Abstract: A method is disclosed for mitigating wheel hop of a motor vehicle. The method may involve detecting an oscillation of a wheel speed of a driven wheel of the motor vehicle of the motor vehicle. When oscillation of the wheel is detected, a low amplitude, high frequency ripple braking signal is applied to a brake caliper associated with the wheel to modulate a braking action acting on the wheel.

Abstract: There is provided an electric braking device for a vehicle, which includes a brake caliper which is provided to a wheel, a pressing member which is provided to the brake caliper and is driven to press a friction member to a rotary member fixed to the wheel, an electric motor which is a power source to drive the pressing member, an electric power/signal line which supplies electric power to the electric motor or allows a first electric circuit provided in a vehicle body to communicate with a second electric circuit provided in the brake caliper, and a connector which relays the electric power line. The connector includes a terminal joining portion which joins one terminal and another terminal to each other, and the one terminal and the another terminal are made of metal. The terminal joining portion is positioned inside the brake caliper.

Abstract: System and method for regulating an output voltage of a power conversion system. The system includes a sampling component located on a chip configured to receive an input voltage through a terminal. The sampling component is configured to sample the input voltage and generate a sampled voltage. Additionally, the system includes an error amplifier configured to process information associated with the sampled voltage and a threshold voltage and generate a first output signal, and a first signal generator configured to generate a second output signal and one or more third output signals. Moreover, the system includes a comparator configured to receive the first output signal and the second output signal and generate a comparison signal, and a gate driver directly or indirectly coupled to the comparator and configured to generate a drive signal based on at least information associated with the comparison signal.

Abstract: An engine-propelled monowheel vehicle comprises two wheels, close together, that circumscribe the remainder of the vehicle. When the vehicle is moving forward, the closely spaced wheels act as a single wheel, and the vehicle turns by leaning the wheels. A single propulsion system provides a drive torque that is shared by the two wheels. A separate steering torque, provided by a steering motor, is added to one wheel while being subtracted from the other wheel, enabling the wheels to rotate in opposite directions for turning the vehicle at zero forward velocity. The vehicle employs attitude sensors, for sensing roll, pitch, and yaw, and an automatic balancing system. A flywheel in the vehicle spins at a high rate around a spin axis, wherein the spin axis is rotatable with respect to the vehicle's frame. The axis angle and flywheel spin speed are continually adjustable to generate torques for automatic balancing.

Abstract: A system, apparatus and method of controlling a brake system of a vehicle having a brake input device, such as a brake pedal, a plurality of rotating wheels and a plurality of brakes, each brake of the plurality of brakes corresponding to one wheel of the plurality of wheels, is provided. In controlling the brakes, data indicative of a deflection of the brake pedal is received, and the received data is used to derive a target deceleration rate. A braking command is provided to each of the plurality of brakes, wherein the braking command is varied for each brake to regulate a deceleration rate the vehicle in accordance with the target deceleration rate.

Abstract: A deceleration control apparatus and method for controlling deceleration of a vehicle where a controller is operable to set a target vehicular speed calculated based on a turning condition of the vehicle and a lateral acceleration limitation value. The controller is also operable to apply deceleration to the vehicle based on the actual vehicular speed and the target vehicular speed and to correct the deceleration used when the vehicle is traveling along a detected curve. Correcting the deceleration can be done by, for example, correcting the lateral acceleration limitation value.

Abstract: An electro mechanical brake apparatus is provided, in which a counter-measure for the heat of the driving circuit is much improved when configured to be integrated with an electric circuit. An electric circuit portion is provided by sandwiching a motor with brake pads, and a power module is provided so that a heat dissipating surface is opposed to the inner surface of the metallic outer case of the electric circuit portion, and a control circuit board is disposed at the motor side for the power module.

Abstract: A brake operation amount detection device detects an operation amount of a brake pedal, and a target deceleration computation device computes a target deceleration corresponding to an operation amount that the driver intends to achieve. Further, an actual deceleration calculation device calculates an actual deceleration. A deviation between the target deceleration and the actual deceleration is obtained as a difference level, and a warning issuing device generates a sound having a volume that increases in accordance with the magnitude of the difference level. Accordingly, in the case that the brake does not act, contrary to the driver's expectation, even when the driver presses down the brake pedal, the driver can recognize a degree of difference from the driver's braking intention, based on the magnitude of the sound. Therefore, the driver does not feel a sense of danger or fear.

