• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a method for influencing a kinematic behavior of a vehicle, in particular a rail vehicle with at least one friction braking system, in which a braking effect is produced by pressing at least one first friction element (1) and one second friction element (2) against one another. In order to create advantageous process conditions, it is proposed that at least temperatures (TS) of at least the first friction element (1) be determined at least from information about a speed, a brake pressure (p) and an outside temperature (TU) of the vehicle and absolute times (t). be calculated that in this calculation, a heat conduction through the at least first friction element (1) and a speed-dependent cooling of the at least first friction element (1) are taken into account, and that an influencing of the kinematic behavior of the vehicle is based on this calculation. Thereby, the advantage is achieved that can be dispensed with a complex equipment of the friction brake system with sensors for measuring friction element temperatures and the thermal state of the friction brake system is still estimated with good accuracy.
    公开号:AT519312A1
    申请号:T50844/2016
    申请日:2016-09-21
    公开日:2018-05-15
    发明作者:Mag Gutschi Daniela；-Phys Markus Knoll Dipl；Ing Dr Gerhild Schinagl Dipl
    申请人:Siemens Ag Oesterreich；
    IPC主号:
    专利说明:

    Summary
    Method for influencing a kinematic behavior of a vehicle
    The invention relates to a method for influencing a kinematic behavior of a vehicle, in particular a rail vehicle with at least one friction brake system, in which a braking effect is generated by pressing at least a first friction element (1) and a second friction element (2) against one another.
    In order to create advantageous process conditions, it is proposed that at least temperatures (TS) of at least the first friction element (1) be obtained from information about a speed, a brake pressure (p) and an outside temperature (Tu) of the vehicle and about absolute times (t). are calculated that this calculation takes into account heat conduction through the at least first friction element (1) and a speed-dependent cooling of the at least first friction element (1), and that the kinematic behavior of the vehicle is influenced on the basis of this calculation.
    This has the advantage that it is possible to dispense with complex equipping of the friction brake system with sensors for measuring friction element temperatures, and the thermal condition of the friction brake system is nevertheless estimated with good accuracy.
    Fig. 3
    1/25 19
    201526806
    Method for influencing a kinematic behavior of a vehicle
    The invention relates to a method for influencing a kinematic behavior of a vehicle, in particular a rail vehicle with at least one friction braking system, in which a braking effect is generated by pressing at least a first friction element and a second friction element against one another.
    Vehicles are often equipped with friction braking systems in which a braking effect is triggered on the vehicle by pressing friction elements against each other, i.e. a kinetic energy of the vehicle is converted into heat. Known embodiments of friction braking systems are e.g. pneumatic disc brakes. Pneumatic disc brakes include, for example, a brake disc mounted on a wheel set and a brake caliper with a brake cylinder, linkage and brake pads. The brake cylinder has a piston with which the brake linkage is actuated and the brake pads are pressed against the brake disc. The brake cylinder comprises compressed air connections, via which compressed air from a compressed air system of the vehicle is applied to the piston to actuate the linkage. The compressed air system has components for controlling and regulating the disc brake, e.g. Compressors, brake control units, etc.
    The conversion of the vehicle's kinetic energy into heat causes the temperature of the friction elements to rise, i.e. for the disc brake e.g. a temperature increase in the brake disc and brake pads.
    At the maximum temperatures that occur, the materials used must not lose their required properties in terms of strength, chemical resistance, etc. Brake pads made of organic material in particular have a low temperature resistance, temperatures from approx. 300 ° C can lead to smoke.
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    For these reasons, the risk of exceeding the specified maximum temperatures of brake components must be avoided.
    Various thermal calculation methods are known from the prior art. Saumweber et. al. in the basics of the rail vehicle brake of the Archive for Railway Technology of the Hestra publishing house, 1990 on p. 22ff an analytical method for temperature calculation using a one-dimensional heat conduction equation.
    For example, EP 1 950 111 B1 is known from the prior art, in which a method for evaluating the temperature of a brake disk is disclosed, in which the temperature is determined as a function of thermal energy, a mass and a thermal capacity of the brake disk.
    DE 199 43 352 A1 shows a device and a method for determining the temperature of brake elements provided on a vehicle. The method uses the kinetic energy of the vehicle to calculate the temperatures of a braking system and, on this basis, defines permissible driving speeds.
