Abstract: A circuit arrangement for operating a solenoid actuator, for example, an electric motor provided in the form of a switched reluctance motor, permits operation of the motor in the event of malfunction or failure of part of an energy supply. The circuit arrangement advantageously includes an auxiliary battery serving as a redundance in addition to a main battery. The auxiliary battery is smaller and has a lower nominal voltage than the main battery. In order to permit continued operation of the electric motor in the event of failure, with a nominal operating voltage which is adapted to the nominal voltage of the main battery, a capacitor which can be switched on and off is connected in series to the batteries. An energy quantity can be accumulated in the capacitor by switching the current switching through an exciter winding of the electric motor in the manner of a switching regulator, whereby the nominal voltage of the capacitor finally exceeds the voltage in the auxiliary battery.

Abstract: A process for determining the wheel radius ratios of a vehicle equipped with an anti-lock braking system uses the rotational speeds of the vehicle wheels to determine a vehicle drive slip value. This drive slip value and the driving force of the vehicle drive wheels are combined in a Kalman filter to compute the wheel radius ratio data. When traveling around curves, however, the drive slip value calculation can become inaccurate, thereby corrupting the computed wheel radius ratio data. To correct for this curve travel effect, the inventive process includes the yawing rate of the vehicle in its computations. As a result, the corrected wheel radius ratios can be more reliably used for detecting tire pressure problems.

Abstract: An electronic control apparatus contained within a housing comprises a printed circuit board with both electronic components and at least one pressure sensor. A pressure conduit is used to channel a pressure medium to be measured to the pressure sensor. The perimeter edge of the pressure conduit facing the pressure sensor is hermetically sealed around the pressure sensor, so that the other components on the printed circuit board, as well as the housing itself, are not subjected to the pressure medium to be measured.

Abstract: A pre-engagement unit for a braking pressure modulator for a pressure regulating circuit includes a first pneumatic inlet, a second pneumatic inlet, a first pneumatic output terminal, and a second pneumatic output terminal. The unit includes an electrically actuated valve system having a plurality of solenoid valves and a plurality of electrical terminals connected to output terminals of an electronic control unit. An electric braking command signal transmitter delivers a driver initiated electric brake value setting to an input of the electronic control unit. Under normal conditions, a supply pressure and a redundancy pressure are delivered at the first pneumatic output terminal to be converted by an air quantity augmenting relay valve to a braking pressure. In case of failure of the electronic braking system, the redundancy pressure is delivered at the first pneumatic output terminal to be converted by the air quantity augmenting relay valve to the braking pressure.

Abstract: An anti-lock braking system (ABS) for multi-axle vehicles equipped with multiple wheel-speed sensors and modulators for adjustment of braking pressure. The brake cylinder for each wheel may be controlled by an individual modulator, or, alternatively, a single common supply axle modulator may regulate both brake cylinders of an axle. In a preferred embodiment, the ABS is controlled by an ABS electronic control unit (ECU), which has four regulating channels with four corresponding end stages for controlling three modulators, where one of the modulators is commonly regulated by two end stages. The ECU also detects whether it is coupled to a proper ABS. The ABS electronic control unit eliminates the danger of an undetected installation of an ABS electronic control unit into an incompatible anti-lock braking system.

Abstract: An evaluation method for an inductive displacement sensor first temperature-compensates a measured sensor value, and then calibrates same. The temperature compensation is carried out iteratively, utilizing two temperature dependent functions. The first function is based on the temprature-dependency of the measured sensor value, and the second function is based on the dependency of the temperature coefficient of the sensor model used. For a clutch sensor application, a calibration line is defined by two calibration points, which represent a completely engaged state and a just disengaged state, respectively. Continuous measurement of the displacement of an engaged clutch indicates the wear status of the clutch, so that a warning can be transmitted to the driver when the clutch lining has reached a predetermined thickness.

Abstract: 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.

Abstract: A measurement method for a mechatronics apparatus, which includes an electromagnetically actuated component, an electronic control circuit, and at least one sensor, is selectively timed to minimize electromagnetic interference between the electromagnetically actuated component and the sensor(s). This is accomplished by restricting a sensor measurement to a time window, during which time the electromagnetically actuated component either has no current flow, or has a current change magnitude that is lower than a predetermined limit.

