Patent Application
20240157941
German Patent Application No. DE 10 2010 038 563 A1 relates to a method for reducing the traction slip of vehicle wheels driven by different motors. Traction slip can be provided particularly simply and cost-effectively if a slip control is performed on a first group of wheels driven by a first motor and if a control of the drive torque is performed on a second group of wheels driven by a second motor.
The present invention relates to a method for supporting an anti-lock braking system in a motor vehicle. According to an example embodiment of the present invention, the method includes:
In an advantageous embodiment of the present invention, a wheel is detected as being nearly locked if the difference between the current wheel speed and the longitudinal speed of the motor vehicle exceeds a specified threshold value.
In an advantageous embodiment of the present invention, the threshold value is only slightly lower than the longitudinal speed of the motor vehicle. In this case, the vehicle wheel only rotates very slowly and the vehicle wheel is in the range of dynamic friction.
In an advantageous embodiment of the present invention, the wheel drive force is exerted via a wheel drive motor assigned to the locked or nearly locked wheel. The wheel drive motor may in particular be an electric motor or an electric wheel hub motor.
In an advantageous embodiment of the present invention, for each driven wheel, the motor vehicle has a wheel drive motor assigned to the respective wheel.
In an advantageous embodiment of the present invention, in the event that the locked or nearly locked wheel is on a wheel axle having a transverse differential, the wheel drive force is exerted by braking the wheel opposite the locked or nearly locked wheel.
In an advantageous embodiment of the present invention, the wheel drive force is exerted until the wheel speed has reached a specified threshold value, so that the wheel increasingly reaches the range of static friction again and can thus transmit a higher braking force to the roadway.
In an advantageous embodiment of the present invention, the wheel drive force is exerted until the wheel speed has reached the value of the longitudinal speed of the motor vehicle.
Furthermore, the present invention includes a device, including means designed to perform the methods according to the present invention. This is in particular a control unit in which the program code for performing the methods according to the present invention is stored.
Conventional ABS or anti-lock braking systems have the property that the braking force on a wheel can only be reduced to zero, i.e., an unbraked state. This means that in the case of a so-called wheel run-in, i.e., the wheel rotates significantly slower than the vehicle travels, re-acceleration of an overbraked wheel to the vehicle speed must take place merely via the dynamic friction between the wheel and the road and via the inertia of the wheel.
This problem can be identified very easily by means of a thought experiment. If the friction between the wheel and the road is very low, e.g., icy water, the force that can be applied by the road surface to a locked wheel is very low in the case of a moving vehicle and the wheel thus takes a very long time to resume the speed of the vehicle. This is also related to the fact that the inertia of the wheel does not change with different roadways.
Some types of drive of motor vehicles allow the individual wheels of the motor vehicle to be supported in accelerating individual wheels.
On the basis of a motor vehicle with 4 electric motors or wheel drive motors or wheel hub motors, wherein each of the motors is assigned to a different wheel, the present invention is presented as follows:
If overbraking occurs on a wheel as a result of the braking system, i.e., the wheel is locked or nearly locked, the ABS controller can instruct the drive of this wheel to increase the speed of the wheel. This is to achieve that the friction pairing between this wheel and the roadway surface moves away from dynamic friction toward static friction. The speed of this wheel may be increased either to the vehicle speed or even only to a speed that is still below the vehicle speed. In this way, the wheel can achieve a high braking force faster again and the braking distance can thus be shortened. The ascertainment of the vehicle speed may need to be supported via the output signals of further sensors since locked wheels can have a disruptive influence on the ascertainment of the vehicle speed, depending on the method used to ascertain the vehicle speed.
The solution can be designed in different architectures:
After the start of the method in block 100, it is checked in block 101 whether a locked or nearly locked wheel of the motor vehicle is present. If this is not the case, a return to block 100 takes place. However, if a locked or nearly locked wheel is present, a wheel drive force is exerted on this wheel in a targeted manner in block 102. Subsequently, in block 103, it is checked whether the wheel speed thereof has again reached a specified threshold value. If this is not the case, a return to block 102 takes place and a wheel drive force continues to be exerted. However, if the wheel speed has reached the threshold value, the wheel drive force is withdrawn in block 104 and the method ends in block 105.
| Number | Date | Country | Kind |
|---|---|---|---|
| 10 2022 211 896.0 | Nov 2022 | DE | national |