Abstract: A system for a motor vehicle has a motor vehicle gearbox by means of which a reversal of the direction of travel can be initiated, a vehicle brake unit which is separate from the motor vehicle gearbox, and a control unit. When there is a reversal of the direction of travel from at least one first direction into a second direction when there is still a positive vehicle velocity in the first direction, the control unit generates a braking torque which reduces the vehicle velocity, by means of an actuation unit and by means of the vehicle brake unit. The actual direction of travel of the motor vehicle is determined here by means of a sensor unit.

Abstract: In anti-skid control system and method for an automotive vehicle, when a calculated wheel deceleration of any one of road wheels of the vehicle has reached to a predetermined deceleration set on the basis of a pseudo vehicle body deceleration calculated from detected road wheel velocities, an electronic control unit (ECU) suspends a pressure increase control such as to increase a brake liquid pressure of the road wheel corresponding one of wheel cylinders and executes such a pressure hold control as to hold the brake liquid pressure thereof.

Abstract: An improved braking method and system for a vehicle equipped with an anti-lock brake system (ABS), a traction control or anti-slip regulation system (ASR) and one or more additional systems capable of effecting automatic braking of the vehicle independently of driver control, e.g., an adaptive cruise control system (ACC) or a rollover stability control system (RSC). Automatic braking takes place by admission of brake pressure to the drive axle. To detect a simultaneous braking demand of the driver, the wheel speeds of the non-driven axle or axles are compared with the wheel speeds of the drive axle or axles. If the wheel speeds of the non-driven axle(s) are less than the wheel speeds of the drive axle(s), or less than a vehicle reference speed, the brake pressure injected in response to driver demand is also fed to the brake cylinders of the wheels of the drive axle(s).

Abstract: In anti-skid control system and method for an automotive vehicle, when a calculated wheel deceleration of any one of road wheels of the vehicle has reached to a predetermined deceleration set on the basis of a pseudo vehicle body deceleration calculated from detected road wheel velocities, an electronic control unit (ECU) suspends a pressure increase control such as to increase a brake liquid pressure of the road wheel corresponding one of wheel cylinders and executes such a pressure hold control as to hold the brake liquid pressure thereof.

Abstract: A brake control system is constructed to obtain a pseudo body velocity in accordance with outputs of wheel-velocity sensors, to control said brake unit in accordance with a difference between each wheel velocity and the pseudo body velocity to reduce the pressures within wheel cylinders for ABS control, to determine that one of the outputs of the wheel-velocity sensors is abnormal when a pressure-reduction time measured during ABS control exceeds a predetermined value, and to form the pseudo body velocity, if an anomaly of one of the outputs of the wheel-velocity sensors is determined, in accordance with the outputs of the wheel-velocity sensors excluding the abnormal wheel-velocity sensor.

Abstract: A method for stabilizing a vehicle to avoid at least one of a vehicle rolling over about a vehicle axis oriented in the longitudinal direction of the vehicle and the vehicle sliding in the transverse direction. The method determines at least one of a torsion variable that corresponds to how the vehicle behaves in reaction to a force acting on the vehicle about the vehicle axis oriented in the vehicle's longitudinal direction, and a load-shift variable that corresponds to how the vehicle load behaves in reaction to a force acting upon the vehicle. The method determines a vehicle speed and also determines at least one threshold value for the vehicle speed based on the torsion variable and the load-shift variable. The vehicle speed and the at least one threshold value are then compared, and interventions (or measures) are taken to stabilize the vehicle based on the comparison.

Abstract: A behavior control device of a vehicle including a longitudinal acceleration sensor has a judgment system for judging if the longitudinal acceleration sensor is operating normally by comparing an output of the acceleration sensor with a corresponding longitudinal acceleration of the vehicle detected based upon a wheel rotation speed detected by a sensor therefor, excepting at least when the acceleration sensor output is much different from a longitudinal acceleration calculated based upon a wheel drive torque, so that the reliability of the behavior control incorporating the acceleration sensor is ensured, while when the acceleration sensor is not operating normally, the behavior control is modified or suspended.

Abstract: In order to obtain the vehicle speed of an ordinary automobile operating with a pair of drive wheels and a pair of driven wheels, so as to provide the base of a due slipless rotation speed of the respective wheels for use in an ABS control, the rotation speed of each of the pairs of drive and driven wheels are detected. Then the data signals generated by the detection are low pass filtered and checked to determine if any of the rotation speeds detected with the driven wheels is larger than the largest of the filtered rotation speeds. Then the vehicle speed is determined from the filtered rotation speeds, excluding that or those of the driven wheel or wheels whose detected rotation speed is larger than the largest of the filtered rotation speeds.