    DE 42 35 364 C2 describes a method for detecting the temperature of a disc brake, a load signal linking the driving speed with the pressing force of brake pads against a brake disc
    Temperature increase and a decrease in temperature of the brake is calculated from a dissipated amount of heat.
    In its known form, the approach mentioned has the disadvantage that the model on which the method is based does not take heat conduction through the brake disc into account and the cooling is not calculated as a function of the speed, so that calculation results for the temperature increase and the temperature decrease may have inaccuracies.
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    The method is also active and calculates temperatures until the brake disc has reached ambient temperature. That An arithmetic unit performing the calculations may also have to remain switched on for a certain period of time or be supplied with power even after a vehicle has been parked.
    Furthermore, a warning is issued as soon as the calculation shows that a critical temperature of the brake is immediately present. There is no forecast of critical temperatures that may occur in the future.
    The invention is therefore based on the object of specifying a method which is improved compared to the prior art.
    According to the invention, this object is achieved with a method of the type mentioned at the outset, in which at least temperatures of at least the first friction element are calculated from at least information about a speed, a brake pressure and an outside temperature of the vehicle, and at least temperatures, in this calculation a heat conduction the at least first friction element and a speed-dependent cooling of the at least first friction element are taken into account, and in which the kinematic behavior of the vehicle is influenced on the basis of this calculation.
    First of all, this has the advantage that a structurally complex, maintenance-prone and expensive equipment of the friction brake system with sensors for measuring friction element temperatures can be dispensed with, since the determination of temperatures and other parameters (for example, due to the thermal state permissible driving speeds, parameters of the Cooling etc.) of the friction brake system is carried out arithmetically on a corresponding computing unit.
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    Good accuracy with regard to the calculated thermal behavior of the friction brake system also results from the consideration of the heat conduction through the first friction element and the speed-dependent cooling of the first friction element.
    In addition, the acquisition of an absolute time signal has the advantage that, after a period in which the vehicle was parked, temperatures are determined using a cooling function that the friction brake system had during this parking period and which are used as starting values for temperature calculations after the recommissioning of the Vehicle. For this reason, the computing unit can be switched off at the time the vehicle is parked.
    The kinematic behavior of the vehicle is influenced on the basis of the results of the temperature calculation. Not only can a permissible maximum speed be defined, but also a driving profile, for example, which results in favorable flexibility with regard to application-specific requirements. In particular, this makes it possible to optimize the driving behavior with regard to a driving time, the driving speed, etc., taking into account the thermal performance of the friction braking system.
    Because of the method, operation of the vehicle in temperature ranges which are impermissible with regard to the thermal load on the friction brake system is avoided. The friction brake system can accordingly be designed in such a way that over-dimensioning of components is prevented or the required security is reduced.
    An advantageous embodiment is obtained when the calculation is carried out taking heat conduction through the second friction element and a speed-dependent cooling of the second friction element into account.
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    This measure results in a further increase in the accuracy in the computational recording of thermal states of the friction brake system.
    It is advantageous if temperatures of at least the first friction element are forecast for braking of the vehicle to be carried out in the future.
    This measure allows thermal overloads of the friction brake system to be avoided long before they occur by influencing the kinematic behavior of the vehicle.
    An advantageous solution is achieved if the kinematic behavior of the vehicle is automatically influenced.
    This measure reduces the workload of a driver. Furthermore, the risk of an insufficient reaction of the vehicle to the specification of a required kinematic behavior is reduced.
    It is expedient if calculation results are presented to operators of the vehicle at least in such a way that a warning is issued before braking, for which it is predicted that a temperature critical to the thermomechanical stress of at least the first friction element will be reached.
    This measure results in a favorable predictability of the driving behavior. For example, a vehicle driver can set a maximum permissible driving speed before an acceleration phase of the vehicle, from which braking is possible without exceeding the critical temperature of the friction brake system.
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    The invention is described below with reference to
    Exemplary embodiments explained in more detail.
    The following are examples:
    Fig. 1: A schematic representation of an example
    Execution of a pneumatic friction brake with a brake disc and a brake caliper,
    Fig. 2: A functional diagram of an exemplary
    Implementation of a device according to the invention for a method according to the invention with means for data recording and a computing unit and a control unit, and
    3: A flow diagram of an exemplary variant of a method according to the invention for the cyclical calculation of temperatures and permissible driving speeds and for limiting the driving speed.
