Abstract: An object of the present invention is to provide a brake control apparatus including a backup brake, which brake control apparatus makes it possible both to ensure deceleration, and to attain vehicle running stability. The present invention includes: a front-wheel-side braking mechanism 4 that includes a front-wheel-side electric hydraulic mechanism 6, and a hydraulic circuit system, and applies braking force to front wheels 2L, and 2R; a rear-wheel-side braking mechanism 5 that applies braking on a rear wheel side; a backup brake that is actuated in accordance with a switch to the hydraulic circuit system 15 when the front-wheel-side electric hydraulic mechanism 6 fails, and applies braking force to the front wheels 2R, and 2L; and a skid determination threshold setting section 43 that sets a skid determination threshold.

Abstract: A hybrid electric vehicle having one or more controllers, at least two independently driven electric machines (EMs) that are each coupled to separate drive wheels, and controllers configured to generate a torque split ratio responsive to lateral acceleration and/or unequal friction coefficients detected during braking, and to generate electric power with the motors by regeneratively braking each wheel with unequal torques adjusted by the ratio, such that combined wheel braking torques do not exceed a total braking torque limit for the vehicle. In some configurations, the controller(s) generate the torque split ratio by a predetermined lookup table that maps a plurality of torque split ratios to lateral accelerations, the coefficients, and other parameters. Further arrangements include the controller(s) coupled with sensors that detect wheel slip and yaw rate, and responsive to a braking signal, the controller(s) disengage regenerative braking when the wheel slip and/or vehicle yaw are detected.

Abstract: A wheeled vehicle's antilock brake system (ABS) control device has three kinds of control modes of a braking force oriented mode, a sideways force oriented swinging-motion suppression mode and a sideways force oriented swinging-motion enhancement mode each of which is an ABS control mode being selected by means of an ABS control mode selection unit; and the vehicle ABS control device is so arranged that, in accordance with an ABS control mode selected by the ABS control mode selection unit, target slip rates on each of the vehicle's wheels being set by a target slip-rate setting unit are transferred toward respective braking force orientation or sideways force orientation, thereby the behavior of a wheeled vehicle is stabilized at a time when the wheeled vehicle on which the vehicle ABS control device is mounted makes a turn.

Abstract: An Anti-lock Braking System and control method are disclosed. The control method is performed after a control module intervenes a vehicle's braking system and comprises: receiving a wheel speed signal of a wheel and a vehicle acceleration signal; computing a tire-slip feedback value according to the wheel speed signal of the wheels and the vehicle acceleration signal; generating a feedback control voltage according to a tire-slip difference between a tire-slip target value and the tire-slip feedback value; generating a tire-slip compensation value by performing a differential compensation to the tire-slip feedback value; obtaining a feedforward voltage according to the tire-slip compensation value via a look-up table approach; generating a braking control voltage by adding the feedback control voltage to the feedforward voltage; and outputting the braking control voltage to a proportioning-valve brake, such that the proportioning-valve brake adjusts a braking pressure according to the braking control voltage.

Abstract: A method for operating a clutch of a drive train of a vehicle wherein the clutch, a drive motor primary axis having first wheels that can be driven by the drive motor as first axis and a second axis having second wheels are driven by the drive motor via the clutch as second axis, with the clutch being adjusted between a closed position, wherein a first coupling torque of the clutch is set, and at least one second position differing from the closed position, wherein a second coupling torque of the clutch that is lower than the first coupling torque is set: determining at least one coefficient of friction of a roadway the vehicle is located on; and as a factor of the determined coefficient of friction: adjusting a basic torque of the clutch, with the clutch being prestressed in the second position by the basic torque.

Abstract: A decelerating factor estimating device configured to estimate a decelerating factor of a vehicle includes a drive force acquiring unit configured to acquire a drive force of the vehicle; a vehicle speed acquiring unit configured to acquire a vehicle speed of the vehicle; an acceleration acquiring unit configured to acquire an acceleration of the vehicle; and a decelerating factor estimating unit configured to estimate a plurality of decelerating factors based on a relationship of the acquired drive force, speed, and acceleration, wherein the decelerating factor estimating unit determines a type of the decelerating factor to estimate based on a traveling state of the vehicle.

