Abstract: A method is for function checking of a pressure-medium operated electronic brake system of a vehicle, having a valve and sensor device, having a brake cylinder for actuating a brake, having an ABS solenoid control valve associated with the brake cylinder. For function checking of the control valve, it is temporarily activated and pressurized via the control unit and via the valve and sensor device such that pressure builds up at the input side of the control valve although a pressure increase in the associated brake cylinder is not expected, or a decrease after an interim increase is expected, and a malfunction of the anti-lock braking system solenoid control valve is identified if, contrary to expectations, a response of the vehicle due to a pressure increase in the brake cylinder, or due to the lack of a decrease after an increase, is established during this function check.

Abstract: A method is for determining a side slip angle during the cornering of a vehicle. The following variables are recorded and interlinked via a mathematical vehicle model with assumptions of the linear single-track model: a predetermined or measured position of the center of gravity between a front and rear axle, the current vehicle velocity, a current vehicle cornering motion variable, the current steering angle on the front axle. To simplify the determination of the side slip angle, it is determined under the assumption that the difference between the side slip angle and the Ackermann side slip angle is proportional to the difference between the Ackermann angle and the steering angle. The actual side slip angle is deduced from the relationship of the measured steering angle and the Ackermann angle based on the proportionality relationship of the Ackermann side slip angle theoretically present when driving through the same curve without slip.

Abstract: The disclosure relates to a vehicle system for a vehicle, in particular a commercial vehicle, that includes an electronically controllable pneumatic braking system, and an electronically controllable steering device. The electronically controllable pneumatic braking system has a redundant control unit, which controls the brake circuits in the event of a failure of an electronic stability control of the braking system during travel. In the event of the failure of the electronic stability control during travel, the redundant control unit performs axle-wise control of the front axle with a front axle redundancy brake pressure and/or of the rear axle with a rear axle redundancy brake pressure and the electronically controllable steering device carries out laterally stabilizing steering interventions in order to keep the vehicle in a tolerance corridor of a predefined target trajectory of the vehicle. The disclosure also relates to a vehicle and a method.

Abstract: A method for controlling a vehicle when driving on a bend, includes determining bend information, wherein the bend information characterizes a further course of the bend in a direction of travel after a current position of the vehicle, determining predicted lateral acceleration values based on the bend information, wherein each of the predicted lateral acceleration values indicates a lateral acceleration predicted to act on the vehicle at a respective one of a plurality of future positions over the further course of the bend, and determining the probability of overturning at the future positions based on the predicted lateral acceleration values by comparing the predicted lateral acceleration values with a lateral acceleration limit value. A roll stability control system outputs a reduced deceleration request if the predicted lateral acceleration values undershoot the lateral acceleration limit value at least in certain regions.

Abstract: A method is for determining a side slip angle during the cornering of a vehicle. The following variables are recorded and interlinked via a mathematical vehicle model with assumptions of the linear single-track model: a predetermined or measured position of the center of gravity between a front and rear axle, the current vehicle velocity, a current vehicle cornering motion variable, the current steering angle on the front axle. To simplify the determination of the side slip angle, it is determined under the assumption that the difference between the side slip angle and the Ackermann side slip angle is proportional to the difference between the Ackermann angle and the steering angle. The actual side slip angle is deduced from the relationship of the measured steering angle and the Ackermann angle based on the proportionality relationship of the Ackermann side slip angle theoretically present when driving through the same curve without slip.

Abstract: A method for controlling a vehicle when driving on a bend, includes determining bend information, wherein the bend information characterizes a further course of the bend in a direction of travel after a current position of the vehicle, determining predicted lateral acceleration values based on the bend information, wherein each of the predicted lateral acceleration values indicates a lateral acceleration predicted to act on the vehicle at a respective one of a plurality of future positions over the further course of the bend, and determining the probability of overturning at the future positions based on the predicted lateral acceleration values by comparing the predicted lateral acceleration values with a lateral acceleration limit value. A roll stability control system outputs a reduced deceleration request if the predicted lateral acceleration values undershoot the lateral acceleration limit value at least in certain regions.

Abstract: A method for controlling a starting process of a vehicle includes activating a control sequence and setting a control sequence signal, defining a maximum engine drive torque, and detecting a drive request for a starting process. The method further includes, in response to the drive request, controlling a clutch-gearbox unit with an engagement process duration, controlling wheel slip of driven wheels by determining wheel speeds of the driven wheels and at least setting an output drive torque at the output shaft, and redefining the maximum engine drive torque depending on the wheel slip and a driving speed. The method also includes deactivating the control sequence and resetting the control sequence signal when limit values are reached.

