Abstract: A controller for electric vehicles comprising a vector control inverter for controlling motors, which drive wheels of the electric vehicles, by dividing the primary current of the motors into an exciting current component and a torque current component, and controlling respective of the current components based on a respectively designated command, characterized in further comprising a dectector for detecting a wheel velocity (including a rotor frequency of the motor proportional to the wheel velocity), a detector for detecting slipping and skidding of the wheel based on a differential value (a changing rate with time) of the detected wheel velocity, a dectector for detecting re-adhesion of the wheel based on the differential value and a twice differential value of the detected wheel velocity, and an adjuster for adjusting the designated command for the torque current component in response to the detectors.

Abstract: The deceleration o motor vehicle resulting from a vehicle brake is defined as the difference between a total deceleration of the motor vehicle and decelerations caused by the engine, wind, friction and grade, and a product of contact-pressure forces of the vehicle brake using a proportionality factor which is dependent on a brake temperature and a load being carried. The ratio of the two values is then used as a parameter for correcting the proportionality factor.

Abstract: The control algorithm for a rear wheel anti-lock brake system includes a subroutine which proportions the applied braking force between front and rear wheel brakes of a vehicle during a braking cycle. The speed of the rear wheels is sensed and used to calculate an estimated vehicle deceleraion. Upon the estimated vehicle deceleration exceeding a deceleration threshold, an isolation valve is closed to hold the brake pressure applied to the vehicle rear brakes constant. Upon further increases of the estimated vehicle deceleration, the isolation valve is selectively opened to increase the rear brake pressure in proportion to the front brake pressure.

Abstract: A motorcycle chassis embodies novel techniques, geometries, and configurations to provide enhanced performance, including new techniques to enhance braking performance. A first feature facilitates the application of braking force to each wheel in proportion to its traction capability. Maximum deceleration rates are provided prior to wheel lockup. A second feature applies liquid cooling to a brake disk. Liquid cooling eliminates brake fade caused by overheating of the brake pad material. Aerodynamic control features in concert with unique component arrangement better protect the rider from wind forces and also reduce aerodynamic drag. Narrow steering bars enclosed by bodywork and deep leg notches in the fairing contour largely remove rider induced air flow trips. The leg notches serve to brace the rider during deceleration, unloading his wrists from much of the braking force. An exhaust system routed over the engine permits a totally smooth body undercarriage to reduce aerodynamic drag.

Abstract: The present invention is directed to an anti-skid control system wherein at least a pressure decrease mode for decreasing a hydraulic braking pressure and a pulse pressure increase mode for intermittently increasing the hydraulic braking pressure, with a pressure increasing signal provided in accordance with the braking condition of a vehicle. Peaks of the wheel speed in the pulse pressure increase mode are detected continuously on the basis of a variation of a wheel acceleration relative to a vehicle acceleration. Then, the time when each peak of the wheel speed was detected is set as a rise timing of the pressure increasing signal in the pulse pressure increase mode, and a time period for which the pressure increasing signal outputs is adjusted, on the basis of a variation of the rotating condition of the wheel at the time when the peak of the wheel speed was detected.

Abstract: The present invention is directed to an apparatus for estimating the peak of a coefficient of friction in a coefficient of friction—slip rate characteristic, wherein a wheel acceleration of each wheel of a vehicle is detected, and a vehicle acceleration of the vehicle is detected. A peak estimation device is provided for estimating the peak of the coefficient of friction, and adapted to determine that the coefficient of friction is the peak when the wheel acceleration is lower than the vehicle acceleration, by more than a predetermined difference. An anti-skid control system for an automotive vehicle may be formed to include the coefficient of friction peak estimation apparatus, and a reference speed setting device for setting a reference speed for initiating a pressure decrease mode on the basis of a wheel speed and a vehicle speed detected when the peak was detected.

Abstract: A brake assist control for generating a brake force greater than that of a normal time is performed. It is determined (102) that a brake pedal is operated at a high speed when a rate of change .DELTA.PM/C of a master cylinder pressure PM/C exceeds a first threshold value .alpha.. When the cause of the braking operation is an external disturbance, the rate of change .DELTA.PM/C the rate of change .DELTA.PM/C changes immediately thereafter. When a period during which the rate of change .DELTA.PM/C becomes less than a second threshold value .beta. is shorter than a predetermined period T0, it is determined that the cause of the braking operation is the external disturbance such as a rough road or a step and an execution of the brake assist control is prohibited (104, 108, 110, 112).

Abstract: An acceleration slip control system for a motor vehicle operates so that a request for the upshift of the transmission of the motor vehicle is not output to upshift device in accordance with a road surface condition detected by road-surface condition detection device, on the basis of the detection results of engine revolution-speed detection device and driving-wheel slip detection device, whereby the inferior acceleration of the motor vehicle attributed to the upshift is prevented in order to perform the optimum gear-shift control conforming to the road surface condition.

Abstract: The present invention is directed to a vehicle motion control system for maintaining vehicle stability by controlling the braking force applied to at least one of the front and rear wheels of a vehicle. Oversteer restraining control and/or understeer restraining control are performed by applying the braking force to at least one wheel, on the basis of a condition of the vehicle in motion and irrespective of depression of a brake pedal. In the oversteer restraining control, the braking force is applied to at least one wheel so as to cause an increase in turning radius, when an excessive oversteer occurs during vehicle motion. Whereas, in the understeer restraining control, the braking force is applied to at least one wheel so as to cause a decrease in turning radius, when an excessive understeer occurs during vehicle motion.