Abstract: In a method for assisting the calculation of vehicle speed in a vehicle that comprises an axle differential on at least one vehicle axle and a braking device for decelerating individual wheels of the vehicle axle, in the case of deceleration of the vehicle via the drive train, one wheel of the vehicle axle is additionally decelerated by way of the braking system, the rotation speed of the oppositely located wheel being taken as the basis for ascertaining the vehicle speed.

Abstract: The method for controlling a safety system (102-108) of a vehicle (10) determines a reference velocity from a first front wheel sensor (20A) and a second front wheel speed signal from a second front wheel sensor (20B). An axle speed sensor (20C) may be used to determine an axle speed signal. A first rear speed signal and a second rear speed signal are determined from the reference velocity, a slip effect and a yaw signal. The yaw signal may be determined from a yaw rate sensor (28). Safety system (102-108) may be controlled in response to the first rear wheel speed signal and the second rear wheel speed signal.

Abstract: A system for determining if a tire of a vehicle is improperly inflated. The system includes a radar, a wheel speed sensor, and a controller. The radar is configured to emit a signal to detect a reflection of the signal off of an object positioned perpendicular to the vehicle, and to output an indication of a speed of the vehicle. The wheel speed sensor is configured to sense a speed of a wheel of the vehicle. The controller is configured to receive the indication of the speed of the vehicle from the radar, to calculate a speed of the vehicle based on the sensed speed of the wheel, and to determine a tire of the wheel is improperly inflated when the speed of the vehicle calculated using the wheel speed sensor varies by more than a predetermined amount from the speed of the vehicle determined using the radar signal.

Abstract: Systems and methods disclosed herein may be useful for braking systems for use in, for example, an aircraft. A method is disclosed comprising determining, at a brake controller, an aircraft reference speed for an aircraft having a first wheel and a second wheel, identifying, at the brake controller, a state comprising the first wheel having a different rotational velocity than the second wheel, wherein the difference in rotational velocity sums to about zero, calculating, at the brake controller, a compensation factor for at least one of the first wheel and the second wheel, and adjusting, at the brake controller, a locked wheel trigger velocity in accordance with the compensation factor.

Abstract: The method for controlling a safety system (102-108) of a vehicle (10) determines a reference velocity from a first front wheel sensor (20A) and a second front wheel speed signal from a second front wheel sensor (20B). An axle speed sensor (20C) may be used to determine an axle speed signal. A first rear speed signal and a second rear speed signal are determined from the reference velocity, a slip effect and a yaw signal. The yaw signal may be determined from a yaw rate sensor (28). Safety system (102-108) may be controlled in response to the first rear wheel speed signal and the second rear wheel speed signal.

Abstract: A non-consideration creating portion creates a non-consideration control command value based on a target value and an actual value of hydraulic pressure of a brake cylinder in a control-target brake system i. A consideration creating portion creates a consideration control command value based on the target value and the actual value of the hydraulic pressure in the control-target brake system i and a target value and an actual value of hydraulic pressure in a comparison-target brake system j. Then, one of the consideration control command value and the non-consideration command value is selected based on an absolute value of a difference in the target value between the control-target brake system i and the comparison-target brake system j, and a combination of a control mode in the control-target brake system i and a control mode in the comparison-target brake system j.

Abstract: System for detecting stability/instability of behavior of a motor vehicle upon occurrence of tire slip or lock. State of the motor vehicle is determined on the basis of an alignment torque (Ta) applied from a road and a side slip angle (?). By taking advantage of such torque/slip-angle characteristic that although the alignment torque is proportional to a side slip angle when the latter is small, the alignment torque becomes smaller as the side slip angle increases, a normal value is determined from a straight line slope and the side slip angle in a region where the latter is small. Unstable behavior of the motor vehicle is determined when deviation of actual measured value from the normal value increases. Further, unstable state is determined when the slope of the alignment torque for the slip angle departs significantly from that of approximate straight line slope.

Abstract: A non-consideration creating portion creates a non-consideration control command value based on a target value and an actual value of hydraulic pressure of a brake cylinder in a control-target brake system i. A consideration creating portion creates a consideration control command value based on the target value and the actual value of the hydraulic pressure in the control-target brake system i and a target value and an actual value of hydraulic pressure in a comparison-target brake system j. Then, one of the consideration control command value and the non-consideration command value is selected based on an absolute value of a difference in the target value between the control-target brake system i and the comparison-target brake system j, and a combination of a control mode in the control-target brake system i and a control mode in the comparison-target brake system j.

