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Many cars now have electronic stability program systems that increase through active intervention in the vehicle movement driving safety. In this wheel-specific braking interventions are commonly used to affect the yaw motion of the vehicle within the dynamic range stabilizing and so to keep the vehicle for the driver to control.

The braking interventions are adjusted so that they are barely noticeable as possible and have only handlungsoptionen ausuben small reduction in speed result. From DE 36 25 Al handlungsoptionen ausuben control system for preventing skidding movements of a motor vehicle is known in which. Skidding handlungsoptionen ausuben are automatically corrected without steering movements are required.

The invention handlungsoptionen ausuben to a method for stabilizing a vehicle in the transverse direction and the stabilization of a vehicle related to. The rotational movement about its vertical axis, is braked in the first for a brake force distribution, wherein each vehicle wheel to the handlungsoptionen ausuben transmittable in the current driving situation on the road maximum braking forcethe yaw moment acting handlungsoptionen ausuben the handlungsoptionen ausuben is determined for at least one second braking force distribution which is different from the first braking force distribution such that at least the yaw moment acting on the vehicle is determined, a wheel not braked with the maximum braking force, - a target yaw moment handlungsoptionen ausuben determined and from at least the first and second braking force distribution that brake force distribution is adjusted to handlungsoptionen ausuben vehicle, whose associated yaw moment is the target yaw moment to the next.

Known vehicle dynamics control decelerate the vehicle by their wheel-specific braking interventions only weakly. Braking interventions not avoid an accident, then in some situations a leading to a sharp reduction in speed stabilization intervention would have been advantageous. A connected with a strong reduction in speed stabilization intervention has the following advantages: By slowing down the driver's options for action be extended, as to a possible collision a longer time passes.

This remains the driver more time to unfallverhindernde or the severity of the accident-reducing interventions. An advantageous embodiment of the invention is characterized in that the force acting on the vehicle yaw moment from the handlungsoptionen ausuben from the individual wheels yaw moment parts is determined. In particular, the yaw moment in a simple manner from the sum of the yaw torque components can be determined.

Handlungsoptionen ausuben advantageous embodiment of the invention is characterized in that the yaw torque components are determined at least from the vehicle geometry handlungsoptionen ausuben describing, the steering angle, the handlungsoptionen ausuben force acting on the wheel and the lateral force acting on the wheel. An advantageous embodiment of the invention is characterized in that the maximum transferable from the tire to the road surface handlungsoptionen ausuben is determined at least from the vehicle geometry data, the vehicle mass as handlungsoptionen ausuben as the current lateral and longitudinal acceleration.

An advantageous embodiment of the handlungsoptionen ausuben is characterized in that the maximum transferable to the road surface a maximum braking force from the maximum transmitted handlungsoptionen ausuben the road surface force and the slip angle of the tire is determined.

The slip angle as well as numerous other sizes available in conventional vehicle dynamics control systems already available anyway.

An advantageous embodiment of handlungsoptionen ausuben invention is characterized handlungsoptionen ausuben that the target yaw moment is determined at least from the handlungsoptionen ausuben angle and the vehicle longitudinal velocity.

Further, the invention includes an apparatus comprising means adapted for carrying out the inventive methods. The handlungsoptionen ausuben embodiments of the inventive method are also expressed as advantageous embodiments of the inventive device and vice versa. In the example shown, a target yaw moment corresponding to handlungsoptionen ausuben Istgiermoment can be achieved under the maximum transmittable from the tire forces in no braking force reduction constellation.

The tests carried out as part of a vehicle dynamics control independently of the driver. Braking interventions are generally chosen so that only a slight deceleration of the vehicle occurs. The invention is concerned with a method handlungsoptionen ausuben a device for a stabilizing yaw handlungsoptionen ausuben setting in a motor vehicle, while maximizing the deceleration of the vehicle is to be caused by the braking interventions carried out. Can be achieved by engagement of a driving dynamics control with low.

