Abstract: A collision prevention method for motor vehicles is provided, in which method obstacles in front of the vehicle are detected by an on-board positioning system, a collision probability is calculated from the position data, and one or more responses to prevent a collision are triggered as a function of the collision probability. At least one of the responses is a preparatory measure accelerating the implementation of a command, which may be output later, to decelerate the vehicle, without the preparatory measure itself having any significant decelerating effect on the vehicle.

Abstract: A collision prevention method for motor vehicles (10) in which obstacles in front of the vehicle are detected by an on-board positioning system (16), a collision probability (P) is calculated from the position data (D) and one or more stepped responses to prevent the collision are triggered as a function of the collision probability (P), wherein at least one of the responses is a preparatory measure accelerating the implementation of a command (B), which may be output later, to decelerate the vehicle, without itself having any significant decelerating effect on the vehicle.

Abstract: An apparatus and a method for driving a solenoid valve, which includes a coil and a movable armature. To move the armature, current and/or voltage is applied to the coil in a clocked manner. By varying the driving, the solenoid valve can be operated optionally as a control valve or as a relief valve.

Abstract: A solenoid valve control circuit for controlling an actuation current of a solenoid valve when the valve is to be adjusted from its flow-permitting position into its closed position so that the actuation current is initially adjusted to a value beyond the current value at which the valve begins to drop out. However, the actuation current is subsequently adjusted back to the range which lies between the current value at which the valve goes into the closed position and the current value at which the valve goes into its flow-permitting position.

Abstract: A difference .delta..sub.2 -.delta..sub.1 is formed between the steering angle .delta..sub.2 actually measured and the steering angle .delta..sub.1 calculated from the vehicle transverse acceleration, vehicle speed, and a series of constants. This difference (.delta..sub.2 -.delta..sub.1) is used to displace the working point on the .mu.-slip curve in the direction of an increase of the lateral stability, i.e., toward smaller slip values. Response can be improved by making the displacement also dependent on the rate of change of this difference or the rate of change of the actual steering angle. Preferably no reaction is produced when the difference is below a threshold angle unless one of the rates exceeds a respective threshold.