# US 10,766,468 B2 · Ascertaining an offset of an inertial sensor > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 10,766,468 B2 - Document ID: US10766468B2 - Status: Granted - Kind: B2 - Application number: 15/379,640 - Filed: 2016-12-15 - Published: 2017-04-06 - Granted: 2020-09-08 - Earliest claimed: 2014-04-23 - Assignees: Continental Teves AG & Co. oHG - Applicants: Continental Teves AG & Co. oHG - Inventors: Chen Zhang; Julien Levrier - Web page: https://patentgrep.com/patent/US10766468B2 ## CPC - B60T 8/17551: {determining control parameters related to vehicle stability used in the regulation, e.g. by calculations involving measured or detected parameters} - B60T 7/042: {by electrical means, e.g. using travel or force sensors} - B60T 2250/02: Vehicle mass - B60T 2250/03: Vehicle yaw rate - B60T 2250/06: Sensor zero-point adjustment; Offset compensation - B60T: VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL (electrodynamic brake systems for vehicle, in general B60L; brakes per se, i.e. devices where braking effect occurs, including ultimate brake actuators, F16D); ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES ## Abstract A method of providing an additive offset of a longitudinal acceleration signal of a traveling motor vehicle. The signal being measured by an inertial sensor is ascertained. At least the longitudinal acceleration signal, a braking signal, and a drive signal are detected. A force balance of the longitudinal dynamic of the motor vehicle is analyzed. The signals are detected both during at least one acceleration process as well as during at least one braking process. The signals during the acceleration processes are detected and/or analyzed separately from the signals during the braking processes, and the additive offset is ascertained by comparing the signals detected during the acceleration processes or the values calculated therefrom with the signals detected during the braking processes or the values calculated therefrom. The invention further relates to an electronic controller. ## Claims ### Claim 1 A method for measuring an additive displacement of a longitudinal acceleration signal of a traveling motor vehicle with an inertial sensor comprising: detecting at least the longitudinal acceleration signal, a brake signal and a drive signal; analyzing a balance of forces of longitudinal dynamics of the motor vehicle; detecting the signals for at least one acceleration process and for at least one braking process, wherein the signals for acceleration processes are detected separately from the signals for braking processes; determining the additive displacement from a comparison of the signals detected during acceleration processes or values calculated from the signals detected during acceleration process, with the signals detected during braking processes or values calculated from the signals detected during braking processes, wherein analysis of the balance of forces of longitudinal dynamics includes a determination of a longitudinal force acting on the vehicle using at least one of the drive and brake signal; determining a first longitudinal acceleration aacc during an acceleration process using the longitudinal acceleration signal; determining a first longitudinal force Facc at least using the drive signal; determining a second longitudinal acceleration adec during a braking process using the longitudinal acceleration signal; determining a second longitudinal force Fdec at least using the brake signal; and determining an additive displacement axdrift of the longitudinal acceleration according to: a x drift = a acc ⁢ F dec - a dec ⁢ F acc F dec - F acc . ### Claim 2 (depends on 1) The method of claim 1, wherein analysis of the balance of forces of the longitudinal dynamics is only carried out if a stable driving state. ### Claim 3 (depends on 2) The method of claim 2, wherein the stable driving state is traveling straight ahead. ### Claim 4 (depends on 2) The method of claim 2, wherein the stable driving state is detected if at least one of the following conditions are met: a magnitude of an acceleration demand by a driver lies within a predetermined acceleration interval; a gas pedal operation by the driver exceeds a predetermined threshold value; a brake pedal operation by the driver exceeds a predetermined threshold value; a speed of travel of the traveling motor vehicle lies within a predetermined speed interval; a magnitude of a steering angle set by the driver; a measured yaw rate below a predetermined steering angle threshold value; a predetermined yaw rate threshold value; a magnitude of a change with time of the drive signal lies below a predetermined fluctuation threshold value; a magnitude of a change with time of the brake signal lies below a predetermined fluctuation threshold value; the magnitude of the longitudinal acceleration signal exceeds a predetermined minimum threshold value; magnitude of a measured lateral acceleration lies below a predetermined turn threshold value; and none of drive dynamics control, brake slip control nor drive slip control is active. ### Claim 5 (depends on 1) The method of claim 1, wherein a wind resistance force is determined and taken into account using a speed of travel of the vehicle. ### Claim 6 (depends on 1) The method of claim 1, wherein detecting of the sensor signals is carried out continuously at fixed time intervals. ### Claim 7 (depends on 6) The method of claim 6, further comprising determining a first mass using the signals measured during acceleration processes; determining a second mass using the signals measured during braking processes; and wherein determining the additive displacement of the longitudinal acceleration signal is carried out if a difference between the first mass and the second mass exceeds a predetermined tolerance threshold value. ### Claim 8 (depends on 7) The method of claim 7, wherein determining the additive displacement is carried out recursively further comprising: determining a plurality of the first mass values and the second mass values; calculating an expected value for the first mass and an expected value for the second mass; minimizing a difference between the first expected value for the first mass and the expected value for the second mass; and maintaining the determined additive displacement when a difference between the expected values lies below a termination threshold. ### Claim 9 (depends on 8) The method