Abstract:
A device for preventing a rollback of a vehicle on an incline. The vehicle is equipped with a brake system, via which at least the braking pressure in the wheel brakes of a rear wheel is influenced in order to distribute the braking action between at least one front wheel and one rear wheel by actuating actuators assigned to the rear wheels so that a differential is set between the pressure of the front wheel and the rear wheel (e.g., an EBD braking). The device has a first arrangement for determining whether vehicle standstill is occurring due to braking where a differential in the braking pressure of the front wheel and the rear wheel has been set. The device also includes a second arrangement for determining whether the vehicle is rolling back from a standstill. If the second arrangement detects a vehicle rollback, the braking pressure in at least one rear wheel is increased to inhibit rollback.

Description:
FIELD OF THE INVENTION 
     The present invention relates to a device and method for preventing rollback of a vehicle on an incline. In order to prevent a vehicle from rolling back, the braking pressure is increased on at least the rear wheels, independently from the driver, if certain conditions are met. 
     BACKGROUND INFORMATION 
     Methods and devices for influencing the braking pressure in order to prevent vehicle movement that is not intended by the driver are known from the conventional methods and devices. 
     For example, a vehicle with automatic transmission can be held at a standstill by the driver, as known, using the brakes, since with the transmission engaged, the vehicle tends to move slowly forward (“creeping”) due to the converter. The required driver effort can be reduced if the required braking pressure is held constant once it is applied. This can be accomplished, for example, by “locking” the braking pressure initiated by the driver on the wheel by a valve located between the main brake cylinder and the wheel brake cylinder as long as the vehicle is stopped. A vehicle speed sensor detects the standstill state for this purpose. The driver can then remove his foot from the brake pedal, while the wheels remain blocked by the brake. The braking pressure in the wheels is reduced as soon as the driver actuates the accelerator and thus signals his intent to start the vehicle moving. Such conventional system for creep inhibition is described in, for example, German Patent Other “hill holder” systems are also known. These conventional systems concern the following situation: Driving off a vehicle having a manual transmission system is a complex procedure requiring the combined use of accelerator and clutch pedals in conjunction with actuating the hand brake. It is difficult to apply the correct amount of braking action, i.e., braking torque when the vehicle starts moving so that the vehicle does not roll in the wrong direction until the driving torque transmitted by the transmission is sufficient for actual motion start. There are many proposals on how to facilitate the driver&#39;s task in this situation. In vehicles with hydraulic brake systems, for example, the wheel braking pressure can be isolated from the main brake cylinder by using a control valve. The pressure, once applied by the driver, remains even if the driver is no longer actuating the brake. This procedure is activated using a special switch. The driver can now initiate the procedure of moving the vehicle without concerning himself with the brakes. The control valve is opened as soon as vehicle motion is detected via a change in the rotary position of the drive shaft. German Patent Application No. 38 32 025 describes such a conventional hill holder starting aid. 
     German Patent Application No. 196 25 919 describes a system for controlling the braking action in a motor vehicle having means for setting the braking action independently of the driver&#39;s action. Upon detecting a predefinable operating mode, in which at least the longitudinal velocity of the vehicle 0 is determined, a certain braking action is applied. Such an operating mode may be present, for example, when the driver wishes to have the aforementioned creep inhibition or the aforementioned starting aid. For this purpose, when a predefinable longitudinal vehicle speed is detected during this operating mode, the braking action is increased independently of the driver. By observing the longitudinal vehicle speed, a forward motion of the vehicle that is not desired by the driver is reliably inhibited during the operating mode (creep inhibition mode or hill holder mode). This conventional system is based on the fact that all wheel brake cylinders have the same braking pressure at the beginning of the driver-independent braking action. The situation where the braking pressure in the front and rear wheels is different is not considered. 
     Furthermore, methods and devices for controlling the brake system of a vehicle are known where at least the braking pressure in the wheel brakes of one rear wheel is influenced in order to distribute the braking action between at least one front wheel and one rear wheel. This influencing scheme is accomplished by setting a differential between the braking pressures of the front wheel and the rear wheel. German Patent Application No. 196 53 230 provides that the differential set between the braking pressure of the front wheel and the rear wheel is reduced when a predefinable situation is present. The predefinable situation is present when a measured quantity, representing the longitudinal vehicle speed, drops below a predefinable threshold value. As the longitudinal vehicle speed diminishes, the differential set between the braking pressure of the front wheel and the rear wheel is continuously reduced. 
