Robert Boschgmbh

Mercedes-benz Aktiengesellschaft

Temic Telefunken Microelectronic Gmbh

Reinhard Helldorfer

Hans Rauch

Ulrich Kanzler

Matthias Gramann

Bernhard Topfer

Jurgen Leuteritz

Gerhard Hettich

Harald Bauer

Wolfgang Kiesewetter

Thomas Just

Eva Osterkamp

Stefan Hartmann

Adam Weimann

Bernd Gebhart

Heinz Eyyinger

In a method for controlling the braking process of a motor vehicle, nonlinear boosting of the braking force is performed if the actuating speed of the brake pedal exceeds a specified trigger threshold value. This trigger threshold value is formed as a function of the instantaneous speed of the motor vehicle, the pedal position of the brake pedal or a variable directly proportional thereto, and of a motor vehicle specific, brake dependent correction value.

Method for controlling the braking process in a motor vehicle

A method is described for determining the wheel speed during braking of a vehicle having in addition to at least one wheel with speed sensor at least one further wheel without speed sensor and means for determining the braking pressure. For this purpose, the braking operation is subdivided into several time intervals during which the relative value from the braking energy and the kinetic energy of the vehicle are obtained, and the contribution of the wheels without speed sensors to the braking energy is defined during a first time interval. Furthermore, the ratio of the relative value in this time interval to the relative values in further time intervals is formed, and the mean value for the wheel speed of all wheels without speed sensors is ascertained in the further time intervals from the ratio of the relative values.

Method for determination of wheel speed

A method is described for determining brake coefficients, which define the relationship between the brake pressure and the brake force at a wheel or axle of a motor vehicle or of a section of a vehicle combination during the braking operation of the vehicle or vehicle combination. During the braking operation of vehicle, the wheel speed and the brake pressure are determined measurement/time intervals with differing brake pressure distribution between the wheels, axles or vehicle sections are formed, in which the equilibrium of forces between the brake force and the force of inertia of the motor vehicle is obtained. The mass-related brake coefficients of the brake-pressure-sensed wheels or axles and a mean value for the mass-related brake coefficient of all non-brake-pressure-sensed wheels or axles are determined from the equations for the equilibrium of forces in the measurement/time intervals; by forming the quotient between these mass-related brake coefficients, the relative brake force development of the individual axle (or of the individual section of the vehicle combination), i.e. its respective proportion of the total brake force sum, can be determined without the need to know vehicle-specific design data or the total mass.

Method for controlling a braking operation including determining brake

Method of inputting starting and destination points into navigation

Navigation method for vehicles with electronic compass

To determine the optimal location for a magnetic field sensor in a navigational system in a vehicle, the field sensor is preliminarily and releasably secured at a first location in the vehicle, and then the vehicle is rotated by 360.degree., for example by moving it in a circular course. An evaluation circuit is connected to the field sensor which determines the maximum or minimum value of the entire field vector (H.sub.x, H.sub.y). The level of the disturbance field (Hs.sub.x, Hs.sub.y) is determined by carrying out the calculation by adding half of the respective maximum and minimum values in the respective vectorial directions. The steps are then repeated with a different location of the sensor and, when a minimum disturbance field is determined, the sensor can be secured to the vehicle. If the vehicle contains electrical equipment or appliances generating electromagnetic fields, for example electric motors, rear window defroster windings or the like, the testing steps should be repeated with the appliance energized so that any stray field generated thereby will not disturb the field sensor. Preferably, the disturbance field should be not over half of the saturation field of the sensor and, most desirably, should not be over half of geomagnetic field of about 16 A/m.

Method of determining the location of a navigational magnetic field

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Igelsdorf, Germany

Reinhard Helldorfer