Siemens Aktiengesellschaft

Continental Automotive Gmbh

Martin Prenninger

Martin Fischer

Franz Hillenmayer

Stefan Maier

Frank Fischer

Johannes Feder

Dominik Fuessel

Björn Kattentidt

Michael Käsbauer

Carl-Eike Hofmeister

Gero Wuttke

Matthias Münch

Dieter Wagner

Jürgen Spotka

Johannes Kroitzsch

Dominik F&uuml;ssel

Manfred Fröhler

Robert Rauschecker

For operation of a motor vehicle () having a propulsion system (), when a critical operating state (STATE_CRIT) occurs and/or an operating error (ERROR) of the motor vehicle () and/or of the propulsion system () of the motor vehicle () occurs, the critical operating state (STATE_CRIT) and/or the operating error (ERROR) are signalled to a driver of the motor vehicle () by a reaction of the propulsion system () and/or by a reaction of the motor vehicle () which can be perceived by the driver.

Method and apparatus for operation of a motor vehicle

For the operation of a motor vehicle (), when a critical (CRIT) operation state (STATE) of the motor vehicle () and/or a drive system () of the motor vehicle () is detected in which an operation error (ERROR) can occur, a driver of the motor vehicle () is signaled (SIG) that there is a critical (CRIT) operation state (STATE). When the operation error (ERROR) occurs, the system is switched into a limited operation (LIMIT) of the drive system ().

Method and device for operating a motor vehicle

In a method for controlling the operation of an internal combustion engine, a target torque to be produced is determined in several steps: In a first step a torque requested by a user is determined and modified in subsequent steps by different functions, which reproduce the influences of at least one continuously determined working and/or operating parameter of the engine on the torque that is actually produced, in such a way that at the end of the steps the target torque required during the engine operation is defined and the engine operation and the determination of the working and/or operating parameter are monitored for errors. If errors occur, diagnostic values that describe or indicate the errors are generated and used to modify, in particular limit the target torque. The diagnostic values are individually assigned to the individual steps to modify the determination or modification of the torque performed in each step.

Device and method for controlling a drive unit

Devices and methods are used for ascertaining wheel positions of wheels on a wheeled vehicle. Separate wheel units are connected to each other via a vehicle bus and via an additional supply lead, so that for the purposes of learning the separate wheel units, the separate wheel units are connected to the supply lead successively in a predetermined sequence and provided with a new, individual identity code, or subjected to a wheel-unit-specific dc voltage potential as an identity code by using at least one additional connection.

Device and method for ascertaining the wheel position of wheels on a wheeled vehicle

In control systems () for internal combustion engines () in motor vehicles it is known that fault diagnoses are carried out to ensure the functional reliability of the internal combustion engine () or the motor vehicle even in the event of a fault. If a fault symptom () occurs, the cause of the fault is determined and a diagnosis manager () is used as a rule to deactivate the defective control system () completely or to initiate an emergency operation function. It is proposed that all information relating to fault symptoms should be listed, the actual cause should be determined by comparison with stored fault profiles and as a result only the smallest possible restriction of the functions of the relevant control systems () should be initiated. This has the advantage that the control system () can as a rule continue to be operated despite their restricted functional scope.

Method and device for fault diagnosis in control systems in an internal combustion engine in a motor vehicle

In a tire pressure measurement system a display indicating whether a tire () has an inadmissible or incorrect tire pressure and which tire () has inadequate tire pressure, is only activated when the driver stops to refuel. One or more sensors () are located near to the tank for this purpose and these identify a fuel stop.

Device for measuring the tire pressure of any wheel on a motor vehicle and method for operating the device

The arrangement for monitoring at least one parameter for a number of motor vehicle wheels uses at least one receiver antenna that features a directional characteristic such that at least the signals which are transmitted by detector units located at two different vehicle wheels can be uniquely assigned to the relevant wheel positions as a result of the different receive level. The use of a number of receiver antennas allows either the number of distinguishable detector units to be increased or a redundancy to be created to improve the reliability of the detection.

Arrangement for monitoring at least one parameter for a number of motor vehicle wheels

A method of monitoring a tire pressure, comprises the steps: measuring at least one parameter that influences the tire pressure, calculating the optimum tire pressure &rgr; on the basis of the at least one measured parameter, comparing a measured tire pressure p with the optimum tire pressure &rgr; in order to generate a deviation signal in the event of a predetermined deviation.

Method and system for monitoring a tire air pressure using a counter

A device for monitoring at least one parameter for vehicle wheels includes, on each wheel, a detector unit having a transmitter unit that respectively transmits a phase-modulated or frequency-modulated signal to a central evaluation and control unit. Each detector unit transmits, at specific time intervals, a brief signal that contains a uniquely defined identifier. After a wheel is changed, a renewed assignment of the detector unit to the respective wheel positions can be carried out in an assignment mode of the detector unit and of the control unit, by registering a profile of the mean reception power for each detector unit as a function of the angular position of the respective wheel and comparing such signature profile with stored signature information. The comparison can be carried out by cross-correlating the two respectively decisive curves, or by comparing individual values or specific characteristic variables of the profiles.

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Wuppertal, Germany

Martin Prenninger