Abstract: A regenerative braking system has a generator connected to at least one wheel set to apply regenerative brake torque to it by generating electricity, a regenerative braking control means controlling a regenerative braking amount, an actual wheel speed variation calculating means calculating an actual wheel speed variation between actual outer-wheel speed of an outer wheel of steerable wheels and actual inner-wheel speed of at least one wheel of front and rear wheel sets, a correspondent wheel speed variation calculating means calculating a correspondent wheel speed variation corresponding to an outer-to-inner wheel speed variation of the steerable wheels with road grip, a steer characteristic judging means judging strength of a steer characteristic based on the correspondent wheel speed variation and the actual wheel speed variation, and a regenerative braking amount compensating means compensating the amount to be more decreased as the steer characteristic becomes stronger.

Abstract: System for detecting stability/instability of behavior of a motor vehicle upon occurrence of tire slip or lock. State of the motor vehicle is determined on the basis of an alignment torque (Ta) applied from a road and a side slip angle (?). By taking advantage of such torque/slip-angle characteristic that although the alignment torque is proportional to a side slip angle when the latter is small, the alignment torque becomes smaller as the side slip angle increases, a normal value is determined from a straight line slope and the side slip angle in a region where the latter is small. Unstable behavior of the motor vehicle is determined when deviation of actual measured value from the normal value increases. Further, unstable state is determined when the slope of the alignment torque for the slip angle departs significantly from that of approximate straight line slope.

Abstract: A motion control apparatus for a four-wheel drive vehicle performs over-steer suppressing control when the vehicle is in an over-steer state so as to apply a braking force to a front wheel located on the outer side of a turning locus without lowering engine output, and performs LSD control for the front/rear wheels when the obtained difference between wheel speeds of the left and right wheels exceeds an allowable limit so as to apply a braking force for suppressing idle rotation to the one of the left and right wheels that is of higher wheel speed. During execution of the over-steer suppression control, the braking force for suppressing front-wheel idle rotation to be imparted to the front wheel located on the inner side of the turning locus by means of the front-wheel-side LSD control is lowered, whereby the rear wheels become unlikely to produce excessive idle rotation.

Abstract: In a case where one of a left and right pair of drive wheels is a non-controlled wheel to which braking force of a vehicle behavior control is not applied, and the other of the drive wheels is a controlled wheel to which braking force is applied, a detected vehicle wheel speed for the non-controlled wheel is corrected to a smaller value in accordance with increase in the roll angle, and increase in the braking force of the controlled wheel when a roll angle of a vehicle body is larger than a threshold value. In a vehicle behavior control, when lateral G acts upon the vehicle during turning, braking force is applied to the controlled wheel that is at the outside of the turn. This braking force application causes driving force of the controlled wheel to be partially transferred to the non-corrected wheel that is at the inside of the turn, whereby the vehicle wheel speed of the non-corrected wheel is increased. Accordingly, in the present invention, correction calculation is performed.

Abstract: A method and an apparatus for an anti-spin regulation (ASR) for a vehicle are described. The method is characterized in that a slipping driven wheel (20, 30) is braked by braking means (220, 230). A further driven wheel (20, 30) is monitored by monitoring means, (25, 35). The further driven wheel (20, 30) is braked by braking means (220, 230) in case a slipping trend is determined by determination means (90) for said further driven wheel (20, 30). The apparatus is in particular eligible for use with the inventive method and is characterized in that braking means (220, 230) are implemented for braking a slipping driven wheel (20, 30). Monitoring means (25, 35) are implemented for monitoring a further driven wheel (20, 30). Braking means (220, 230) are implemented for braking the further driven wheel (20, 30) in case a slipping trend is determined by further implemented determination means (90) for said further driven wheel (20, 30).

Abstract: A base 36A of an output shaft 36 comprises a rod member 36B, and a holder 43 having a bottom 43A. A stop 42 is formed separately from the holder. The holder has a reduced diameter portion 43B, in which an outer coiled spring 41A and an inner coiled spring 41B are disposed, and a piston 40 is disposed rearward thereof, and an increased diameter portion 43D in which the stop is disposed, and a reaction disc 35 is disposed rearward thereof.

