Übersetzung für "Seitenführungskraft" in Englisch

It is known, however, that lateral guidance force decreases as the tire slip increases.

As explained above, the centrifugal force FZ corresponds to the lateral guiding force.

That means that it would practically lose all lateral guiding force and the motorcycle inevitably would slip away.

In lieu of a slip angle, the associated lateral guiding force can be used as the threshold value.

However, a growing slip angle will render the relationship between lateral guiding force and slip angle non-linear.

For the total of both wheels, the lateral guiding force remains approximately constant.

As explained above, the lateral guiding force corresponds to the transverse acceleration because the mass must be assumed to be constant.

In rear-wheel drive vehicles, the driving forces in a bend reduce the cornering grip of the rear axle.

In front-wheel drive vehicles, all driving forces are applied to the front wheels, thereby reducing the cornering grip of the front axle.

This in turn results in a decrease of the cornering force and thereby in an unstable driving behavior.

In addition, the wheels lose their lateral guidance force, so that the vehicle is no longer steerable.

The lateral traction on a wheel of the vehicle is generated as a result of a tire slip angle of the wheel.

When spinning occurs, the starting time of the vehicle is prolonged unnecessarily, its tractive power is reduced and cornering force is diminished.

Antilock braking system according to claim 4, wherein the curve pressure control includes means for performing active limitation of the front wheel brake pressure to the value Pab, even when the monitoring circuit still does not recognize any lockup tendency of the front wheel, so that in the event of brake application in the tilted position, at least on a surface with average frictional values, sufficient lateral guidance is ensured for the front wheel.

It is possible, however, that the rapid wheel deceleration causes a great wheel slippage and, hence, a substantial loss of braking power and lateral guidance.

The brake pressure decrease achieved by the limiting value curve decreases the slip at the corresponding wheels and increases the lateral guiding force.

In order to achieve a good braking effect and a highest possible lateral guidance, the slippage curve maximum must not be exceeded.

An increase of the pressure bounces meant an improvement, however, the deviations from the desired slippage would increase, causing disadvantageous losses in braking power, lateral guidance and comfort. SUMMARY OF THE INVENTION

Whereas, during braking in a straight line, the driver's need for maximum deceleration in the longitudinal direction of the vehicle can be understood clearly, a conflict of aims arises during simultaneous steering movements, since the brake force and lateral guiding force cannot be at their maximum at the same time.

If it is assumed that a driver wants instantaneously to change the state of movement of his vehicle as much as possible, it seems plausible to maximize the resultant force arising from the brake force and lateral guiding force.

Only a brake force and now only a reduced lateral guiding force act on this wheel, thereby generating a yawing moment which counteracts the oversteering tendency.

The greater the lateral guiding force FS, the smaller the corresponding maximum brake pressure which the tire can transmit to the surface of the road.

Therefore, the brake pressure available when driving through a curve in accordance with the above equation is greatly reduced because of the lateral guiding force needed when driving through a curve.

The lateral guiding force (transverse acceleration) is determined in the manner described above from the wheel loads measured and the threshold value which is decisive for anti-lock control is reduced inversely proportional to the magnitude of the transverse acceleration determined, i.e. it is adjusted more sensitively.

Standard anti-lock systems (ALS) are optimized for road operation and allow a minimal braking distance on roads with sufficient cornering force.

Based on the intermediately switched time periods, during which the wheel can run free, a sufficient cornering force of the wheel is again made possible.

If da/dt does not fall below the lower limit after a pressure increase pulse, the control, in order to increase the lateral guiding force, reduces the pressure so as to finally ensure that the wheels are moving in the stable range on the left of the maximum value of the slip curve.

Therefore, in this case it is preferable to increase the brake pressure at the front wheels and consequently also the slip so as to decrease the lateral guiding force and the yaw speed.

Reducing the desired slip value on the front wheel on the outside of the bend both increases the lateral guiding force at the front and, as a result of the simultaneous reduction of the brake force, generates a slight yawing moment.

If the regulation responds in this case, it decreases the lateral guiding force at the rear axle of the vehicle, which in the above situation is undesirable because it causes an oversteering tendency in the wrong direction. At a later point in time such oversteering must be corrected by another regulating intervention.