Wabco Gmbh

Zf Cv Systems Europe Bv

Zf Cv Systems Global Gmbh

Wabco Gmbh & Co Ohg

Zf Cv Systems Hannover Gmbh

Tobias Munko

Arne Michaelsen

Gerhard Ruhnau

Ingo Tha

Thomas Dieckmann

Axel Stender

Julian Van Thiel

Robert Otremba

Thomas Lenz

Klaus Plaehn

Jan Schubert

Detlef Schmidt

Ralph-Carsten Lülfing

Immanuel Henken

Christoph Barth

Heiko Kopper

Benno Meyer

Klaus Plähn

Michael Knosmann

Ruppert Kamping

Andre Bork

Marcel Schlottmann

Bernd Oldemeyer

Timo Pascal Behrens

Michael Heise

Stefan Selent

Dieter Becker

Arwed Sienitzki

Sascha KÜSSNER

Thomas Wolf

Ulrich Von Behren

The disclosure relates to a vehicle system for a vehicle, in particular a commercial vehicle, that includes an electronically controllable pneumatic braking system, and an electronically controllable steering device. The electronically controllable pneumatic braking system has a redundant control unit, which controls the brake circuits in the event of a failure of an electronic stability control of the braking system during travel. In the event of the failure of the electronic stability control during travel, the redundant control unit performs axle-wise control of the front axle with a front axle redundancy brake pressure and/or of the rear axle with a rear axle redundancy brake pressure and the electronically controllable steering device carries out laterally stabilizing steering interventions in order to keep the vehicle in a tolerance corridor of a predefined target trajectory of the vehicle. The disclosure also relates to a vehicle and a method.

Vehicle system having an esc-fault-tolerant braking system

A method is for determining a side slip angle during the cornering of a vehicle. The following variables are recorded and interlinked via a mathematical vehicle model with assumptions of the linear single-track model: a predetermined or measured position of the center of gravity between a front and rear axle, the current vehicle velocity, a current vehicle cornering motion variable, the current steering angle on the front axle. To simplify the determination of the side slip angle, it is determined under the assumption that the difference between the side slip angle and the Ackermann side slip angle is proportional to the difference between the Ackermann angle and the steering angle. The actual side slip angle is deduced from the relationship of the measured steering angle and the Ackermann angle based on the proportionality relationship of the Ackermann side slip angle theoretically present when driving through the same curve without slip.

Method for determining a side slip angle during cornering of a motor vehicle, driver assistance system for carrying out the method, and motor vehicle

A method for controlling a vehicle when driving on a bend, includes determining bend information, wherein the bend information characterizes a further course of the bend in a direction of travel after a current position of the vehicle, determining predicted lateral acceleration values based on the bend information, wherein each of the predicted lateral acceleration values indicates a lateral acceleration predicted to act on the vehicle at a respective one of a plurality of future positions over the further course of the bend, and determining the probability of overturning at the future positions based on the predicted lateral acceleration values by comparing the predicted lateral acceleration values with a lateral acceleration limit value. A roll stability control system outputs a reduced deceleration request if the predicted lateral acceleration values undershoot the lateral acceleration limit value at least in certain regions.

Method for controlling a vehicle on a bend and roll stability control system

In a method for stabilizing the driving behavior of a tractor-trailer combination, a tilting inclination variable is obtained and a tilting limit is determined on the basis of the tilting inclination variable and is prescribed to a vehicle movement dynamics control system. A vehicle movement dynamics control device carries out the method. In order to improve the stabilization of the driving behavior of tractor-trailer combinations with different loads of the individual vehicles, the respective tilting inclination variable is determined at a plurality of vehicles of the tractor-trailer combination, and the value of the tilting inclination variable for the determination of the tilting limit which is decisive for the determination of the tilting limit is obtained from the tilting inclination variables.

Method for stabilizing the driving behavior of a tractor-trailer combination and vehicle movement dynamics control device

A method for detecting an operating state of a vehicle, includes selecting the operating state from at least a first or a second operating state for a vehicle that includes a pneumatic brake system and a pneumatic control connection for connecting the pneumatic brake system to a further pneumatic brake system of a trailer. The method includes the following steps: applying pressure to the control connection until a starting pressure in the control connection is set; opening the control connection such that a pressure between the control connection and an environment is equalized; detecting a temporal pressure pattern during the pressure equalization; comparing the temporal pressure pattern to a reference pressure pattern; determining an evaluation result based on the comparison of the temporal and the reference pressure pattern; and assigning the evaluation result to the first or the second operating state of the vehicle.

Method and system for identifying operating states of a vehicle, and a vehicle which comprises such a system

A method and device are provided for determining the installation position of a sensor module in a vehicle&#x2014;namely, for determining whether the sensor module has its longitudinal axis oriented longitudinally or transversely. The sensor module has a longitudinal acceleration sensor for measuring a longitudinal module acceleration in the direction of the longitudinal axis and/or a transverse acceleration sensor for measuring a transverse module acceleration transversely with respect to the longitudinal axis. To this end, while the vehicle is travelling, a measured longitudinal module acceleration and/or a measured transverse module acceleration is compared with a longitudinal vehicle acceleration and/or a transverse vehicle acceleration ascertained in another way. By the comparison, at least one degree of conformity is ascertained, which represents the conformity of a measured module acceleration with a calculated vehicle acceleration. The installation position of the sensor module is then determined by means of the degree of conformity.

Method and device for determining the installation position of a sensor module in a vehicle

A method and apparatus for calibrating wheel speed signals measured by wheel rpm sensors in a vehicle equipped with at least one longitudinal acceleration sensor integrates the signal of the longitudinal acceleration sensor during the acceleration or deceleration phases of the vehicle, and the resulting vehicle speed signal is compared against the signals of the individual wheel rpm sensors. A determination is made as to whether a deviation that may exist for a wheel lies within a predefined tolerance range. If a deviation falls outside of the tolerance range, the parameterized tire circumference of the associated wheel is adaptively recalibrated until the deviation falls within the tolerance range.

Method and apparatus for calibrating wheel speeds

A method for identifying low-pressure tires includes determining the number of revolutions of each wheel over a preselected driving distance, and comparing crosswise by summing the number of revolutions of the diagonally opposite front right/rear left and front left/rear right wheels and taking the difference between the sums, a diagonal containing a low-pressure tire being identifiable via the sign of the difference between the diagonals. A further comparison for each side of the vehicle is effected by summing the revolutions of the front left/rear left side and front right/rear right side wheels and comparing the difference between the sums, the side containing a low-pressure tire being identifiable via the sign of the difference between the sides. The difference between diagonals is compared with a low-pressure threshold value. If the threshold is exceeded, the signs of the difference between diagonals and between sides are logically combined to identify the low-pressure tire.

Method for identifying vehicle wheels having low tire pressure

An improved braking method and system for a vehicle equipped with an anti-lock brake system (ABS), a traction control or anti-slip regulation system (ASR) and one or more additional systems capable of effecting automatic braking of the vehicle independently of driver control, e.g., an adaptive cruise control system (ACC) or a rollover stability control system (RSC). Automatic braking takes place by admission of brake pressure to the drive axle. To detect a simultaneous braking demand of the driver, the wheel speeds of the non-driven axle or axles are compared with the wheel speeds of the drive axle or axles. If the wheel speeds of the non-driven axle(s) are less than the wheel speeds of the drive axle(s), or less than a vehicle reference speed, the brake pressure injected in response to driver demand is also fed to the brake cylinders of the wheels of the drive axle(s).

Vehicle braking method and system

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Hannover, Germany

Tobias Munko