Abstract: A required yaw rate value is determined based on driver inputs such as steering angle, master cylinder pressure, and throttle butterfly angle. The required yaw rate is compared to a measured actual yaw rate value and the actual yaw moment acceleration is influenced based on the comparison.

Abstract: In a method for detecting the reverse travel of a motor vehicle, the yaw speed and a model yaw-speed are obtained and, with the aid of these variables as well as constants, a factor .THETA.t is determined, which is compared to preselected comparison values. From these comparisons, it is determined whether forward travel or reverse travel exists.

Abstract: A two-channel antiblocking system for the driven wheels of an axle in which either an electronic decoupling system is connected downstream of the channels, or the channels are fed the sum (channel 1) or the difference (channel 2) of the wheel speed signals, specific controllers being used for the sum and difference, and the outputs of these controllers being on the one hand added to the actuating signal for the first channel and, on the other hand, subtracted from the actuating signal for the second channel. The aim of both measures is to compensate at least partially the coupling, caused by the differential, that is present between two drive wheels.

Abstract: A hydraulic motor vehicle brake system with dual brake circuits having an anti-skid system and is also further developed to improve vehicle tracking by ways of automatic braking, especially during cornering. During automatic braking, an auxiliary pressure source delivers a pressure medium to an anti-skid system to supply the wheel brakes. For this purpose a separating piston for each brake circuit is located between the auxiliary pressure source and the anti-skid system. For the purpose of keeping costs low, the two separating pistons are accommodated in an integral cylinder with a blind bore.

Abstract: A hydraulic motor vehicle brake system having anti-skid system and further developed to improve vehicle tracking, especially during cornering by means of automatic braking. With automatic braking an auxiliary pressure source delivers a pressure medium to an anti-skid system, by means of which braking pressures can be individually adjusted in the wheel brakes. For this purpose a cylinder with separating piston sections is located between the auxiliary pressure source and the anti-skid system, wherein the separating piston is installed into 2/2-way valves including lip sealing rings. The embodiment in accordance with the invention include cylinders, with valve openings in cooperation with the lip sealing rings, which results in economical 2/2-way valves.

Abstract: A lower limiting value of the yaw speed is calculated as a function of the steering angle, the vehicle speed, and the coefficient of friction between tires and road. If the yaw speed falls below the lower limiting value, the brake pressure is reduced in order to increase lateral stability.

Abstract: Using a model calculation, desired changes in the yaw rate .DELTA..phi. and the transverse acceleration .DELTA.y are determined from a small change actually made in the steering angle and are compared to measured quantities .DELTA..phi..sub.F and .DELTA.y.sub.F determined on the vehicle. The deviations of the actual values of yaw rate and transverse acceleration from the calculated values are weighted using predetermined weighting factors for the relative importance of yaw rate and transverse acceleration and supplied with factors dependent on the individual wheel; finally, the values relating to the same wheel are added. They represent desired changes in the brake slip values and a controller finally converts these into brake slip value changes.

Abstract: A brake pressure controller increases the brake pressure in pulsed increments separated by pressure maintenance phases. During each maintenance phase, an evaluation circuit generates a stability criterion for each wheel which depends on the wheel acceleration and the slippage. If the criterion indicates that the wheel is stable, a pressure build-up pulse is generated. If the wheel is in dynamic transition, the pressure is maintained. If instability or limited stability is indicated, brake pressure is reduced. The system serves to maximize frequency of the build-up pulses for a stable running wheel.

Abstract: Brake pressure is varied briefly by means of pressure pulses at regular intervals during phases when brake pressure is otherwise maintained constant, and any variations in transverse acceleration at each axle are determined. These variations at the axles are used to modify the wheel slip by varying the brake pressure in order to increase stability while retaining an adequate steerability reserve or vice versa.

Abstract: A brake-pressure controller regulates the brake pressure on the individual wheels according to the instantaneous slip values in comparison with variable desired slip values. The angle of inclination of one wheel of each axle is determined, and the desired slip values are varied as a function of these angles of inclination with the effect of a better vehicle controllability.

Abstract: A process is described for controlling the brake pressure wherein a brake pressure is supplied which corresponds to the desired signal. This pressure is measured. The factors b.sup.+/- and the response times T.sub.o.sup.+/- are identified from the pressure pulses P in the individual control cycles and the actuating times .+-.T of the valves and they are used to convert the desired signal P.sup.x into a control signal .+-.T of such a length that the desired pressure is supplied.

Abstract: An anti-skid brake control system for a motor vehicle includes at least one sensor for determining the deceleration V.sub.R of a vehicle wheel, a device for determining the deceleration V.sub.F of the vehicle, a device for determining the difference D of the vehicle and wheel decelerations (D=V.sub.F -V.sub.R), a control circuit responsive to the difference D for producing brake pressure control signals, and a brake pressure control device for increasing and decreasing the given brake pressure in response to the control signals from the control circuit. The difference D is also supplied to a ladder filter. During phases in which brake pressure is maintained at a constant level, the ladder filter is switched to identification by the control circuit and determines a reflection coefficient. The control signals then affect the brake pressure so as to select a slippage value on a stable branch of the .mu.