     An object of the present invention is to improve existing devices and methods for vehicles equipped with a braking system with which, in order to distribute the braking action between at least one front wheel and one rear wheel, at least the braking pressure on the wheel brakes of a rear wheel is influenced, so that when braking action is performed on an incline, in which a suitable differential is set between the braking pressure of the front wheel and the rear wheel, the vehicle is prevented from rolling back. 
     SUMMARY OF THE INVENTION 
     The device according to the present invention prevents a vehicle from rolling back on an incline. In vehicles having a heavy rear load (caused, for example, by the vehicle cargo), which are equipped with a brake system with which, in order to distribute the braking action between at least one front wheel and one rear wheel by actuating actuators assigned to the rear wheel so that a differential is set between the brake pressure in the front wheel and the rear wheel, it may occur in the case of such braking (hereinafter referred to as EBD—electronic braking force distribution) on steep inclines that the braking pressure in the rear axle is insufficient for holding the vehicle on the incline after braking to a complete stop. The vehicle with a heavy rear load may then slip downward on the incline with blocked front wheels. The front axle, bearing little load, can barely transmit any braking force. 
     EBD braking is defined as follows: a differential is set between the braking pressure on the front wheels and the rear wheels and thus the braking action is distributed at least by actuating actuators assigned to the rear wheels of the vehicle. This distribution of the braking pressure and thus of the braking action ensures that the rear axle is not locked before the front axle. In EBD distribution the braking action is “locked” in the rear wheels by appropriately activating the actuators assigned to the rear wheels, i.e., the pressure remains unchanged during EBD braking and cannot be increased by the driver. On the other hand, the braking pressure of the front wheels can be increased by the driver at any time. This can be disadvantageous under certain circumstances in the case of braking a vehicle having a heavy load on an incline, namely when the braking pressure on the rear wheels is insufficient, as described above, to hold the vehicle at standstill on the incline. 
     The device according to the present invention has a first arrangement which determines whether the vehicle is at a standstill due to braking, in which an appropriate differential is set between the front wheel and the rear wheel, i.e., in EBD braking. Furthermore, the device according to the present invention has a second arrangement which determines whether the vehicle is rolling back from standstill. If the second arrangement detects a rollback of the vehicle, the braking pressure is increased on one rear wheel of the vehicle in order to inhibit rollback. 
     As long as no vehicle rollback is detected, the braking pressure that has been set is advantageously maintained at least for the rear wheels. On the other hand, the braking pressure on the front wheels can be increased by the driver. 
     In order to inhibit vehicle rollback, the braking pressure is advantageously increased only on the rear wheels. The braking pressure is only increased in the rear wheels because a greater braking effect can be achieved with the rear wheels in the event of rollback on an incline due to the load distribution. 
     Particular embodiments may be advantageous for implementing the standstill detection performed by the first arrangement and the rollback detection performed by the second arrangement. 
     The first embodiment is based on the evaluation of a velocity quantity, which describes the velocity of the vehicle, and the analysis of wheel speed quantities, which describe the wheel speeds of the individual wheels. Both detections according to the first embodiments operate reliably. However, due to the fact that the wheel speeds and thus also the vehicle velocity cannot be evaluated below a low characteristic velocity (the wheel speed signals generated by the rotation speed sensors are not sufficiently accurate), the vehicle, when rolling back, reaches at least this low characteristic velocity before the velocity quantity and the wheel speed quantities can be evaluated and thus before the braking pressure buildup according to the present invention can be implemented on the rear axle. Concerning this problem, the analysis, on which the second embodiment is based, of detected quantities, which show whether the alternation, characterizing the wheel speed signals, between a first and a second signal value due to the rotation characteristics of the wheel is present, represents an improvement. This alternation between the first and second signal value is present even at the lowest rotation speeds of the wheels, i.e., below the low characteristic speed. Consequently, by evaluating the detected quantities when rollback is detected, the rear axle wheel pressure buildup according to the present invention can be performed even at vehicle velocities below the low characteristic velocity. 
     These embodiments are based on the fact that the wheel (rotational) speed signals are signals that have been prepared in signal form. These are square signals alternating between a first and a second value. 
     The common feature of both embodiments is that a sensor arrangement, in particular speed sensors, is assigned to the wheels and generate wheel speed signals describing the rotation of the respective wheels. The device according to the present invention also contains an arrangement for both embodiments that determine, based on the wheel speed signals, a speed value describing the velocity of the vehicle. 
