Abstract: In a plunger master brake cylinder (1), the closed end (5) of the main bore (3) is manufactured in one piece with the housing (2). The pistons (6,7) are inserted from the open end (4) of the main bore (3). In order to prevent the pistons (6,7) from slipping out of the main bore (3) prior to assembly in the vehicle, a retaining pin 23 is provided, which has a length greater than the diameter of the pistons (6,7) and than the diameter of the open end (4) of the main bore (3). The pin 23 extends through radial holes (20) in the spring retainer (13) of the compression spring 12 coupled to the outer piston (7). The pin is inserted through a small radial opening 26 in the housing 2 and is limited in its outward movement by a step (25) in the main bore (3).

Abstract: An electromagnetic shuttle valve with two valve passages (5, 6) provides an increased cross-section of the second valve passage (6) by increasing the diameter of the second valve closure member (8). To this end, a compression spring (17) which biases the second valve closure member towards the first valve closure member (7) is arranged inside the second valve closure member (8) and the second valve seat (27). It abuts a radial projection formed on the housing sleeve (1) below the second valve seat (27). In order to provide an even larger cross-section of the second valve passage (6), the housing sleeve diameter can increase around the second valve seat (27). In this case, the housing sleeve can include a bulged collar 9 to provide a stop for axial movement during assembly.

Abstract: In a method and a device for assisting a vehicle to start on a slope, a vehicle brake torque is changed corresponding to an estimated vehicle driving torque in consideration of a downgrade torque. The method is executed with the following steps of determining a vehicle driving torque reference value, comparing the reference value with the estimated vehicle driving torque, and influencing the brake torque in accordance with the comparison result (FIG. 1).

Abstract: A system and method protects against rollover in a vehicle by employing an array of linear acceleration sensors. A control module includes, among other things, a model of the vehicle dynamics and a model of the array of sensors. A state vector is estimated based on the detected accelerations, the model of the vehicle dynamics and the model of the sensors. A control signal is generated based on the state vector, and the roll moment of the vehicle is reduced based on the control signal.

Abstract: The present invention is directed to monitoring the loss of pressure in one or more tires by detecting the angular speed variations of one or more wheels of the vehicle over a specified wheel revolution period and analyzing the vibration of the speed various. Changes in the frequency are related to pressure loss, which is indicated to the driver, for example, by displaying the tire pressure loss information on a display.

Abstract: A disc brake assembly for a motor vehicle includes a rotor, a bracket, a pair of brake pads slidably supported by the bracket for movement along a reference axis, and a caliper, also slidably supported by the bracket for movement along the reference axis, bridging the rotor periphery and operative to urge each brake pad into engagement with a respective friction surface of the rotor. A spring clip on the caliper includes a first pair of arms, each resiliently engaging a respective radially-disposed surface on the bracket to thereby releasably secure the spring clip to the caliper. The spring clip also includes a second pair of arms, each resiliently engaging a respective axially-disposed surface on the bracket to urge the outboard portion of the caliper along the reference axis away from the outboard friction surface of the rotor.

Abstract: A stability control system includes a sensor for measuring the position of the suspension system. Alternatively, the sensor may directly detect the load on the suspension system. With this information, the system calculates a vehicle loading condition. A yaw rate model is selected based on the calculated vehicle loading condition. Preferably, a number of loading condition values are stored and a controller selects the best fitting loading condition value to serve as the yaw rate model.

Abstract: A braking system includes an accumulator positioned along the brake line between the wheel brake and a pump. The accumulator includes a cylinder defining a bore and a piston fitted within the bore. The cylinder defines an inlet and an outlet fluidically connecting the bore to the brake line. The outlet is axially spaced from the inlet and is positioned to be sealed closed by the piston when it is proximate to inlet. The accumulator stores a reserved volume of fluid that is not delivered to the pump via the outlet to thereby reduce the volume of fluid delivered to the master cylinder by the pump and prevent damage to the lip seals during ABS control.

Abstract: An automotive braking system controls the flow of pressurized brake fluid from a tandem master cylinder to several wheel brakes via a pair of braking circuits. Each circuit features a pressure relief line having, in series, a normally-closed valve, low-pressure accumulator, pump, check valve, damping chamber, and throttling orifice. A bypass line includes a normally-closed bypass valve that is operated to interconnect the pressure relief lines of the first and second braking circuits downstream of the pump outlets to thereby reduce system response time when, for example, one or more wheel brakes are actuated to enhance vehicle traction or stability. Braking system redundancy is enhanced with a check valve incorporated in either or both circuits downstream of the bypass connection, or a second normally-closed bypass valve in the bypass line. Fluid pressure monitoring in either or both circuits is further useful in identifying bypass valve leakage.

Abstract: A new method for determining an actual steering wheel angle is provided that does not require re-calculation of a steering center upon each ignition of the vehicle. Accordingly, the vehicle dynamic controller may be activated very quickly after ignition, while a less costly relative steering wheel angle sensor may be employed.

