公开(公告)号：EP0931266B1

公开(公告)日：2005-11-16

申请号：EP97944795.0

申请日：1997-08-26

申请人： Continental Teves AG & Co. oHG

发明人： WOYWOD, Jürgen ,  LEHMER, Ronald ,  DORNSEIFF, Manfred

IPC分类号： G01P15/16

CPC分类号： G01P15/16

公开(公告)号：EP0792224B1

公开(公告)日：2000-09-13

申请号：EP95934097.7

申请日：1995-09-22

申请人： Continental Teves AG & Co. oHG

发明人： STRIEGEL, Thomas ,  LEHMER, Ronald ,  EHMER, Norbert ,  WOYWOD, Jürgen

IPC分类号： B60T8/00

CPC分类号： B60T8/1764 ,  B60T8/1755 ,  B60T2210/124

摘要： The invention concerns a circuit arrangement which is provided for a vehicle having an electronic antilock control system and which, in order to increase directional stability in critical driving situations, comprises switching circuits for individually controlling the braking pressure on the front wheels and for restricting the yawing moment (GMB) following braking manoeuvres on carriageways whose righthand and lefthand surface sections differ longitudinally in terms of their roadholding coefficients (ν). In given particularly critical situations, in particular during driving manoeuvres on a carriageway whose roadholding coefficient (ν) differs since the surface is at different levels and during braking manoeuvres on a carriageway whose roadholding coefficient (ν) differs because the surface differs in patches, when predetermined criteria for a critical driving situation of this type are satisfied, a special regulation (MFO), which brings about a reduction in the braking pressure on the front drive wheel having the highest coefficient of friction, is initiated for a period of time which depends on the vehicle speed.

公开(公告)号：EP0931266A1

公开(公告)日：1999-07-28

申请号：EP97944795.0

申请日：1997-08-26

申请人： Continental Teves AG & Co. oHG

发明人： WOYWOD, Jürgen ,  LEHMER, Ronald ,  DORNSEIFF, Manfred

IPC分类号： B60T8 ,  G01P15

CPC分类号： G01P15/16

摘要： The present invention pertains to a method for registering, base d on signals from sensors mounted on the wheels, a brake snubbing or an acceleration of the vehicle. It implies two different methods or calculation to take into account the fact that the vehicle also is, from time to time, in an antiskidding phase, i.e. the speed of any individual wheel is not representative of the vehicle speed. If some wheels are not in the antiskidding phase, they can be used for determining the vehicle slowing or acceleration. On the other hand, if all the wheels are in the antiskidding phase,such a maximum gradient - as a value - is determined based on the characteristic curve of the non drive wheel speed that is as close as possible to the vehicle slowing.