Abstract: The present invention discloses a method for brake pressure adjustment of a wheel brake comprising the following steps: determining a preliminary nominal pressure gradient in a brake control, determining actuating signals for a hydraulic pump and/or at least one hydraulic valve for the adjustment of the nominal pressure gradient, determining the actual pressure by way of a pressure model, determining the slip of a driven wheel, comparing the actual pressure with a first threshold value that is lower than the maximum possible brake pressure, and comparing the wheel slip, if the wheel slip is a traction slip, with a second threshold value, wherein, if the actual pressure and the wheel slip exceed the respective threshold values, the preliminary nominal pressure gradient is raised. The present invention also relates to a corresponding device.

Abstract: The invention relates to a control process for increasing the traction in the case of a vehicle while the vehicle stability remains almost the same, a wheel slip being determined at the powered wheels and being compared with at least one slip threshold value, and the driving power being reduced when the wheel slip exceeds the slip threshold value.

Abstract: A method and a device for controlling at least one operating-dynamics variable of a vehicle in closed loop are discussed. In particular, the at least one operating-dynamics variable includes a variable describing the yaw rate of the vehicle. The device includes arrangements which are used for determining whether an actuation of a parking brake contained in the vehicle exists above a predefined value for the vehicular speed. If such an actuation of the parking brake exists, then no braking interventions and/or no engine interventions, to be implemented along the lines of the closed-loop control of the at least one operating-dynamics variable, are carried out. The device makes it possible to execute an escape turn with a vehicle equipped with a device for the closed-loop control of an operating-dynamics variable.

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 nitrated piston ring for the piston of an internal combustion engine. The piston ring has a circumferential indentation in its flank surface facing away from the combustion pressure. This indentation has a depth of a few Am and receives lubrication to prevent plating of aluminum from the aluminum piston on the flank surface of the piston ring.

Abstract: To prevent noise being transmitted from a rotor portion of an electric motor (2-2.3) through the bearing brackets (3) to the motor's housing (1), each bearing bracket (3) is fixed relative to the motor housing (1) by at least one mounting part (5), with a noise damping part (4) arranged in between the bearing bracket (3) and the motor housing (1). The mounting part (5) rests directly against the motor housing (1) in the region where the mounting part (5) is coupled to the motor housing (1), without any noise damping part interposed between the mounting part (5) and the motor housing (1).

Abstract: Transformation of a speech signal comprises separating the speech signal into two signal parts (a, b), where (a) represents the quasistationary part and (b) the transient part of the signal. The signal (b) is filtered inversely and is supplied in parallel to a transient detector and a pitch manipulator, while the signal (a) is subjected to a spectral analysis. The transformation circuit permits well-defined manipulation of any speech signal, which is advantageous partly for hearing-impaired persons, partly for persons having normal hearing ability in noisy environments. Finally, the circuit has been found to be extremely expedient for synthesizing well-defined sounds, which is of great importance in the control of hearing aids (hearing loss simulator).

Abstract: A television receiver providing a stable image whether or not a composite color signal is present, in which a transmitter-recognition processes the television synchronization signals of the composite color signal. A character generator displays alphanumeric as well as graphic characters. The deflection generators and the character generator are operative with TV signals as well as characters that are alphanumeric as well as graphic. The deflection generators and the character generator are driven by control signals. An oscillator controls the deflection generators, and a phase comparator operates in the presence of synchronization signals to synchronize the oscillator. The phase comparator receives no signals from the input terminal when no synchronization signals are present, so that the oscillator oscillates at a fixed preadjustable frequency to provide a stable image.

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: In a method for detecting the reverse travel of a motor vehicle, the yaw speed and a model yaw-speed are obtained and, with the aid of these variables as well as constants, a factor .THETA.t is determined, which is compared to preselected comparison values. From these comparisons, it is determined whether forward travel or reverse travel exists.

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: In a method for braking motor vehicle wheels, to reduce a yawing moment produced by an antilock braking system, the build-up of braking pressure on at least one wheel is influenced. The braking pressure on the wheels of one axle is influenced to such an extent that the differential between the braking pressures of one axle does not exceed a maximum permissible value. This maximum permissible value is made dependent upon the vehicle speed and the transversal acceleration.

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: A lower limiting value of the yaw speed is calculated as a function of the steering angle, the vehicle speed, and the coefficient of friction between tires and road. If the yaw speed falls below the lower limiting value, the brake pressure is reduced in order to increase lateral stability.

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: The invention relates to organometallic compounds of the elements aluminum, gallium and indium which are two-fold intramolecularly stabilized, and to the use thereof for the production of thin films and epitaxial layers by deposition from the liquid or solid phase.

Abstract: Brake pressure is varied briefly by means of pressure pulses at regular intervals during phases when brake pressure is otherwise maintained constant, and any variations in transverse acceleration at each axle are determined. These variations at the axles are used to modify the wheel slip by varying the brake pressure in order to increase stability while retaining an adequate steerability reserve or vice versa.

Abstract: The invention provides a circuit for electronic control of an internal combustion engines including injection valves that can be activated electrically as a function of regulated variables such as crankshaft position, engine speed, exhaust-gas composition and engine torque. The circuit includes an electronic control unit with means to activate the intake valves, exhaust valves, injection valves and ignition device as a function of ignition duration and ignition timing. The control unit also includes a start-up program with which ignition sequences of the engine cylinders, intake valves, injection valves and ignition device can be activated for any desired cylinder position of an engine-start-up process. The circuit further includes a program memory, an engine-standstill detection circuit, and an absolute-value angle transmitter to which the engine-standstill detection circuit is responsive.