Abstract: A method and device for detecting the lockup of a transport device wheel. The rotating of the wheels is detected using sensors. Data about the rotating of the wheels is relayed to a control unit which monitors the rotating of the wheels for a predetermined control period. If the control unit detects, on the basis of the information received from the sensors, that at least one of the wheels is locked up, the control unit sends an alarm unit a command for raising an alarm. When the alarm unit receives the command, it raises an alarm to warn the driver that one or more wheels are locked up.

Abstract: An automotive brake control system with an ABS system employing a hydraulic modulator, wheel-speed sensors, and a skid control unit. A vehicle deceleration &Dgr;Vi is calculated on the basis of a first speed V0 corresponding to the pseudo vehicle speed calculated at a time when the vehicle starts to decelerate and a second speed Vp corresponding to the pseudo vehicle speed calculated at a time when the pseudo vehicle speed is changed from an increasing state to a decreasing state at each cycle of the skid control, from a predetermined expression &Dgr;Vi=(V0−Vp)/T, where T denotes a derivative time.

Abstract: In an anti-lock brake system mounted on a vehicle wherein when the vehicle is braked in an emergency during running, an increase in the road surface friction force or road surface friction coefficient owing to an increase in the brake pressure is detected by a road surface friction force detecting device or road surface friction coefficient detecting device. The optimum control start point associated with an increase in the signal value of the road surface friction force F or road surface friction coefficient &mgr; provided by the road surface friction force detecting device or road surface friction coefficient detecting device is decided by using a decrease in the wheel speed, i.e., by using the wheel speed &ohgr; or d&ohgr;/dt. Thereafter, from the point where the specified value of control based on F or &mgr;, or dF/dt or d&mgr;/dt, the brake pressure is moved from the pressure increasing mode to the pressure retaining or decreasing mode.

Abstract: Method of Determining a Vehicle Deceleration or Acceleration A method which permits determining a vehicle deceleration or acceleration from the signals of the wheel sensors. The method includes two different types of calculation which take into consideration that the vehicle is temporarily in a slip control operation during which the single wheel speeds per se are not representative of the vehicle speed. If some of the wheels are not subjected to slip control, these wheels may be taken into account for determining the vehicle deceleration or acceleration. If, however, all the wheels undergo a slip control operation, a maximum amount gradient is respectively determined from the speed variation of non-driven wheels which comes closest to the vehicle deceleration.

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: A method and an apparatus for determining a variable describing the speed of a vehicle are provided. In this method, for at least two wheels, the speeds of those wheels are determined, and the variable describing the speed of the vehicle is determined at least as a function of the speed of a selected wheel. For this, an operating state of the vehicle is determined based on the speeds of at the least two wheels, the selected wheel being determined at least as a function of that operating state. In addition, plausibility queries for determining the selected wheel are performed for some of the determined operating states of the vehicle, as a function of the particular operating state of the vehicle that is determined.

Abstract: An antilock brake control system for a vehicle includes a PID calculating device for carrying out a PID calculation based on a deviation between a target slip rate determined based on a presumed vehicle speed and a slip rate, and the operation of a braking liquid pressure regulating device is controlled based on the result of the calculation in the PID calculating device. The PID calculating device is arranged to limit the PID calculation value within a predetermined limit value. Thus, it is possible to enhance the control followability in carrying out the control of a braking pressure based on the PID calculation.

Abstract: A method and apparatus for automatic braking of a vehicle includes a number of elements which operate to control vehicle speed as the vehicle enters upcoming curves. A road shape detection device detects a road shape in a forward direction of a vehicle, and a proper vehicle travelling speed calculating device calculates a proper vehicle travelling speed in the forward direction, based upon the detected road shape. A vehicle speed detecting device detects a speed of the vehicle, and a deceleration setting device sets a vehicle deceleration. A brake control device is connected to the deceleration setting device, the vehicle speed detecting device, and the proper vehicle travelling speed calculating device, for reducing the vehicle speed according to the vehicle deceleration. A road surface friction detecting device detects a value corresponding to a frictional or slippery condition of the road surface. A deceleration correcting device increases the deceleration as the road surface becomes more slippery.

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: A braking device of diagonal type having two sub-systems each including a front wheel brake cylinder and a rear wheel brake cylinder which are connected to master cylinder through respective front and rear passages in which are first and second solenoid-operated valves are disposed. The rear passage is connected to a portion of the front passage between the first valve and the front wheel brake cylinder, and a third solenoid-operated valve is disposed in a reservoir passage connecting the rear passage to a reservoir connected to a pump. A controller for controlling the valves and the pump includes a device for alternately opening and closing the third valve in a predetermined switching pattern while the second valve is held open or is alternately opened and closed, whereby the rate of change of the braking pressure in each wheel brake cylinder can be controlled as desired depending upon the switching pattern of the third valve.

