Abstract: The invention relates to a method for detecting the pressure loss in the tires of a motor vehicle by evaluating the wheel speeds. The pressure evaluating method comprises two or more partial methods Prog A, Prog B, Prog S, Prog V, which each per se represents an independent functional method for measuring the pressure of a motor vehicle tire. The steps of these partial methods are carried out in parallel or quasi parallel. The invention further relates to a device for controlling the braking force and/or dynamics of vehicle movement and for measuring the pressure of vehicle tires. A microprocessor that is linked with the wheel speed sensors and optionally with additional sensors for the dynamics of vehicle movement processes the partial methods described above as well as a method known per se for controlling the braking force and/or dynamics of vehicle movement.

Abstract: A method for determining parameters for the viscosity or temperature of a brake fluid of a vehicle by way of a predetermined pressure build-up within time limits in at least one defined section of a brake circuit and for detecting a pressure in the said section and/or a time which is required for the build-up of the said pressure.

Abstract: The invention relates to a method for detecting a drop in pressure of a motor vehicle tire by evaluating wheel speeds determined by sensors. The method for detecting the drop in pressure is based on the detection of a large drop in pressure or a complete drop in pressure using a reduction of the angular velocity or an increase (8) in the dynamic read radius rd of one or more wheels. The invention also relates to a device for controlling the braking power and/or driving dynamics and for measuring the pressure of vehicle tires wherein a microcomputer, which is connected to wheel rotational speed sensors and optionally to driving dynamic sensors, is used to perform the aforementioned method and a known method for regulating the braking power and/or driving dynamics.

Abstract: The present invention relates to a method for determining parameters for the viscosity or temperature of a brake fluid of a vehicle which is supplied to the wheel brakes by way of a motor-and-pump assembly equipped with actuatable valves and a hydraulic unit, with which an electronic control unit is associated. To ensure a high degree of control dynamics even at low temperatures, it is suggested that the temperature of the hydraulic unit is measured by way of a temperature-sensitive element which connects the motor-and-pump assembly to the electronic control unit, and the parameters are determined by way of the temperature of the hydraulic unit.

Abstract: The invention relates to a method for detecting the pressure loss in the tires of a motor vehicle by evaluating the wheel speeds. The pressure evaluating method comprises two or more partial methods Prog A, Prog B, Prog S, Prog V, which each per se represents an independent functional method for measuring the pressure of a motor vehicle tire. The steps of these partial methods are carried out in parallel or quasi parallel. The invention further relates to a device for controlling the braking force and/or dynamics of vehicle movement and for measuring the pressure of vehicle tires. A microprocessor that is linked with the wheel speed sensors and optionally with additional sensors for the dynamics of vehicle movement processes the partial methods described above as well as a method known per se for controlling the braking force and/or dynamics of vehicle movement.

Abstract: The present invention relates to a method of error detection of a microprocessor in a control unit of an automotive vehicle, wherein a control unit can send and receive data by way of a data bus, wherein the output of the microprocessor is monitored by a watchdog circuit, wherein the watchdog circuit compares the signals output by the microprocessor with predetermined signal patterns, and an error is detected when the signals output by the microprocessor are not concurrent with one of the predetermined signal patterns.

Abstract: In a method for determining vehicle status quantities on the basis of the forces acting on the individual wheel and detected by means of tire sensors, where the measured quantities represent the longitudinal and lateral tire forces as well as the vertical tire forces, the angular yaw velocity and acceleration, the steering angle, the side slip angle of the vehicle as well as the vehicle velocity and acceleration are established by inclusion of corrective quantities established, estimated and/or calculated in corrective step. By means of the corrective steps, the quantities dependent on wheel forces, intermediate quantities, or components are weighted in dependence on further measured quantities which have been established by conventional sensor devices, etc., and/or which represent the vehicle situation.

Abstract: System and method for ascertaining the emergency running condition of a pneumatic tire on a motor vehicle. The system includes at least one sensor device arranged at least on each axle. The at least one sensor device is adapted to supply a permanently present first periodic oscillation proportional to a wheel rotation speed as a speed output signal. The at least one sensor device includes one of an active and a passive magnetic field sensor being mounted to one of rotate with the tire and be stationary. The transmitter device is arranged complementary to the at least one passive and active magnetic field sensor and is adapted to produce a periodic magnetic field change in proportion to the wheel rotation speed in a detection range. At least one signal processing device is used for processing and evaluating the speed output signal.

