Abstract: A correlation coefficient computing unit receives front-left and front-right wheel-accelerations from high-pass filters, each having a driver-operating component removed therefrom, and computes a correlation coefficient therebetween. A computing-unit of upper and lower limits of a correlation coefficient of a population sets upper and lower limits of a correlation coefficient of a population. First and second correction-gain setting units set first and second correction-gains varying in accordance with running and driving states, respectively. A correlation coefficient computing unit of a population computes a correlation coefficient of a population of this time based on the correlation coefficients computed as above, a correlation coefficient of a population of the previous time, the upper and lower limits, and the first and second correction-gains.

Abstract: A correlation coefficient computing unit receives front-left and front-right wheel-accelerations from high-pass filters, each having a driver-operating component removed therefrom, and computes a correlation coefficient therebetween. A computing-unit of upper and lower limits of a correlation coefficient of a population sets upper and lower limits of a correlation coefficient of a population. First and second correction-gain setting units set first and second correction-gains varying in accordance with running and driving states, respectively. A correlation coefficient computing unit of a population computes a correlation coefficient of a population of this time based on the correlation coefficients computed as above, a correlation coefficient of a population of the previous time, the upper and lower limits, and the first and second correction-gains.

Abstract: A vehicle behavior control apparatus is divided into three major parts, sensors for detecting engine and vehicle operating conditions, a target yaw rate establishing section for establishing the rate and differential limiting apparatuses for selectively varying distribution ratios of driving force between front and rear wheels and/or between left and right wheels. The target yaw rate establishing section calculates a target yaw rate based on a vehicle mass, a mass distribution ratio between front and rear axles, front and rear axle mass, distances between front and rear axles and a center of gravity, a steering angle of a front wheel, and front and rear wheels equivalent cornering powers. A steady state yaw rate gain is separately calculated for left and right steering, respectively. A reference yaw rate is calculated by correcting a time constant of lag of yaw rate with respect to steering based on estimated road friction coefficient.

Abstract: A correction factor setting unit sets correction factors for a front-rear traction distribution control unit, an anti-lock brake control unit, a traction control unit, and a braking power control unit according to the situation of a road and the shape thereof which are inputted from a road information recognizing unit. At this time, the correction factors are preset values according to the situation of the road and the shape thereof so that the actions of the control units will be balanced with each other. Consequently, the plurality of vehicle behavior control units mounted in a vehicle act efficiently according to the situation of the road, on which the vehicle is driven forwards, and the shape thereof while quickly responding to the situation of the road and the shape thereof. Besides, the actions of the vehicle behavior control units are balanced with one another.

Abstract: A vehicle behavior control apparatus is divided into three major parts, sensors for detecting engine and vehicle operating conditions, a target yaw rate establishing section for establishing the rate and differential limiting apparatuses for selectively varying distribution ratios of driving force between front and rear wheels and/or between left and right wheels. The target yaw rate establishing section calculates a target yaw rate based on a vehicle mass, a mass distribution ratio between front and rear axles, front and rear axle mass, distances between front and rear axles and a center of gravity, a steering angle of a front wheel, and front and rearwheels equivalent cornering powers. A steady state yaw rate gain is separately calculated for left and right steering, respectively. A reference yaw rate is calculated by correcting a time constant of lag of yaw rate with respect to steering based on estimated road friction coefficient.

Abstract: A correction factor setting unit sets correction factors for a front-rear traction distribution control unit, an anti-lock brake control unit, a traction control unit, and a braking power control unit according to the situation of a road and the shape thereof which are inputted from a road information recognizing unit. At this time, the correction factors are preset values according to the situation of the road and the shape thereof so that the actions of the control units will be balanced with each other. Consequently, the plurality of vehicle behavior control units mounted in a vehicle act efficiently according to the situation of the road, on which the vehicle is driven forwards, and the shape thereof while quickly responding to the situation of the road and the shape thereof. Besides, the actions of the vehicle behavior control units are balanced with one another.

Abstract: An antilock brake control for motor vehicles, wherein the actual wheel speed of each wheel of the vehicle is detected, and in dependency on the detected wheel speed, a reference vehicle speed is computed from which a reference wheel speed lower than the vehicle speed is determined, and wherein when the actual wheel speed decreases below the reference wheel speed as a result of braking operation, the braking hydraulic pressure acting on the wheel is decreased to allow the actual wheel speed to increase, and then the braking hydraulic pressure is reincreased when the actual wheel speed has recovered sufficiently. When a J-turn state of the vehicle is detected by lateral acceleration, the reference vehicle speed is changed to a lower value and a second reference wheel speed is determined on the basis of that lower value.

Abstract: A motor vehicle has an antilock brake system which is provided for preventing wheels from locking, and an automatic transmission of the vehicle has a one-way clutch for transmitting the output of an engine of the vehicle to wheels of the vehicle at acceleration of the engine, and a clutch for transmitting torque from the wheels to the engine, thereby effecting engine braking. A detector is provided for detecting operation of the antilock brake system and for producing a signal. In response to the signal, the clutch is released, thereby rendering the engine braking ineffective.

Abstract: In an antilock brake control for motor vehicles wherein a condition of locking of the wheels during braking is detected from the wheel speeds, and a control pattern of decreasing and reincreasing of the braking hydraulic pressure is repeated for carrying out effective braking operation, at least a phenomenon occurring in the vehicle in J-turn state is detected, and when the phenomenon exceeds a predetermined value, the antilock brake control is shifted from the normal mode to a J-turn mode in which different conditions are used. To detect the J-turn state, the difference in wheel speed between the right and left wheels is detected. Alternatively, lateral acceleration of the vehicle is also detected. Another alternative is a combination of the steering angle, the coefficient of friction between the wheels and the road surface, and the vehicle speed.