Abstract: A method of electronic brake force distribution in a two-axle four-wheel vehicle 1 effects a compensation of the speed differences between left and right vehicle side during cornering. To this end, a compensation speed is calculated for the curve-inward rear wheel 6 and added to the individual wheel speed of the rear wheel 6 to be compared with a vehicle reference speed. The individual wheel reference speed of this wheel, which is this way increased in relation to the individual wheel speed of the curve-inward rear wheel 6, prevents a premature activation of electronic brake force distribution because the produced individual wheel reference speed is closer to the vehicle reference speed than the individual wheel speed. This permits better utilizing brake force during cornering.

Abstract: A lane change by a motor vehicle is detected in a first variant, such that a lateral-acceleration variable representing the lateral acceleration of the vehicle and/or a yaw variable representing the yaw velocity is ascertained; the change, as a function of time, of the lateral-acceleration variable and/or of the yaw variable is formed; and a lane change is detected when the change as a function of time exceeds a specifiable threshold value. A second variant provides that speed variables are determined which represent the rotations of at least two wheels; a velocity variable is ascertained representing the longitudinal vehicle velocity; the difference is determined between the speed variable of the fastest rear wheel and the velocity variable; and a curve and/or a lane change is detected when a specifiably large difference exists for a time duration of specifiable length.

Abstract: A system and method for ABS stability control is provided, the method comprising the steps of determining whether a first wheel is in an ABS mode; determining whether the first wheel is in an apply mode; determining whether a second parallel wheel is in the release mode; calculating an adjusted wheel slip if the first wheel is in the ABS mode, the first wheel is in the apply mode, and the second parallel wheel is in the release mode; and determining a control mode for the first wheel using the adjusted wheel slip.

Abstract: The present invention is directed to a brake control system for a vehicle, wherein a first valve device for opening or closing a main passage, a hydraulic pressure pump, and a second valve device for opening or closing an auxiliary passage are disposed in each hydraulic pressure circuit of a dual hydraulic pressure circuit system. At least one of the first and second valve devices is controlled to equalize the slip rates of a pair of wheels, with the wheel brake cylinders operatively mounted thereon and disposed in different hydraulic circuits, and placed at the left side and right side of the vehicle, respectively, when a difference between the slip rates of the wheels placed at the left side and right side exceeds a predetermined value.

Abstract: The invention proceeds from a system for detecting a condition of the wheels of a motor vehicle. For this purpose, means are provided for generating rpm signals, which represent the rotational movements of the wheels, and evaluation means, by means of which a signal is outputted in dependence upon the generated signals, which signal represents the display-relevant condition. The essence of the invention is that the evaluation means are so configured that, first, and dependent upon the generated rpm signals, first difference values are formed for the rpm differences of at least two vehicle wheels on the two sides of the vehicle. Depending upon a first comparison of the formed difference values to each other and/or to pregivable first threshold values, the signal, which represents a display-relevant condition, is outputted.

Abstract: A system including a method for improving the driving performance of a vehicle when braking during cornering comprises the following steps: detecting cornering and the direction of cornering, determining the rolling characteristics of individual wheels, if necessary, influencing the braking pressure of the brake on one wheel or on several wheels according to the rolling characteristics of these wheels, checking the driving condition of the vehicle with respect to whether instability prevails, and modifying the braking pressure of at least one brake of a wheel when an instability is detected during a cornering maneuver extending for a time period that reaches a threshold time period.

Abstract: A deceleration regulator which generates a nominal deceleration value, preferably a PID controller, can be adapted to the requirements of the brake engagement. A guidance magnitude filter is used, a preliminary control dependent on the nominal deceleration is performed, and the integral component of the regulator is activated only in certain states of operation. In certain courses of the nominal value, a portion of the regulator is corrected.

Abstract: Anti-lock braking system for an automobile is disclosed. It includes a brake unit that can control brake pressures within wheel cylinders of each road wheels of the automobile separately. In an anti-lock control mode, a control unit is operative to determine a controlled wheel speed for a road wheel to be controlled. The control unit determines a slip of the road wheel based on the determined controlled wheel speed and activates the brake unit in a direction to decrease the determined slip. In determining the controlled wheel speed, the control unit is operative to select a higher one of actual wheel speeds of front and rear road wheels on the opposite side to the side where the road wheel to be controlled exists. Then, the control unit is operative to use, as the controlled wheel speed, a lower one of an actual wheel speed of the road wheel to be controlled and the selected higher one wheel speed.