     According to the first embodiment, the device contains an arrangement that, based on the wheel speed signals, determines wheel (rotational) speed quantities describing the wheel speeds of the individual wheels. The wheel speed quantities are evaluated in the second arrangement to detect vehicle rollback. 
     According to the first embodiment, vehicle standstill is preferably defined as occurring when the velocity quantity is equal to or less than a first predefinable comparison value. Vehicle rollback is preferably defined as occurring when the wheel speed quantities of the front wheel are equal to or less than a second predefinable comparison value and the wheel speed quantity of at least one rear wheel is greater than the second predefinable comparison value. 
     As described above, the wheel speed signals alternate between a first and a second signal value depending on the rotation of the wheel. This alternation is evaluated in a second embodiment for standstill detection and rollback detection. According to the second embodiment, the device contains an arrangement with which the detection quantities for the individual wheels can be determined as a function of the wheel speed signals, the detection quantities alternating between the first and second signal values. These detection quantities are evaluated in the first arrangement to detect vehicle standstill and/or in the second arrangement to detect vehicle rollback. 
     In the second embodiment, three advantageous versions are possible for standstill detection. Vehicle standstill is advantageously defined as occurring, e.g., 
     when the velocity quantity is equal to or less than a first predefinable comparison value, and when the detection quantities of the rear wheels indicate that the signal does not alternate between the first and second signal values for either of the rear wheels, or 
     when the velocity quantity is equal to or less than a first predefinable comparison value and when the detection values of the front wheels indicate that the signal does not alternate between the first and second signal values for either of the front wheels, or 
     when the velocity quantity is equal to or less than a first predefinable comparison value and when the detection values of the front wheels indicate that the signal does not alternate between the first and second signal values for either of the front wheels and when at least the detection quantity of one rear wheel indicates that the signal does not alternate between the first and second signal values. 
     The wording used in the third version “when at least the detection quantity of one rear wheel indicates that the signal does not alternate between the first and second signal values” may indicate that either one detection value shows or both detection values show at the same time that the signal does not alternate. In other words, this wording also includes a version in which vehicle standstill is occurring if, among other things, the detection values of the rear wheels show that the signal does not alternate for either of the rear wheels. 
     Two advantageous versions are possible for rollback detection in the second embodiment. The vehicle rollback is advantageously defined as occurring, e.g., 
     when the detection quantities of the front wheels indicate that the signal does not alternate between the first and second signal values for either of the front wheels and when at least the detection quantity of one rear wheel indicates that the signal alternates between the first and second signal values, or 
     when the detection quantities of the front wheels indicate that the signal does not alternate between the first and second signal values for either of the front wheels and when the detection quantities of the rear wheels indicate that the signal alternates between the first and second signal value. 
     The braking pressure on at least one rear wheel is not increased until it is determined that vehicle rollback has been occurring for a predefined period of time. In order to determine whether or not vehicle rollback has been occurring for a predefined period of time, a time quantity, in particular a time count, is compared to a threshold value. To measure the period of time during which rollback has occurred, the time quantity is incremented by one each time vehicle rollback is determined. 
     Vehicle rollback after EBD braking, which results in vehicle standstill and makes it necessary to build up pressure in the rear axle, is detected more reliably by using the time quantity. Vehicle standstill with subsequent slight rollback of the vehicle is recognized in the standstill and rollback recognition according to the present invention, in particular using the detection values also in the case of a pitching vehicle during a very short standstill phase. Vehicle pitching results in a slight motion of the rear wheels, i.e., the rear axle without noticeable vehicle rollback. This is, however, detected as vehicle rollback in rollback detection, since the wheel signals alternate between a first and a second value. In order to avoid this erroneous detection, the duration of vehicle rollback is determined with the help of the time quantity. It can then be safely assumed that actual vehicle rollback is occurring only after the time quantity has exceeded a predefined time quantity threshold value, which corresponds to a predefined duration, since then it can be safely assumed that actual vehicle rollback is occurring, which causes pressure to be built up in the rear axle according to the present invention. 
     The advantages resulting from a combination of the evaluations serving as the basis of the two embodiments and from a combination of signals/quantities evaluated in the two embodiments is also possible. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     FIG. 1 shows an exemplary embodiment of a device according to the present invention for carrying out a method according to the present invention. 
     FIG. 2 shows a first embodiment of the method according to the present invention. 
     FIG. 3 shows a second embodiment of the method according to the present invention. 
