Abstract: A method for controlling actuators acting on vehicle wheels of a motor vehicle comprises ascertaining a force to be brought about on a reference point of the motor vehicle on the basis of driver specifications, ascertaining wheel forces to be brought about on the vehicle wheels to implement the force to be brought about on the reference point of the motor vehicle by means of a first dynamic allocation by model-based predictive control (MPC), ascertaining setpoint values for wheel parameters from the ascertained wheel forces, and actuating the actuators of the motor vehicle so as to implement the setpoint values of the wheel parameters.

Abstract: A method for determining road surface conditions in a system with at least one vehicle and a data processing device. The vehicle exchanges data with the data processing device wirelessly. The vehicle has at least one sensor for determining measured values describing a road surface friction coefficient, and a computing unit. The data processing device includes a database, containing a road map having a plurality of route sections. The method includes determining measured values for a route section by the sensor, determining a first friction coefficient for the route section by the vehicle's computing unit, sending a data record, containing measured values and/or the first determined friction coefficient and a piece of information identifying the route section, to the data processing device, determining an average friction coefficient for the route section, sending the average friction coefficient determined for the route section to the vehicle, and determining the road surface condition.

Abstract: A method for determining road surface conditions in a system with at least one vehicle and a data processing device. The vehicle exchanges data with the data processing device wirelessly. The vehicle has at least one sensor for determining measured values describing a road surface friction coefficient, and a computing unit. The data processing device includes a database, containing a road map having a plurality of route sections. The method includes determining measured values for a route section by the sensor, determining a first friction coefficient for the route section by the vehicle's computing unit, sending a data record, containing measured values and/or the first determined friction coefficient and a piece of information identifying the route section, to the data processing device, determining an average friction coefficient for the route section, sending the average friction coefficient determined for the route section to the vehicle, and determining the road surface condition.

Abstract: A method and device for driver assistance in the event of aquaplaning on a road surface on which a vehicle is traveling, wherein a check as regards whether aquaplaning is presently occurring is performed on the basis of at least one driving dynamics variable, and, in the event of aquaplaning being identified, an intervention for a change in direction is performed at a rear-wheel brake, wherein the brake pressure is set in a manner dependent on a driver steering demand.

Abstract: A device for stabilizing a vehicle after a collision against a lateral carriageway boundary, includes a lane recognition system, with which information relating to the course of the lane is determined or detected. A collision detection unit identifies a collision of the vehicle against the lateral lane carriageway boundary on the basis of signals from at least one sensor or on the basis of a driving state variable. The device also includes a steering actuator for steering a steering system and a brake actuator for controlling one or more wheel brakes. A target path determination unit determines a target path for the vehicle on the basis of the course of the lane determined or detected before or at the time of the collision. A controller guides the vehicle onto the target path and/or stabilizes the vehicle via a steering intervention and/or individual wheel brake interventions.

Abstract: A braking system for a motor vehicle, including friction brakes on the wheels of at least one axle, the brakes controlled by a friction brake control device; at least one electric machine connected to at least one wheel and controlled by an electric drive control device; a brake pedal for detecting a deceleration request; a wheel-slip controlling device; and a torque distributing device. The devices for detecting a deceleration request are connected to the wheel-slip controlling device, the wheel-slip controlling device specifying target braking torques for each wheel according to the parameters of the deceleration request. The wheel-slip controlling device connected to a torque distributing device which is connected to the friction brake control device and the electric drive control device and which specifies friction brake requests to the friction brake control device and generator brake requests to the electric drive control device according to the target braking torques.

Abstract: An exhaust gas retreatment system of an internal combustion engine includes a particle filter; and a sensor positioned, in a flow direction of the exhaust gas, downstream of the particle filter. The sensor is configured to measure the oxygen content and/or the NOx content in the exhaust gas downstream of the particle filter.

Abstract: A hydraulic actuator control system for controlling the motion of a master actuator and at least one slave actuator may include an external supervisory computer for sending command signals. A hydraulic control system may be connected to the master actuator and the supervisory computer. The hydraulic control system may include a microprocessor and a master hydraulic control valve for controlling the flow of a pressurized fluid to the master actuator based on the command signals. The hydraulic actuator control system may include at least one slave actuator having at least one slave sensor connected to the microprocessor and having at least one slave control valve for controlling the flow of pressurized fluid to the slave actuator. The slave control valve and the slave sensor may be controlled by the microprocessor.

Abstract: The invention relates to a method for improving the driving stability of a motor vehicle in which driver-independent braking interventions are triggered if a critical driving situation is to be expected on the basis of route information and instantaneous position data of the motor vehicle, and to a corresponding system. According to the invention, the driver predefines, via a human/machine interface, information about the maximum coefficient of friction to be utilized, which is used as the basis for the prediction of a critical driving situation.

Abstract: A method and system for promoting a uniform driving style. A longitudinal speed of a motor vehicle and a route section curvature radius lying ahead of the vehicle are determined when the vehicle approaches the route section. An expected lateral acceleration is determined from the curvature radius and longitudinal speed as the route section is driven through. The lateral acceleration is compared with a permanently predefined lateral acceleration limiting value which can be predefined by the driver. In the event the expected lateral acceleration is greater than at least one of the lateral acceleration limiting values, the longitudinal speed is lowered by an optical, acoustic and/or haptic request to the driver and/or by autonomous braking intervention. If the expected lateral acceleration is smaller than or equal to the lower of the two lateral acceleration limiting values the lowering of the longitudinal speed is reduced by decreasing the engine drag torque.

