Robert Boschgmbh

Dr. Ing. H.c. F. Porsche Aktiengesellschaft

Andreas Erban

Manfred Gerdes

Chi-Thuan Cao

Michael Knoop

Harald Michi

Alfred Schulz

Helmut Janetzke

Gerhard Heess

Rolf-Hermann Mergenthaler

Karl-Josef Weiss

Nils Hagenlocher

Volker Hofsaess

Martin Kieren

Jochen Feinauer

Thomas Rader

Alexander Haeussler

Ralf Gutmann

Thomas Glasstetter

Tobias Oberhardt

Andreas Schumann

Henning Cordes

Alexander Reckefuss

Antonio Mallol Torralbo

Bastian Richter

Christian Reiner

Markus Schmalholz

Tobias Hofmann

Wolfgang Matuschek

Matthias Volkert

Ralf Hadeler

A method for determining a friction coefficient potential of a road surface. A total torque for operating a vehicle is unequally distributed among at least two wheel torques at wheels of the vehicle. The friction coefficient potential is ascertained using a detected slip between the road surface and at least one of the wheels and the wheel torque present at the wheel.

Method and control unit for determining a friction coefficient potential of a road surface

A method for operating a motor vehicle which includes at least one wheel axle having two drive wheels, each drive wheel being drivable with the aid of a wheel-specific drive unit for the purpose of moving the motor vehicle on a roadway. It is provided that the drive units of the wheel axle are controlled as a function of a difference between the longitudinal forces applicable at the drive wheels of the wheel axle to the roadway.

Method and device for operating a motor vehicle, and motor vehicle

A control device for a regenerative braking system having control electronics, the control electronics being designed, in consideration of at least one provided first variable with respect to a utilized coefficient of friction occurring in each case at the at least one wheel which may be regeneratively braked, to determine at least one preset variable with respect to at least one hydraulic minimum braking torque to be exerted on the at least one wheel which may be regeneratively braked, and, in consideration of at least the at least one determined preset variable, to determine the at least one setpoint variable.

Control device for a regenerative braking system and method for operating a regenerative braking system

A device for controlling an engine includes: a first control circuit having a first controller, and a second control circuit having a second controller, the controllers being designed to control a state variable of the engine in each case. The second controller is disposed in such a way that it lies closer to the engine than the second controller in terms of signal technology.

Method for controlling an engine

A method for ascertaining a setpoint trajectory of a motor vehicle, an initial setpoint trajectory being planned and transmitted to an evaluation unit, a curve of a power characteristic variable, which is implementable as a function of the initial setpoint trajectory, being received from the evaluation unit, and a corrected setpoint trajectory being determined therefrom as a function of the ascertained implementable curve of the power characteristic variable.

Method and device for ascertaining or evaluating a setpoint trajectory of a motor vehicle

A method and a device for avoiding a collision of a motor vehicle with at least one other object which approaches the motor vehicle in such a way that a collision between the motor vehicle and the approaching object is imminent, a friction coefficient variable being ascertained which represents the friction coefficient potential of the motor vehicle, and at least one action for avoiding and/or reducing the consequences of a collision between the motor vehicle and the approaching object being carried out as a function of the friction coefficient variable.

Method and device for avoiding a collision of a motor vehicle with at least one other object which approaches the motor vehicle in such a way that a collision between the motor vehicle and the approaching object is imminent

A method for operating an electric motor for braking a vehicle, including controlling the electric motor in such a way that the vehicle is slowed or decelerated with the aid of a motor braking torque exerted by the controlled electric motor. The method includes ascertaining whether a requested setpoint speed change is in a predefined normal range, and if so, the electric motor is controlled in such a way that a load to be applied by the electric motor remains less than or equal to a nominal load capacity of the electric motor. If the requested setpoint speed change is outside the predefined normal range, the electric motor is controlled in such a way that the load to be applied by the electric motor exceeds the nominal load capacity of the electric motor, at least during a predefined overload operation time interval.

