Abstract: The invention relates to a method for improving the control behavior of an electronic motor vehicle braking system which comprises at least a slip control function. Wheel dynamic information which is evaluated as a criterion for initiating a control intervention is used individually for each wheel and is compared with control thresholds for a pressure reduction phase, a pressure maintenance phase, and a pressure buildup phase for generating corresponding braking torques by means of a vehicle braking system.

Abstract: A method for setting a slip threshold for a vehicle movement dynamics control device of a motor vehicle is provided. The method includes defining a slip threshold starting from which the vehicle movement dynamics control device is activated in order to reduce slip, and determining wheel-specific minimum slip values for the wheels of the motor vehicle, which slip values are derived from the respective wheel-specific slip signals. The method also includes detecting a geometric slip by correlating all the determined wheel-specific minimum slip values with one another, and evaluating the wheel-specific minimum slip values that are correlated with one another. The method also includes raising the slip threshold in the event of geometric slip being detected. The present disclosure also relates to a vehicle movement dynamics control device.

Abstract: The disclosure relates to a method for adapting a control strategy of a slip-control system of a brake system of a vehicle in a ?-split situation, in which different wheel-specific brake pressures, are set at opposite wheels of a vehicle axle. The resulting brake pressure difference is limited. In some examples, to generate a brake pressure request, a maximum pressure difference value deviating from a reference pressure difference with a predefined tolerance value is determined on a wheel-specific basis for the wheels lying opposite one another. The reference pressure difference corresponds to the value of the current low-pass-filtered brake pressure difference, and the brake pressure request for each wheel is determined as a minimum of the wheel-specific brake pressure determined from the control strategy of the slip-control system, and from the sum of the average brake pressure of the wheel lying opposite and the wheel-specific maximum pressure difference value.

Abstract: A method for avoiding false excitations of a slip control system comprises monitoring of a wheel speed signal for a predefined first monitoring time period for the start of a negative half-wave of an oscillation applied to a vehicle wheel, when a brake pressure gradient initiated by a brake start rises above a predetermined threshold. A ruck signal is derived from the wheel speed signal. An acceration signal is derived from the wheel speed signal during a predetermined second monitoring period. The wheel speed signal is monitored for a turning point of the ruck signal and a start of the acceleration signal. The oscillation imposed on the vehicle wheel is identified as a braking-induced vibration, and slip control is not carried out when the turning point of the ruck signal and the re-acceleration of the wheel are detected.

Abstract: A method for avoiding false excitations of a slip control system comprises monitoring of a wheel speed signal for a predefined first monitoring time period for the start of a negative half-wave of an oscillation applied to a vehicle wheel, when a brake pressure gradient initiated by a brake start rises above a predetermined threshold. A ruck signal is derived from the wheel speed signal. An acceration signal is derived from the wheel speed signal during a predetermined second monitoring period. The wheel speed signal is monitored for a turning point of the ruck signal and a start of the acceleration signal. The oscillation imposed on the vehicle wheel is identified as a braking-induced vibration, and slip control is not carried out when the turning point of the ruck signal and the re-acceleration of the wheel are detected.

Abstract: The invention relates to a method for improving the control behavior of an electronic motor vehicle braking system which comprises at least a slip control function. Wheel dynamic information which is evaluated as a criterion for initiating a control intervention is used individually for each wheel and is compared with control thresholds for a pressure reduction phase, a pressure maintenance phase, and a pressure buildup phase for generating corresponding braking torques by means of a vehicle braking system.

Abstract: A method for determining the conditions of an underlying surface during unbraked or braked travel of a vehicle by a wheel-specific characteristic variable which is derived from a change over time in the wheel speed detected at at least one vehicle wheel. According to invention there is provision that a) a jolt signal is formed by double differentiation of the wheel speed, b) in order to form the characteristic variable the difference between the absolute value of the jolt signal and a tolerance value is summed or integrated over time, and c) the condition of the underlying surface is determined by comparing the characteristic variable with an oscillation signal threshold value.

Abstract: The disclosure relates to a method for adapting a control strategy of a slip-control system of a brake system of a vehicle in a ?-split situation, in which different wheel-specific brake pressures, are set at opposite wheels of a vehicle axle. The resulting brake pressure difference is limited. In some examples, to generate a brake pressure request, a maximum pressure difference value deviating from a reference pressure difference with a predefined tolerance value is determined on a wheel-specific basis for the wheels lying opposite one another. The reference pressure difference corresponds to the value of the current low-pass-filtered brake pressure difference, and the brake pressure request for each wheel is determined as a minimum of the wheel-specific brake pressure determined from the control strategy of the slip-control system, and from the sum of the average brake pressure of the wheel lying opposite and the wheel-specific maximum pressure difference value.

Abstract: A method for determining the conditions of an underlying surface during unbraked or braked travel of a vehicle by a wheel-specific characteristic variable which is derived from a change over time in the wheel speed detected at at least one vehicle wheel. According to invention there is provision that a) a jolt signal is formed by double differentiation of the wheel speed, b) in order to form the characteristic variable the difference between the absolute value of the jolt signal and a tolerance value is summed or integrated over time, and c) the condition of the underlying surface is determined by comparing the characteristic variable with an oscillation signal threshold value.

Abstract: A method for a Sensitive Electronic Stability Program (SESP) presents a general approach for the correction of maneuvers of turning into a bend at low speed. It integrates existing methods as well as subsequent extensions. SESP supplements the standard active yaw control (AYC) function. This allows the SESP to use variables and mechanisms of AYC, on the one hand. On the other hand, AYC continues operating unimpeded in the background and will intervene as usual when SESP cannot stabilize the vehicle appropriately. When the standard AYC intervenes, SESP control operations are forbidden, or running SESP control operations are stopped. This stop can take place either abruptly or (which is more comfortable) by way of a moderate decrease of the correcting variables.

Abstract: A method for a Sensitive Electronic Stability Program (SESP) presents a general approach for the correction of maneuvers of turning into a bend at low speed. It integrates existing methods as well as subsequent extensions. SESP supplements the standard active yaw control (AYC) function. This allows the SESP to use variables and mechanisms of AYC, on the one hand. On the other hand, AYC continues operating unimpeded in the background and will intervene as usual when SESP cannot stabilize the vehicle appropriately. When the standard AYC intervenes, SESP control operations are forbidden, or running SESP control operations are stopped. This stop can take place either abruptly or (which is more comfortable) by way of a moderate decrease of the correcting variables.