Abstract: An electronic braking system which recognizes differential braking across an axle. A stored adaptive capability is provided whereby a braking controller is able to learn the braking imbalance and correct for this by introducing differential pressure adjustments such as increasing braking at the wheel of the lower brake output and/or reducing braking at the wheel with a higher brake output. The learning process is completed over selected parts of several vehicle stops and is repeated continuously.

Abstract: A braking control system for agricultural tractors comprises:of the type having a pair of front wheels and a pair of rear wheels with at least one pair being driven through a differential and wherein individual wheel brakes are individually controlled through a hydraulic braking control unit which in turn is controlled by an electronic control unit which causes the braking control unit to apply braking pressure to slow the wheels on the inside of the steering bend in response to signals received by a steering angle sensor.

Abstract: An apparatus for controlling a left-wheel and a right-wheel braking torque applied to a left and a right wheel of a motor vehicle running on a road surface, respectively, when the vehicle is braked, including a torque changing device which changes each of the left-wheel and right-wheel braking torques, and a controller which controls, in an anti-lock control mode thereof, the torque changing device to prevent each of the left and right wheels from being locked on the road surface, the controller including torque-difference control device for controlling the torque changing device to change at least one of the left-wheel and right-wheel braking torques such that a difference between the left-wheel and right-wheel braking torques is smaller when a deceleration of the vehicle is higher than a threshold value than when the deceleration is not higher than the threshold value.

Abstract: A method is provided for accurately controlling a vehicle having a mini tire mounted as the spare tire. A short-term correction coefficient and a long-term correction coefficient are computed periodically for the left and right wheels, and a probable lateral acceleration G is computed from the difference between the ratio of the short-term correction coefficient to the long-term correction coefficient for the left and right wheels. A revised probable lateral acceleration G' is computed using the value of the long-term correction coefficient fixed at the point at which the absolute value of the probable lateral acceleration G has exceeded a prescribed value and the most recent short-term correction coefficient, from which a decision is made as to the state of a turn. The most recent long-term correction coefficient is used to make a correction for a mounted mini tire.

Abstract: An automobile brake control system, which applies braking force commonly to both driving wheels and restrictively controls the braking force when a specified difference occurs between a wheel speed of the driving wheel and a vehicle speed estimated based on wheel speeds of the front and rear wheels, controls, when the vehicle is traversing a split surface road, the braking force based on a wheel speed of a specific one of the driving wheels which is suffering a road surface frictional coefficient greater than another driving wheel, and corrects the vehicle speed to a lower speed according to a difference in road surface friction coefficients at the driving wheels.

Abstract: A vehicle chassis system control method, comprising the steps of: measuring vehicle yaw rate, vehicle speed, and vehicle lateral acceleration; determining, responsive to the yaw rate, vehicle speed and lateral acceleration, an index ratio; comparing the index ratio to a predetermined threshold indicating a limit above which active chassis control is not desired; and responsive to the comparison, setting a signal indicating termination of active chassis control if the index ratio is above the predetermined threshold.

Abstract: The invention is directed to a hydraulic braking pressure control system which includes wheel brake cylinders, a pressure generator for supplying a hydraulic braking pressure to the wheel cylinders through two hydraulic pressure circuits, and a pressure control device disposed in the two circuits, between the pressure generator and the wheel cylinders, for controlling the hydraulic pressure in each of the wheel cylinders. The system further includes wheel speed sensors for detecting wheel speeds of the road wheels, respectively, and a braking force controller which controls the braking force by actuating the pressure control device in accordance with control modes provided in response to output signals of the wheel speed sensors.