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    A section of a friction brake system of a rail vehicle shown schematically in FIG. 1 shows a pneumatic disc brake.
    This comprises a first friction element 1, which is designed as a brake disc, which is mounted on a wheel set shaft of the rail vehicle, not shown, and a brake caliper. The brake caliper has a second friction element 2, which comprises two brake pads. Furthermore, the brake caliper has a brake cylinder 4 with compressed air connections 6 and a piston 5 and a linkage 3.
    The piston 5 actuates the linkage 3, whereby the brake pads arranged on the linkage 3, i.e. the second friction element 2 to the brake disc, i.e. the first friction element 1 are pressed. Via the compressed air connections 6, the piston 5 is acted upon by compressed air from a compressed air system (not shown) of the rail vehicle for actuating the linkage 3.
    The compressed air system has components for controlling and regulating the friction brake system, e.g. Compressors, brake control units, etc. The brake control device has an arithmetic unit 7 shown in FIG. 2, in which thermal calculations are carried out in accordance with the method according to the invention. The brake control device is connected to a vehicle control, not shown. The vehicle control comprises a control unit 8 shown in FIG. 2, with which the kinematic behavior of the rail vehicle is influenced on the basis of results of the thermal calculations.
    Pressing the first friction element 1 and the second friction element 2 against each other causes a braking effect on the rail vehicle. The kinetic energy of the rail vehicle is converted into heat, which causes an increase in the temperature of the first friction element 1 and the second friction element 2.
    Loosening the first friction element 1 and the second
    Friction elements 2 from one another bring about a reduction or a / 25
    201526806
    Abolition of the braking effect on the rail vehicle. As a result of this, as well as through an effect of known heat transfer principles, the temperatures in the first friction element 1 and in the second friction element 2 are reduced, i.e. the first friction element 1 and the second friction element 2 cool.
    The temperature behavior described is calculated using the method according to the invention.
    FIG. 2 shows a functional diagram of an exemplary variant of a device according to the invention, which is set up for the method according to the invention for influencing the kinematic behavior of a rail vehicle.
    The device comprises a vehicle speed sensor 10 for recording a vehicle speed v, a brake pressure sensor 11 for registering a brake pressure p, an ambient temperature sensor 12 for registering an ambient temperature TU, a time measuring device 13 for registering an absolute time t, and a display unit 9, which communicates with corresponding data lines a computing unit 7 are connected. The driving speed sensor 10, the brake pressure sensor 11 and the ambient temperature sensor 12 are arranged in a chassis of the rail vehicle, not shown. It is a cheap solution. According to the invention, however, it is also conceivable that the driving speed v and the brake pressure p are read into the computing unit 7 from a data bus system (e.g. multi vehicle bus, MVB) of the rail vehicle. Furthermore, it is also conceivable that the brake pressure p is approximately determined from a deceleration and a mass to be braked. The deceleration is calculated, for example, by differentiating the driving speed v and the mass to be braked is determined via a load braking device.
    In addition, it is also conceivable that instead of one
    Driving speed v records an angular speed of a wheel or a wheel speed and the thermal / 25
    201526806
    Calculations can be carried out with this angular speed or this wheel speed.
    The timing device 13 and the computing unit 7, implemented in a brake control device (not shown), are arranged in a car body (not shown).
    Computing unit 7 receives data relating to vehicle speed v from vehicle speed sensor 10 via data lines, data relating to brake pressure p from brake pressure sensor 11, data relating to ambient temperature TU from ambient temperature sensor 12 and data relating to absolute time t from time measuring device 13 Computing operations according to the inventive method. Using the driving speed v, the braking pressure p, the ambient temperature TU and the absolute time t, thermal states of the friction braking system shown in FIG. 1 and a driving speed vmax, therm permissible on the basis of these thermal conditions are determined in accordance with the description of FIG. 3.
    The computing unit 7 is connected via corresponding data lines to a control unit 8, which is implemented in a vehicle control system (not shown) and is arranged in the car body. The control unit 8 influences the kinematic behavior of the rail vehicle in such a way that e.g. the rail vehicle is automatically braked to a permissible vehicle speed vmax, therm determined by the computing unit 7 and transmitted to the control unit 8, or an acceleration beyond this permissible vehicle speed vmax, therm is prevented.