Abstract: A brake slippage control is described where the difference .DELTA..lambda. between an acceptable brake slippage .lambda.* and the actual brake slippage is determined. The difference .DELTA..lambda. is supplied to a control amplifier and converted into actuating times for a brake pressure control unit. Magnitude and increase of the reference value required for forming the slippage values .lambda. and .lambda.* is from time to time actualized when the control is switched off.

Abstract: A vehicle brake system comprising a hydraulically controllable 2/2-way valve, which has a first control inlet and a second control inlet. The first control inlet receives its control pressure from a first brake pressure source, while the second control inlet contrarily receives its control pressure from a second brake pressure source, such as a so-called return pump apparatus. The vehicle brake system can be used in passenger cars, vans, small buses, and small trucks as well as motor cycles.

Abstract: A anti-lock brake control system and/or a drive slip control system is described the slippage value of which for the brake pressure control is to be set close to the maximum of the .mu.-slippage curve, on the stable branch, that is, during the control.For this purpose, a short pressure pulse is generated in a phase where the pressure is maintained constant and the difference of the reference speed and the wheel speed is integrated (J) over a time T.sub.I and the maximum of the difference (D.sub.max) is determined in this time. The two values are divided ##EQU1## and the resulting values is used for determining the slippage.

Abstract: Circuitry is disclosed for converting an input measurement signal V.sub.R(i), which is disturbed at least occasionally by a disturbance function, into an output, undisturbed signal V.sub.R(o) by means of a first digital adaptive filter having variable filter parameters. A control circuit is provided to change to parameters of the second adaptive filter to improve the ability of the system to filter out the disturbance signal. The apparatus includes a series circuit formed by a high pass filter and a second digital adaptive filter, coupled to receive the input signal V.sub.R(i). The control circuit switches the second adaptive filter to the adaptation mode, for determining the filter parameters necessary for suppression of the disturbance function n, when essentially only the disturbance signal reaches the second adaptive filter. Thereafter, the filter parameters of the second adaptive filter are transferred to the first adaptive filter to improve the performance of the first adaptive filter.

Abstract: The goal of this concept is to adjust a wheel slip value, during a controlled braking of a vehicle wheel, at which, on the one hand, the coefficient of adhesion .mu. in the longitudinal direction is near the maximum attainable value, and on the other hand, an adequate coefficient of adhesion is available in the transverse direction. This slip value is below the value at which the coefficient of adhesion in the longitudinal direction is at a maximum. While at the maximum coefficient of adhesion in the longitudinal direction the wheel slip curve .mu. (.lambda.) has a slope of zero, .mu. (.lambda.) assumes positive slopes at the slip value to be adjusted. In addition to the advantage of greater cornering forces, the concept presented offers the opportunity of purposefully limiting the yawning moments engaging the vehicle during controlled braking and thereby improving control of the vehicle.

Abstract: An apparatus for actuating the throttle valve of an internal combustion engine, in particular a drive slip control (ASR) and engine drag moment control (MSR), with a disconnect point disposed in the course of the gas pedal transmission linkage overcome by spring forces acting on both sides of it. In the normal situation the throttle valve position corresponds to the driving pedal position, while in attaining ASR functions the disconnect point is opened, by the action of an electromagnetic or electric-motor element, and the position of the throttle valve is adjusted independently, regardless of the intention of the operator, in order to reduce the drive slip.

Abstract: A brake system having anti-lock and traction control, which includes a master brake cylinder that can be subjected to pressure from a brake pedal, with at least one brake line connected to corresponding wheel brake cylinders. A valve is incorporated into the respective brake line via which the wheel brake cylinder connected to this brake line can be connected via a return pump to the brake line. Upstream of the return pump, a pressure line is connected to branch off to a pressure chamber of a vacuum cell, and brake fluid can be supplied from the pressure chamber to the return pump via this pressure line to insure that the return pump is always supplied with fluid.

Abstract: A brake pressure booster and modulator for vehicle brake systems, in which a displaceable part is disposed in a pressure chamber that is acted upon by a master cylinder and communicates with the wheel brake cylinders, this part being in turn part of a permanent magnet, so that with increasing or decreasing pressure from the master brake cylinder, a transfer storage of potential energy takes place to a simultaneously increasing extent in one or the other direction by a magnetic operative connection with a second magnet. To effect pressure modulations when anti-skid functions are realized, the second permanent magnet is in operative magnetic communication with the first magnet and simultaneously is subjected to the movement of this second permanent magnet to open a relief pressure chamber while simultaneously closing the primary pressure chamber.