Method for operating an electric motor for braking a vehicle, and control device for an electric motor designed at least for braking a vehicle

A motor vehicle has a drive unit with at least one electric machine () and a control system for traction control. The control system has an ESP control unit () that determines a setpoint slip in a manner dependent on the driving situation for each driven axle () or each driven wheel (), and controls the drive unit in a manner dependent on the setpoint slip. The ESP control unit () determines a motor setpoint rotational speed for the respective electric machine () in a manner dependent on the setpoint slip. An electronic power system () of the respective electric machine () controls operation of the respective electric machine () based on the respective motor setpoint rotational speed.

Method for traction control in a motor vehicle, and control system for carrying out the method

In a method and a device for the control of a vehicle brake system, the setpoint values for each wheel are corrected based on the difference between brake pressures in at least one wheel brake of two different brake circuits.

Method and device for the control of a brake system

A vehicle stabilizing system, for motor vehicles in particular, includes a control unit in which a stabilization control algorithm is stored, a sensor system for detecting present actual values of vehicle state variables, and at least one actuator for implementing a stabilizing intervention when an unstable situation is detected. In order to be able to adapt the vehicle stabilizing system to different types of surfaces, a device is provided which supplies the control unit with information concerning the nature of the surface and at least one controller variable of the stabilization control algorithm is changed as a function of the supplied surface information.

Adaptation of a vehicle stabilizing system to the surface

A method and a device for determining a variable describing the speed at least one driven wheel of a motor vehicle. In this context, variables describing the respective wheel speeds for the remaining driven wheels of the motor vehicle, and a variable describing the output rpm of a transmission of the motor vehicle are determined. To be able to make a reliable variable describing the speed magnitude of the wheel available to a traction control system or a vehicle-dynamics control system of a motor vehicle in spite of the failure of a speed sensor arranged at one of the wheels, the variable describing the speed for the at least one driven wheel is determined as a function of the variables describing the respective wheel speeds of the remaining driven wheels and as a function of the variable describing the transmission output rpm.

Method and device for determining a speed variable of at least one driven wheel of a motor vehicle

A method for implementing a differential lock function for a vehicle. The vehicle is an all-wheel drive vehicle, and the differential lock function produces an interaxle lock acting between the front axle and the rear axle of the all-wheel drive vehicle. In response to incipient slippage of at least one driven wheel, the method implements the function of a differential lock, using actions carried out independently of the driver, on at least one arrangement for controlling the wheel torque. In this context, at least one setpoint value for a wheel torque to be set is selected for carrying out the actions executed independently of the driver.

Method and device for exercising a differential blocking function for a vehicle

The present invention relates to a method and a device for adjusting the output torque or the output speed of an internal combustion engine in order to protect the differentials. The crux and advantage of the present invention lies in calculating and monitoring the rpm differences or the rpm differences in the transverse direction of any vehicle (front-wheel-, rear-wheel-, and four-wheel-drive) as well as the difference in the Cardan speeds that exists in the longitudinal direction in four-wheel drive vehicles. When a specifiable limiting value is exceeded, an automatic reduction in the drive torque or an automatic limiting of the engine speed to a manageable level takes place. This protective function for the differentials cannot be switched off and is available even in the passively activated drive-torque AMR control system. It can only be realized by software using already existing sensors and actuator devices. The application outlay is minimal.

Method and device for protecting the differentials of a motor vehicle

A method and a device for determining a quantity describing the brake circuit pressure, with which the brake circuit pressure is determined for a pressure buildup, in particular a pressure buildup independent of the driver, and also for a pressure reduction. In a pressure buildup independent of the driver, the delivery performance of the pump which delivers the brake medium and is detected with sensing means is taken into account in determining the brake circuit pressure. In a pressure reduction, the brake circuit pressure is determined as a function of a quantity which describes the brake circuit pressure to be expected after the pressure reduction.

Method and device for determining a value representing the system pressure in a brake circuit

A brake controller is connected downstream of a primary vehicle dynamics computer and has a channel for controlling the yaw velocity at a desired value, and a channel for limiting the sideslip angle. The computer prescribes the desired value and the limit value, and determines which channel is effective on the basis of the driving situation. The two channels generate a control signal which is routed via a control amplifier having a proportional component and a differential component. An actuating signal which is used to input braking pressure at the wheel brakes is formed from the resulting signal components, the instantaneous driving situation being assigned in both cases to one of a plurality of classes, and this assignment being co-used to determine the wheels at which braking pressure is input.

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Loechgau, Germany

Andreas Erban