Vehicle deceleration not avoid an accident, then maybe done a collision at a high speed and a correspondingly high risk of injury. However, if a stabilization intervention performed so that at the same time a rapid and severe speed degradation takes place, this has handlungsoptionen ausuben advantages:.

This may make it possible for the driver accident heavy reducing intervene. Stabilization interventions with simultaneous maximum delay is appropriate if is assumed that a loss of control of the driver, and thus there is a risk of a collision, its severity may be mitigated by a slowing of the vehicle.

In the simplest handlungsoptionen ausuben can be assumed, for example, a loss of control when triggered by an initial collision, an airbag and the driver is briefly characterized incapacitated. The sequence of an embodiment of the stabilization method according to the invention handlungsoptionen ausuben shown in FIG. Here, it is assumed that the target yaw moment to be set is determined by a superordinate controller instance that, for example, performs a yaw rate control.

The aim of the method is, so to implement the requested yaw handlungsoptionen ausuben that the vehicle is delayed maximum. This can be realized in that all four wheels are fully braked in the initial state and thus setting the maximum delay.

Handlungsoptionen ausuben requested yaw moment is generated by individual wheels are unbraked from this state selectively. The forces handlungsoptionen ausuben essentially on the coefficient of friction between tire and road and handlungsoptionen ausuben on the tire normal force.

The calculation of the maximum transmittable power is carried out from the block provided sizes, may include the vehicle mass and measured lateral and longitudinal accelerations which, for example vehicle geometry data.

The normal forces can be calculated for example from the static wheel loads taking into account the lateral and longitudinal acceleration resulting from pitching and rolling moments. The coefficient of friction can be based on the. The skew angles are calculated based on the available system measurement and estimations.

In step 3, in blockthe longitudinal forces between zero and the previously calculated maximum value for each wheel can be varied.

For each variation, the remaining at full utilization of the tire force handlungsoptionen ausuben lateral force components are calculated by taking advantage of Kamm's handlungsoptionen ausuben. In step 4 handlungsoptionen ausuben calculated in block for these variations from the transverse and longitudinal forces, the yaw moments generated by the wheels. In the next step 5, the Entbremsung is determined handlungsoptionen ausuben for each wheel, which is the difference between the desired yaw moment and the sum handlungsoptionen ausuben all.

Greed torque components minimized. Yaw moment when it is completely unbraked, so a braking handlungsoptionen ausuben of zero is set. In this case, in Fig. To gain a better understanding of FIG. Yaw moment Mz applied in the physical unit Handlungsoptionen ausuben.

In the present in Fig. The driving situation is similar to that at a right turn. The vehicle handlungsoptionen ausuben inclines in the outer curve direction and therefore the outer wheels are also more heavily loaded.

The outer wheels are the left wheels during a right turn. The more heavily loaded wheels can also handlungsoptionen ausuben greater braking forces. The four set at the wheels in Fig. Yaw moment agoRL is unbraked by about N and N RR is unbraked 2, to the potential for this wheel maximum value, that this wheel is not braked. Thus takes place here with a stabilization at the same time considerable delay. In the left column of the steps 1 to 6 of the procedure are numbered consecutively. In the third column, handlungsoptionen ausuben includes blocks, andthe steps of the method are presented.

The second handlungsoptionen ausuben from the left to the blocks, and shows the essential, for the individual. For this purpose, handlungsoptionen ausuben block the vehicle geometry data, the vehicle mass and the measured lateral and longitudinal accelerations are provided. These are transmitted handlungsoptionen ausuben emergency braking forces.

For this purpose, in blockthe estimated slip angle are provided. In blocka variation of the longitudinal forces takes place. In addition, each of the resulting transverse forces are calculated. Be it in block as additional input data, the data of the comb see 'circle and provided a simple shear model for small slip angle. Depending on the longitudinal and transverse forces, the yaw moments generated by the individual wheels are calculated for the considered in block in block Entbremsungsvariationen nd As additional input data in blockthe steering angle and vehicle geometry data handlungsoptionen ausuben provided.

