Abstract: A method is proposed for stabilizing a vehicle including a braking system that can be actuated by a driver of the vehicle for applying a braking force to at least two vehicle wheels. A braking force corresponding to driver specifications is applied at a first vehicle wheel of an axle, and a braking force that is smaller than the driver specifications is applied to a second vehicle wheel of the axle during a braking actuation by the driver when it is determined that an activation criterion is met. This provides a comfortable stabilization of the vehicle without an active buildup of braking force.

Abstract: A method is proposed for stabilizing a vehicle including a braking system that can be actuated by a driver of the vehicle for applying a braking force to at least two vehicle wheels. A braking force corresponding to driver specifications is applied at a first vehicle wheel of an axle, and a braking force that is smaller than the driver specifications is applied to a second vehicle wheel of the axle during a braking actuation by the driver when it is determined that an activation criterion is met. This provides a comfortable stabilization of the vehicle without an active buildup of braking force.

Abstract: Disclosed is a pressure control device for varying the brake pressure in at least one wheel brake (3) of a vehicle, which includes at least one inlet valve and one outlet valve (1, 2) for the variation of the brake pressure, comprising a brake pressure channel (4) which connects a pressure fluid source (8) to the wheel brake (3) and in which the inlet valve (1) is mounted, as well as a return channel (5) which connects to the brake pressure channel (4) between the inlet valve (1) and the wheel brake (3) and in which the outlet valve is mounted (2), with the return channel (5) being connected either to a low-pressure accumulator (6) or an unpressurized supply tank.

Abstract: A method for electronically regulating brake force distribution to the front axle and the rear axle of a motor vehicle (EBV control), wherein the rotational behavior of the vehicle wheels is determined, compared with the vehicle speed or vehicle reference speed and/or with the changes of these variables, and evaluated to limit the slip on the rear-wheel brakes by modulating the braking pressure. The brake force distribution is controlled in dependence on the sum signals obtained by addition of acceleration values determined on each individual rear wheel and/or by addition of slip values determined on each individual rear wheel. It is particularly arranged for to weight the sum signals with variable sum factors and evaluate them as a criterion for triggering the EBV control (so-called EBV plus control).

Abstract: In a method for improving the control response of an anti-lock control system (ABS) during braking operations at a high coefficient of friction, the brake pressure control thresholds, in particular the intervention or application thresholds of the anti-lock control system (ABS) are adapted dynamically to the adherence abilities of the respective vehicle wheel or the tire.

Abstract: A method for increasing the maneuverability and driving stability of an automotive vehicle during cornering, the rotational behavior or the wheel slip of the individual vehicle wheels is monitored, and the distribution of the brake force to the curve-outward wheels compared to the brake force conducted to the curve-inward wheels is varied in dependence on the wheel rotational behavior and on the slip of the wheels. When cornering is detected, a total deceleration of the vehicle that corresponds to the driver's request is determined, and a vehicle deceleration that corresponds to the driver's request is achieved by increasing the brake force at the curve-outward wheels and decreasing or maintaining the brake force at the curve-inward wheels.

Abstract: The present invention relates to a method for electronically regulating brake force distribution to the front axle and the rear axle of a motor vehicle (EBV control), wherein the rotational behavior of the vehicle wheels is determined, compared with the vehicle speed or vehicle reference speed and/or with the changes of these variables, and evaluated to limit the slip on the rear-wheel brakes by modulating the braking pressure. The brake force distribution is controlled in dependence on the sum signals obtained by addition of acceleration values determined on each individual rear wheel and/or by addition of slip values determined on each individual rear wheel. It is particularly arranged for to weight the sum signals with variable sum factors and evaluate them as a criterion for triggering the EBV control (so-called EBV plus control).

Abstract: Methods and devices for detecting cornering and in particular over-steered cornering, as well as a method and a device for stabilizing a vehicle in case of an over-steered cornering maneuver are described. The detection can be carried out with reference to wheel slip values and/or transverse acceleration values. The stabilization is carried out upon detection of the over-steered cornering maneuver by means of suitable interventions in the brake system.

Abstract: Methods and devices for detecting cornering and in particular over-steered cornering, as well as a method and a device for stabilizing a vehicle in case of an over-steered cornering maneuver are described. The detection can be carried out with reference to wheel slip values and/or transverse acceleration values. The stabilization is carried out upon detection of the over-steered cornering maneuver by means of suitable interventions in the brake system.

Abstract: In a method for improving the control response of an anti-lock control system (ABS) during braking operations at a high coefficient of friction, the brake pressure control thresholds, in particular the intervention or application thresholds of the anti-lock control system (ABS) are adapted dynamically to the adherence abilities of the respective vehicle wheel or the tire.

Abstract: Methods and devices for detecting cornering and in particular over-steered cornering as well as a method and a device for stabilising a vehicle in case of an over-steered cornering manoeuvre are described. The detection can be carried out with reference to wheel slip values and/or transverse acceleration values. The stabilisation is carried out upon detection of the over-steered cornering manoeuvre by means of suitable interventions in the brake system.