of claim 8, wherein the additive displacement is predetermined when the expected value at least one of meets and exceeds the termination threshold. ### Claim 10 (depends on 1) The method of claim 1, further comprising determining a speed signal using at least one wheel revolution rate sensor. ### Claim 11 (depends on 1) The method of claim 1, further comprising determining the brake signal is determined using one of a brake pressure sensor and a pedal travel sensor on a brake pedal. ### Claim 12 (depends on 1) The method of claim 1, further comprising determining the drive signal from at least one of: a drive torque signaled by an engine control unit of an internal combustion engine, by a motor control unit of an electrical drive, and a revolution rate measured on a motor shaft. ### Claim 13 An electronic control unit for a brake system of a motor vehicle, comprising: interfaces for connection of at least one wheel revolution rate sensor and at least one brake operation sensor; at least one inertial sensor disposed in a longitudinal direction and an interface to a vehicle data bus; and a computing unit with instructions for: detecting at least a longitudinal acceleration signal, a brake signal and a drive signal; analyzing a balance of forces of longitudinal dynamics of the motor vehicle; detecting the signals for at least one acceleration process and for at least one braking process, wherein the signals for acceleration processes are detected separately from the signals for braking processes; determining an additive displacement from a comparison of the signals detected during acceleration processes or values calculated from the signals detected during acceleration process with the signals detected during braking processes or values calculated from the signals detected during braking processes, wherein analysis of the balance of forces of the longitudinal dynamics is only carried out if a stable driving state, wherein the stable driving state is traveling straight ahead; determining a first longitudinal acceleration aacc during an acceleration process using the longitudinal acceleration signal, determining a first longitudinal force Facc at least using the drive signal; determining a second longitudinal acceleration adec during a braking process using the longitudinal acceleration signal; determining a second longitudinal force Fdec at least using the brake signal; and determining additive displacement axdrift of the longitudinal acceleration according to: a x drift = a acc ⁢ F dec - a dec ⁢ F acc F dec - F acc . ### Claim 14 (depends on 13) The electronic control unit of claim 13, the stable driving state is detected if at least one of the following conditions are met: a magnitude of an acceleration demand by a driver lies within a predetermined acceleration interval; a gas pedal operation by the driver exceeds a predetermined threshold value; a brake pedal operation by the driver exceeds a predetermined threshold value; a speed of travel of the traveling motor vehicle lies within a predetermined speed interval; a magnitude of a steering angle set by the driver; a measured yaw rate below a predetermined steering angle threshold value; a predetermined yaw rate threshold value; a magnitude of a change with time of the drive signal lies below a predetermined fluctuation threshold value; a magnitude of a change with time of the brake signal lies below a predetermined fluctuation threshold value; a magnitude of the longitudinal acceleration signal exceeds a predetermined minimum threshold value; magnitude of a measured lateral acceleration lies below a predetermined turn threshold value; and none of drive dynamics control, brake slip control nor drive slip control is active. ### Claim 15 (depends on 13) The electronic control unit of claim 13, wherein an analysis of the balance of forces of the longitudinal dynamics includes a determination of a longitudinal force acting on the vehicle using at least one of the drive and brake signal. ### Claim 16 (depends on 13) The electronic control unit of claim 13, wherein a wind resistance force is determined and taken into account using a speed of travel of the vehicle. ### Claim 17 (depends on 13) The electronic control unit of claim 13, wherein detection of the sensor signals is carried out continuously at fixed time intervals. ### Claim 18 (depends on 17) The electronic control unit of claim 17 comprising further instructions for: determining a first mass using the signals measured during acceleration processes determining a second mass using the signals measured during braking processes, and wherein determining additive displacement of the longitudinal acceleration signal is carried out if a difference between the first mass and the second mass exceeds a predetermined tolerance threshold value. ### Claim 19 (depends on 18) The electronic control unit of claim 18 wherein determining the additive displacement is carried out recursively, and electronic control unit comprises further instructions for: determining a plurality of the first mass values and the second mass values; calculating an expected value for the first mass and an expected value for the second mass; minimizing the difference between the first expected value for the first mass and the expected value for the second mass; and maintaining the determined additive displacement when the difference between the expected values lies below a termination threshold. ### Claim 20 (depends on 19) The electronic control unit of claim 19, wherein the additive displacement is predetermined when the expected value at least one of meets and exceeds the termination threshold. ### Claim 21 (depends on 13) The electronic control unit of claim 13, further comprising determining the drive signal from at least one of: a drive torque signaled by an engine control unit of an internal combustion engine, by a motor control unit of an electrical drive, and a revolution rate measured on a motor shaft. ### Claim 22 (depends on 13) The electronic control unit of claim 13, further comprising an actuator for building up a brake force on one or more vehicle wheels independently of a driver, wherein the actuator is an electrically operated hydraulic pump and at least one solenoid valve; and a computing unit that implements drive dynamics control, wherein a longitudinal acceleration signal corrected by the determined additive displacement is fed into the drive dynamics control.