Continental Teves, Ag and Company Ohg

Itt Automotive Europe Gmbh

Thomas Kranz

Alfred Eckert

Peter Wanke

Stefan A Drumm

Gunther Buschmann

Ralph Gronau

Bernhard Giers

Bernhard Kant

J&uuml;rgen Woywod

Johannes Graber

Benno Lammen

Holger Duis

Ralf Endress

Thomas Geiger

Karl-Friedrick Worsdorfer

Hermann Esselbrugge

C Jan Neederkorn

An integrated microprocessor system for safety-critical control systems, comprising at least two microprocessor system modules each comprising at least one processor core, a read/write memory and a memory protection unit, and a read-only memory which is jointly assigned to the processor cores of the microprocessor system modules. Each of the microprocessor system modules executes a main program and a monitoring program which may comprise a plurality of subprograms. If the memory protection unit detects unauthorized operations by one of the programs for accessing a separate address area (A, B) of another program, then the respective memory protection unit assigns a separate address area (A, B) of the read/write memory to the main program and to the monitoring program.

Integrated microprocessor system for safety-critical control systems including a main program and a monitoring program stored in a memory device

A device for controlling the driving stability of a vehicle includes a detection device for detecting an operating condition of the vehicle, a device for building up braking pressure for at least one of the wheels, and an influencing device which influences the braking pressure of one or more wheels in dependence on the detected operating condition of the vehicle. The above device also comprises a starting device which activates the device for building up braking pressure in idle mode before the commencement of an operating condition which initiates influencing of the braking pressure.

Method and device for regulating the driving stability of a vehicle

In order to adapt a simplified vehicle model to the driving behavior of a real automotive vehicle, it is possible to modify the slip rigidity values assumed to be constant in a linear model. After departure from the linear range of the lateral-force/slip-angle characteristic, a lower value can be assumed for the slip rigidities. However, this will involve the risk that the wheels of the rear axle are already in a slip angle range to which the lower slip rigidity is associated whereas the front wheels are still in the linear range of the lateral-force/slip-angle characteristic. This would impart to the vehicle model an oversteering behavior which should the more so be avoided if such a vehicle model is used for presetting the nominal value. This problem is solved, in the practice of the invention, by suggesting to modify only the slip rigidity values of the front axle while the ones of the rear axle are assumed to be constant.

Process for determining ideal vehicular performance

Apparatus for improving the driving behavior of a vehicle is provided. The vehicle has front and rear axles, each having a plurality of wheels. Each wheel-has a brake. Sensor are provided for measuring the rotational speed of each wheel, the vehicle yaw rate and the vehicle lateral acceleration. An anti-lock braking system provides first preset pressure values for controlling each brake, to prevent the wheels from locking during braking. A traction slip control system provides second preset pressure values for controlling each brake, to prevent the wheels from slipping during acceleration. A brake effort proportioning system provides third preset pressure values for distributing braking pressure between the wheels of the front axle and the wheels of the rear axle. A yawing moment controller provides fourth preset pressure values used to control each brake during cornering, to avoid application to the vehicle of an unbalanced moment which would cause the vehicle to understeer or oversteer. The antilock braking system, traction slip control system, brake effort proportioning means and yawing moment control system all operate independently of one another. A prioritizing mechanism applies criteria to determine a desired brake pressure that is applied to each wheel, based on the outputs of the antilack braking, traction slip control, brake effort proportioning, and yawing moment control systems.

System for driving stability control

Control circuit for automotive vehicle motion control systems

Apparatus for controlling an automotive vehicle is provided. The vehicle has a plurality of wheels which contact a pavement surface. Each wheel has an individually operable brake. A yawing moment control mechanism determines a moment that is applied to the vehicle to prevent an undesirable yaw angle, yaw rate or yaw acceleration. A slip determining mechanism determines a longitudinal slip value of each of the wheels, individually. A distribution logic mechanism determines an individual braking pressure to be applied to each respective one of the brakes based on the moment. The distribution logic mechanism includes a facility for selectively actuating at least one of the brakes so that the longitudinal slip value of the wheel to which the one brake corresponds is greater than a longitudinal slip value at which the coefficient of friction between the wheel and the surface reaches a maximum value, without actuating all of the brakes at longitudinal slip values above the maximum friction longitudinal slip value.

Driving stability control system with selective brake actuation

Growing community of inventors

Rosbach, Germany

Thomas Kranz