Continental Teves, Ag and Company Ohg

Itt Manufacturing Enterprises, Inc.

Itt Automotive Europe Gmbh

Continental Ag & Co., Ohg

Dieter Burkhard

Robert Schmidt

Ralph Gronau

Mario Roszyk

Henning Kerber

J&uuml;rgen Woywod

Jochen Zimmermann

Jochen Müller

Jean-Claude Schwartz

Manfred Dornseiff

Norbert Ehmer

Andreas Kohl

Lothar Kienle

Alexander Volz

Rüdiger Mahlo

Helmut Fennel

Andreas Neu

Holger Kollmann

Faouzi Attallah

Thomas Proger

Jürgen Woywod

Ralf Richard Reviol

Thomas Bauer

Hans Georg Ihrig

Michael Kremer

Manuel Kasten

Michel Wagner

Arne Cornils

Peter Leska

Michael Stein

Hans-Georg Ihrig

Hans-Joachim Buttner

Mirco Loos

Artur Kost

Jörg Berntheusel

Joachim Borneis

Gunner Janssen

Gerhard Kunz

Tobias Franke

Jusuf Muratoski

Micro Loos

Christina Lorang

Jochen MÜLLER

Michael Wagner

Thorsten Herrmann

Mahan Poursedighi

Holger Schafferus

Matthias Kalff

Christina Grenner

The invention relates to a method for improving the control behavior of an electronic motor vehicle braking system which comprises at least a slip control function. Wheel dynamic information which is evaluated as a criterion for initiating a control intervention is used individually for each wheel and is compared with control thresholds for a pressure reduction phase, a pressure maintenance phase, and a pressure buildup phase for generating corresponding braking torques by means of a vehicle braking system. According to the invention, the expected acceleration change of a vehicle wheel is calculated from a pressure change at said wheel, said pressure change being caused by a control intervention; the actual acceleration change at the vehicle wheel, said acceleration change being caused by the pressure change, is determined from measured wheel speeds as wheel dynamic information; and the control behavior of the slip control is adapted when the actual acceleration change deviates from the expected acceleration change by a defined degree such that the deviation is minimized.

Method for improving the control behavior of an electronic motor vehicle braking system

A method for setting a slip threshold for a vehicle movement dynamics control device of a motor vehicle is provided. The method includes defining a slip threshold starting from which the vehicle movement dynamics control device is activated in order to reduce slip, and determining wheel-specific minimum slip values for the wheels of the motor vehicle, which slip values are derived from the respective wheel-specific slip signals. The method also includes detecting a geometric slip by correlating all the determined wheel-specific minimum slip values with one another, and evaluating the wheel-specific minimum slip values that are correlated with one another. The method also includes raising the slip threshold in the event of geometric slip being detected. The present disclosure also relates to a vehicle movement dynamics control device.

Method for setting a slip threshold and vehicle movement dynamics control device

The disclosure relates to a method for adapting a control strategy of a slip-control system of a brake system of a vehicle in a &#x3bc;-split situation, in which different wheel-specific brake pressures, are set at opposite wheels of a vehicle axle. The resulting brake pressure difference is limited. In some examples, to generate a brake pressure request, a maximum pressure difference value deviating from a reference pressure difference with a predefined tolerance value is determined on a wheel-specific basis for the wheels lying opposite one another. The reference pressure difference corresponds to the value of the current low-pass-filtered brake pressure difference, and the brake pressure request for each wheel is determined as a minimum of the wheel-specific brake pressure determined from the control strategy of the slip-control system, and from the sum of the average brake pressure of the wheel lying opposite and the wheel-specific maximum pressure difference value.

Method for adapting the control strategy of a slip-control system of a vehicle in a &#x3bc;-split-situation

A method for operating a brake system for motor vehicles comprises in a normal control mode of the system, a displacement of a piston for a pressure supply device is terminated, and inlet valves of the wheel brakes are closed in the event of a specified brake condition. The normal control mode is switched to a special control mode in the event of a specified condition for the pressure supply device. In the event of the specified brake condition in the special control mode, a displacement of the piston of the pressure supply device is terminated by outputting an actuation signal to the pressure supply device, and for at least one selected wheel brake, the corresponding inlet valve is kept open and the corresponding outlet valve is opened at least temporarily while the inlet valves of the remaining wheel brakes are closed.

Brake system and method for operating a brake system

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.

Method for determining the conditions of an underlying surface during unbraked or braked travel of a vehicle

Method for determining a model upstream pressure (P) using a mathematical model in a motor vehicle brake system. An electrically controllable hydraulic valve () control brake pressure on a wheel brake. Wheel sensors () provide a vehicle speed signal. From the vehicle speed signal (v) generating at least a first low pass filtered vehicle speed signal (V, V, V) for using with a first limit frequency (f, f, f), from whose time profile the point in time (t) of a significant decrease is detected, used for determining a time duration (Timer) starting with deceleration of the vehicle, which ends at the onset of regulation of the braking process. For the classification of the actuation speed of the brake pedal () the time duration (Timer) is compared with one or more threshold values (SW, SW). Depending on the comparison, determining a model upstream pressure (P) using the mathematical model.

Method for determining a model upstream pressure by means of a mathematical model in an electronically regulated motor vehicle brake system

A correction method in which characteristic curves and/or correction values are produced, by way of which the drive current for one or more electrically activated hydraulic values operated in an analog fashion is measured during a pressure regulation in such a way that, during the operation of an anti-lock regulation, one or a respective characteristic curve is first prescribed and then the prescribed characteristic curve is corrected, particularly in a learning process, wherein, after a pressure build-up phase, the current pressure model value (Pmod) is compared to and/or analyzed using a model locking pressure level (Pmax).