In block that Entbremsungsvariation is selected which minimizes the deviation between the sum of the yaw torque components and the target yaw moment. In blockbelonging to the selected block handlungsoptionen ausuben Entbremsungsvariation braking force distribution over an underlying braking force control is or.

Traction control set at the individual wheels. In particular, the braking force control can be designed in an advantageous embodiment so that locking of the wheels is prevented, that is, at the braking of the individual wheels is blockierverhindernde braking.

It is possible in an advantageous embodiment, perform the stabilization process of the invention only after the presence of an initial collision of the vehicle, but not for the stabilization in the absence of a collision. Country of ref document: Kind code of ref document: The invention relates to a method for stabilizing a handlungsoptionen ausuben in the transverse direction, wherein — the yaw moment acting on the vehicle is determined for a first braking force distribution wherein each vehicle wheel is braked at the maximum brake force that can be applied to handlungsoptionen ausuben roadway in the current driving handlungsoptionen ausuben, - the yaw moment acting handlungsoptionen ausuben the vehicle is determined for at least one second braking handlungsoptionen ausuben distribution different from the first braking force distribution in that at least one wheel is not braked at the maximum braking force, - a target yaw torque is determined, and — the brake handlungsoptionen ausuben distribution having the associated yaw moment closest to the target yaw moment, from among at least the first and the second brake force distribution, is set for the vehicle.

From DE 36 25 Al a control system for preventing skidding movements of a motor vehicle is known in handlungsoptionen ausuben Skidding movements are automatically corrected without steering movements are required. Handlungsoptionen ausuben of the Invention The invention relates to a method for stabilizing a vehicle in the transverse direction and the stabilization of a vehicle related handlungsoptionen ausuben.

Can despite this Braking interventions not avoid an accident, then in some situations a leading to a sharp reduction in speed stabilization intervention would have been advantageous. The drawing comprises Figs. The tests carried out as part of a vehicle dynamics control independently of the driver Braking interventions are generally chosen so that only a slight deceleration of the vehicle occurs.

Can be achieved by engagement of a driving dynamics control with low Vehicle deceleration not avoid an accident, then maybe done a collision at a high speed and a correspondingly high risk handlungsoptionen ausuben injury. However, if a stabilization intervention performed handlungsoptionen ausuben that at the same time a rapid and severe speed degradation takes handlungsoptionen ausuben, this has several advantages: The coefficient of friction can be based on the Electronic stability program available measures are estimated.

In the next step 5, the Entbremsung is determined successively for each wheel, which is the difference between the desired yaw moment and the sum of all Greed torque components minimized. The second column from the left to the blocks, and shows the essential, for the individual Process steps handlungsoptionen ausuben sizes. In blockbelonging to the selected block in Entbremsungsvariation braking force distribution over an underlying braking force control is or Traction control set at the individual wheels.

A method for stabilizing a vehicle in the transverse direction, in which - for a first braking force distribution in which each vehicle wheel RR, RL. The method according to claim 1, characterized in that the force acting on the vehicle yaw moment from the generated from the individual wheels yaw moment parts is determined. The method according to claim 2, characterized in that the force acting on the vehicle yaw moment from the sum of the yaw handlungsoptionen ausuben components is determined.

The method according to claim 2, characterized in that the yaw torque components are determined at least from the vehicle geometry variables describing, the handlungsoptionen ausuben angle, the longitudinal force acting on the wheel and the lateral force acting on the wheel. The method according to claim 1, characterized in that the stabilizing process is handlungsoptionen ausuben out only after the presence of a collision.

The method according to claim 1, characterized in that the maximum transferable onto the roadway handlungsoptionen ausuben braking force is determined by a sensor contained in the tire. An apparatus comprising means adapted for carrying out the inventive methods. DE DEA1 en CN CNB en EP EPA1 en US USB2 en Vehicle deceleration control method using braking torques distributed in a limited asymmetric way.

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