Abstract: In a method for stabilizing the driving behavior of a tractor-trailer combination, a tilting inclination variable is obtained and a tilting limit is determined on the basis of the tilting inclination variable and is prescribed to a vehicle movement dynamics control system. A vehicle movement dynamics control device carries out the method. In order to improve the stabilization of the driving behavior of tractor-trailer combinations with different loads of the individual vehicles, the respective tilting inclination variable is determined at a plurality of vehicles of the tractor-trailer combination, and the value of the tilting inclination variable for the determination of the tilting limit which is decisive for the determination of the tilting limit is obtained from the tilting inclination variables.

Abstract: A method for detecting an operating state of a vehicle, includes selecting the operating state from at least a first or a second operating state for a vehicle that includes a pneumatic brake system and a pneumatic control connection for connecting the pneumatic brake system to a further pneumatic brake system of a trailer. The method includes the following steps: applying pressure to the control connection until a starting pressure in the control connection is set; opening the control connection such that a pressure between the control connection and an environment is equalized; detecting a temporal pressure pattern during the pressure equalization; comparing the temporal pressure pattern to a reference pressure pattern; determining an evaluation result based on the comparison of the temporal and the reference pressure pattern; and assigning the evaluation result to the first or the second operating state of the vehicle.

Abstract: A method for detecting an operating state of a vehicle, includes selecting the operating state from at least a first or a second operating state for a vehicle that includes a pneumatic brake system and a pneumatic control connection for connecting the pneumatic brake system to a further pneumatic brake system of a trailer. The method includes the following steps: applying pressure to the control connection until a starting pressure in the control connection is set; opening the control connection such that a pressure between the control connection and an environment is equalized; detecting a temporal pressure pattern during the pressure equalization; comparing the temporal pressure pattern to a reference pressure pattern; determining an evaluation result based on the comparison of the temporal and the reference pressure pattern; and assigning the evaluation result to the first or the second operating state of the vehicle.

Abstract: In a method for stabilizing the driving behavior of a tractor-trailer combination, a tilting inclination variable is obtained and a tilting limit is determined on the basis of the tilting inclination variable and is prescribed to a vehicle movement dynamics control system. A vehicle movement dynamics control device carries out the method. In order to improve the stabilization of the driving behavior of tractor-trailer combinations with different loads of the individual vehicles, the respective tilting inclination variable is determined at a plurality of vehicles of the tractor-trailer combination, and the value of the tilting inclination variable for the determination of the tilting limit which is decisive for the determination of the tilting limit is obtained from the tilting inclination variables.

Abstract: A method and device are provided for determining the installation position of a sensor module in a vehicle—namely, for determining whether the sensor module has its longitudinal axis oriented longitudinally or transversely. The sensor module has a longitudinal acceleration sensor for measuring a longitudinal module acceleration in the direction of the longitudinal axis and/or a transverse acceleration sensor for measuring a transverse module acceleration transversely with respect to the longitudinal axis. To this end, while the vehicle is travelling, a measured longitudinal module acceleration and/or a measured transverse module acceleration is compared with a longitudinal vehicle acceleration and/or a transverse vehicle acceleration ascertained in another way. By the comparison, at least one degree of conformity is ascertained, which represents the conformity of a measured module acceleration with a calculated vehicle acceleration.

Abstract: A method and device are provided for determining the installation position of a sensor module in a vehicle—namely, for determining whether the sensor module has its longitudinal axis oriented longitudinally or transversely. The sensor module has a longitudinal acceleration sensor for measuring a longitudinal module acceleration in the direction of the longitudinal axis and/or a transverse acceleration sensor for measuring a transverse module acceleration transversely with respect to the longitudinal axis. To this end, while the vehicle is travelling, a measured longitudinal module acceleration and/or a measured transverse module acceleration is compared with a longitudinal vehicle acceleration and/or a transverse vehicle acceleration ascertained in another way. By the comparison, at least one degree of conformity is ascertained, which represents the conformity of a measured module acceleration with a calculated vehicle acceleration.