Abstract: The invention relates to a method for detecting a drop in pressure of a motor vehicle tire by evaluating wheel speeds determined by sensors. The method for detecting the drop in pressure is based on the detection of a large drop in pressure or a complete drop in pressure using a reduction of the angular velocity or an increase (8) in the dynamic read radius rd of one or more wheels. The invention also relates to a device for controlling the braking power and/or driving dynamics and for measuring the pressure of vehicle tires wherein a microcomputer, which is connected to wheel rotational speed sensors and optionally to driving dynamic sensors, is used to perform the aforementioned method and a known method for regulating the braking power and/or driving dynamics.

Abstract: A method for controlling the traction slip of a vehicle on a roadway with sidewise different coefficients of friction includes the following steps: identifying a driving situation on a roadway with sidewise different coefficients of friction and, when the driving situation is identified and traction slip is encountered on both wheels, decreasing the brake pressure of the driven wheel on the low coefficient-of-friction side. A device for controlling the traction slip of a vehicle on a roadway with sidewise different coefficients of friction includes a determining device for determining a driving situation on a roadway with sidewise different coefficients of friction, and a brake actuation control which decreases the brake pressure of the driven wheel on the low coefficient-of-friction side when the driving situation is identified and traction slip is encountered on both wheels.

Abstract: The present invention provides a process for controlling the driving behavior of an automotive vehicle which determines from tire sensing signals at least the vehicle mass and the momentary location of the mass center of gravity of the automotive vehicle. According to another embodiment of the invention the use of a mass distribution model is suggested containing, as the basic data, the basic mass distribution of the vehicle, namely such masses that are always identical even if the loading is different. Moreover, variable masses, such as location and mass of passengers, luggage etc., are determined from the tire sensing signals and are incorporated into the mass distribution model to provide a variable mass distribution.

Abstract: The present invention relates to a method of detecting pressure loss in vehicle tires, wherein a reference value is produced from signals, especially time measurement values, representative of the wheel rotational speeds of a plurality of vehicle wheels, and pressure loss is concluded from a comparison of a currently determined reference value with at least one comparative value in case the currently determined reference value exceeds or falls below the comparative value, and pressure loss in vehicle tires is detected by using at least one reference value which is produced by dividing the sums of respectively two signals representative of the wheel rotational speeds.

Abstract: Taking into account the signals of tire sensors to adjust the driving performance of a vehicle is known. For example, the signals of contact sensors can be used to indicate the forces which act on the individual vehicle tires. According to this new method, to permit a control intervention in the shortest possible real time, especially those forces are used as a control quantity which are determined by the signals from tire sensors. This means that nominal conditions of the vehicle are converted into nominal forces Fi,Soll which are compared to the actually applied forces Fi,Ist. The so produced differences in forces &Dgr;Fi are then converted by a wheel force controller (2), for example, into brake pressure variations or variations of the engine drive torque which then influence the vehicle (3) as a controlled system.

Abstract: A sensor for measurement of yawing motion, pitching or rolling motion, particularly as suited for use in motor vehicle control systems, contains an annular hollow object (1, 2, 4) in which a magnetic fluid (MF) is located. The magnetic fluid is set into rotation by an electromagnetic field and serves as the rotating mass of the sensor. The measuring signal is obtained by measuring the forces (F) acting on the rotating mass or by generating compensation fields.

Abstract: A brake system including electronic anti-lock control (ABS) and electronically controlled brake force distribution (EBV). This brake system has electrically operable hydraulic valves, of which the inlet valves are open in their inactive position. An electronic error monitoring device is provided which responds upon the occurrence of defects or malfunctions and disconnects the control at least in part. The brake system also has control electronics including secondary circuits which remain in function after the error monitoring device has responded, and by which the inlet valves leading to the rear-wheel brakes are actuated and which are provided such that the pressure in the rear-wheel brakes is maintained constant when a limit value of the braking pressure in the master cylinder is exceeded.

