Abstract: A method and system for jerk-free stopping of a motor vehicle to automatically bring the motor vehicle to a standstill at a predetermined destination point, wherein the deceleration exerted on the motor vehicle is ascertained, entirely or in part, as the difference of a spring force component and a damping component, with the damping component being proportional to the present vehicle velocity.

Abstract: Embodiments relate to machines including a movable part. A transmitter circuit is configured to generate a radio signal and to transmit the radio signal towards the movable part via a transmit waveguide. A reflection of the radio signal from the movable part is received by a receive waveguide and guided through the receive waveguide to a receiver circuit, which is configured to determine a position and/or a speed of the movable part based on at least the received radio signal. The transmitter circuit and the receiver circuit may be comprised by a radar sensor.

Abstract: A method is provided for controlling a drivetrain of a vehicle, wherein the drivetrain comprises a multi-clutch transmission. The gear shift of the multi-clutch transmission is adapted to be performed either by power cut shift or by power shift dependent on predetermined vehicle shift conditions. The method includes detecting at least one of a plurality of indications of slippery road conditions and setting a slip risk factor, wherein the slip risk factor is dependent on the indication of slippery road conditions. If the slip risk factor is above a first predetermined threshold value the method further comprises controlling the multi-clutch transmission such that an upcoming gear shift is performed as a power-shift independently of if upcoming shift was determined to be performed as a power-cut shift or as a power shift.

Abstract: A method and apparatus in a vehicular telemetry system and a remote data analysis system for detecting an event and switching a data acquisition mode. Checking a state of a data acquisition mode. If the state is in a filtered data state and if an indicator value is at or above a threshold value, then switch the data acquisition mode to an unfiltered data state and acquire unfiltered data. If the data acquisition mode is in an unfiltered data state and if the indicator value is below the threshold value, switch the data acquisition mode to a filtered data state and acquire filtered data.

Abstract: An anti-lock brake system and a sensor unit for the system, where acceleration occurring in a wheel is easily detected with high accuracy to perform braking control of a motor vehicle. Sensor units (100) having acceleration sensors that detect acceleration occurring, with the rotation of tires (300), in X, Y, and Z directions including the tire rotating direction are provided on rotating bodies of rotation mechanism portions including each tire (300). The sensor units (100) transmit digital values of the detected result as digital information by an electromagnetic wave. The digital information is received by a monitor device (200) provided on each tire house, and an acceleration value obtained by calculation is outputted to a brake control unit (600).

Abstract: A brake torque control device obtains inertia torque Tine based upon an equation of motion (Tine=Tw?Ft·Rt) about the rotation of a tire based upon a wheel torque Tw according to a brake torque exerted on the tire, road friction force Ft and a radius Rt of the tire. When the inertia torque Tine exceeds a predetermined reference value, road friction force Ft at this time is set as estimated maximum road friction force Fmax. The instructed brake torque is calculated under the condition that the value that is obtained by adding the predetermined value corresponding to the inertia torque Tine to the torque Fmax·Rt based upon this estimated maximum road friction force Fmax is set as an upper limit value of the instructed brake torque. This allows to clearly set, as one value, the target value of the instructed brake torque upon an ABS control, thereby being capable of more accurately executing the pressure-increasing control and pressure-reducing control of the brake fluid pressure.

Abstract: A method and brake control system that calculates a target brake pressure of each wheel based on a braking amount by a vehicle operator and a product of a lateral acceleration of the vehicle and a vehicle speed. The brake control system comprises a first detector that detects a lateral acceleration of the vehicle and a second detector that detects a speed of the vehicle. A controller is provided that controls a braking force applied to each of front wheels and rear wheels. The controller increases the braking force applied to the front wheels by a vehicle operator so that the ratio of the braking force applied to the front wheels versus the braking force applied to the rear wheels increases as a product of the detected lateral acceleration and the detected speed of the vehicle increases.

Abstract: A characteristic changing device is adopted in the inventive brake control system for the vehicle. The characteristic changing device sets a differential pressure between a first brake hydraulic pressure which is applied to wheel cylinders and a second brake hydraulic pressure which is generated by a master cylinder so that the first brake hydraulic pressure is higher than the second hydraulic pressure when the second brake hydraulic pressure is reduced. Due to the differential pressure set as described above, the first brake hydraulic pressure enough to exhibit effective braking force is kept even if the second brake hydraulic pressure is reduced.