Abstract: An anti-lock brake control system capable of performing optimal control of braking hydraulic pressure in a motor vehicle having four wheels while preventing brake application from being released by setting an optimal pseudo vehicle speed by effectively making use of the wheel speeds of four wheels in arithmetic determination of a pseudo vehicle speed on a wheel basis. The anti-lock brake control system includes wheel speed detector (101a to 101d) for detecting rotation speeds of four wheels, respectively, reference wheel speed arithmetic calculators (102a to 102d) for setting limits on the wheel speed of the wheels in consideration of positional relations of the wheels relative to one wheel of concern to thereby determine a reference wheel speed, and pseudo vehicle speed arithmetic calculators (103a to 103d) for arithmetically determining the pseudo vehicle speed on the basis of the reference wheel speed.

Abstract: An anti-lock control method whereby a control period of pressurization/pressure-reduction during anti-lock control is maintained constant. In the anti-lock control method, a control period T(n) from a high peak of a body velocity to a next high peak is measured, a difference between a target control period time (Tset) and the control period time T(n) is obtained when the control period time is shorter than the target control period time (Tset), the difference is added to a current pressurization start delay time Twait(n-1) to obtain a next pressurization start delay time Twait(n), and a next pressurization start time is delayed by the obtained pressurization start delay time.

Abstract: An antilock brake control system in a vehicle includes a PID calculating device for carrying out a PID calculation based on a deviation between a target slip rate determined based on a presumed vehicle speed and a slip rate, so that the operation of braking fluid pressure regulating device is controlled based on the result of the calculation in the PID calculating device. In the antilock brake control system, a braking pressure control mode is decided based on the result of comparison of a PID calculation value calculated in the PID calculating device with a predetermined threshold value, so that the operation of braking fluid pressure regulating device is controlled in such control mode. When the amount of variation in PID calculation value within a predetermined time exceeds a predetermined value, a control mode different from a control mode decided from a current PID calculation value is selected.

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: An anti-skid control system for an automotive vehicle, comprises a plurality of actuators each associated with one of front-left, front-right, rear-left and rear-right road wheels, for adjusting braking forces applied to the road wheels independently of each other, sensors for detecting wheel speeds of the road wheels to generate wheel-speed indicative signals, and a controller for controlling the actuators in response to the wheel-speed indicative signals. The controller selects a lower value of the wheel-speed indicative signal values of a controlled rear wheel, subjected to a braking-force control, and its diagonal front wheel located on the vehicle diagonally to the controlled rear wheel, and controls the actuator associated with the controlled rear wheel in accordance with the lower value, during braking-force control for the controlled rear wheel.

Abstract: An ABS skid detection protection system for a wheeled vehicle detects a predetermined level of deceleration at a wheel; detects, memorizers and holds for a prescribed period the wheel speed value at that predetermined deceleration level; detects whether the angular acceleration of the monitored wheel first falls below and then re-establishes the predetermined deceleration level within the prescribed level; and corrects the memorizsed value of wheel speed by subtracting from it an amount equal to the vehicle deceleration multiplied by either the elapsed time since the wheel speed value was memorized or the elapsed time since the initiation of a short-duration pulse by which the actuating pressure applied to a brake can be temporarily dumped upon detection of the predetermined level of deceleration of the wheel.

Abstract: A pedal stroke detector detects the degree of depression of a brake pedal of a master cylinder to determine a road surface friction coefficient. A wheel speed detector monitors the speed of each wheel of a vehicle. A vehicle body speed calculator estimates the vehicle speed from the wheel speed of each wheel and the degree of depression of the brake pedal as detected by the pedal stroke detector. A lock symptom detecting mechanism detects a lock symptom from the estimated vehicle body speed and wheel speed. When a lock symptom is detected, a memory stores the degree of depression. Subsequent movement calculations are based on the larger of the degree of depression for the instant operational cycle and the degree of depression stored in memory.

Abstract: In order to avoid faults as a result of different diameters of tires, under prescribed conditions a correction of one wheel speed with respect to the other on each side of the vehicle is performed. The conditions are based on a comparison of the throttle valve angle to the zero torque angle, and a comparison of the speed of the driven wheel to the speed of the non-driven wheel.

Abstract: An anti-lock braking system of a motor vehicle has at least three road wheels. The system comprises respective hydraulically actuating units for the road wheels. Each actuating unit feeds a brake cylinder of the corresponding road wheel with a brake pressure upon braking.