Abstract: A transverse steering method is for moving a vehicle comprising active steering to a target position. The method includes: performing distance and/or angle measurements between the vehicle and the target position enabling the derivation of location and orientation data; deriving the location and orientation data; filtering the location and orientation data into current values, which include current location values and current orientation values; performing control which derives a target steering angle from the current values; and realization of the target steering angle by acting on the active steering of the vehicle.

Abstract: A control method, for the semi-automatic transfer of a driven utility vehicle into a sensor-identifiable target position, includes sensing a relative position of the utility vehicle in relation to the target position and deriving, from the relative position, an automatic, rules-based lateral control of the utility vehicle configured to, together with a longitudinal control, transfer the utility vehicle into the target position. The method further includes detecting, with the aid of a remote control transmitter of the utility vehicle, the presence of an activation signal generated by an operator located outside of the utility vehicle, initiating, in response to the detection of the presence of the activation signal, the transfer of the utility vehicle according to the lateral control and the longitudinal control, and detecting an absence of the activation signal and interrupting the transfer to bring the utility vehicle to a standstill.

Abstract: A method for automated guidance of a vehicle along a specified setpoint trajectory at an actual speed, wherein the setpoint trajectory includes geometric trajectory variables, the method including ascertaining an actual deviation of the vehicle from the setpoint trajectory and outputting the ascertained actual deviation and generating manipulated variables such that the vehicle, in the case of automated control of a drive system and/or a braking system and/or a steering system of the vehicle, moves closer to the setpoint trajectory. The method also includes ascertaining whether an undesirable driving state is present when the vehicle moves closer to the setpoint trajectory, wherein the undesirable driving state is ascertained from the specified setpoint trajectory based on the geometric trajectory variable, and, if the presence of the undesirable driving state is identified, automatically controlling the vehicle based on generated stability variables and/or adapting the setpoint trajectory.

Abstract: A transverse steering method for moving a vehicle including active steering to a target position includes: performing distance and/or angle measurements between the vehicle and the target position enabling the derivation of location and orientation data; deriving the location and orientation data; filtering the location and orientation data into current values, which include current location values and current orientation values; performing control which derives a target steering angle from the current values; and realization of the target steering angle by acting on the active steering of the vehicle.

Abstract: A method for determining a pose of an object relative to a vehicle, wherein the object has at least three markers, wherein the object is detected by at least one camera, the method including detecting the markers with the camera and generating an image, wherein one marker display is assigned to each of the markers, determining marker positions and/or marker vectors of the markers, determining a transformation matrix as a function of the marker positions and/or the marker vectors and the marker displays, wherein the transformation matrix maps the markers onto the marker display in the image, and determining an object plane formed by the markers in a second coordinate system as a function of the transformation matrix, wherein the second coordinate system is fixed relative to the vehicle, wherein the markers are spatially extended and assigned to planar marker displays in the image.

Abstract: Disclosed is a method for operating a rotational speed sensor comprising a sensor element in a vehicle, wherein the sensor element interacts with a magnet wheel on a wheel of the vehicle and an effective parameter generated by the interaction of the magnet wheel with the sensor element is evaluated in the form of a measurand in an evaluation module and, depending on the measurand, an output variable characterizing the rotational speed of the wheel is output, wherein the sensor element is supplied via the evaluation module with a sensor voltage influencing the measurand. A sensor assembly is also disclosed.

Abstract: A data system of a towing vehicle and/or trailer vehicle includes a control device, a sensor system configured to record and process sensor data, and a BUS system configured to transfer the sensor data between the control device and the sensor system. The BUS system has a first BUS device in the form of a CAN BUS and a second BUS device in the form of an ETHERNET BUS, and the BUS system further has a first interface configured to transfer the sensor data to a second interface of a second BUS system of a second data system of a second towing vehicle and/or trailer vehicle. The data system additionally includes an intelligent switch, coupled to the control device and/or to the first interface, the intelligent switch being configured to couple the first towing vehicle and/or trailer vehicle to the second towing vehicle and/or trailer vehicle in a coordinated manner.