Abstract: An antiskid braking system for controlling hydraulic braking pressure to alleviate a lock of wheels so as thereby to control a skid of the wheel and alters the hydraulic braking pressure by repeating at least a pressure reducing phase and a pressure increasing phase so as to render the wheels loose to be locked more for a leading period of time from a commencement of antiskid braking control than for a succeeding period of time of antiskid braking control, or otherwise, if the control of hydraulic braking pressure for the gradual alleviation of the wheel lock is performed in consecutive cycles, in the first cycle of antiskid braking control than in any other remaining cycle.

Abstract: A deceleration control device for a vehicle receives signals from an acceleration sensor, a speed sensor, and a brake fluid pressure sensor to calculate a brake fluid pressure control value to output a control signal to a brake pressure fluid control device. The deceleration control device may include a first arithmetic unit for calculating an actual deceleration of the vehicle, a second arithmetic unit for calculating a speed of the vehicle, a third arithmetic unit for calculating a target deceleration, and a fourth arithmetic unit for calculating the brake fluid pressure control command value. The first arithmetic unit may be coupled to the acceleration sensor signal and the speed sensor signal, the second arithmetic unit may be coupled to either the speed sensor signal or output of the first arithmetic unit, and the third arithmetic unit may be coupled to receive signals indicative of a stepping force of a brake pedal or a distance between the vehicle and an obstacle.

Abstract: The present invention relates to a process and a device for the prevention of skidding in vehicles with at least two wheels (1-4) of which at least one (1, 4) is steerable, wherein the actual rotary acceleration of the vehicle along its vertical axis is measured by a rotary accelerometer (8) and compared with the nominal rotary acceleration which is determined by a computer (9) from the turn angle of the steerable wheels (1, 4) and the vehicle speed. The turn angle is measured by an angle measuring device (6), for example, at a steering wheel (5). The speed is measured with a speed pick-up (7) on at least one of the wheels (1-4) of the vehicle. The calculated difference between nominal and actual rotary acceleration is reduced to zero by the real-time generation of a compensation-torque in a device (10). This device (10) might consist of an electric motor (11) driving two contra-rotating flywheels (12) that are selectively decelerated and will stop the skidding process.

Abstract: A vehicle braking force controller for controlling braking force of a vehicle by changing brake fluid pressure effected by a fluid pressure controller has a deceleration detector and a computer. The computer calculates a vehicle deceleration, a target deceleration of the vehicle, and a pressure adjustment speed at which the brake fluid pressure increases or decreases using the target deceleration and the vehicle deceleration. The pressure adjustment speed calculator calculates the brake fluid pressure adjustment speed using a brake fluid pressure adjustment volume which is proportional to a difference between the detected vehicle deceleration and the calculated target deceleration, and a target tracking time representing a time required to adjust the brake fluid pressure with the pressure adjustment volume. The computer controls the brake fluid pressure according to the pressure adjustment speed.

Abstract: Improvements in vehicle antilock braking systems of the type having an operator controlled master cylinder (11) and a second source (55, 57) of pressurized hydraulic fluid for selectively supplying rebuild pressure after an antilock event are disclosed. The improved system is selectively operable in one of three braking modes, a normal braking mode (119) where braking force is proportional to an operator brake pedal pressure, an enhanced anti-skid braking mode (69) where braking force may be maintained at a maximum nonskid level, and a conventional anti-skid braking mode (71) where braking force follows a cyclic pattern of fluid pressure bleed and build. The system includes circuitry (17, 19, 35, 37, 93, 95) for determining the speed of each wheel and an arrangement (59) operable independently of any vehicle wheels for determining vehicle deceleration. This comparison normally invokes the enhanced anti-skid braking mode.

Abstract: A method and system are disclosed for controlling an anti-lock brake system based on vehicle deceleration. The system includes a wheel speed sensor and control unit for performing the method steps of sensing a wheel speed and determining a wheel deceleration and a vehicle deceleration therefrom. The control unit also performs the method steps of determining an initial deceleration threshold representing a pre-lockup condition, determining a final deceleration threshold based on the vehicle deceleration, comparing the wheel deceleration to the final deceleration threshold, and activating the vehicle anti-lock brake system if the wheel deceleration exceeds the final deceleration threshold.

Abstract: An apparatus for attenuating wheel speed variation during periods of brake intervention traction control is provided. The speed of the or each driven wheel is monitored and the braking force applied to the or each driven wheel is controlled in accordance with the wheel speed and wheel acceleration. Braking force may be increased when a rate of change of wheel acceleration is increasing and the wheel is accelerating (i.e. between periods B and C of FIG. 5c); whereas braking force may be decreased when the rate of change of wheel acceleration is decreasing and the wheel is decelerating (i.e. between periods D and E of FIG. 5c).

Abstract: A difference .delta..sub.2 -.delta..sub.1 is formed between the steering angle .delta..sub.2 actually measured and the steering angle .delta..sub.1 calculated from the vehicle transverse acceleration, vehicle speed, and a series of constants. This difference (.delta..sub.2 -.delta..sub.1) is used to displace the working point on the .mu.-slip curve in the direction of an increase of the lateral stability, i.e., toward smaller slip values. Response can be improved by making the displacement also dependent on the rate of change of this difference or the rate of change of the actual steering angle. Preferably no reaction is produced when the difference is below a threshold angle unless one of the rates exceeds a respective threshold.