Abstract: An arrangement for avoiding rollovers when accelerating motor vehicles, single-track or double-track vehicles such as motorcycles or passenger cars in particular, with an arrangement for comparing a difference in rotational speed between the speed of at least one front wheel or the front axle and the speed of at least one rear wheel or the rear axle of the motor vehicle with an adjustable rotational speed difference threshold value. Also included is an arrangement for detecting a wheel acceleration for at least one front wheel and for at least one rear wheel and an arrangement for activating the vehicle's propulsion system when the rotational speed difference threshold value is reached or exceeded if the wheel acceleration is simultaneously negative for at least one front wheel and positive for at least one rear wheel.

Abstract: A roll control device of a vehicle for executing a roll suppress braking according to a detection of a rolling condition of the vehicle so that the braking is executed when the rolling condition increases beyond a first threshold value and the braking is canceled according to a normal brake ending schedule when the rolling condition subsides below a second threshold value lower than the first threshold value, wherein when an abnormal condition occurs about the detection of the rolling condition, the braking is canceled according to an abnormal brake ending schedule at a less quickness than according to the normal brake ending schedule, even before the rolling condition subsides below the second threshold value.

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 a method of improving the control behavior of an anti-lock control system, criteria for identifying a cornering situation and the direction of curve are obtained from the rotating behavior of the vehicle wheels. For cornering identification, the wheel slip values (&lgr;i) are filtered by way of a first order, low pass and the filtered values are compared. The time constant (T) of the low pass filter is varied as a function of the acceleration (ai) of the respective wheel (i). The time constant (Ti) of the filter starting from a minimum value (Tmin), is increased according to the relation Ti=Tmin+(agrenz−ai)/k1 as soon as the acceleration (ai) of the respective wheel (i) drops below a predetermined limit value (agrenz).

Abstract: A brake control system which employs an antiskid control and wheel lock protection differential reference controller to provide antiskid and antilock brake control. The differential reference controller is capable of estimating both wheel velocity and vehicle velocity based on a single wheel speed sensor input. To reduce the effects of wheel speed noise, the differential reference controller estimates the wheel velocity and vehicle velocity by carrying out parallel processes using identical processing functions. The estimated wheel velocity and vehicle velocity are subtracted providing a differential output indicative of the slip velocity. Only unique parameters for each process, derived from physical constants, are different. In this way, the wheel speed noise is introduced into both processes and canceled when the results are subtracted to obtain the slip velocity.

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: Before braking occurs the speed of non-driven wheels is monitored and averaged to determine vehicle speed and an integrator is initialized with that speed. Acceleration is periodically calculated from the vehicle speed, stored in a ring buffer and averaged. The output of a chassis accelerometer is also sampled during the same periods and stored in a similar ring buffer and averaged. Accelerometer bias due to slope or drift is determined as the difference of the two averaged accelerations. The noise level of the accelerometer bias is determined by filtering and rectification. After braking occurs, the accelerometer output is corrected by subtracting the bias and the noise and is then used to continuously update the integrator output to provide an estimate of vehicle speed during braking.

Abstract: An ABS for an all-wheel-drive vehicle in which the wheel slip is included in the instability criterion. The gradient of the reference speed required for determining the wheel slip is limited, when the vehicle is accelerating, to the measured acceleration of the vehicle if the acceleration of the wheels is greater than the acceleration of the vehicle.

Abstract: A brake system has a variable front/rear axle braking force distribution for a racing car. An electrohydraulic braking force control device with an electronic computer stage is provided in the system to take account of the aerodynamic axle load changes occurring at high speeds. This computer stage forms, from the vehicle speed and dynamically determined magnitudes, or magnitudes assumed to be appropriate, of the coefficient of friction .mu..sub.B effective at the vehicle wheels, an optimized braking force distribution factor. The brake pressure connected into the rear wheel brakes is caused to follow up the brake pressure connected into the front wheel brakes in such a way that the rear axle braking force follows the front axle braking force.

Abstract: An anti-skid braking method is provided for controlling, on the basis of a slip ratio of a wheel and an acceleration of the wheel, braking force to be applied to the wheel. The anti-skid braking method comprises the following steps: where the slip ratio is found to fall outside an appropriate range during slip ratio computation, adding differences between a limit defining the appropriate range and the respective slip ratio values so computed; and when the integral of the differences is at least equal to a predetermined value and the acceleration of the wheel is detected to be low, enhancing the control of the braking force, the control being performed based on the wheel acceleration and the slip ratio, so that the slip ratio is brought back into the appropriate range. An anti-skid braking system suitable for use in practicing the anti-skid braking method is also described.