Abstract: The present invention is directed to a vehicle motion control system for maintaining vehicle stability by controlling the braking force applied to each wheel of a vehicle. The braking force applied to each wheel is controlled on the basis of outputs of the wheel speed sensors and the vehicle speed estimation unit. A limit value is calculated to a difference between a first estimated vehicle speed calculated for a second wheel located on the right side of the vehicle and a left estimated vehicle speed calculated for a left wheel located on the left side of the vehicle. The calculation of one of the first and second estimated vehicle speeds is limited in response to the limit value, so as to keep the estimated vehicle speed calculated for one of the right and left wheels rotating at a relatively low speed to be greater than a value subtracting the limit value from the second estimated vehicle speed provided for the other one of the right and left wheels rotating at a relatively high speed.

Abstract: At least one controlled variable depending on the rotational speed of the wheels and at least one desired value are sent to a controller. The controller exhibits low-pass behavior, this low-pass behavior being variable depending on whether or not certain operating conditions are present. The invention offers the advantage that excitations of drive train vibrations are effectively suppressed.

Abstract: Enhanced directional stability in an aircraft anti-skid braking system is achieved by using one common deceleration command (16) which is a selected one of left and right brake pedal deceleration commands (19, 119). The individual brake pedal deceleration commands (19, 119) are used to modify (34, 134) the common or selected deceleration command (16) and provide respective side wheel velocity commands to retain a differential braking capability (36, 136), and thereby avoid the potential for instability inherent when utilizing individual deceleration commands for the left and right wheel brakes of an aircraft.

Abstract: A brake pressure control device is capable of realizing reduction in a braking distance of a vehicle by promoting control in decreasing brake pressure applied on wheel braking force generating members such as wheel cylinders or a response function in increasing the brake pressure applied on the wheel braking force generating members in generating braking force on wheels.

Abstract: A method is provided that provides optimum anti-skid control when the vehicle is turning. If a vehicle enters a turning motion, the maximum frictional resistance corresponds to a larger slip ratio; therefore, in this method, the slip threshold is gradually increased to provide the optimum anti-skid control.

Abstract: The invention provides an ABS and/or ASC control system for motor vehicles, of the type having a sensor arrangement for detecting rotational wheel speeds, an analysis unit for the cornering recognition, and actuators for reducing the brake pressure on at least one wheel which is on the inside during the cornering in the case of a cornering recognition and an operated brake such that an ABS control is initiated on at the most one wheel. Cornering recognition is carried out by calculating an actual value proportional to the rear axle lateral acceleration from the difference of the rotational wheel speeds of the rear wheels and/or an actual value proportional to the front axle lateral acceleration from the difference of the rotational speeds of the front wheels.

Abstract: A method for electronic traction systems using brake intervention on the low-adhesion wheel damps and thereby substantially avoids the undesired traction control oscillations, such as pull-away tramping and drive train oscillations. In particular, an interchange of the low-adhesion wheel to be controlled from one driving wheel to the other is undertaken only when the rotational speed of the previous high-adhesion wheel is greater by a certain amount than that of the previous low-adhesion wheel and when there is no longer any controlling brake pressure at the latter. Also or in addition, the threshold value for the activation of the brake intervention is set to increase traction dynamically by suitably raising the threshold value when drive train oscillation behavior is recognized.

Abstract: An anti-skid brake control system for a four-wheel drive vehicle employs a transfer which distributes a driving torque to front and rear differentials, a front-wheel mean revolution-speed sensor, a rear-wheel mean revolution-speed sensor, and a four-wheel-drive control section. The four-wheel-drive control section controls a driving-torque distribution ratio of the transfer based on the two mean revolution-speeds detected by the sensors. The system comprises an anti-skid brake control section intercommunicated with the four-wheel-drive control section. The anti-skid brake control section controls a wheel-brake cylinder pressure of each road wheel based on at least a revolution-speed of one of the front road wheels, a revolution-speed of the other wheel of the front road wheels, and the mean revolution-speed detected by the rear-wheel mean revolution-speed sensor. An additional sensor is provided at the one front wheel.

Abstract: A method of brake system control, and apparatus for performing same, comprising the steps of (i) determining a brake command for right and left wheel brakes; (ii) monitoring right and left wheel speeds; (iii) comparing the right and left wheel speeds to determine a speed difference; (iv) if the right wheel speed is greater than the left wheel speed, adjusting a left gain of the of a left brake command to reduce torque provided by the left wheel brake; (v) if the left wheel speed is greater than the right wheel speed, adjusting a right gain of a right brake command to reduce torque provided by the right wheel brake.

