Abstract: A hydraulic hybrid powertrain system includes a power plant generating a high pressure fluid at an output, at least one drive motor responsive to the high pressure fluid for generating rotary motion at an output, and a mode selection device connected to the power plant output and the drive motor for selecting a mode of operation from a plurality of drive motor modes of operation including at least two of a drive mode, a neutral mode, a reverse mode and a park mode. The system includes a control device connected to the power plant and the drive motor for controlling operation of the drive motor in the plurality of modes of operation, a selectively actuated brake device for interrupting high pressure fluid flow to the drive motor, and a check valve bridge circuit for connecting the drive motor to a low pressure fluid source when the brake device is actuated.

Abstract: A method a operating a traction control system using a traction controller (30) for an automotive vehicle (10) is provided. A slip target is first determined. Then, an operating temperature turning characteristic or slope of the slip curve may, in combination or alone, be used to adjust the slip trigger threshold above the slip target. Traction control mode is entered when the driven wheel speed is above the slip trigger threshold.

Abstract: A brake device includes a brake disk fixed to a power transmission shaft, and a brake caliper for braking the brake disk by a nipping action. The brake caliper includes a caliper bracket fitted to a final gear case, and a caliper body detachably fitted to the caliper bracket, wherein the caliper body is fitted to the caliper bracket by a pair of fixing bolts. The screw-fitting directions of the individual bolts of the pair of fixing bolts are opposite to each other. The aforementioned brake device for a vehicle permits maintenance work to be quickly and easily carried out.

Abstract: Controlling regenerative braking of front and rear motors of a four wheel drive electric vehicle equipped with front and rear motors and a manual transmission having a clutch, based on whether the clutch is engaged or not.

Abstract: A method of controlling an automotive vehicle having a turning radius includes determining a hand wheel torque and applying brake-steer as a function of hand wheel torque.

Abstract: A brake light warning system for safety helmets includes a transmitter module adapted for mounting to a vehicle, such as a motorcycle, and a receiver module adapted for mounting to a safety helmet. The transmitter module is configured to continuously transmit a transmission signal when a brake of the vehicle is disengaged and discontinue transmission of the transmission signal when a brake of the vehicle is engaged. The receiver module is configured to detect a presence or absence of the transmission signal from the transmitter module. The receiver module has at least one light generating element that illuminates or increases in brightness upon detection of the absence of the transmission signal to indicate that the vehicle brake is engaged.

Abstract: A multi-wheel-drive vehicle has at least six wheels, a transmission with a first brake, and a transaxle device for the front drive wheels. The transaxle device includes a drive axle, an input shaft rectangular to the drive axle for receiving power from the transmission, a drive train connecting the drive axle to the input shaft, a second brake, and a clutch device in the input shaft. The drive axle may be a pair of drive axles connected by a differential unit. The clutch device can selectively isolate the drive axle from the rotation of the input device. Further, the clutch device is engaged when the first brake is applied. Additionally, the first and second brakes may be connected such that their operation may be synchronized.

Abstract: A drive system control method and a drive power transmission control system for a four-wheel drive vehicle are provided for enabling the vehicle to operate selectively in an ordinary mode and an anti-vibration mode. In the ordinary mode, the connection force of a coupling device which is provided between front and rear wheel torque transmission axles is kept relatively high, and the front and rear wheel torque transmission axles are brought to connect prime drive wheels with secondary drive wheels, so that four-wheel drive traveling of the vehicle can be realized. The operation mode of the vehicle is switched from the ordinary mode to the anti-vibration mode where the secondary drive wheels slip when the vehicle begins to start in the ordinary mode. In the anti-vibration mode, the connection force of the coupling device is relatively weakened to substantially separate the front and rear wheel torque transmission axles from each other.

