characteristic curve 15 corresponds to an icy road condition.
  • the evaluation and control unit 5 records that the motor vehicle 1 is driving on a snow-covered roadway 4, which is why the third basic tire characteristic curve 14 is selected.
  • the real maximum traction coefficient 18 therefore does not correspond to the coefficient 19 stored on the evaluation and control unit 5.
  • the control of the motor vehicle 1 is therefore not optimal. This is recognized by the evaluation and control unit 5, the third basic tire characteristic curve 14 being subsequently adapted or modified and stored as a modified tire characteristic curve 20 by the evaluation and control unit 5. With the aid of the modified tire characteristic curve 20, control, monitoring and prediction of the ferry operation of the motor vehicle 1 is optimized.
  • the evaluation and control unit 5 would no longer use the basic tire characteristic curve 14, but rather the modified tire characteristic curve 20 for a comparison between the modified maximum adhesion coefficient 18 and a newly determined - not shown here - maximum adhesion coefficient.
  • a modified tire characteristic curve is preferably determined continuously.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Tires In General (AREA)

Abstract

L'invention concerne un procédé servant à déterminer au moins une ligne caractéristique de pneu pour au moins un pneu (2) d'un véhicule à moteur (1). Un système capteur (3) de véhicule permet de détecter des données d'état, qui servent à caractériser au moins une chaussée (4) sur laquelle le pneu (2) concerné roule, ainsi qu'un coefficient d'adhérence maximal. Le système capteur (3) de véhicule est couplé à une unité d'évaluation et de commande (5) servant à la transmission de données. Une ligne caractéristique de pneu de base correspondante enregistrée sur l'unité d'évaluation et de commande (5) est sélectionnée en tenant compte des données d'état détectées. La ligne caractéristique de pneu de base est modifiée dans le cas d'un écart entre le coefficient d'adhérence maximal et un coefficient d'adhérence de base maximal mentionné dans la ligne caractéristique de pneu de base et est mémorisée en tant que ligne caractéristique de pneu modifiée par l'unité d'évaluation et de commande (5) afin d'optimiser une commande du véhicule à moteur (1). L'invention concerne en outre un système servant à déterminer la ou les lignes caractéristiques de pneu. L'invention concerne en particulier un produit-programme informatique.
PCT/EP2020/055324 2019-03-01 2020-02-28 Procédé et système servant à déterminer au moins une ligne caractéristique de pneu pour au moins un pneu d'un véhicule à moteur Ceased WO2020178188A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019202803.9 2019-03-01
DE102019202803.9A DE102019202803A1 (de) 2019-03-01 2019-03-01 Verfahren und System zur Ermittlung mindestens einer Reifenkennlinie für zumindest einen Reifen eines Kraftfahrzeugs

Publications (1)

Publication Number Publication Date
WO2020178188A1 true WO2020178188A1 (fr) 2020-09-10

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PCT/EP2020/055324 Ceased WO2020178188A1 (fr) 2019-03-01 2020-02-28 Procédé et système servant à déterminer au moins une ligne caractéristique de pneu pour au moins un pneu d'un véhicule à moteur

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Country Link
DE (1) DE102019202803A1 (fr)
WO (1) WO2020178188A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE102020213513A1 (de) * 2020-10-28 2022-04-28 Zf Friedrichshafen Ag Verfahren zur Bestimmung und zur Überwachung des Reifenzustands eines Reifens eines Fahrzeugs
CN113449436B (zh) * 2021-07-22 2022-03-25 中铁二院工程集团有限责任公司 一种复杂运营环境下机车牵引特性曲线获取方法
CN116443022B (zh) * 2023-06-19 2023-08-15 成都赛力斯科技有限公司 基于路面轮胎附着系数调整车辆的方法及装置

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EP2335046A1 (fr) * 2008-09-19 2011-06-22 Aalto University Foundation Procédé d évaluation de friction
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DE19855332A1 (de) * 1998-12-01 2000-06-08 Daimler Chrysler Ag Verfahren und Vorrichtung zum Bestimmen von Kraftschluß und Kraftschlußgrenze bei Fahrzeugreifen
DE10010306A1 (de) * 2000-03-06 2001-09-13 Porsche Ag Verfahren zur Bestimmung des Kraftschlußpotentials eines Kraftfahrzeuges
EP2335046A1 (fr) * 2008-09-19 2011-06-22 Aalto University Foundation Procédé d évaluation de friction
DE102016214065A1 (de) 2016-07-29 2018-02-01 Zf Friedrichshafen Ag Bestimmung einer maximalen Kraftschlussgrenze

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