Abstract: An electric contact plug receives a tip jack input at a plug-in zone, and completes the electrical connection via a connection zone to an electronic component, such as a printed circuit board. The electric contact plug also includes an intermediate zone, connected between the plug-in zone and the connection zone. The intermediate zone is designed to deform mechanically when the plug-in zone is subjected to vibrational stresses, as typically occur in a motor vehicle. As a result, the tip jack is held securely within the plug-in zone, while the intermediate zone absorbs the effects of the vibrational stresses. Thus, the inventive electric contact plug avoids the problems of friction and corrosion within the plug-in zone. Moreover, this electric contact plug is compatible with thick-wire bonding, and can be manufactured economically.

Abstract: The present invention relates to a method and device for determining the driving condition of a vehicle, especially in the event of failure or absence of a speed sensor. For this purpose, the spring travels between a vehicle body and vehicle axles are continuously sampled. From the measured spring-travel values, the mean values or the sums are formed for each vehicle axle. From these mean values or sums, the number of local extrema within a predefinable observation period is determined. Thereafter, the frequency of the local extrema and thus the frequency of the vertical relative motion between vehicle body and vehicle axle are determined. The determined frequency of the local extrema is compared with a predefinable frequency threshold value, which defines a stationary condition of the vehicle, a moving condition of the vehicle being indicated if this threshold value is exceeded.

Abstract: A method for controlling a transmission of an engine-driven vehicle having a plurality of gears, the vehicle including a service module actuable by a driver of the vehicle to select a desired gear, the service module being connected to a transmission control system which automatically changes gears in response to actuation of the service module, the vehicle further including an engine braking system connected to the transmission control system which is actuable to brake the vehicle engine during a gear change, the method comprising: monitoring the transmission input rotational speed (NE) and the transmission output rotational speed (NA); calculating a synchronous rotational speed (NE) of the desired gear; actuating the engine braking system to reduce the rotational input speed (NE) and synchronize it with the synchronous rotational speed (NS) so that the desired gear change can be effected; and disabling the engine braking system when a predetermined switch-off threshold is reached at a point in time before a

Abstract: A method and apparatus for data exchange between a towing vehicle and an attached trailer uses radio contact via transmission/receiving modules contained in the towing vehicle and in the trailer. To recognize that the towing vehicle and the trailer are connected, the transmission/receiving module of the towing vehicle transmits an identification signal, and at the same time, changes the electrical status of a connection line between the towing vehicle and the trailer. If the transmission/receiving module located in the trailer recognizes the change in the electrical status of the connection line simultaneously with receiving the transmitted identification signal, the identification signal is stored within the trailer. In subsequent communications between the towing vehicle and the trailer, the identification signal is always transmitted before the message. As such, only the attached trailer, with the appropriate stored identification signal, can communicate with its towing vehicle.

Abstract: A method for communicating a wheel speed sensor fault in an anti-lock braking system (ABS) for a road vehicle, especially for an ABS with voltage supply controlled by the brake light switch, is provided. If, during monitoring of the wheel speed sensors, a sensor fault is detected in at least one of the sensors, a warning light is actuated and a sensor fault bit is set in the ABS fault memory. The already lighted warning light is turned off and the sensor fault bit is deleted only when the wheel speed sensor in question delivers, at a predefined (low) vehicle limit speed, a voltage signal having an amplitude greater than a predefined voltage threshold.

Abstract: A pre-engagement unit for a braking pressure modulator for a pressure regulating circuit of an electronic braking system includes an electrically actuated valve system with three substantially identical 2/2-way solenoid valves. First and second terminals of the 2/2-way solenoid valves are selectively connected to the pneumatic inlets and output terminals of the pre-engagement unit, and to each other so that the first 2/2-way valve serves as an air admission valve for supply pressure, the second 2/2-way solenoid valve serves as an air admission/exhaust valve for redundancy pressure, and the third 2/2-way solenoid valve serves as an exhaust valve. Thereby, the pressure in the pressure regulating circuit can be increased, decreased, or maintained. Desirably, the first, second, and third 2/2-way solenoid valves are connected in parallel to each other.