    
    
     DETAILED DESCRIPTION 
     Block  101  represents a sensor arrangement, e.g., at least one rotation speed sensor, which generates wheel rotational speed signals RDij describing the rotation of the respective wheels. The wheel speed signals have a first or second signal value depending on the rotation of the wheel. In each case, wheel speed signals RDij go to a block  102  and a block  107 . Depending on the embodiment of the standstill detection and rollback detection, wheel signals RDij go to a block  103  or a block  104 . In a first embodiment, in which a velocity quantity vf describing the velocity of the vehicle and wheel speed quantities vij describing the speeds of the individual wheels are used, there is a block  103 , but not to block  104 . In a second embodiment, in which velocity quantity vf and detection quantities RDFij, indicating alternation between the first and second signal values for the individual wheels, are used in block  104 , but not in block  103 . An optional illustration based on a usage of the first embodiment or the second embodiment is not shown in FIG.  1 . These two embodiments will be described in more detail below and shown in FIGS. 2 and 3. 
     The simplified notation used with the wheel speed signals RDij is described below: Index i shows whether the wheel speed signal refers to a wheel of the front axle (v) or a rear axle (h) wheel speed signal. Index j shows whether the signal is the wheel speed signal of a right (r) or a left (l) wheel. The meaning of the two indices i and j is the same for all quantities and signals for which they are used. 
     A velocity quantity vf describing the velocity or the vehicle is determined in a conventional manner as a function of the wheel speed signals RDij in block  102 . Velocity quantity vf is sent to both block  105  and block  107 , regardless of which of the two embodiments is implemented in blocks  105  and  106 . 
     Wheel speed quantities vij describing the speeds of the individual wheels are determined in a conventional manner as a function of the wheel speed signals RDij in block  103 . In this determination, influences of the vehicle motion on the wheel speed signals RDij and different rolling radii of the individual wheels, for example, are taken into account. The wheel speed quantities vij are sent to a block  106  if the first embodiment is implemented in blocks  105  and  106 . 
     In block  104 , detection quantities RDFij indicating that the respective wheel speed signal alternates between the first and second signal value is determined as a function of wheel speed signals RDij. If the second embodiment is implemented in blocks  105  and  106 , detection quantities RDFij are sent to both block  105  and block  106 . 
     Detection values RDFij are assigned the following values, for example: if the wheel speed alternates, the detection value is assigned a value 1; if the wheel speed does not alternate, the detection value is assigned a value 0. 
     Block  105  determines whether vehicle standstill is occurring due to EBD braking. If vehicle standstill is occurring, this is communicated to block  107  via quantity SEK. The following values are assigned here: If there is standstill, SEK=1. If there is no standstill, SEK=0. According to a first embodiment, standstill detection is started in block  105  with quantity Si 3 , which is sent from block  107  to block  105 . This will be explained in more detail below with reference to FIG.  2 . This quantity Si 3  is not needed in the second embodiment, which is described below with reference to FIG.  3 . 
     Block  106  determines whether the vehicle is rolling back from standstill. If there is rollback from a standstill, this is communicated to block  107  via quantity ZEK. According to the first embodiment, quantity ZEK is a binary quantity. According to the second embodiment, quantity ZEK is a discrete quantity, which may assume several values within a range. 
     Block  107  is a controller, with which at least EBD braking can be performed. Normally this is a controller for carrying out braking slip control, where the EBD braking function is implemented. In order to perform EBD braking, signals or quantities Si 1  are generated in controller  107  and sent to a block  108 , which represents the actuator system assigned to the wheels. In the case of both a hydraulic brake system and an electrohydraulic brake system, actuator system  108  represents valves that are physically connected to the wheel brake cylinders of the respective wheels and which, when actuated, influence the braking pressure in the respective wheels. 
     Actuator system  108  generates signals or quantities Si 2 , which describe the status of the actuator system and are sent to block  107 . Signals or quantities Si 2  are used in determining the signals or quantities Si 1  for carrying out EBD braking. 
     Depending on signals or quantities Si 1 , the actuator system is activated to perform EBD braking. 
     The present invention can also be used in a similar manner in a pneumatic, electropneumatic or electromechanical brake system. 