Abstract: A hydrostatic drive (1) with a hydraulic pump (3) and a plurality of hydraulic motors (6-9) that are hydraulically linked with the hydraulic pump (3). One speed sensor (20; 21; 22; 23) each allocated to a respective hydraulic motor (6; 7; 8; 9) and is linked with a control device (24) and detects the speed (n1; n2; n3; n4) of the allocated hydraulic motor (6; 7; 8; 9). Every hydraulic motor (6; 7; 8; 9) is functionally linked with a brake device (26; 27; 28; 29) that in turn is linked with the control device (24). When the speed (n1; n2; n3; n4) of one of the hydraulic motors (6; 7; 8; 9) exceeds a predetermined threshold value (ng), the control device (24) triggers the brake device (26; 27; 28; 29) allocated to the associated hydraulic motor (6; 7; 8; 9).

Abstract: Disclosed is a four-wheel-drive all terrain vehicle capable of smoothly braking wheels in braking operation of rear wheels and having simplified structures of a drive force disconnecting device and a 2WD/4WD switching device. The drive force disconnecting device is provided in a power transmission path for front-wheel-drive, for engagement/disengagement between a cam shaft and an outer race by means of a torque transmission member such as rollers, to allow a driven-side rotary member such as the outer race to become free when a drive-side rotary member such as the cam shaft is braked during 4WD. The rollers are provided between a plurality of cam faces formed on the cam shaft and a cylindrical friction face formed on the outer race, and they are placed in a torque transmission state (4WD) in which the rollers are pressed between the cam faces and the cylindrical friction face or a torque transmission release state in which the rollers are not pressed between them.

Abstract: A brake system is provided for a straddle-type ATV. The brake system includes a brake caliper configured to mount to a gear box of the ATV and a brake disk configured to connect to a coupling member of the gear box coupled to a shaft and positioned in operative relation relative to the caliper. The brake system additionally includes a brake-actuating control mechanism in communication with the brake caliper. The brake-actuating control mechanism controls the brake caliper to provide selective frictional engagement between the brake caliper and the brake disk.

Abstract: A motor vehicle drive train assembly for achieving multiple effective ratios from a single ratio transaxle enables application of a fixed ratio transaxle, such as used in electric vehicle drive trains, to a multi-speed requirement, for example, in airport ground support equipment. Multiple configurations are enabled by varying the relative speed of the outputs through the differential of the transaxle, such as bringing one of the outputs to zero, or by using another motor to control the speed of one of the outputs.

Abstract: A stability control system (24) for an automotive vehicle includes a plurality of sensors sensing the dynamic conditions of the vehicle. The controller (26) is coupled to the sensors. The controller (26) determines a lateral force in response to measured vehicle conditions, determines a slip angle in response to measured vehicle conditions, determines a first steering actuator angle change to decrease the slip angle until the lateral force increases, and thereafter determines a second steering actuator angle change to increase the slip angle until the lateral force decreases.

Abstract: A method for providing traction control when starting off a vehicle on a road surface having different adhesive friction values between the right and left sides of the vehicle, the driven low-&mgr; wheel being regulated to a specified setpoint slip pre-control value by a braking intervention if spinning occurs. In order to improve driving comfort, the engine speed is adjusted to the particular standing start conditions. To this end, the engine torque actually required for starting off is determined as soon as the vehicle is set in motion and has exceeded a specified speed threshold, and the engine speed actually required for starting off under the given conditions is determined from this. From this in turn, a new, corrected setpoint slip value is calculated and the setpoint slip is abruptly reduced or increased from the setpoint slip pre-control value to the newly calculated, corrected setpoint slip value.

Abstract: A four-wheel drive vehicle is provided with a drive power transmission device for controlling the connection degree of a front wheel axle driven by an engine with a rear wheel axle. A drive power distribution control device is responsive to a vehicle speed, a rotational difference between front wheels driven by the front wheel axle and rear wheels driven by the rear wheel axle, a throttle opening degree signal and the like and controls the drive power transmission device. The drive power distribution control device judges whether the vehicle is beginning to start or not and at the starting of the vehicle, controls the transmission rate of the drive power transmission device in dependence on the state or manner in which the vehicle is beginning to start.