Abstract: The disclosure relates to a method for controlling a vehicle with an autonomous vehicle system which comprises an autonomous operating driving system which is configured to perform a dynamic driving task during fault-free operation of the autonomous operating driving system, and a redundancy driving system which is configured to carry out a reduced driving task. The autonomous operating driving system carries out trajectory planning and provides a planned trajectory for the reduced driving task to the redundancy driving system. If a fault of the operating driving system is detected, the redundancy driving system controls at least one vehicle actuator to perform the reduced driving task using the planned trajectory. Furthermore, the disclosure relates to an autonomous vehicle system and a vehicle with an autonomous vehicle system.

Abstract: A parking brake valve assembly for an electronically controllable pneumatic braking system of a vehicle is disclosed. The parking brake valve assembly includes: a first compressed air path which receives a supply pressure and has a first monostable valve unit for providing a first parking brake pressure, a second compressed air path which receives supply pressure and has a second monostable valve unit for providing a second parking brake pressure, and a first shuttle valve having a first shuttle valve port with the first compressed air path and receiving the first parking brake pressure, a second shuttle valve port with the second compressed air path and receiving the second parking brake pressure, and a third shuttle valve port connectable to a spring brake cylinder. The first shuttle valve outputs the higher of the first parking brake pressure and of the second parking brake pressure to the third shuttle valve port.

Abstract: The disclosure is directed to a fail-safety valve unit for a parking brake function of an electronically controllable pneumatic braking system for a utility vehicle. The fail-safety valve unit has a monostable release valve and a ventilating valve. The release valve, when energized, provides a release pressure at a first release valve port for the parking brake function and, when de-energized, connects the first release valve port to the ventilating valve. The ventilating valve has a nonlinear ventilating characteristic which permits ventilating of the release valve port from the release pressure to a partial brake pressure with a first gradient, and ventilating of the release valve port from the partial brake pressure to a full brake pressure with a second gradient, wherein the first gradient is greater than the second gradient. A parking brake module and a vehicle are part of the disclosure.

Abstract: An electrically controllable pneumatic brake system has a front and a rear axle brake circuit, and a manually actuable brake signal transmitter which, upon actuation, outputs a first front brake control pressure and a first rear brake control pressure. A front axle brake pressure is produced based on a front axle braking demand pressure and a rear axle brake pressure is produced based on a rear braking demand pressure. A two-channel pressure modulator system is configured to receive a braking demand signal from an autonomous driving unit and, in response thereto, output the front and rear braking demand pressure, and is further configured to receive the first front and rear brake control pressure and, at least in an error situation, to output the front braking demand pressure depending on the first front brake control pressure and/or the rear braking demand pressure depending on the first rear brake control pressure.

Abstract: A method for the assisted, partially automated, highly automated, fully automated or driverless driving of a motorized transportation vehicle including at least one control unit for planning the navigation and trajectory of an assisted, partially automated, highly automated, fully automated or driverless journey of the motorized transportation vehicle and multiple subsystems, wherein the subsystems implement transportation vehicle movement dynamics requirements of the control unit or supply environmental data, wherein at least one subsystem is assigned a monitoring function by which the functionality of the subsystem is determined, wherein the monitoring function transmits a currently possible performance capability to the control unit which adapts the planning of the navigation and trajectory in accordance with the transmitted performance capability so that, despite a reduced performance capability, the assisted, partially automated, highly automated, fully automated or driverless journey can be continued.

Abstract: An electronically controllable pneumatic brake system for a vehicle. The electronically controllable pneumatic brake system includes wheel brakes configured to brake wheels of the vehicle, wherein a service brake braking pressure can be imposed on each of the wheel brakes via pneumatic paths starting from a foot brake valve; and an electronically controllable monostable bypass valve having a first switching position and a second switching position, wherein the monostable bypass valve is disposed in a respective pneumatic path of the pneumatic paths. In the first switching position of the monostable bypass valve, a service brake braking pressure in the respective pneumatic path can be derived depending on an actuation pressure produced by manual actuation of the foot brake valve. In the second switching position of the monostable bypass valve, the service brake braking pressure in the respective pneumatic path can be specified depending on a reservoir pressure prevailing in a reservoir.