Abstract: In a method of controlling an anti-skid brake system for a vehicle having one modulator and two wheel speed sensors for each axle, when the vehicle brakes during running, for example, on a split road where surface friction coefficients on the right and left surfaces of the road are greatly different from each other or on a curved road where torque values of the right and left wheels are quite different from each other, in case that one of the right and left wheels which is lower torque is set in a pressure reducing mode while the other wheel which is higher torque of the road is in a normal service braking state, a retaining mode or a slow pressure reducing mode is selected to the braking pressure of the right and left wheels. Therefore, when the conditions of the right and left wheel are quite different from each other as mentioned above, the braking pressure is retained or is intensified slowly so as to secure its braking force and thereby shorten the braking distance of the vehicle.

Abstract: A method and system for modifying anti-lock brake control to a vehicle experiencing drivetrain-induced oscillations. A wheel speed of each of the wheels is sensed to generate a corresponding speed signal. A drivetrain-induced oscillation condition is detected in one of two ways. First, a wheel speed peak count is determined for each of the wheels. A drivetrain-induced oscillation is then detected if multiple peaks occur within a predetermined period of time. Alternatively, a frequency of oscillation for each of the wheel speeds is determined and compared to a predetermined frequency threshold. Upon determining that the vehicle is experiencing drivetrain-induced oscillation during an ABS event, brake pressure is applied to the driven wheels at approximately the same frequency as the frequency of oscillation of the drivetrain-induced oscillation.

Abstract: The invention is directed to an arrangement for controlling a braking force applied to each of road wheels of a vehicle depending upon a braking condition, with a hydraulic braking pressure supplied to each of the wheel brake cylinders through an actuator. The actuator is controlled by a braking force controller into which output signals of wheel speed sensors are fed. The hydraulic braking pressure applied to each of the wheel brake cylinders is controlled by the braking force controller in accordance with each wheel speed. And, it is determined whether the vehicle is turning or not. If the vehicle is turning, the hydraulic braking pressure in a wheel brake cylinder operatively connected to one of the rear road wheels positioned at the outer side is controlled such that a decreasing operation of the pressure is restrained for at least a predetermined time period.

Abstract: The invention relates to a drive slip control system in which the driven wheels are braked when spinning. Desired braking torques for the driven wheels are calculated using the actual speeds of the driven wheels and the desired speeds of the driven wheels. A first controller generates a first braking torque value MB1 using the difference .omega..sub.D in the actual speeds and the difference .omega.*.sub.D in the desired speeds. A second controller generates a second braking torque value MB2 using the sum .omega..sub.s of the actual speeds and the sum .omega.*.sub.s of the desired speeds. Both controllers have an integral component and a proportional component. The desired left braking torque MB.sub.L is calculated using the sum MB1+MB2. The desired right braking torque MB.sub.R is calculated using the difference MB2-MB1. The desired torques are then converted to control times for the brake pressure control valves.

Abstract: A target slippage ratio setting device has sensors respectively mounted on driven and driving wheels so as to detect rotational velocities thereof, a body accelerometer attached to a main body of a vehicle, a steering angle sensor mounted on a handle, and a control unit. In the target slippage ratio setting device, a target slippage ratio at which the optimum braking force is obtained, can be determined from a coefficient of friction calculated by a friction coefficient calculating circuit, a banking angle calculated by a banking angle calculating circuit and an estimated velocity of the vehicle calculated by an estimated vehicle velocity calculating circuit, based on the peripheral velocities of the front and rear wheels and the acceleration or deceleration of the vehicle.

Abstract: the present invention, a counter value is increased by a predetermined increment when it is judged that front wheel speed is being decelerated and speed difference between front and rear wheels is higher than a setting value, and the counter value is decreased by a predetermined decrement when it is judged that speed difference between front and rear wheels is not higher than the setting value. Next, if it is judged that the counter value is higher than the setting value, a high .mu. flag is set. If it is judged that the counter value is not higher than the setting value, the high .mu. flag is cleared. Thus, it is judged whether road surface has a high .mu. value or not by speed difference between front and rear wheels and by duration, during which the speed difference is maintained. When a high .mu. flag is set, a control value for high .mu. value is set as a control value relating to anti-skid brake control, and if the high .mu. flag is cleared, a control value for low .mu. value is set.