Abstract: The vehicular axle assembly includes an input shaft, a drive gear assembly connecting the input shaft to a pair of output shafts, pair of opposite wheel ends mounted to the outboard ends of the output shafts, a pair of wheel end disconnect assembly disposed between and selectively connecting each of the pair of the output shafts to the corresponding one of the wheel ends, and a control system controlling the wheel end disconnect assemblies to selectively transfer torque from the input shaft to either the wheel ends. Each of the wheel end disconnect assemblies has a hydraulically actuated friction clutch assembly integrated with the corresponding wheel ends for facilitating both selective torque coupling and limited slip between the wheel ends and the corresponding output shafts. The friction clutch assemblies are actuated by a hydraulic actuator, also adapted to supply pressurized hydraulic fluid to a vehicle wheel brake system.

Abstract: A control device is provided for electrically controlling a drive power transmission device arranged on a driving power transmission path of a front-and rear wheel drive vehicle thereby to switch the drive mode of the vehicle selectively to either of a two-wheel drive mode and a four-wheel drive mode. The control device inhibits the drive mode from being switched to that commanded to be switched to when the vehicle is traveling at a slower speed than a predetermined speed and when the rotational speed difference between front and rear wheels is larger than a predetermined value. Further, the control device gradually decreases a present torque which the driving power transmission device is transmitting before the switching of the drive mode, to a target torque which the drive power transmission device is to transmit after the switching of the drive mode, when the difference between the present and target torques is more than another predetermined valve at the time of the switching of the drive mode.

Abstract: A motorized cycle includes a base board, a brake crank, a first operation member, a first drive plate, two front brake wires, an oil pump, a second operation member, a second drive plate, and a rear brake wire. Thus, the two rear wheels are braked independently, and the four wheels are braked synchronously.

Abstract: An ATV is provided including a frame structure and a power unit coupled to the frame structure and including a rotatable output shaft extending therefrom. A brake system is coupled to the output shaft and includes a friction member fixedly coupled to the output shaft. A brake pad member is movable relative to the friction member. A lever arm member is pivotably mounted to the power unit between proximal and distal end portions of the lever arm member, the proximal end portion being in engagement with the brake pad member to effect movement thereof. A brake actuating structure is configured to be manually movable and has a wedge member thereon. The wedge member is in engagement with the distal end portion of the lever arm member to effect pivotal movement thereof upon manual displacement of the brake actuating structure.

Abstract: A four-wheel drive vehicle is provided with a drive power transmission device for controlling the connection degree of a front wheel axle driven by an engine with a rear wheel axle. A drive power distribution control device is responsive to a vehicle speed, a rotational difference between front wheels driven by the front wheel axle and rear wheels driven by the rear wheel axle, a throttle opening degree signal and the like and controls the drive power transmission device. The drive power distribution control device includes a vehicle starting judgment means for judging whether the vehicle is beginning to start or not and at the starting of the vehicle, controls the transmission rate of the drive power transmission device in dependence on the state or manner in which the vehicle is beginning to start.

Abstract: The invention relates to a traction slip control method for an automotive vehicle wherein a traction slip control phase for a respective drive wheel is activated by way of a control strategy when the traction slip of said wheel exceeds a predeterminable slip threshold value This method includes a reference transverse acceleration that is recorded for a cornering maneuver to be expected, then an actual transverse acceleration is determined, a difference between the reference transverse acceleration (ay-ref) and the actual transverse acceleration (ay-ist) is calculated, and it is determined whether the amount of the difference exceeds a limit value, and wherein in the case when the amount of the difference exceeds the limit value, the control strategy is modified so that a higher torque can be achieved at least on two wheels than in the case that the amount of the difference does not exceed the limit value. Further, the invention provides a control circuit that implements the above method.

