Abstract: A method and device for controlling the wheel performance of a vehicle is described. Wheel performance is influenced within the scope of an operating dynamics system or an electrical brake control system. In this context, a traction control system is used. At least one quantity representing the ambient temperature or the intake air temperature of an internal combustion engine is recorded, and the traction control system is adjusted as a function of this temperature quantity to emphasize stability at low temperatures and to emphasize traction at higher temperatures. In another variant, a pre-charging pump is activated, and a return pump for pre-pressurizing the circuit is activated and/or valves for building up or reducing pressure are triggered via opening pulses.

Abstract: A method and an apparatus for controlling the brake system of electric drive vehicles are proposed, in which the control of a friction brake and of an electric regenerative brake is divided between two pedals. The regenerative brake is controlled as a function of the actuation of the accelerator, independently of the extent to which the brake pedal is actuated.

Abstract: The invention relates to a hydraulic vehicle brake system with a master cylinder, with two brake circuits (I, II), with wheel brakes connected to the brake circuits (I, II), and with a wheel slip regulator device disposed between the master cylinder and the wheel brakes, which device has at least one brake pressure modulation valve device and at least one high pressure pump, and with a pump unit associated with this high pressure pump. In the automatic braking operation by means of at least one of the high pressure pumps, the pump unit is used for supplying hydraulic fluid to the high pressure pump. The pump unit has a low pressure pump in the form of a gear pump.

Abstract: A vehicle hydraulic brake system having brake pressure modulation valve assemblies, between a dual-circuit master cylinder and wheel brakes of vehicle wheels. The pump device is embodied as a low-pressure pump with the brake pressure modulation valve assemblies be assigned a first and second return pump and that in the automatic braking mode the first pressure chamber is made to communicate with a first return pump and the second pressure chamber is made to communicate with the second return pump, on the inlet side in both cases. The low-pressure pump, in the automatic braking mode, generates charge pressure for the return pumps that is substantially below a maximum brake pressure, and the return pumps generate the maximum projected brake pressure and serve, in the additionally possible anti-lock mode, to return pressure fluid from the wheel brakes to the master cylinder.

Abstract: The wheel speeds are measured by wheel speed sensors and are fed to an evaluation circuit. By way of the evaluation circuit, brake pressure control signals at least for increasing pressure and for decreasing pressure for a specific duration are then produced for the closed-loop/open-loop control of the wheel movement behavior. Moreover, brake pressure control signals are also usually output by the evaluation circuit in order to keep the brake pressure constant. These brake pressure control signals are fed to brake pressure control units for varying the brake pressure. The core of the invention consists in the fact that the duration at least of the first decrease in brake pressure at the front wheels is selected to be dependent on the speed of the vehicle at the start of braking.

Abstract: Described is a drive-slip control system in which increase and reduction in pressure are produced by series of pulses. The pulse lengths are selected such that each pulse produces the same change in pressure. The difference between pressure-increase and pressure-reduction pulses is then a measure of the pressure at the wheel brake and can, for instance, be taken into account in an additionally fitted engine-torque governor.

Abstract: A wheel slip control system (ABS and/or drive slip control and/or engine drag moment control system) is formed so that when vehicle motion along curvilinear path is detected the control system is switched to different permitted wheel slip values on different sides of the vehicle, in such a way that a yawing moment is created which acts counter to the yawing moment produced by the vehicle's tendency to oversteer or understeer.

Abstract: Wheel slippage and wheel acceleration signals are used to build up and decrease brake pressure stepwise at the vehicle wheels. Combined signals are used to modify the rate of pressure build-up and decrease.

Abstract: The torque on at least one vehicle wheel is reduced when a potentially dangerous drive slippage is exceeded. The torque is then increased stepwise, the height of the steps being constant and the maintenance times between increases varying in dependence upon wheel slippage, vehicle acceleration, and/or the number of previous cycles.

Abstract: To prevent slipping or spinning of a driven wheel which, selectively, can be braked or supplied with reduced torque from a vehicle engine, a reference speed is determined against which slipping or tendency to slip is measured. The reference value for slip measuring, derived from non-driven or rolling wheels, is tested for physically impossible conditions and, if such physically impossible conditions obtain, they are disregarded when determining slipping or tendency to slip. Proper speed values can be stored, utilized for subsequent measurement, directly or modified, which may also be made speed dependent, or dependent on differences between the speeds of two rolling wheels.