Method for determining the conditions of an underlying surface during unbraked or braked travel of a vehicle
A method for determining the conditions of an underlying surface during unbraked or braked travel of a vehicle by a wheel-specific characteristic variable which is derived from a change over time in the wheel speed detected at at least one vehicle wheel. According to invention there is provision that a) a jolt signal is formed by double differentiation of the wheel speed, b) in order to form the characteristic variable the difference between the absolute value of the jolt signal and a tolerance value is summed or integrated over time, and c) the condition of the underlying surface is determined by comparing the characteristic variable with an oscillation signal threshold value.
1. A method for determining road conditions during unbraked or braked travel of a vehicle a wheel-specific characteristic variable which is derived from a temporal change in wheel speed (φ′) detected, the method comprising:
a) forming, by an anti-lock braking system (ABS) controller of the vehicle, a jerk signal (j) by computing for at least one vehicle wheel a second derivative of the wheel speed (φ′) detected by at least one wheel speed sensor of the vehicle,
b) summing or integrating, by the ABS controller, a difference between an absolute value (|j|) of the jerk signal and a tolerance value with respect to time in order to compute a characteristic variable,
c) determining, by the ABS controller, the road condition by comparing the characteristic variable with a vibration signal threshold value, and
d) reducing, by the ABS controller, sensitivity for deciding when to apply a braking force to the at least one vehicle wheel when the vibration signal threshold value is exceeded by the characteristic variable.
2. The method as claimed in claim 1 , further comprising filtering the jerk signal (j) by a low-pass filter, in order to generate a filtered jerk signal before the method step b) is carried out.
3. The method as claimed in claim 2 , wherein
a1) an expected jerk signal is determined as the correction jerk value from a braking torque gradient generated at the vehicle wheel, and
a2) obtaining the characteristic variable according to method step b) by using the absolute value of the difference between the jerk signal determined in method step a) and the correction jerk value.
4. The method as claimed in claim 1 , wherein
a1) an expected jerk signal is determined as the correction jerk value from a braking torque gradient generated at the vehicle wheel, and
a2) obtaining the characteristic variable according to method step b) by using the absolute value of the difference between the jerk signal determined in method step a) and the correction jerk value.
5. The method as claimed in claim 4 , wherein method step a2) is carried out only when the expected jerk signal value and the jerk signal or the filtered jerk signal have the same sign.
6. The method as claimed in claim 5 , wherein the expected jerk signal value is determined from a change in braking pressure
(
ⅆ
p
Brems
ⅆ
t
)
effecting the braking torque gradient.
7. The method as claimed in claim 4 , wherein the expected jerk signal value is determined from a change in braking pressure
(
ⅆ
p
Brems
ⅆ
t
)
effecting the braking torque gradient.
8. The method as claimed in claim 7 , wherein previous pressure signals are used to determine the change in braking pressure
(
ⅆ
p
Brems
ⅆ
t
)
.
9. The method as claimed in claim 8 , wherein a pressure signal (p) effecting the change in braking pressure
(
ⅆ
p
Brems
ⅆ
t
)
is filtered.
10. The method as claimed in claim 1 , wherein the sum is calculated according to method step b) as a function of the sign of the jerk signal by limiting the increase in the sum per computing cycle to a gradient limit value, or by using different tolerance values.
11. The method as claimed in claim 10 , wherein in the case of a positive jerk signal or a positive filtered jerk signal and a positive difference between the jerk signal or the filtered jerk signal and the expected jerk signal value, the gradient limit value is greater than the gradient limit value in the case of a negative jerk signal or a negative filtered jerk signal and a negative difference between the jerk signal or the filtered jerk signal and the expected jerk signal value.
12. The method as claimed in claim 11 , wherein the filtering intensity of the filter variables is increased when the vibration signal threshold value is exceeded by the characteristic variable.
13. The method as claimed in claim 1 , wherein the road condition determined with the aid of the characteristic variable is used in the course of braking pressure control, in an ABS braking system having anti-lock braking control, by adjusting the controlled variables and/or the filter variables of the braking pressure control if the vibration signal threshold value is exceeded by the characteristic variable.
14. The method as claimed in claim 13 , wherein a slip threshold is raised as the controlled variable.
15. The method as claimed in claim 13 , wherein the filtering intensity of the filter variables is increased when the vibration signal threshold value is exceeded by the characteristic variable.
16. The method as claimed in claim 1 , wherein the road condition determined with the aid of the characteristic variable is used in the course of braking pressure control, by adjusting the controlled variables and/or the filter variables of the braking pressure control if the vibration signal threshold value is exceeded by the characteristic variable.