Abstract: A vehicle having a vehicle control system for controlling a performance characteristic of the vehicle and a controller. The controller is coupled to the vehicle control system and adapted to receive a position signal indicative of the present physical position of the vehicle. The controller employs the position signal to determine at least one characteristic pertinent to the operation of the vehicle control system and outputs a control signal. The control signal is received by the vehicle control system, causing the vehicle control system to tailor its performance in response thereto. A method for controlling a vehicle having a vehicle control system is also provided.

Abstract: A brake activating mechanism for a vehicle is responsive to the required braking force to adjust the magnification of the manual input force, thereby providing greater assistance to the vehicle operator. The brake activating mechanism generally includes a pedal arm connected to a brake pedal for receiving the manual input force and connected to a pushrod for transmitting the output force. A clutch mechanism is employed that is responsive to the input force to modify the position of the pivot point. In this way, the magnification of the input force via the pedal arm is modified.

Abstract: An automotive braking system controls the flow of pressurized brake fluid from a tandem master cylinder to several wheel brakes via a pair of braking circuits. Each circuit features a pressure relief line having, in series, a normally-closed valve, low-pressure accumulator, pump, check valve, damping chamber, and throttling orifice. A bypass line includes a normally-closed bypass valve that is operated to interconnect the pressure relief lines of the first and second braking circuits downstream of the pump outlets to thereby reduce system response time when, for example, one or more wheel brakes are actuated to enhance vehicle traction or stability. Braking system redundancy is enhanced with a check valve incorporated in either or both circuits downstream of the bypass connection, or a second normally-closed bypass valve in the bypass line. Fluid pressure monitoring in either or both circuits is further useful in identifying bypass valve leakage.

Abstract: The present invention provides a single sensor, preferably of a capacitance type, that detects various conditions of a brake booster and the braking system. In one embodiment, the sensor is integrally formed with a reaction disc in the brake booster. Another embodiment includes forming the sensor within the poppet valve of the brake booster.

Abstract: An apparatus and method for detecting the road condition for use in a motor vehicle. The system and method detect road data through a temperature sensor, an ultrasonic sensor, and a camera. The road data is filtered for easier processing. A comparison of the filtered road data to reference data is made, and a confidence level of that comparison is generated. Based on the comparison of filtered road data to reference data, the road condition is determined. The driver may be informed and/or stability control systems may be adjusted based on the detected road surface condition.

Abstract: An apparatus and method for detecting the road condition for use in a motor vehicle. The system and method detect road data through a temperature sensor, an ultrasonic sensor, and a camera. The road data is filtered for easier processing. A comparison of the filtered road data to reference data is made, and a confidence level of that comparison is generated. Based on the comparison of filtered road data to reference data, the road condition is determined. The driver may be informed and/or stability control systems may be adjusted based on the detected road surface condition.

Abstract: A method for estimating the longitudinal velocity of a vehicle generally comprises the steps of determining whether the vehicle has a lateral acceleration greater than a predetermined value, and then setting the estimate of longitudinal velocity based on the velocity of the wheel having the highest normal force when the vehicle does have a lateral acceleration greater than the predetermined value. The predetermined value is preferably set to reflect the vehicle being in a curve driving situation. The method may further comprise the step of determining whether the vehicle has had a lateral acceleration greater than the predetermined value within a predetermined amount of time. Preferably, when the vehicle is not currently but has had a lateral acceleration greater than the predetermined value within the predetermined amount of time, the estimate of longitudinal velocity is set based on an integration of the vehicle's longitudinal acceleration over time.

Abstract: A stability control system includes a sensor for measuring the position of the suspension system. Alternatively, the sensor may directly detect the load on the suspension system. With this information, the system calculates a vehicle loading condition. A yaw rate model is selected based on the calculated vehicle loading condition. Preferably, a number of loading condition values are stored and a controller selects the best fitting loading condition value to serve as the yaw rate model.

Abstract: A braking system includes an accumulator positioned along the brake line between the wheel brake and a pump. The accumulator includes a cylinder defining a bore and a piston fitted within the bore. The cylinder defines an inlet and an outlet fluidically connecting the bore to the brake line. The outlet is axially spaced from the inlet and is positioned to be sealed closed by the piston when it is proximate to inlet. The accumulator stores a reserved volume of fluid that is not delivered to the pump via the outlet to thereby reduce the volume of fluid delivered to the master cylinder by the pump and prevent damage to the lip seals during ABS control.

Abstract: A method is disclosed for determining the steering center of a vehicle. The algorithm involves supplying power to a controller after ignition-off to save the steering wheel angle value that is stored in the controller's non-volatile memory. At ignition-on, the steering wheel angle value that was stored in the controller's non-volatile memory is retrieved and compared to a recently calculated probable steering wheel angle value. The recently calculated probable steering wheel angle value is calculated based on an offset compensated value of the vehicle's yaw rate and offset compensated value of the vehicle's lateral acceleration. If the difference between the value stored in the volatile memory and the recently calculated probable steering wheel angle value are within a predetermined range, the value stored in the non-volatile memory will continue to be used.