Abstract: The invention relates to a method of controlling the performance of a motor vehicle in which the forces acting upon wheels and tires are detected by wheel force or tire sensors and are used as controlled variable(s) for an automotive servo-system, such as ABS, TCS, EMB etc. The variables are referred to determine and/or modulate the brake pressure in the wheel brakes of the wheels and/or the drive torque. The aim of the invention is to provide a method of controlling the performance of a motor vehicle which allows to optimize the influence on the movement of the vehicle. To this end, the working point and/or the operative range of the controlled variable(s) is adjusted using the detected wheel slippage.

Abstract: Methods and devices for detecting cornering and in particular over-steered cornering, as well as a method and a device for stabilizing a vehicle in case of an over-steered cornering maneuver are described. The detection can be carried out with reference to wheel slip values and/or transverse acceleration values. The stabilization is carried out upon detection of the over-steered cornering maneuver by means of suitable interventions in the brake system.

Abstract: In a method for increasing the maneuverability and driving stability of an automotive vehicle during cornering, the rotational behavior or the wheel slip of the individual vehicle wheels is monitored, and the distribution of the brake force to the curve-outward wheels compared to the brake force conducted to the curve-inward wheels is varied in dependence on the wheel rotational behavior and/or the slip of the wheels. When cornering is detected, a total deceleration of the vehicle that corresponds to the driver's request is determined, and a vehicle deceleration that corresponds to the driver's request is achieved by increasing the brake force (&Dgr;P1) at the curve-outward wheel(s) and decreasing or maintaining the brake force at the curve-inward wheels.

Abstract: To improve the control behavior of an anti-lock brake system, which also permits active braking intervention when the brake pedal is not applied, braking pressure is introduced into the wheel brake of the bend-outward front wheel, or asymmetrically into the wheel brakes of both front wheels upon identification of a cornering situation and simultaneous deceleration of the vehicle if additionally the slip on the bend-outward rear wheel exceeds the slip on the bend-outward front wheel. ‘Veering’ or overspinning of the vehicle is this way counteracted.

Abstract: To improve the steerability and driving stability in a curve, in an automotive vehicle furnished with an anti-lock control system, a special control mode is initiated upon identifying a cornering situation. In special circumstances, errors in identification may be unavoidable. To overcome the disadvantageous effects of such an identification in error, in the practice of the invention, re-acceleration (ai) of wheel (i) from which pressure is erroneously relieved is analyzed and brake pressure applied as long as an acceleration threshold value (alimit1,2) is exceeded.

Abstract: In a method of improving the control behavior of an ABS control system in corners, a special control mode or rather a corner control mode is put into operation instead of the standard control mode when a cornering situation is identified, said special control mode or corner control mode causing a reduction of the braking pressure on the front wheel and/or on the rear wheel on the inside of the curve. When, in the partial braking range, a threshold value (th) of a wheel speed difference is exceeded, which difference is the difference between the side sums formed from the speeds of the two wheels of one vehicle side there will be a braking pressure reduction on the front wheel and/or on the rear wheel on the inside of the curve until there is again a drop below the threshold value (th,thH) and, additionally, below a hysteresis band (H). (FIG.

Abstract: To improve the steerability and the driving stability of a vehicle during cornering, the standard control mode is replaced by a special or curve control mode in such a situation in an anti-lock system. This special control mode reduces the brake pressure on the wheel at the inner side of the curve. When, during a braking operation and with the special control mode activated, there is a transition from cornering to straight travel, the pressure deficit on the wheel at the inner side of the curve which is caused by the special control mode is compensated by a special pressure increase mode, for example, by compressing the pressure increase pulse row.

Abstract: In order to improve the control behavior of an ABS control system wherein, instead of the standard control mode, a special control mode or rather corner control mode comes into operation when a cornering situation is identified, said special control mode or corner control mode causing a reduction of the braking pressure on the front wheel and/or on the rear wheel on the inside of the corner, the gradient of the braking pressure build-up on the wheel on the inside of the corner is reduced in the partial braking range when a threshold value (th1, th2) of a wheel speed difference (SD) is exceeded, which difference is the difference between the wheel speed sums per side formed from the wheel speeds of the two wheels of one side of the vehicle, the reduction taking place in dependence on the extent by which the threshold value (th1, th2) is exceeded.

Abstract: In a method of improving the control behavior of an anti-lock control system, in particular, of the steerability and driving stability during deceleration in a curve, the slip condition of the individual wheels, by determining a slip differential value (SDI) , namely the difference between the momentary wheel slip (&Dgr;v) and the filtered wheel slip (fwsi) and a slip integral or slip summation value (SIi) are detected. The said slip summation value (SIi) is formed by integration of the difference between the momentary wheel slip (&Dgr;vi) and a predetermined permissive slip value (Serl.). Based on these quantities, a wheel condition value is determined which represents the angular slip of the wheel or the transverse dynamics of the wheel. By comparing the values of angular slip of the individual vehicle wheels it is possible to determine the vehicle condition, in particular, an “understeering” or “oversteering” situation.