Abstract: A method and apparatus for calibrating wheel speed signals measured by wheel rpm sensors in a vehicle equipped with at least one longitudinal acceleration sensor integrates the signal of the longitudinal acceleration sensor during the acceleration or deceleration phases of the vehicle, and the resulting vehicle speed signal is compared against the signals of the individual wheel rpm sensors. A determination is made as to whether a deviation that may exist for a wheel lies within a predefined tolerance range. If a deviation falls outside of the tolerance range, the parameterized tire circumference of the associated wheel is adaptively recalibrated until the deviation falls within the tolerance range.

Abstract: The invention relates to a method for determining a travel direction of a vehicle (1), particularly a trailer vehicle, wherein wheel speed signals (n1, n2, n3) are captured and a travel speed (v) is determined, a longitudinal acceleration (a) of the vehicle (1) is measured, and a longitudinal acceleration measurement signal (Sa) is output, an approach process is determined from a time change in the travel speed (v), and the direction of the approach process is determined from the longitudinal acceleration measurement signal (Sa). An approach process in the reverse direction is particularly detected thereby. The invention further relates to a control device (2) for performing the method, particularly in a vehicle controller, a vehicle system, and a corresponding vehicle.

Abstract: A method for identifying low-pressure tires includes determining the number of revolutions of each wheel over a preselected driving distance, and comparing crosswise by summing the number of revolutions of the diagonally opposite front right/rear left and front left/rear right wheels and taking the difference between the sums, a diagonal containing a low-pressure tire being identifiable via the sign of the difference between the diagonals. A further comparison for each side of the vehicle is effected by summing the revolutions of the front left/rear left side and front right/rear right side wheels and comparing the difference between the sums, the side containing a low-pressure tire being identifiable via the sign of the difference between the sides. The difference between diagonals is compared with a low-pressure threshold value. If the threshold is exceeded, the signs of the difference between diagonals and between sides are logically combined to identify the low-pressure tire.

Abstract: A method and apparatus for calibrating wheel speed signals measured by wheel rpm sensors in a vehicle equipped with at least one longitudinal acceleration sensor integrates the signal of the longitudinal acceleration sensor during the acceleration or deceleration phases of the vehicle, and the resulting vehicle speed signal is compared against the signals of the individual wheel rpm sensors. A determination is made as to whether a deviation that may exist for a wheel lies within a predefined tolerance range. If a deviation falls outside of the tolerance range, the parameterized tire circumference of the associated wheel is adaptively recalibrated until the deviation falls within the tolerance range.

Abstract: A method for identifying low-pressure tires includes determining the number of revolutions of each wheel over a preselected driving distance, and comparing crosswise by summing the number of revolutions of the diagonally opposite front right/rear left and front left/rear right wheels and taking the difference between the sums, a diagonal containing a low-pressure tire being identifiable via the sign of the difference between the diagonals. A further comparison for each side of the vehicle is effected by summing the revolutions of the front left/rear left side and front right/rear right side wheels and comparing the difference between the sums, the side containing a low-pressure tire being identifiable via the sign of the difference between the sides. The difference between diagonals is compared with a low-pressure threshold value. If the threshold is exceeded, the signs of the difference between diagonals and between sides are logically combined to identify the low-pressure tire.

Abstract: An improved braking method and system for a vehicle equipped with an anti-lock brake system (ABS), a traction control or anti-slip regulation system (ASR) and one or more additional systems capable of effecting automatic braking of the vehicle independently of driver control, e.g., an adaptive cruise control system (ACC) or a rollover stability control system (RSC). Automatic braking takes place by admission of brake pressure to the drive axle. To detect a simultaneous braking demand of the driver, the wheel speeds of the non-driven axle or axles are compared with the wheel speeds of the drive axle or axles. If the wheel speeds of the non-driven axle(s) are less than the wheel speeds of the drive axle(s), or less than a vehicle reference speed, the brake pressure injected in response to driver demand is also fed to the brake cylinders of the wheels of the drive axle(s).

Abstract: An improved braking method and system for a vehicle equipped with an anti-lock brake system (ABS), a traction control or anti-slip regulation system (ASR) and one or more additional systems capable of effecting automatic braking of the vehicle independently of driver control, e.g., an adaptive cruise control system (ACC) or a rollover stability control system (RSC). Automatic braking takes place by admission of brake pressure to the drive axle. To detect a simultaneous braking demand of the driver, the wheel speeds of the non-driven axle or axles are compared with the wheel speeds of the drive axle or axles. If the wheel speeds of the non-driven axle(s) are less than the wheel speeds of the drive axle(s), or less than a vehicle reference speed, the brake pressure injected in response to driver demand is also fed to the brake cylinders of the wheels of the drive axle(s).