     FIG. 2 shows a first exemplary embodiment of the method according to the present invention. The method according to the present invention starts with step  201 , in which the standstill flag is initialized, among other things, i.e., quantity SEK is assigned the value 0. Value ZEK is assigned the value 0 in a similar manner. Step  201  is followed by step  202 , in which it is checked whether velocity quantity vf is less than a threshold value S1. If it is established in step  202  that velocity quantity vf is greater than a threshold quantity S1, which is equivalent to an indication that due to the vehicle velocity it is not assumed at the next point in time that the vehicle is at a standstill, step  202  is executed again. At the same time, prior to performing step  202  again, both quantities SEK and ZEK are assigned the value 0. If, however, it is determined in step  202  that velocity quantity vf is less than threshold value S1, which is equivalent to saying that due to the vehicle velocity it is assumed at the next point in time that the vehicle is at a standstill, step  203  is executed following step  202 . 
     Step  203  checks whether EBD braking, i.e., braking with a set pressure differential and pressure holding, exists. For this purpose, the signals or quantities present within controller  107  are checked. If step  203  determines that no EBD braking exists, step  202  is executed again following step  203 . However, if step  203  determines that EBD braking exists, step  204  is executed following step  203 . 
     Step  204  checks whether standstill flag SEK has been set. If step- 204  establishes that the standstill flag is not set, standstill detection, composed of steps  207  and  208 , is executed starting with step  207  following step  204 . As shown in FIG. 1, a quantity or a signal Si 3  that is sent from block  107  to block  105  is shown. This quantity or signal Si 3  has the function of starting standstill detection in block  105  in the case where standstill flag SEK is not yet set. 
     Standstill detection, in which it is determined or checked whether the vehicle is at a standstill, takes place in step  207 . For this purpose, in a first embodiment, as mentioned before, the velocity quantity vf, determined in block  102 , is evaluated. According to the first embodiment, vehicle standstill exists if the velocity quantity vf is equal to or less than a first predefinable comparison value. In a second embodiment, as mentioned before, the velocity quantity vf determined in block  102  and the detection quantities RDFij determined in block  104  are evaluated. According to the second embodiment, vehicle standstill exists 
     when the velocity quantity vf is equal to or less than a first predefinable comparison value, and when the detection quantities RDFhj of the rear wheels indicate that the signal does not alternate between the first and second signal values for either of the rear wheels, or 
     when the velocity quantity vf is equal to or less than a first predefinable comparison value and when the detection values RDFvj of the front wheels indicate that the signal does not alternate between the first and second signal values for either of the front wheels, or 
     when the velocity quantity vf is equal to or less than a first predefinable comparison value and when the detection values RDFvj of the front wheels indicate that the signal does not alternate between the first and second signal values for either of the front wheels and when at least the detection quantity RDFhj of one rear wheel indicates that the signal does not alternate between the first and second signal values. 
     If step  207  determines that no vehicle standstill exists, step  202  is executed again following step  207 . If, however, step  207  determines that vehicle standstill exists, step  208  in which standstill flag SEK is set (SEK=1) is executed following step  207 . Following step  208 , step  202  is executed again. 
     However, if step  204  determines that standstill flag SEK has been set, no standstill detection is required; therefore, step  205  is executed following step  204 . 
     In step  205  rollback recognition takes place, in which it is determined whether the vehicle is rolling back from a standstill. In a first embodiment wheel speed quantities vij, determined in block  103 , are evaluated. According to the first embodiment, the vehicle is rolling back if the wheel speed quantities of the front wheels are equal to or less then a second predefinable comparison value and if the wheel speed quantity of at least one rear wheel is greater than the second comparison value. In a second embodiment, detection quantities RDFij, generated in block  104 , are evaluated. According to the second embodiment, the vehicle is rolling back 
     when the detection quantities of the front wheels RDFvj indicate that the signal does not alternate between the first and second signal values for either of the front wheels and when at least the detection quantity of one rear wheel RDFhj indicates that the signal alternates between the first and second signal values, or 
     when the detection quantities of the front wheels RDFvj indicate that the signal does not alternate between the first and second signal values for either of the front wheels and when the detection quantities of the rear wheels RDFhj indicate that the signal alternates between the first and second signal value. 
     If step  205  determines that no vehicle rollback is occurring, step  202  is executed again following step  205 . If, however, step  205  determines that vehicle rollback is occurring (ZEK=1), step  206  is executed following step  205 . In step  206 , pressure is built up in the rear axle with the braking pressure of at least one rear wheel being increased. Vehicle rollback is inhibited via this pressure buildup. At the same time, the two quantities SEK and ZEK are reset in step  206 , i.e., they are assigned the value 0. Step  202  is executed again following step  206 . 
