Wabco Fahrzeugbremsen Gmbh

Wabco Westinghouse Fahrzeugbremsen Gmbh

Wabco Gmbh

Wabco Gmbh & Co Ohg

Wabco Vermogensverwaltungs Gmbh

Klaus Lindemann

Axel Stender

Gerhard Ruhnau

Dieter Frank

Erwin Petersen

Wolfgang Gudat

Armin Sieker

Norbert Witte

Konrad Rode

Hans Holst

Detlef Schmidt

Ingo Tha

Henrich Riedemann

Ulrich Weihe

Horst Deike

Hans-Klaus Wolff

Manfred Saba

Hans-Harald Kaess

Johannes Moller

Axel Gieseler

Wolf-Christian Breithor

Wilfried Reinefeld

Jürgen Koch

A process to prevent a vehicle, such as a tractor-trailer, from overturning while negotiating a curve recognizes the potential for overturning, and automatically activates a preventive braking process. In addition, the automatic braking process is terminated in a timely fashion to avoid overbraking the vehicle. This is accomplished by subjecting at least one wheel on the inside of the curve to a relatively weak braking force during the automatic braking process, and by adjusting the braking parameters in accordance with the vehicle's response characteristics.

Process to prevent the overturning of a vehicle around its longitudinal axis

In a motor vehicle with one or several driven axles, as well as with corresponding equalizing gears and/or power dividers for the compensation of differences in the speeds of the wheels, the spinning of wheels and/or axles is avoided through the use of braking devices for the braking of individual wheels, in conjunction with locking devices for the above-mentioned equalizing gears and/or power dividers. Upon reaching a predetermined speed difference value between the drive axles, a reduction of this speed difference is first brought about by actuation of the corresponding braking devices. When a predetermined approach tendency of the wheel speeds to each other is reached, a synchronization of the wheels is obtained by actuating the appropriate locking device. In this manner, a synchronization of rotating parts is achieved during any speed behavior of the rotating parts, without damage to parts of the motor vehicle.

Method and apparatus for the synchronization of two rotating parts

A process for the verification of an antilock braking system (ABS) in a vehicle to check for correct connection of the component wheel sensors (3, 4, 17, 18, 19, 20), braking pressure modulators (7, 9, 12), and brake cylinders (5, 6, 10, 11, 13, 14) is proposed. The method can be used in a new installation of the ABS or when resuming operation after repair of the system. In a first step, the user causes a single sensed wheel to rotate. This actuates a testing mode in the ABS electronic controller (8). The electronic controller (8) then actuates the modulator belonging to the rotated wheel. From the response of the sensed wheel and/or the actuated modulator, the user recognizes whether the matching between the sensor of the rotated wheel and the actuated modulator is correct. This procedure is then repeated with the other sensed wheels.

Method for the verification of electrical connections for an antilock

An anti-lock brake system for vehicles with an electronic system which regulates the braking pressure of a monitored wheel as a function of the wheel speed, so that locking is prevented. The system is designed so that each wheel has its own speed sensor, and both wheels of one axle are pressurized with pressure medium by means of a joint control valve controlled by the electronic system. This arrangement corresponds to that of a select-low regulation. To shorten the extended braking distance on roads with different traction on each side, which occurs with a select-low regulation, the control system is designed so that when a retard signal (-b) occurs, the electronic system does not switch as usual to 'remove pressure', but, at least until the occurrence of a slip signal (.lambda.), the control valve is switched to the 'maintain pressure' position.

Anti-lock brake system for vehicles

A system for automatically overriding operator control of engine power delivered to the drive wheels of a motor vehicle when a wheel slip condition is detected during vehicle acceleration. A pneumatic actuator in the engine fuel control circuit is operated in a controlled manner to cause the engine fuel lever to initially decrease power at a relatively fast rate and then at a relatively slow rate to alleviate the wheel slip. Once the wheel slip condition is corrected, the actuator is reset in a controlled manner, which allows the fuel lever to restore engine power, initially at a relatively fast rate and subsequently at a relatively slow rate, such rate controlled adjustment of engine power during each wheel slip control cycle providing less cyclic control of the wheel slip correction process, and accordingly a smoother acceleration.

Control system for a motor vehicle engine to prevent slipping of the

An anti-skid brake control circuit arrangement for improving the steerability of a vehicle during braking on a roadway having a different coefficient of friction on opposite sides of the vehicle, and including a plurality of sensing devices for sensing the rotational behavior of the vehicle wheels. A plurality of control circuits associated with the sensing devices for evaluating the rotational behavior of the braked wheels and for obtaining +b, -b, and .lambda. control signals for controlling solenoid supply valves which regulate the brake pressure on the wheels so that the braking pressure is applied in pulses to a wheel running with a higher coefficient of friction. The control circuits and the solenoid supply valves are interconnected by at least two operating circuits which include timing circuits wherein the braking pressure on the wheel running with a higher coefficient of friction which has not yet been controlled is alternately held constant and then is increased in response to the control signals of the control circuit of the wheel running at a lower coefficient of friction.

Control arrangement for improving the driving stability of motor

Sensor devices detect the dynamic response of each vehicle wheel to braking pressure and produce control signals if the associated wheel rapidly decelerates, slips, or accelerates. When braking pressure is initially applied, a deceleration control signal output from the sensor associated with a low friction wheel actuates, through a co-control logic circuit network, exhaust of braking pressure on both wheels on the corresponding axle. Shortly a period of fast application of braking pressure on both wheels occurs for a preselected time interval. This application is extended, for the co-controlled wheel only, for a shorter time period established by a timer through the logic network. After a holding period for both wheels, but at different pressure levels, a brief increase in braking pressure is actuated until another deceleration signal is output by the controlled wheel sensor. This actuates an exhaust of pressure in both wheels. However, the co-controlled wheel exhaust is normally of shorter duration since a subsequent slip control signal from the controlled wheel acts only to continue to exhaust that wheel's pressure. The periods of timed application, hold, and exhaust repeat as vehicle speed is reduced.

Process and apparatus for controlling the braking pressure in anti-skid

An antiskid control system for the individual regulation of fluid brake pressure at the respective wheels of a vehicle. The control system is modified so that a steering wheel experiencing high wheel/road adhesion is co-controlled during a cycle of wheel skid control at the steering wheel experiencing a low wheel/road adhesion value, such co-control being delayed at the onset of brake release at the low adhesion wheel, while the high adhesion wheel brake pressure is maintained constant to improve stopping distance.

Control system for improving the steering stability of motor vehicles

A circuit arrangement for influencing the brake pressure venting phase and/or brake pressure retaining phase for an antiskid vehicle braking system when the measured velocity difference deviates from a given velocity difference during controlled braking. The velocity change is determined as a function of the wheel tendency or tendencies by measuring and differentiating the velocity value or values at the interval boundaries of an assigned time .DELTA.t of the control signals or by the assigned times of the control signals. A switching circuit, to which the brake pressure control signals, such as, the acceleration +b, deceleration -b and slip .lambda. control signals, and a signal representing the wheel tendencies, such as, either positive or negative velocity change of the sensed wheel or wheels, can be set upon drop away of a +b or -b signal. The switching circuit controls a shifting circuit which changes the assigned time .DELTA.t or some or all assigned times .DELTA.t or changes the switching times of the control signals as a function of the signal or signals indicating the wheel tendency or tendencies. Thus, the shifting circuit produces a high signal, a medium signal, or a low signal indication representing an appropriate assigned time .DELTA.t.

Circuit for influencing the brake-pressure release and/or brake-pressure

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Hanover, Germany

Klaus Lindemann