Abstract: A brake system for a motor vehicle for at least four hydraulically actuable wheel brakes, including one electrically actuable inlet valve per wheel brake, a first electrically actuable pressure source, and a second electrically actuable pressure source, wherein the first pressure source and the second pressure source are connected to a brake supply line, to which the at least four inlet valves are connected, and a pressure medium reservoir having a first reservoir chamber and a second reservoir chamber, wherein the first pressure source is hydraulically connected to the first reservoir chamber, and wherein the second pressure source is hydraulically connected to the second reservoir chamber. The pressure medium reservoir includes a third reservoir chamber and the first pressure source is connected via an electrically actuable first separation valve to the third reservoir chamber of the pressure medium reservoir.

Abstract: A method for monitoring a hydraulic brake system for a motor vehicle, wherein a diagnostic valve is omitted and, instead, air volume and leakage are identified by a volume balance during generation of a dynamic pressure. An associated brake system is also disclosed.

Abstract: A method for controlling a brake system in the case of leaks is provided. The brake system has a mechanically actuable master brake cylinder, which is connected to a first partial reservoir of a brake fluid vessel, and has an electric linear actuator, which is connected to a second partial reservoir of the brake fluid vessel. The master brake cylinder and the linear actuator are connected via an electrically closable circuit isolating valve. In order to protect the brake fluid, in the event of a leak during a transition to a standby state, the linear actuator is activated to take a brake fluid volume out of the first partial reservoir via the open circuit isolating valve and to displace it into the second partial reservoir.

Abstract: A brake system for a motor vehicle having hydraulically actuatable wheel brakes. Each wheel an electrically actuatable inlet valve and electrically actuatable outlet valve for setting wheel-specific brake pressures. A first electrically controllable pressure provision device is connected to a brake supply line to which the wheel brakes are connected. A second electrically controllable pressure provision device is connected to the brake supply line. A first electrical device activates the first pressure provision device. A second electrical device activates the second pressure provision device. Electrically independent first and second electrical partitions are provided. The first pressure provision device and the first electrical device are assigned to the first electrical partition and the second pressure provision device, the second electrical device and the inlet and outlet valves are assigned to the second electrical partition. The inlet and outlet valves are activated by the second electrical device.

Abstract: A method for monitoring a hydraulic brake system for a motor vehicle, wherein a diagnostic valve is omitted and, instead, air volume and leakage are identified by a volume balance during generation of a dynamic pressure. An associated brake system is also disclosed.

Abstract: A brake system for a motor vehicle having hydraulically actuatable wheel brakes. Each wheel an electrically actuatable inlet valve and electrically actuatable outlet valve for setting wheel-specific brake pressures. A first electrically controllable pressure provision device is connected to a brake supply line to which the wheel brakes are connected. A second electrically controllable pressure provision device is connected to the brake supply line. A first electrical device activates the first pressure provision device. A second electrical device activates the second pressure provision device. Electrically independent first and second electrical partitions are provided. The first pressure provision device and the first electrical device are assigned to the first electrical partition and the second pressure provision device, the second electrical device and the inlet and outlet valves are assigned to the second electrical partition. The inlet and outlet valves are activated by the second electrical device.

Abstract: Disclosed is a traction control system and method for a vehicle having at least one driven wheel (R, L) with an associated wheel brake, an engine, and an electronic controller encompassing at least two linear sub-controllers designed for different coefficient of friction situations. Each of the at least two linear sub-controllers (CL, CH; CLL, CLH, CHL, CHH) determines a function of a control deviation (e) of at least one wheel specific characteristic, a control variable suggestion (uL, uH; uLL, uLH, uHL, uHH) that includes a control variable suggestion for the wheel brake and a control variable suggestion for the drive engine, and an output control variable (u) including an output control variable for the wheel brake and an output control variable for the drive engine, is determined from the control variable suggestions (uL, uH; uLL, uLH, uHL, uHH) by weighted addition (1).

Abstract: Disclosed is a traction control system and method for a vehicle having at least one driven wheel (R, L) with an associated wheel brake, an engine, and an electronic controller encompassing at least two linear sub-controllers designed for different coefficient of friction situations. Each of the at least two linear sub-controllers (CL, CH; CLL, CLH, CHL, CHH) determines a function of a control deviation (e) of at least one wheel specific characteristic, a control variable suggestion (uL, uH; uLL, uLH, uHL, uHH) that includes a control variable suggestion for the wheel brake and a control variable suggestion for the drive engine, and an output control variable (u) including an output control variable for the wheel brake and an output control variable for the drive engine, is determined from the control variable suggestions (uL, uH; uLL, uLH, uHL, uHH) by weighted addition (1).

Abstract: Disclosed is a method and a computer program product for compensating for gradient influence when determining a reference velocity. The method includes determining a controller nominal torque (MRnominal) in a vehicle controller (1) from at least one actual wheel speed (vwheel-actual) and one predefined nominal wheel speed (Vwheel-nominal), determining a feedback torque (Mfeedback), which is proportional to an estimated roadway gradient ({dot over (?)}wheel?{dot over (?)}longit.), calculating an engine nominal torque (MMnominal) from the controller nominal torque (MRnominal) and the feedback torque (Mfeedback), and sending the engine nominal torque (MMnominal) to a vehicle controlled system (2) for determining the actual wheel speed (vwheel-actual) from the engine nominal torque (MMnominal).

Abstract: A method of improving the control performance of a traction slip control system so that faulty control activations of the TCS control system are prevented in critical situations such as driving downhill. The invention concerns a method wherein a vehicle reference speed and a vehicle deceleration signal are derived from the rotational behavior of the vehicle wheels and wherein a vehicle deceleration signal is obtained by way of a longitudinal deceleration sensor. The course of the two deceleration signals is compared and analyzed for detecting stable or unstable wheel rotational behavior. Preferably a difference signal is formed indicating the difference between the two deceleration signals. The difference signal is evaluated by a multistage filter arrangement.

Abstract: The present invention relates to a method of improving the control performance of a traction slip control system so that faulty control activations of the TCS control system are prevented in critical situations such as driving downhill. The invention concerns a method wherein a vehicle reference speed (VREF) and a vehicle deceleration signal (bVEH) are derived from the rotational behavior of the vehicle wheels and wherein a vehicle deceleration signal (bLS) is obtained by means of a longitudinal deceleration sensor. The course of the two deceleration signals (bVEH, bLS) is compared and analyzed for detecting stable or unstable wheel rotational behavior. Preferably a difference signal is formed indicating the difference between the two deceleration signals. The difference signal is evaluated by means of a multistage filter arrangement.