Abstract: A valve system for the pre-engagement unit of a vehicle braking pressure modulator contains solenoid valves, which are controlled by an electronic braking system. Pneumatic pressure is fed into a brake cylinder on the vehicle wheels via a pressure regulating channel of the pre-engagement unit. The solenoid valves are configured as cartridge solenoid valves, so that assembly is simplified, and utilization of elastic tolerance compensating elements is unnecessary. A preferred embodiment includes three cylinder bodies connected end-to-end with no increase in cylinder diameter. This embodiment enables the use of identical armatures and identical magnet coils for different valve types, such as 3/2-way solenoid valves or 2/2-way solenoid valves. Also, these valves may be configured as normally open or normally closed, with identical outside dimensions. As such, three cartridge solenoid valves can be combined into a compact triple valve cartridge unit that further simplifies the assembly process.

Abstract: A process for the automatic regulation of the distance between a vehicle to be regulated and another vehicle is employed in a vehicle which has a distance regulating device and a braking system which is actuable by the distance regulating device. When the distance regulating device emits a brake actuation signal to the braking system, a brake control device actuates the brakes thereby regulating the distance between the vehicle to be regulated and the other vehicle. Prior to emitting the brake actuation signal, the distance regulating device emits a braking readiness signal to the braking system thereby causing the braking system to assume a braking readiness state. The distance regulating device emits the braking readiness signal when it detects, based on the travel and road conditions surrounding the vehicle to be regulated, that braking will occur shortly.

Abstract: A process for preventing overturning of a utility vehicle equipped with an ABS or EBS braking system comprises: (a) detecting the load on two corresponding wheels on each side of the vehicle; (b) when the vehicle is traveling in a curve to the left or right, determining the lateral acceleration of the vehicle; (c) simultaneously determining the change in load value for the inner of the two corresponding wheels at that lateral acceleration value; (d) repeating steps (b) and (c) for a curve in the other direction; (e) from the lateral acceleration value and the associated changes in load values, determining and storing limit acceleration values for curves to the left and to the right, which limit acceleration values represent the lateral acceleration of the vehicle as it travels in a curve to the left or to the right which result in no load on an inner wheel of the vehicle; (f) continuously monitoring the lateral acceleration the vehicle; and (g) when the lateral acceleration of vehicle as it travels in

Abstract: A method for controlling a transmission in a motor vehicle by operation of a transmission control system which evaluates the actuating wishes of the driver and by an electrical/pneumatic adjusting device, permits rapid shifting of gears in a non-synchronized transmission. In certain cases, for example when traveling uphill, the speed of the vehicle may decrease by the end of the gear changing process to such an extent that an engagement of the gear selected by the driver would lead to a drop below the engine idling speed. Similarly, the corollary applies to the highest acceptable engine speed, for example during down-hill travel. Therefore, the evolution in time of the actual transmission input speed or of the engine speed during a gear changing process is compared with the transmission input speed calculated on the basis of the gear ratio of the selected gear and the speed to be expected in case of synchronization of both speeds is calculated in advance.

Abstract: A semi-automatic transmission for a vehicle having a diesel engine is provided which, upon start up of an engine ignition, goes through a warm up stage before the engine begins normal operation. An electronic controller is connected to the engine, a clutch, a gear box, and a signal transmitter. During start up of the engine, the electronic controller cause the signal transmitter to emit a signal which notifies the driver of the vehicle, based upon the position of an ignition key in the ignition lock, to disengage the clutch. Alternatively, during start up of the engine, the electronic controller detects whether the gear box is in a neutral position and whether the clutch is not disengaged. If the gear box is not in the neutral position or if the clutch is not disengaged, the electronic controller causes the signal transmitter to emit a signal which notifies the driver of the vehicle to disengage the clutch.

Abstract: Non-synchronized, manually shiftable transmissions of modern vehicle types are actuated by means of an automated transmission control, and the driver can optionally select any gear by means of an actuator which is electrically connected to the transmission control device. In general terms, the method of this invention includes the operator generating a signal indicating a desire to shift the transmission. The transmission then automatically begins implementing the shift. If the currently engaged gear is not disengaged within a preselected time period, because the system cannot achieve a break torque condition, for example, the system signals the driver to manually operate the clutch. A visual and audible signal preferably are provided to the driver. Once the driver manually operates the clutch, the system is able to complete the desired shift.