    The display unit 9 is arranged in a driver's cab of the rail vehicle, not shown. On it, a driving driver is shown permissible driving speeds vmax, therm on the basis of thermal calculations in accordance with the method according to the invention. For the display data required by the processing unit 7 to the 9/25 9 10
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    Display unit 9 transmitted via corresponding data lines.
    According to the invention, it is also possible for permissible delays or permissible driving profiles (chronological sequences of acceleration and deceleration sections and phases with constant driving speed v or phases of the standstill) to be displayed.
    To warn of an unfavorable kinematic behavior of the rail vehicle with regard to thermal states of the friction brake system, additional acoustic signals are output to the driver via an audio output device of the display unit 9.
    According to the invention, various designs and arrangements of the vehicle speed sensor 10, the brake pressure sensor 11, the ambient temperature sensor 12, the time measuring device 13, the display unit 9, the computing unit 7 and the control unit 8 are conceivable. For example, it is conceivable to separate the computing unit 7 from the
    Brake control unit and the control unit 8 to be arranged separately from the vehicle control.
    Furthermore, it is also conceivable that, for example, the computing unit 7 is arranged in a control center and communicates with the rail vehicle via radio signals, i.e. e.g. Receives information about its driving speed v and, based on a thermal calculation according to the invention, instructions for restricting the driving speed v to a permissible driving speed
    A flowchart shown in FIG. 3 describes steps of an exemplary variant of a method according to the invention for thermal calculation and influencing the kinematic behavior of a rail vehicle, which are carried out in a computing unit 7 shown in FIG. 2 and a control unit 8 of the rail vehicle. 11/25 10
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    For the implementation of the method, data relating to a driving speed v, a brake pressure p, an ambient temperature Tu and an absolute time t are transmitted to the computing unit 7 at a frequency of 4 Hz, according to the invention, other frequencies also being conceivable according to the invention are.
    The transmitted data are checked for plausibility. If one or more values are invalid, the kinematic behavior of the rail vehicle is initially no longer influenced. If these values are declared valid again and if braking with a first friction element 1 shown in FIG. 1 is not carried out for more than a certain period of time while the rail vehicle is traveling, the thermal calculation is restarted with a starting temperature (for example at the time of the Restarts current ambient temperature TU) again calculates temperatures TS of the first friction element 1 and the kinematic behavior of the rail vehicle is possibly influenced again. With the driving speed v and the brake pressure p, an energy input into a first friction element 1 (a brake disc) shown in FIG. 1 is calculated, i.e. the energy introduced into the first friction element 1 due to braking.
    With this energy, as well as the ambient temperature TU and the absolute time t, an energy balance is formed, a heat distribution between the first friction element 1 and the second friction element 2 and within the first friction element 1 is calculated, and a heat output to an environment of the rail vehicle is determined.
    The heat conduction through the first friction element 1 and its speed-dependent cooling are taken into account. According to the invention, to further improve the accuracy of the thermal calculation, it is also possible to take into account the heat conduction by means of a second friction element 2 (brake pads) shown in FIG. 1, and its speed-dependent cooling.
    / 25 '
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    Methods known from the prior art are used to determine the energy balance, the heat distributions and the heat emission.
    A temperature TS of the first friction element 1 (the brake disc temperature) is cyclical at a frequency of 4 Hz, whereby other frequencies are also conceivable according to the invention from the heat distribution and the heat emission taking into account stored temperatures TS, n-1 of the first friction element 1 from earlier time steps the calculation and the ambient temperature TU. According to the invention, it is also possible to calculate temperatures TB of the second friction element 2.
    From the calculated temperature TS of the first friction element 1 and a temperature forecast for future braking of the rail vehicle with predefined parameters (e.g. with a predefined deceleration), the permissible driving speed vmax, therm is calculated from which such predefined braking is still possible, without one for that first friction element 1 specified critical temperature TS, crit to exceed. A lower limit is defined for vmax, therm in order to meet operationally unrealistic vehicle speed specifications or
    Avoid driving speed specifications of less than or equal to 0 m / s for the rail vehicle. This lower limit value is set in such a way that the critical temperature TS, crit of the first friction element 1 is not exceeded when predefined braking operations are carried out, subsequent acceleration to this lower limit value and renewed braking, i.e. if this driving game is observed, a temperature TS of the first friction element 1 is set which does not change on average.