Abstract: A method for specifying switching parameters of a solenoid control valve in a braking system of a vehicle includes stipulating a test vehicle acceleration and ascertaining at least two test pulse sequences. The test pulse sequences are each ascertained on the basis of the stipulated test vehicle acceleration and on the basis of switching parameter default values for the respective solenoid control valve, and the test pulse sequences have actuation pulses and adjoining nonactuation pulses. During an actuation pulse an activation of the respective solenoid control valve and during a nonactuation pulse a deactivation of the respective solenoid control valve takes place. The method further includes actuating the respective solenoid control valve using the at least two test pulse sequences in order to cause at least two test braking operations, wherein the respective test pulse sequence causes an alteration of a braking pressure at a service brake.

Abstract: A method for determining, by a utility vehicle having a trailer coupling, an articulation angle between the utility vehicle and a coupled vehicle trailer includes determining, with a model, a modelled value of the articulation angle or an articulation angle change. The method further includes determining, with a sensor unit, a measured value of an articulation angle or of an articulation angle change, and deriving, from the measured value, a correction value. The method additionally includes correcting the modelled value as a function of the correction value, and outputting the corrected modelled value as an output value of an articulation angle.

Abstract: A method for electronically controlling a pneumatic brake system in a vehicle includes determining that a failure or a defect has occurred in electronic actuation of wheel brakes of the pneumatic brake system, and electronically actuating a pilot valve via a redundancy signal in response to determining that the failure or the defect in the electronic actuation has occurred so as to actuate the wheel brakes in a redundant electropneumatic manner. The redundancy signal is specified in such a manner that the pilot valve alternately turns for a pulse time into a second switch position and for a pause time into a first switch position. The pilot valve outputs, as a pilot pressure, a low pressure level in the first switch position and a high pressure level in the second switch position. The wheel brakes are actuated using a service brake braking pressure that is dependent upon the pilot pressure.

Abstract: A control method, for the semi-automatic transfer of a driven utility vehicle into a sensor-identifiable target position, includes sensing a relative position of the utility vehicle in relation to the target position and deriving, from the relative position, an automatic, rules-based lateral control of the utility vehicle configured to, together with a longitudinal control, transfer the utility vehicle into the target position. The method further includes detecting, with the aid of a remote control transmitter of the utility vehicle, the presence of an activation signal generated by an operator located outside of the utility vehicle, initiating, in response to the detection of the presence of the activation signal, the transfer of the utility vehicle according to the lateral control and the longitudinal control, and detecting an absence of the activation signal and interrupting the transfer to bring the utility vehicle to a standstill.

Abstract: A method for determining, by a utility vehicle having a trailer coupling, an articulation angle between the utility vehicle and a coupled vehicle trailer includes determining, with a model, a modelled value of the articulation angle or an articulation angle change. The method further includes determining, with a sensor unit, a measured value of an articulation angle or of an articulation angle change, and deriving, from the measured value, a correction value. The method additionally includes correcting the modelled value as a function of the correction value, and outputting the corrected modelled value as an output value of an articulation angle.

Abstract: A method for electronically controlling a brake unit having two brake systems in an automatically controllable vehicle combination includes inputting a request signal for automatic electronic activation of service brakes in a tractor vehicle brake system of a tractor vehicle and/or a trailer brake system of a trailer of the vehicle combination, wherein an automatically requested vehicle setpoint acceleration and/or an automatically requested vehicle setpoint velocity to be implemented by the respective service brakes are transmitted via the request signal. The method further includes monitoring and checking plausibility of the request signal to establish whether the automatically requested vehicle setpoint acceleration and/or the automatically requested vehicle setpoint velocity are or can be implemented completely or faultlessly by the respective service brakes. The method additionally includes outputting a trailer redundancy control signal at the trailer brake system under certain conditions.

Abstract: A transverse steering method is for moving a vehicle comprising active steering to a target position. The method includes: performing distance and/or angle measurements between the vehicle and the target position enabling the derivation of location and orientation data; deriving the location and orientation data; filtering the location and orientation data into current values, which include current location values and current orientation values; performing control which derives a target steering angle from the current values; and realization of the target steering angle by acting on the active steering of the vehicle.