Abstract: An automatic axle engagement system utilizes wheel speed sensors, engine control, and braking control to provide optimal engagement of a front drive axle to provide all wheel drive under poor driving conditions. The system includes a transfer case that is coupled to a power source and which has output shafts for front and rear drive axles. The engine provides torque to the transfer case via an input shaft. Wheel sensors generate wheel speed signals that are transmitted to a controller, which determined whether or not there is wheel slip. The controller initiates a shift to drivingly engage the front drive axle if there is wheel slippage by controlling one or both of the output torque or axle braking forces to bring rotational speeds of the input shaft and the rear axle output shaft within a predetermined speed range.

Abstract: A multi-wheel-drive vehicle has at least six wheels, a transmission with a first brake, and a transaxle device for the front drive wheels. The transaxle device includes a drive axle, an input shaft perpendicular to the drive axle for receiving power from the transmission, a drive train connecting the drive axle to the input shaft, a second brake, and a clutch device on the input shaft. The transaxle device may include a pair of drive axles connected by a differential unit. The clutch device can selectively isolate the drive axles from the rotation of the input shaft. Further, the clutch device is engaged when the first brake is applied. Additionally, the first and second brakes may be connected such that their operation may be synchronized.

Abstract: An articulated work machine has a front frame and a rear frame connected for pivotal movement therebetween for steering the machine by an articulation joint. Each of the front and rear frames has two driven wheels, spaced laterally, each having a brake associated therewith. As the machine articulates during steering, one or more of the wheels may lose traction and slip. An electronic traction control system receives measured wheel speed signals and an articulation angle signal, calculates a desired wheel speed responsive to the wheel speed and articulation angle signals, and selectively applies the brakes until the measured wheel speed is equal to the desired wheel speed.

Abstract: A four wheel drive assembly 10 including a torque transfer assembly 60 which operates under the control of the controller 62 and which receives and selectively transfers a certain desired amount of torque to a front axles 14, 15 and to the rear axles 14 17. The amount of transferred torque varies depending upon the occurrence of a sensed slip condition the use of a pre-emptive slip control mode of operation in which the controller 62 determines that it is likely that a slip may occur. Particularly, controller 62 is allowed to enter the preemptive mode of operation only after an actual slip has occurred and the controller 62 exits this preemptive mode of operation upon the occurrence of a certain event or condition or upon the passage of a certain amount of time.

Abstract: A motor vehicle drive train assembly for achieving multiple effective ratios from a single ratio transaxle enables application of a fixed ratio transaxle, such as used in electric vehicle drive trains, to a multi-speed requirement, for example, in airport ground support equipment. Multiple configurations are enabled by varying the relative speed of the outputs through the differential of the transaxle, such as bringing one of the outputs to zero, or by using another motor to control the speed of one of the outputs.

Abstract: A driving force control system for a four-wheel drive vehicle, which is capable of preventing occurrence of a tight-turn braking phenomenon by relatively simple construction to thereby reduce the manufacturing cost thereof, and at the same time, enhancing the response of slippage-eliminating control on main drive wheels, and stability of the vehicle. The 2/WD·ECU of the driving force control system controls electromagnetic clutches of a four-wheel drive vehicle having front wheels as main drive wheels and rear wheels as auxiliary drive wheels, whereby the LSD torque to be distributed to the rear wheels is controlled.

Abstract: A method and a system for operating a brake system of a motor vehicle having traction control are described. The brake system contains sensors which are assigned to the individual vehicle wheels and with which a quantity representing at least the driving and/or braking forces acting between the road surface and the vehicle wheel is detected for the respective vehicle wheel. For operation of the brake system having traction control, pressure quantities which describe the brake pressure established for the respective vehicle wheel are analyzed. The pressure quantities are determined as a function of the quantities detected by the sensors.