    Is the permissible driving speed vmax, vmax therm smaller than a nominal speed, nom of the rail vehicle, as is the permissible driving speed v max, t he rm from the arithmetic unit 7 to the control unit 8/25
    201526806 transmitted in order to limit the travel speed v of the rail vehicle to the permissible travel speed Vmax, therm.
    Compliance with this permissible driving speed vmax, therm is monitored by the control unit 8, an overspeed is prevented or if the permissible driving speed vmax, therm is exceeded, the rail vehicle is automatically braked to this. On a display unit 9 in a driver's cab, according to the description of FIG. 2, the permissible speed v max , therm is displayed and an optical and acoustic warning signal is output before it is exceeded.
    According to the invention, it is also conceivable that the driving speed v is not automatically influenced, but rather the display unit 9 only issues an instruction for maintaining the permissible driving speed v max, therm , which is to be implemented by manual intervention by a driver.
    The calculation of the permissible driving speed vmax, therm and the possibly necessary limitation of the driving speed v is carried out cyclically with a frequency of 4 Hz, other frequencies also being conceivable according to the invention.
    According to the invention, it is also possible for a permissible delay to be calculated and compliance with this to be monitored by the control unit 8. Combinations are also conceivable, ie, for example, the calculation and monitoring of a permissible deceleration and a coordinated permissible driving speed v max , therm .
    Furthermore, the calculation and monitoring of a permissible driving profile (chronological sequences of acceleration and deceleration sections and phases with constant driving speed v or phases of standstill) is also conceivable.
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    If the rail vehicle was parked for a period of time, after it has been put back into operation using the method described above and the parameters mentioned, in particular the absolute time t and a temperature TS, n-1 of the first friction element 1 stored at the time of the parking, one is stored Absolute time tn-1 etc. determined a temperature TS that the first friction element 1 had at the end of this shutdown period or at the time of restarting. In this case, the cooling of the first friction element 1 is calculated by means of a cooling function predefined by methods known from the prior art when the rail vehicle is stationary, a stored ambient temperature TU, n-1 at the time of switching off and the ambient temperature TU at the time of restarting the rail vehicle. The calculated temperature TS of the first friction element 1 is used as a starting value for thermal calculations after the rail vehicle has been restarted. The computing unit 7 can therefore be switched off with the rail vehicle and does not have to be supplied with power separately. Since the computing unit 7 has a power supply unit, it is conceivable, however, to carry out temperature calculations even during a parking period of the rail vehicle.
    According to the invention, it is conceivable to also take into account the cooling of the second friction element 2 by means of a cooling function and to carry out temperature calculations with respect to the second friction element 2.
    If there is no deceleration braking of the rail vehicle over a defined period of time or if the shutdown time (switch-off time of the computing unit 7) is longer than a defined period of time, the temperature calculation is reinitialized. The current ambient temperature TU at the time of the new initialization is used as the start temperature.
    / 25 '
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    list of designations 1 First friction element 2 Second friction element 3 linkage 4 brake cylinder 5 piston 6 Compressed air connections 7 computer unit 8th control unit 9 display unit 10 Driving speed sensor 11 Brake pressure sensor 12 Ambient temperature sensor 13 Time device p brake pressure t Absolute Time t n-1 Saved absolute time ts Temperature of the first friction element T S, n-1 Stored temperature of the first friction element T S, crit Critical temperature of the first friction element Tb Temperature of the second friction element Tu ambient temperature T u, n-1 Saved ambient temperature v driving speed v max, nom Nominal maximum speed v max, therm Permitted driving speed
    / 25 15
    201526806
    权利要求:
    Claims (11)
    [1]
    claims
    1. A method for influencing a kinematic behavior of a vehicle, in particular a rail vehicle with at least one friction brake system, in which a braking effect is generated by pressing at least a first friction element and a second friction element against one another, characterized in that at least information about a speed, a braking pressure (p) and an outside temperature (TU) of the vehicle as well as at least temperatures (TS) of at least the first friction element (1) are calculated over absolute times (t) that in this calculation heat conduction through the at least first friction element (1) and a speed-dependent cooling of the at least first friction element (1) are taken into account, and that the kinematic behavior of the vehicle is influenced on the basis of this calculation.
    [2]
    2. The method according to claim 1, characterized in that the calculation is carried out taking into account heat conduction by the second friction element (2) and a speed-dependent cooling of the second friction element (2).
    [3]
    3. The method according to claim 1 or 2, characterized in that temperatures (TS) of at least the first friction element (1) are forecast for braking of the vehicle to be carried out in the future.
