Apparatus for controlling an automotive vehicle is provided. The vehicle has a plurality of wheels, each wheel having an individually operable brake. The apparatus comprises a mechanism for determining the steering angle of the vehicle. A yawing moment controller receives the steering angle and determines a moment that is applied to the vehicle to prevent an undesirable yaw angle, yaw rate or yaw acceleration. Distribution logic receives the output of the yawing moment controller. The distribution logic determines a respectively different weighted coefficient for each individual brake, and an individual braking pressure to be applied to each respective one of the brakes based on the moment and the respective weighted coefficient of the one brake.

Brake system for a motor vehicle with yaw moment control

Apparatus for improving the driving behavior of a vehicle is provided. The vehicle has front and rear axles, each having a plurality of wheels. Each wheel-has a brake. Sensor are provided for measuring the rotational speed of each wheel, the vehicle yaw rate and the vehicle lateral acceleration. An anti-lock braking system provides first preset pressure values for controlling each brake, to prevent the wheels from locking during braking. A traction slip control system provides second preset pressure values for controlling each brake, to prevent the wheels from slipping during acceleration. A brake effort proportioning system provides third preset pressure values for distributing braking pressure between the wheels of the front axle and the wheels of the rear axle. A yawing moment controller provides fourth preset pressure values used to control each brake during cornering, to avoid application to the vehicle of an unbalanced moment which would cause the vehicle to understeer or oversteer. The antilock braking system, traction slip control system, brake effort proportioning means and yawing moment control system all operate independently of one another. A prioritizing mechanism applies criteria to determine a desired brake pressure that is applied to each wheel, based on the outputs of the antilack braking, traction slip control, brake effort proportioning, and yawing moment control systems.

System for driving stability control

A control process for controlling the driving stability of a motor vehicle is provided The difference between the actual value of the yaw rate and the desired value is measured in a control process to form the additional yawing moment for stabilizing the vehicle Instead of using yaw sensors for the direct measurement of the yaw rate (yaw angular velocity), two lateral acceleration meters are provided in the sensor Advantageous variants include the use of the yaw acceleration and/or its derivative as the controlled variable, instead of the yaw rate

Process for controlling driving stability with a yaw rate sensor equipped with two lateral acceleration meters

A method for controlling the brakes in an automotive vehicle. The vehicle has a velocity and a plurality of wheels, each wheel having an angular velocity and a brake which is operable by applying a pressure agent to the brake. An amount of the pressure agent to be applied to, or released from, each brake, individually, to implement a desired braking operation is determined. Switching times corresponding to the amounts of the pressure agent are calculated for opening and closing the inlet valve or outlet valve of each respective brake, individually. An estimated vehicle velocity and an estimated wheel angular velocity which result from applying the pressure agent to the brakes are determined. The actual velocity of the vehicle and the actual angular velocity of the wheels are determined by measuring the angular velocity, and determining the velocity based on the measurement. A comparison is performed, either between (1) the actual velocity and the estimated vehicle velocity, or (2) the actual angular velocity and the estimated wheel angular velocity. The amounts of the pressure agent to be applied to, or released from, each respective brake are adjusted, based on the comparison.

Method for determining a wheel brake pressure

Apparatus for improving the driving behavior of a vehicle is provided. The vehicle has front and rear axles, each having a plurality of wheels. Each wheel has a brake. Sensor are provided for measuring the rotational speed of each wheel, the vehicle yaw rate and the vehicle lateral acceleration. An anti-lock braking system provides first preset pressure values for controlling each brake, to prevent the wheels from locking during braking. A traction slip control system provides second preset pressure values for controlling each brake, to prevent the wheels from slipping during acceleration. A brake effort proportioning system provides third preset pressure values for distributing braking pressure between the wheels of the front axle and the wheels of the rear axle. A yawing moment controller provides fourth preset pressure values used to control each brake during cornering, to avoid application to the vehicle of an unbalanced moment which would cause the vehicle to understeer or oversteer. The antilock braking system, traction slip control system, brake effort proportioning means and yawing moment control system all operate independently of one another. A prioritizing mechanism applies criteria to determine a desired brake pressure that is applied to each wheel, based on the outputs of the antilock braking, traction slip control, brake effort proportioning, and yawing moment control systems.

System for integrated driving stability control

In an antilock control system for motor vehicles with a device for automatically disconnecting the drive assembly from the driven wheels in the event of antilock control, the drive assembly is reconnected as a function of the slip of the driven wheels. The slip of the driven wheels is also detected when the brake is released and the clutch torque controlled, preventing inadmissible wheel slip.

Antilock control system for motor vehicles

The casing (10) holds the gear-lever (12) so that it can swivel while being fastened to a shaft (14) mounted in the housing (16) and holding the first cable pulley (18) rotated by the gear lever as it swivels to its positions for a gear change. The gear box (20) houses a gear shaft (22) and the second gear pulley (24), connected to the first gear pulley by a tension cable formed of an inner flexible cable (26) and two cable covers (28,30). The steel cable (26) has at one end an anchoring pin (32) clamped in a groove (34) of the pulley (18), and then goes in the circumferential groove (36) to the abutments (38,40). Other features are also explained.

Motor vehicle gear-shift device

Cylinder for hydraulic systems, in particular for motor vehicles, consisting of a housing with an axial bore in which a piston is guided in an axially displaceable manner and is acted upon on the one end face by hydraulic fluid, the cylinder being provided with connections for at least one pressure-medium line, a connection to a fluid chamber and for fastening. To design a safe and simple connection, which can be assembled without auxiliary tools, for the pressure-medium line on the cylinder, the connection is designed as a push-in connection.

Cylinder for hydraulic systems

The system in a vehicle locks the gear shift in the parking position P. The automatic transmission has a gear shift lever (14) which is axially displaceable and cardanically moveable in the transmission block (12). There is a stop (50) for the parking position which can be overcome by axial pressure exterted through the lever (38). A stop cup (42) is fitted on the gear lever (38) which in the parking position acts on a lever (70) connected to the cable (76) of the locking device (86,92). USE/ADVANTAGE - Reliable system for locking vehicle gear lever in a parking position which is easy to service.

Securing gear lever and PARK position - involves locking mechanism with key in gear lever

The car ignition lock has a disc (24) attached to the shaft (22) of the lock with a stepped surface. When the key is rotated clockwise, say, a peg (34) on a spring loaded rod (18) slides over the upper surface of the disc, down the steps (26) onto the lower surfaec. Anticlockwise rotation of the key causes the step to abut the peg and normally, further rotation would be impossible. However, a protrusion (50) on a second disc (30) on the shaft completes an electric circuit that activates a solenoid (44), pulling the rod back against the spring. The key can now be further rotated anticlockwise to its finish position. The activation of the solenoid is only for a short duration. If this time is exceeded, the rod returns to its previous locking position and the key must once more be rotated clockwise and then anticlockwise again. ADVANTAGE - Negligible operating force to turn key since interlock is electromagnetic.

Josef Maier

Papers

Antilock control system for motor vehicles

Motor vehicle gear-shift device

Cylinder for hydraulic systems

Securing gear lever and PARK position - involves locking mechanism with key in gear lever

Ignition lock for car - uses spring-loaded rod bearing against stepped disc on lock shaft with solenoid-activated withdrawal of engagement