Abstract: A method and system for promoting a uniform driving style. A longitudinal speed of a motor vehicle and a route section curvature radius lying ahead of the vehicle are determined when the vehicle approaches the route section. An expected lateral acceleration is determined from the curvature radius and longitudinal speed as the route section is driven through. The lateral acceleration is compared with a permanently predefined lateral acceleration limiting value which can be predefined by the driver. In the event the expected lateral acceleration is greater than at least one of the lateral acceleration limiting values, the longitudinal speed is lowered by an optical, acoustic and/or haptic request to the driver and/or by autonomous braking intervention. If the expected lateral acceleration is smaller than or equal to the lower of the two lateral acceleration limiting values the lowering of the longitudinal speed is reduced by decreasing the engine drag torque.

Abstract: The application relates to a device and a method for increasing the safety of a motor vehicle. A first sensor unit (2) senses the surroundings, in particular in order to detect free spaces and objects (0), and the position and movement thereof. A second sensor unit (20) senses the state of the surroundings, a third sensor unit (30) senses the state of the vehicle, and a fourth sensor unit (40) senses the driver's commands. The data are merged and a driving safety coordinator (6) determines at least one reliable driving corridor (K1, K2, K3, K4 to Kn) predictively and situationally in order to determine the operational safety. The driver's command can be limited to the driving corridor (K1, K2, K3, K4 to Kn) by means of components (9) which can be actuated actively and/or the motor vehicle (1) can be kept in the driving corridor (K1, K2, K3, K4 to Kn) by means of the components (9) which can be actuated actively.

Abstract: An exhaust gas retreatment system of an internal combustion engine includes a particle filter; and a sensor positioned, in a flow direction of the exhaust gas, downstream of the particle filter. The sensor is configured to measure the oxygen content and/or the NOx content in the exhaust gas downstream of the particle filter.

Abstract: A braking system for a motor vehicle, including friction brakes on the wheels of at least one axle, the brakes controlled by a friction brake control device; at least one electric machine connected to at least one wheel and controlled by an electric drive control device; a brake pedal for detecting a deceleration request; a wheel-slip controlling device; and a torque distributing device. The devices for detecting a deceleration request are connected to the wheel-slip controlling device, the wheel-slip controlling device specifying target braking torques for each wheel according to the parameters of the deceleration request. The wheel-slip controlling device connected to a torque distributing device which is connected to the friction brake control device and the electric drive control device and which specifies friction brake requests to the friction brake control device and generator brake requests to the electric drive control device according to the target braking torques.

Abstract: The invention relates to a method for improving the driving stability of a motor vehicle in which driver-independent braking interventions are triggered if a critical driving situation is to be expected on the basis of route information and instantaneous position data of the motor vehicle, and to a corresponding system. According to the invention, the driver predefines, via a human/machine interface, information about the maximum coefficient of friction to be utilized, which is used as the basis for the prediction of a critical driving situation.

Abstract: A hydraulic actuator control system for controlling the motion of a master actuator and at least one slave actuator may include an external supervisory computer for sending command signals. A hydraulic control system may be connected to the master actuator and the supervisory computer. The hydraulic control system may include a microprocessor and a master hydraulic control valve for controlling the flow of a pressurized fluid to the master actuator based on the command signals. The hydraulic actuator control system may include at least one slave actuator having at least one slave sensor connected to the microprocessor and having at least one slave control valve for controlling the flow of pressurized fluid to the slave actuator. The slave control valve and the slave sensor may be controlled by the microprocessor.

Abstract: The application relates to a device and a method for increasing the safety of a motor vehicle. A first sensor unit (2) senses the surroundings, in particular in order to detect free spaces and objects (0), and the position and movement thereof. A second sensor unit (20) senses the state of the surroundings, a third sensor unit (30) senses the state of the vehicle, and a fourth sensor unit (40) senses the driver's commands. The data are merged and a driving safety coordinator (6) determines at least one reliable driving corridor (K1, K2, K3, K4 to Kn) predictively and situationally in order to determine the operational safety. The driver's command can be limited to the driving corridor (K1, K2, K3, K4 to Kn) by means of components (9) which can be actuated actively and/or the motor vehicle (1) can be kept in the driving corridor (K1, K2, K3, K4 to Kn) by means of the components (9) which can be actuated actively.

Abstract: A device for controlling the motion of a fluid actuator which includes an electrically operated control valve that controls the flow of a pressurized fluid to and from the fluid actuator in response to signals generated by an actuator controller which uses an on-board, user programmable microprocessor where the user can download various control algorithms into the microprocessor for controlling the motion of the actuator based on such parameters as fluid pressure and flow rates and actuator displacement. Various external sensors can be connected to the controller for monitoring and control purposes using various signal interfaces such as an analog to digital converter or an SSI interface.

Abstract: A driving dynamics control system for vehicles. The control system including at least one driving dynamics controller that is fed setpoint specifications and driving state variables as input data. The control system also includes a plurality of actuators that can be controlled and/or regulated to modify the dynamics of the vehicle, such as steering, adjustable independently of the driver, on a front and/or rear axle of the vehicle, a chassis adjustable independently of the driver, a brake adjustable independently of the driver, and a drive train adjustable independently of the driver. The driving dynamics controller determines a central control specification from the setpoint specifications and the driving state variables and sends it to a distribution algorithm that distributes the control specification into manipulated variables for driving the actuators.

Abstract: A method for determining an optimal steering angle in understeer situations of a vehicle is described. To assist a driver in reliably stabilizing the vehicle during an understeer situation while driving, a model-based driving traction coefficient factor, a model-based kinematic factor, and a float angle are taken into account in the determination of a steering angle. A limited steering angle ?v,lim at which a maximum lateral force is set, is determined by addition of the driving traction coefficient factor, the kinematic factor, and the float angle. A system suitable for implementation of the method is also described.