Abstract: Embodiments may facilitate event processing for an ABAP platform. A business object data store may include a RAP model, including a behavior definition, for a business object. A framework may automatically transform the behavior definition of the RAP model into a producer event vian event binding and a cloud event standardized format. Information about the producer event may then be passed to an ABAP application associated with a pre-configured destination at an enterprise business technology platform. In some embodiments, a standalone API enterprise hub data store may contain an event specification. An ABAP development tenant of a business technology platform may automatically parse the event specification and translate the parsed information into high-level programming language structures that reflect an event type at runtime. An event consumption model may then be generated based on the event type.

Abstract: A device is described for stabilizing a vehicle in critical driving situations, including a vehicle dynamics control system having a control unit, in which a vehicle dynamics controller is stored, at least one final control element, and a sensor system for measuring different driving condition variables, and including a rear-wheel steering system having a control unit and a final control element. The electronic stability program may be integrated into a control unit if the electronic stability program algorithm includes a distributor unit which, from a regulator output variable, generates both a setpoint requirement for the final control element of the vehicle dynamics control system and also a setpoint requirement for the final control element of the rear-wheel steering system.

Abstract: A method of coordinating a plurality of intervention measures into a driving performance of a vehicle includes determining a wheel slip angle of a front axle, determining a coefficient of friction on the front axle, determining a wheel slip angle threshold value, comparing the wheel slip angle to the wheel slip angle threshold value, and initiating a first intervention measure through at least one of a brake system of the vehicle and a drive system of the vehicle if an absolute value of the wheel slip angle is greater than an absolute value of the wheel slip angle threshold value.

Abstract: A method of coordinating intervention measures into the driving performance of a motor vehicle has the steps of: determining a wheel slip angle &agr;v of a front axle, determining a coefficient of friction &mgr; on the front axle, and determining a wheel slip angle threshold value &agr;v′, where the wheel slip angle &agr;v is compared with the wheel slip angle threshold value &agr;v′ and in the case of an absolute wheel slip angle |&agr;v| which is greater than an absolute wheel slip angle threshold value |&agr;v′|, an intervention measure through the brake system and/or the drive system of the vehicle is implemented. A device for coordinating intervention measures into the driving performance of a vehicle is also described.

Abstract: A device and a method of controlling a movement parameter representing the movement of the vehicle, includes a first arrangement for detecting at least the transverse acceleration of the vehicle is proposed. The device also contains a second arrangement at least for determining a transverse acceleration component which depends on the transverse slope of the road surface and/or for correcting at least the transverse acceleration of the vehicle at least as a function of the transverse acceleration component. In the second arrangement a status of the vehicle whereby the transverse acceleration component which depends on the transverse slope of the road surface is determined at least as a function of the slip angle occurring on the rear axle of the vehicle.

Abstract: An apparatus and a process for closed loop control of a motion quantity representing the vehicle motion which means determine the yaw rate of the vehicle, the longitudinal speed of the vehicle, and the transverse acceleration of the vehicle. Moreover, the apparatus influences the forward moment and/or the braking moment of individual wheels of the vehicle. The apparatus further determines a transverse acceleration component dependent on the roadway transverse inclination, as well as correcting the transverse acceleration of the vehicle at least as a function of the transverse acceleration component dependent on the roadway transverse inclination. The determination of the transverse acceleration component dependent on the roadway transverse inclination and also the correction of the transverse acceleration of the vehicle as carried out in a stable state of the vehicle characterized by the yaw rate and the transverse acceleration.

Abstract: A control system for motor vehicles in which the errors in wheel velocities created by tolerances between the tires are compensated.

Abstract: A method for improving the controllability of motor vehicles during braking wherein desired slip values are determined and adjusted with the aid of a wheel slip controller. According to the method, the following are measured: the yaw rate .psi., the steering angle .delta., the wheel speeds V.sub.Ri, the inlet pressure P.sub.inlet or wheel brake pressure P.sub.i, and, if required, the engine speed and the throttle valve angle. The following variables are estimated using the measured values: the longitudinal vehicle speed V.sub.X, the longitudinal vehicle acceleration V.sub.X, the wheel slip values .lambda..sub.i, the braking forces F.sub.Bi, the tire forces F.sub.Ri, and the transverse speed V.sub.Y. Desired slip values .lambda..sub.i * are then determined from these measured and estimated variables with the aid of a simple vehicle model and supplied to the slip controller to control the vehicle wheel brake pressure.

Abstract: In a vehicular control system in which target braking torques are set for each of the driven wheels, the smaller target braking torque for the driven wheels is determined. Based on this smaller target braking torque, a target engine torque is calculated, and the engine torque is varied to conform to the target engine torque. Residual braking torques are calculated as differences from the target braking torques for each driven wheel and the target engine torque. These residual braking torques are realized by varying the brake pressure. Therefore the target braking torque is split into an engine torque which is equal for both driven wheels and into a braking torque which may be different for each driven wheel.

Abstract: A required yaw rate value is determined based on driver inputs such as steering angle, master cylinder pressure, and throttle butterfly angle. The required yaw rate is compared to a measured actual yaw rate value and the actual yaw moment acceleration is influenced based on the comparison.

Abstract: A method for controlling vehicle stability comprises the steps of determining the rate of yaw and comparing it to a setpoint rate of yaw. The deviation is used to adjust a counter rate of yaw by means of a controller when the rate of yaw is too large. An optimal profile for a setpoint rate of yaw is determined, even when parameters such as the coefficient of friction of the road surface and the vehicle speed vary.

Abstract: A method is described for determining the slip angles .alpha..sub.i and/or the cornering forces F.sub.S of a braked vehicle. Starting from a simplified vehicle model and using the wheel speeds V.sub.Ri, the steering angle .beta., the yaw rate .phi. and the master brake cylinder pressure P.sub.HB2 or the wheel brake pressure P.sub.i as measured variables, the desired variables are determined as estimated variables.

Abstract: Using a model calculation, desired changes in the yaw rate .DELTA..phi. and the transverse acceleration .DELTA.y are determined from a small change actually made in the steering angle and are compared to measured quantities .DELTA..phi..sub.F and .DELTA.y.sub.F determined on the vehicle. The deviations of the actual values of yaw rate and transverse acceleration from the calculated values are weighted using predetermined weighting factors for the relative importance of yaw rate and transverse acceleration and supplied with factors dependent on the individual wheel; finally, the values relating to the same wheel are added. They represent desired changes in the brake slip values and a controller finally converts these into brake slip value changes.

Abstract: An articulated fluid loading arm especially suited for transferring petroleum from a storage or loading terminal to a marine tanker, and for returning vapor from the tanker to the terminal, comprising a support boom pivotally mounted on the deck of the terminal, a pair of fluid conduits extending along the boom from risers at the terminal, and a dual flow-passage drop-pipe assembly suspended from an outboard end of the boom. The drop-pipe assembly comprises a pair of upper conduit members, a pair of lower conduit members and a pair of intermediate conduit members pivotally interconnected by a plurality of knee joints and swivel joints into a pair of articulated diamond-shaped structures. One set of upper, intermediate and lower conduit members comprises an assembly for the transfer of fluid from the terminal to the tanker, and the other set of conduit members provides an assembly for the return of vapors from the tanker to the terminal.