     According to the first embodiment (and as shown in FIG.  1 ), quantity ZEK is a binary quantity. If vehicle rollback has been determined, quantity ZEK is assigned the value 1. If, however, no rollback has been determined, quantity ZEK is assigned the value 0. 
     FIG. 3 illustrates a second embodiment of the method according to the present invention. The method begins with step  301 , which corresponds to step  201  of FIG.  2 . In other words, quantities SEK and ZEK are initialized in step  301 . Following step  301 , step  302 , corresponding to step  202 , is executed. If step  302  determines that velocity quantity vf is greater than a threshold value S, step  302  is executed again. At the same time, prior to executing step  302  again, the two quantities SEK and ZEK are assigned the value 0. However, if step  302  determines that velocity quantity vf is less than threshold value S1, step  303  is executed following step  302 . 
     Step  303  corresponds to step  203 . If step  303  determines that no EBD braking is occurring, step  302  is executed again following step  303 . If, however, step  303  determines that EBD braking is occurring, step  304  is executed following step  303 . Step  304  corresponds to step  207 , i.e., the standstill recognition described in connection with step  207  takes place in step  304 , where it is determined or checked whether the vehicle is at a standstill. If step  304  determines that the vehicle is not at a standstill, step  306  is executed following step  304 . If, however, step  304  determines that the vehicle is at a standstill, following step  304 , step  305  is executed in which standstill flag SEK is set, i.e., the value 1 is assigned to quantity SEK. Step  306 , corresponding to step  204 , is executed following step  305 . 
     Step  306  checks whether standstill flag SEK has been set. If step  306  determines that the standstill flag has not been set (SEK=0), step  302  is executed again following step  306 . If, however, step  306  determines that the standstill flag has been set (SEK=1), step  307  is executed following step  306 . Rollback detection is performed in step  307 , in which it is determined whether the vehicle is rolling back from standstill. Since step  307  corresponds to step  205 , the rollback detection described in conjunction with step  205  is executed in step  307 . If step  307  determines that no vehicle rollback is occurring, step  302  is executed again following step  307 . If, however, step  307  determines that vehicle rollback is occurring, step  308  is executed following step  307 . 
     In step  308 , the quantity ZEK, which is a time quantity, i.e., it represents the first time counter, is incremented by one. As can be easily seen, the value of quantity ZEK is incremented by 1 whenever step  307  detects vehicle rollback. In other words, the longer rollback lasts, the greater the value of quantity ZEK, i.e., of the time counter. Step  309  is executed following step  308 . In step  309  the value of quantity ZEK is compared with a threshold value S2, i.e., it is checked whether the rollback condition has been present for a predefined period of time, i.e., whether it has lasted for a predefined period of time. If step  309  determines that the value of quantity ZEK is less than threshold value S2, which is to say that vehicle rollback probably occurred due a pitching motion of the vehicle or that vehicle rollback has not yet been occurring for too long, step  302  is executed again following step  309 , since in this case no pressure buildup in the rear axle is required. If, however, step  309  determines that the value of quantity ZEK is greater than threshold value S2, which is to say that considerable vehicle rollback has occurred, which requires pressure buildup in the rear axle, then step  310  is executed following step  309 . 
     With respect to FIG. 1, in the second embodiment, the value of quantity ZEK is sent from block  106  to block  107 . 
     In step  310 , which corresponds to step  206 , pressure is built up in the rear axle, increasing the braking pressure at least on one rear wheel. Vehicle rollback is inhibited via this pressure buildup. At the same time, the two values SEK and ZEK are reset in step  310 , i.e., they are assigned a value 0. Step  302  is executed again following step  310 . 
     With an assumption that threshold value S1 is greater than the first or second predefinable comparison value and also greater than the vehicle velocity at the time when the detection quantities are evaluated, this ensures that vehicle rollback is detected at least until both quantities SEK and ZEK are reset on the basis of step  202  or  302 . 
     The device according to the present invention has standstill recognition (block  105 ) and rollback recognition (block  106 ) as preferable components. According to the second embodiment, at least rollback detection responds at wheel speeds that are less than the lowest detectable wheel speeds. In the case of a vehicle with a heavy rear load, the rear axle, which is possibly underbraked with EBD braking, receives more braking pressure according to the present invention due to rollback recognition in a vehicle at a standstill on an incline, so that further vehicle rollback with locked front wheels is no longer possible. 
     Furthermore, it should be noted that the form of the embodiments described above and shown in the drawings have no limiting effect on the inventive concept of the present invention.