Abstract: A signal (S) has a value at every point in time. The values may change in time and may lie within or outside a predetermined basic value range (BVMIN, BVMAX). The signal (S) is processed so that control steps associated with the values of the signal (S) are carried out when certain values of the signal (S) occur outside the basic value range (BVMIN, BVMAX). It may then occur that the carrying out of the control steps may be triggered in an undesirable manner because of implausible values of the signal (S). Such an implausible signal behavior must be recognized rapidly and the undesirable effects of the implausible signal behavior must be decreased or totally prevented at an early moment. For this purpose a value of the signal (S) occurring with relative frequency is determined as a dominant value (DV) as well as a frequency value (FV), which indicates frequency of occurrence of values of the signal (S) situated in the vicinity of the dominant value (DV).

Abstract: A brake control apparatus has a control unit 30 for controlling a brake mechanism 40 for braking each of the wheels provided for a vehicle, and a tire abnormality detection device 10 for detecting abnormal air pressure of a tire attached to each of the wheels and transmitting a signal to the control unit 30. When the control unit 30 determines that the air pressure of any one of the tires has become lower than a predetermined level, the control unit 30 controls the brake mechanism 40 to brake a tire opposite to the low-pressure tire to the right or left. As a consequence, safety is improved even if a tire has been punctured during operation of a vehicle.

Abstract: In a process for controlling a braking-force distribution in a vehicle for front and rear wheel brakes by regulating a braking liquid pressure for at least one of front wheel brakes and rear wheel brakes, based on a comparison of a rear wheel speed and a wheel speed difference target value and a difference between a front wheel speed, amounts of load variation on the front and rear wheels are calculated during braking. Correction values, corresponding to an amount of wheel diameter varied from a preset wheel diameter as a result of the displacement of the loads, are determined based on the amount of load variation. At least one of the front and rear wheel speeds is corrected by the correction values. Thus, the braking-force distribution to the front and rear wheel brakes is controlled so that the braking force is sufficient in either of the front wheels or the rear wheels due to the variation in load during braking.

Abstract: A traction enhancement system includes an electronic controller, first and second pneumatic tire and wheel assemblies, a first wheel brake, a second wheel brake, a source of pressurized air, an air pressure sensor, and a vehicle speed sensor. The first and second pneumatic tire and wheel assemblies each define a pneumatic chamber having pressurized air therein. The first wheel brake operably resists rotation of the first tire and wheel assembly. The second wheel brake likewise operably resists rotation of the second tire and wheel assembly. The source of pressurized air is connected to the tire and wheel assemblies. The air pressure sensor is located and configured to monitor the pressure of the pneumatic chambers, and is electrically connected to the controller. The vehicle speed sensor is electrically connected to the controller as well.

Abstract: A control system for motor vehicles in which the errors in wheel velocities created by tolerances between the tires are compensated.

Abstract: A method of an accurate detection of a spinning vehicle wheel. Observed wheel speeds are derived by measuring the speed of each wheel and the slowest speed is set as the slowest observed wheel speed. A maximum probable wheel speed is derived by multiplying the slowest observed wheel speed by the ratio of the maximum wheel speed to the slowest wheel speed for a given minimum turning radius. The maximum probable wheel speed is compared with an observed wheel speed and if the observed wheel speed is greater, the wheel is deemed to be spinning.

Abstract: A wheel diameter judging system and wheel speed correcting system which calculates a driven wheel slip rate, and a driven wheel torque. A variation characteristic of the driven wheel slip rate relative to the variation in driven wheel torque is presumed using the method of least squares. A correction value corresponding to a ratio of the number of revolutions of a follower wheel to the number of revolutions of a driven wheel in a condition in which the driven wheel is not in a slipping state is calculated as an intercept of the driven wheel slip rate at the driving torque equal to zero in a graph of the variation characteristic. The driven wheel speed is corrected by the correction value. The driven wheel speed is corrected by the correction value. Thus, even if the driven wheel is in the slipping state, a difference in diameter between the follower and driven wheels can be accurately judged, and the follower wheel speed or the driven wheel speed can be accurately corrected.

Abstract: An electronic controller applies a braking force to selected wheels when sudden tire rupture is detected. A tire rupture signal indicative of whether a tire on the vehicle has ruptured is generated. Signals corresponding to a desired trajectory of the and the actual trajectory of the vehicle are calculated. Corresponding brake actuator signals are generated and applied to appropriate brakes of the vehicle, controlling the actual trajectory of the vehicle.

Abstract: The slip of at least one driven wheel is compared to a predetermined threshold and the wheel is braked or torque is reduced when the threshold is exceeded. The slip threshold is raised when an impermissible difference between diameters of the tires on driven wheels is detected.

Abstract: An automobile anti-skid brake control system, comprises wheel-speed sensors, a pseudo vehicle speed generator, an arithmetic circuit for calculating a slip ratio of each road wheel, and a controller for controlling a wheel-brake cylinder pressure of each road wheel. The controller includes a compensation circuit for compensating a different-diameter wheel speed of a different-diameter road wheel with a small-sized emergency tire, utilizing an error rate of the different-diameter wheel speed with respect to the detected wheel speed of the other road wheel with a usual tire. The error rate is derived on the basis of a ratio of diameter-difference between the different-diameter road wheel and the other road wheel. The ratio of diameter-difference is derived on the basis of a maximum wheel speed corresponding to the different-diameter wheel speed and a second highest wheel speed of the detected wheel speeds.