Method and device for regulating at least one vehicle dynamics variable

• US 6,918,290 B2
• Filed: 05/30/2003
• Issued: 07/19/2005
• Est. Priority Date: 06/08/2002
• Status: Expired due to Fees

• Current Assignee: Robert Bosch GmbH
• Original Assignee: Robert Bosch GmbH
• Inventors: Brachert, Jost, Hessmert, Ulrich, Polzin, Norbert, Sauter, Thomas, Wandel, Helmut
• Primary Examiner(s): Oen, William
• Application Number:
  US10/449,939
• Publication Number:
  US 20040045349A1
• Time in Patent Office: 781 Days
• Field of Search: 731/46, 731/462, 731/463, 731/465, 731/468, 340442-447, 152/416
• US Class Current: 73/146
• CPC Class Codes: B60C 23/0408 transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver
• CPC Class Codes: B60T 8/1755 Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve road vehicle drive control systems for control of driving stability otherwise than by controlling a particular sub-unit B60W30/02

Abstract

A method of regulating at least one variable characterizing the vehicle dynamics,

• • a loss of pressure in a vehicle tire being determined;
  • the position of the underinflated tire being determined,
    wherein
  • during cornering, regulation of the variable which characterizes vehicle dynamics is dependent upon whether the underinflated tire is on the inside or outside of the turn being executed by the vehicle.

Claims

1. A method for regulating at least one variable which characterizes the dynamics of a vehicle, the method comprising:

detecting a loss of tire pressure in a tire on the vehicle, the tire being deemed to be underinflated based on the detection;

determining a position of the underinflated tire; and

when the vehicle is executing a turn, regulating the variable which characterizes the vehicle dynamics dependent upon whether the underinflated tire is on an inside or an outside of the turn being executed by the vehicle by limiting a transverse acceleration to a physically maximum transverse acceleration if the underinflated tire is on the inside and limiting the transverse acceleration to a maximum allowed transverse acceleration if the underinflated tire is on the outside.

2. The method according to claim 1, wherein, when the underinflated tire is on the outside of the turn, the maximum allowed transverse acceleration depends at least on an amount of tire pressure loss.

3. The method according to claim 2, wherein, when the underinflated tire is on the outside of the turn, the maximum allowed transverse acceleration further depends on a speed of the vehicle.

4. The method according to claim 1, wherein, when the underinflated tire is on the inside of the turn, the physically maximum transverse acceleration is independent of a tire pressure loss.

5. A device for regulating at least one variable which characterizes the dynamics of a vehicle, the device comprising:

means for detecting a pressure loss in a tire on the vehicle, as well as a position of the tire on the vehicle;

means for detecting cornering of the vehicle; and

means for regulating the variable which characterizes the vehicle dynamics as a function of whether the underinflated tire is situated on an inside or an outside of a turn being executed by the vehicle when cornering is detected by limiting a transverse acceleration to a physically maximum transverse acceleration if the underinflated tire is on the inside and limiting the transverse acceleration to a maximum allowed transverse acceleration if the underinflated tire is on the outside.

6. The device according to claim 5, wherein, when the underinflated tire is on the outside of the turn, the maximum allowed transverse acceleration depends at least on an amount of tire pressure loss.

7. The device according to claim 5, wherein, when the underinflated tire is on the outside of the turn, the maximum allowed transverse acceleration further depends on a speed of the vehicle.

8. The device according to claim 5, wherein, when the underinflated tire is on the inside of the turn, the physically maximum transverse acceleration is independent of a tire pressure loss.