Correction method for the correction of characteristic curves for analogized hydraulic valves in motor vehicle braking systems

A control valve conditioning method in an electrohydraulic pressure control unit comprising at least one electrically triggered solenoid valve that is controlled in an analog manner. The solenoid valve is operated at a specific operating current according to a functional correlation or characteristic diagram between the valve current and the differential pressure characteristic curve when the pressure is controlled, said functional correlation or characteristic diagram being stored in the pressure control unit. The method comprises the following steps: a) temporarily applying at least one anti-hysteresis pulse to the solenoid valve during which a current is set far below or far above the operating current in the valve; b) applying the anti-hysteresis pulse at the desired operating current before or during controlled operation, and c) applying the anti-hysteresis pulse wherein the duration is limited in such a way that the anti-hysteresis pulse has largely no influence on the brake pressure.

Method for conditioning a control valve

A method shall render it possible that an especially favorable pilot control can be achieved with an electrically controllable hydraulic valve (), in particular an analog/digital inlet valve of a friction brake of a motor vehicle brake system. To this end, an actuating current is applied to the hydraulic valve (), which is determined by linking an available opening current characteristic curve (I(&#x394;P)) of the hydraulic valve () to a correction value (i), with the correction value (i) being predetermined depending on a number of parameters that are characteristic of the hydraulic valve ().

Method for calculating the control current of an electrically controllable hydraulic valve

A motor vehicle brake system having a hydraulic cable, via which a wheel brake module can be pressurized by a brake medium using brake pressure from a brake cylinder and to which a low pressure accumulator is connected for temporarily receiving excess brake medium, wherein the low pressure accumulator is connected to the hydraulic cable via a backflow line and a return pump interposed in the return line in order to return temporarily stored brake medium, the return pump being cyclically actuated for adjusting the pump capacity such that an activation occurs within each braking cycle during a portion of pump cycles that corresponds to the pump capacity, is intended to provide particularly high operational safety while also providing a comfortable pedal sensation.

Motor vehicle brake system having a low pressure accumulator

The present invention relates to a method for improving the control behavior of a controlled automotive vehicle system, in particular an anti-lock brake system (ABS), a driving stability control system (ESP), or another brake system extended by other functionalities, wherein evaluated wheel dynamics data (dyn) and evaluated wheel slip data (slip) are taken into account as a criterion for the initiation of a control intervention for each individual wheel, and the sum thereof is compared to a control threshold (&#x3c8;). For a better weighting of wheel dynamics and slip, the invention discloses determining evaluation parameters (&#x3b1;, &#x3b2;) that can be modified in response to driving conditions and taking them as a reference in the evaluation of the wheel dynamics data (dyn) and in the evaluation of the wheel slip data (slip).

Method for improving the control behavior of a controlled vehicle braking system

The present invention relates to a method for improving an anti-lock control system, in particular for improving driving stability during braking on laterally different coefficients of friction. According to the method, a desired yaw rate is determined using at least one steering angle signal of a steering angle sensor and an actual yaw rate is determined using at least one yaw rate sensor, and the instability is evaluated using a parameter that serves for a qualitative and quantitative judgment of a deviation between the actual yaw rate and the desired yaw rate. Both yaw rate deviation and the time derivative of the yaw rate deviation are used to determine the parameter.

Electronically programmable method for improving the control behavior of an anti-lock braking control system

To improve the control behavior of a brake system with anti-lock control (ABS) on the occurrence of road irregularities, a brief braking pressure reduction phase with a major braking pressure reduction on a wheel, followed by a high re-acceleration of the wheel, is interpreted as a road irregularity if the quotient of the duration of the braking pressure reduction and of the total duration of the pressure reduction phase multiplied by the re-acceleration of the wheel or the maximum value of the re-acceleration or if the acceleration variation or the maximum value of the acceleration variation exceeds predetermined limit values, and a braking pressure rise that is increased compared to the standard ABS control is caused as a result of detection of the road irregularity.

Method for improving the controlling action of an ABS

A method for controlling an anti-lock braking system, intended for motor vehicles having all-wheel drive, electric signals representative of the rotational behavior of the vehicle wheels are produced and logically combined. When a locking tendency occurs, the braking pressure is controlled, and the instantaneous wheel slip, the wheel acceleration, and the wheel deceleration are evaluated as control criteria, and wherein the individual wheel speed is compared to a vehicle reference speed which is used as a reference quantity for controlling the braking pressure. In the event of a wheel rotational behavior that is typical of a spinning tendency and is revealed by a rise of the vehicle reference speed in excess of the actual vehicle speed, the control concept is modified up to a defined point of time in that the instantaneous wheel slip is left out of account as a control criterion for this spinning phase and the braking pressure control becomes dependent on merely the wheel acceleration or the wheel deceleration.

System for controlling an anti-lock braking system for motor vehicles having all-wheel drive

The present invention relates to a method of detecting the roll angle of a cornering vehicle which comprises at least one axle and at least two wheels, the vehicle being equipped with a transverse acceleration sensor means which senses the transverse acceleration that acts on the center of gravity of the automotive vehicle generally in the horizontal plane of the vehicle. To provide a method which does not require an additional sensor means and is virtually independent of given vehicle characteristics or dimensions, the component of the transverse acceleration which essentially acts in the horizontal plane of the vehicle is detected by the transverse acceleration sensor means during cornering. In addition, a condition variable which is correlated to the centrifugal acceleration acting on the center of gravity is detected, and the roll angle of the vehicle is calculated from the difference between the detected component of the transverse acceleration and the determined centrifugal acceleration, the said difference being weighted with a factor.

Method and device for detecting the overturning hazard of a motor vehicle

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Bingen-Büdesheim, Germany

Dieter Burkhard