Abstract: A process for monitoring tire pressure by comparing and evaluating the rotating speeds of the individual wheels of the vehicle which is based on the formation of speed correction factors. The values of the individual correction factors, correlations between the correction factors for typical travel situations, and tolerances for the correction factors, which depend on the actual travel situation, are determined during a learning phase (i.e. phase 1). The deviations of the correction factors from the learned values are determined and evaluated during a subsequent identification phase (i.e. phase 2), taking into account the travel situation-dependent tolerances and the progression of the learning process.

Abstract: A circuit configuration for detecting wheel sensor malfunctions includes circuits which process and analyze the sensor signals (s.sub.1 to s.sub.4), which ascertain the speed (v.sub.Rmax, v.sub.Rmin), deceleration and acceleration (a.sub.R) of the individual wheels and which compare these values with one another and compare them with predetermined threshold values (a.sub.0, v.sub.0, v.sub.1, -a.sub.1). Upon the detection of signals or combinations of signals typical of a sensor malfunction, the control will be disconnected after a predetermined period of time (T, T1+T2). When the measured acceleration values (a.sub.R) are below an overspeed threshold (a.sub.0) and the speed at any one of the remaining wheels is below a bottom speed threshold (v.sub.0), the control will be disconnected as soon as the speed of a wheel (v.sub.Rmax) exceeds a top speed threshold (v.sub.1). A time monitoring function is started in the presence of a measured acceleration value (a.sub.R) which is above the overspeed threshold (a.

Abstract: A circuit configuration for detecting wheel sensor malfunctions includes circuits which process and analyze the sensor signals (s.sub.1 to s.sub.4), which ascertain the speed (v.sub.Rmax, v.sub.Rmin), deceleration and acceleration (a.sub.R) of the individual wheels and which compare these values with one another and compare them with predetermined threshold values (a.sub.0, v.sub.0, v.sub.1, -a.sub.1). Upon the detection of signals or combinations of signals typical of a sensor malfunction, the control will be disconnected after a predetermined period of time (T, T1+T2). When the measured acceleration values (a.sub.R) are below an overspeed threshold (a.sub.0) and the speed at any one of the remaining wheels is below a bottom speed threshold (v.sub.0), the control will be disconnected as soon as the speed of a wheel (v.sub.Rmax) exceeds a top speed threshold (v.sub.1). A time monitoring function is started in the presence of a measured acceleration value (a.sub.R) which is above the overspeed threshold (a.

Abstract: A circuit configuration for detecting wheel sensor malfunctions includes circuits which process and analyze the sensor signals (s.sub.1 to s.sub.4), which ascertain the speed (v.sub.Rmax, v.sub.Rmin), deceleration and acceleration (a.sub.R) of the individual wheels and which compare these values with one another and compare them with predetermined threshold values (a.sub.0, v.sub.0, v.sub.1, -a.sub.1). Upon the detection of signals or combinations of signals typical of a sensor malfunction, the control will be disconnected after a predetermined period of time (T, T1+T2). When the measured acceleration values (a.sub.R) are below an overspeed threshold (a.sub.0) and the speed at any one of the remaining wheels is below a bottom speed threshold (v.sub.0), the control will be disconnected as soon as the speed of a wheel (v.sub.Rmax) exceeds a top speed threshold (v.sub.1). A time monitoring function is started in the presence of a measured acceleration value (a.sub.R) which is above the overspeed threshold (a.

Abstract: A circuit configuration and method for a traction slip control system which evaluates the speed (v.sub.ER) measured at a driven spare wheel with a correction factor K(t) in order to maintain or improve the control function even when a smaller size spare wheel has been mounted. This correction factor (K(t)) is determined by axlewise comparison of the rotating speeds (v.sub.na1, v.sub.na2 ; v.sub.a, v.sub.ER) of the wheels of one axle and by comparison of the speed differences measured on the driven and nondriven axles, with traction slip control being inactive. Upon transition from a very slippery road surface (.mu..sub.low homogeneous) to a dry road surface (.mu..sub.high homogeneous), without any prior determination of the correction factor, the slip threshold (S) is raised temporarily. When starting with different right/left friction coefficients (.mu.-split), with the spare wheel being mounted on the high friction coefficient side, a higher slip threshold (S.sub.ER) will be effective for this spare wheel.