    [4]
    4. The method according to any one of claims 1, 2 or 3, characterized in that after a parking time of the vehicle at least temperatures (TS), which at least the first friction element (1) had during this parking time, are calculated.
    17/25
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    [5]
    5. The method according to any one of claims 1, 2, 3 or 4, characterized in that the kinematic behavior of the vehicle is influenced with respect to a calculated, permissible driving speed (v max , therm ) of the vehicle.
    [6]
    6. The method according to any one of claims 1, 2, 3, 4 or 5, characterized in that the kinematic behavior of the vehicle is influenced with respect to a calculated, permissible deceleration of the vehicle.
    [7]
    7. The method according to any one of claims 1, 2, 3, 4, 5 or 6, characterized in that the kinematic behavior of the vehicle is influenced with respect to a calculated, permissible driving profile of the vehicle.
    [8]
    8. The method according to any one of claims 1, 2, 3, 4, 5, 6 or
    7, characterized in that the kinematic behavior of the vehicle is automatically influenced.
    [9]
    9. The method according to any one of claims 1, 2, 3, 4, 5, 6, 7 or 8, characterized in that the calculation results are presented to operators of the vehicle at least in such a way that prior to braking, for which the achievement of a regarding the thermomechanical stress at least of the first friction element (1) critical temperature (TS, crit) is forecast, a warning is issued.
    [10]
    10. The device, which is set up to carry out the method according to one of claims 1, 2, 3, 4, 5, 6, 7 or 8, characterized in that means which are connected to the vehicle for determining the driving speed (v ), the brake pressure (p), the outside temperature (TU) and for time recording as well as a computing unit 7, a control unit 8 connected to the computing unit 7 and data transmission units, which also
    18/25
    201526806 are connected to the vehicle and are provided for influencing the kinematic behavior of the vehicle, and that the means for determining the driving speed (v), the brake pressure (p), the outside temperature (TU) and for time recording are connected to the computing unit 7 ,
    [11]
    11. The device according to claim 10, which is set up to carry out the method according to claim 9, characterized in that means that are connected to the vehicle are provided for displaying the calculation results, and that these means are connected to the computing unit 7.
    19/25
    1.2
    201526806
    FIG. 1
    FIG 2
    10 11 12
    20/25
    2.2
    Driving speed brake pressure p
    201526806
    FIG 3
    21/25 Austrian
    Patent Office
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    同族专利:
    公开号 | 公开日
    CN109715454A|2019-05-03|
    AT519312B1|2018-09-15|
    EP3515769B1|2020-11-25|
    WO2018054736A1|2018-03-29|
    EP3515769A1|2019-07-31|
    US20200017094A1|2020-01-16|
    ES2850523T3|2021-08-30|
    HUE053174T2|2021-06-28|
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    AT523158B1|2020-02-17|2021-06-15|Siemens Mobility Austria Gmbh|Device for brake design|
    法律状态:
    2019-09-15| PC| Change of the owner|Owner name: SIEMENS MOBILITY GMBH, AT Effective date: 20190814 |
    2021-12-15| HC| Change of the firm name or firm address|Owner name: SIEMENS MOBILITY AUSTRIA GMBH, AT Effective date: 20211108 |
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50844/2016A|AT519312B1|2016-09-21|2016-09-21|Method for influencing a kinematic behavior of a vehicle|ATA50844/2016A| AT519312B1|2016-09-21|2016-09-21|Method for influencing a kinematic behavior of a vehicle|
    CN201780058247.0A| CN109715454A|2016-09-21|2017-09-13|Method for influencing vehicle movement behavior|
    HUE17768091A| HUE053174T2|2016-09-21|2017-09-13|Method and apparatus to control the kinematic behaviour of avehicle|
    US16/335,554| US20200017094A1|2016-09-21|2017-09-13|Method for Influencing the Kinematic Behavior of a Vehicle|
    ES17768091T| ES2850523T3|2016-09-21|2017-09-13|Procedure and device to influence the kinematic behavior of a vehicle|
    PCT/EP2017/072996| WO2018054736A1|2016-09-21|2017-09-13|Method for influencing the kinematic behavior of a vehicle|
    EP17768091.5A| EP3515769B1|2016-09-21|2017-09-13|Method and apparatus to control the kinematic behaviour of avehicle|
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