Abstract: A method for implementing a differential lock function for a vehicle. The vehicle is an all-wheel drive vehicle, and the differential lock function produces an interaxle lock acting between the front axle and the rear axle of the all-wheel drive vehicle. In response to incipient slippage of at least one driven wheel, the method implements the function of a differential lock, using actions carried out independently of the driver, on at least one arrangement for controlling the wheel torque. In this context, at least one setpoint value for a wheel torque to be set is selected for carrying out the actions executed independently of the driver.

Abstract: A correction coefficient setting unit calculates as a difference in an actual revolution speed the difference between the actual revolution speed of a front driving axle and the actual revolution speed of a rear driving axle. Moreover, the correction coefficient setting unit calculates the ideal reference revolution speed of the front driving axle and the ideal reference revolution speed of the rear driving axle in consideration of a difference in a radius of gyration between the driving axles. The correction coefficient setting unit also calculates as a difference in a reference revolution speed the difference between the ideal reference revolution speed of the front driving axle and the ideal reference revolution speed of the rear driving axle.

Abstract: A four wheel drive working vehicle such as a front mower has a dual one-way clutch mechanism interlocked to right and left dirigible wheels. When the vehicle makes a turn in forward or backward running, the clutch mechanism breaks drive transmission only to an outer one of the dirigible wheels.

Abstract: Disclosed is a four-wheel-drive all terrain vehicle capable of smoothly braking wheels in braking operation of rear wheels and having simplified structures of a drive force disconnecting device and a 2WD/4WD switching device. The drive force disconnecting device is provided in a power transmission path for front-wheel-drive, for engagement/disengagement between a cam shaft and an outer race by means of a torque transmission member such as rollers, to allow a driven-side rotary member such as the outer race to become free when a drive-side rotary member such as the cam shaft is braked during 4WD. The rollers are provided between a plurality of cam faces formed on the cam shaft and a cylindrical friction face formed on the outer race, and they are placed in a torque transmission state (4WD) in which the rollers are pressed between the cam faces and the cylindrical friction face or a torque transmission release state in which the rollers are not pressed between them.

Abstract: The swing arm device is divided into an arm body and a rear housing body. The arm body has a front end pivot shaft, a drive shaft case, a leg portion and a brake case provided behind the drive shaft case and is an integral aluminum casting. The rear housing body has a gear case, a left case portion and a rear axle case and is an integral aluminum casting. The dividing plane is almost perpendicular to the shaft axis of a drive shaft. The arm body and the rear housing body are separatably fastened together with a bolt. Therefore, in the swing arm device, a small number of parts are required, a welding work takes less labor and time, a necessary rigidity can easily be kept and an assembling work can easily be carried out.

Abstract: In a vehicle in which an engine output power is transmitted to front and rear wheels through a transmission and an inter axle differential, a wheel lock prevention device is provided. The wheel lock prevention device comprises a differential lock mechanism for locking the inter axle differential, a detection element for detecting a wheel lock state of the front and rear wheels, and an operation element for operating the differential lock mechanism so as to lock the inter axle differential by operating the differential lock mechanism upon the detection of the wheel lock state.

Abstract: A slip control method for a traction control system (TCS) used in vehicles.

Abstract: An on demand vehicle drive system monitors vehicle performance and operating conditions and controls torque delivery to the vehicle wheels. The system includes a plurality of speed and position sensors, a transfer case having primary and secondary output shafts driving primary and secondary axles and a microcontroller. The sensors include a vehicle speed sensor, a pair of primary and secondary drive shaft speed sensors, and brake and driveline status sensors. The transfer case includes a modulating electromagnetic clutch controlled by the microcontroller which is incrementally engaged to transfer torque from the primary output shaft to the secondary output shaft. When the speed of either the front or the rear drive shafts overruns, i.e., exceeds, the speed of the other drive shaft by a predetermined value related to the vehicle speed, indicating that wheel slip is present, clutch current is incrementally increased to increase clutch engagement and torque transfer to the secondary axle.

Abstract: In a working vehicle such as an agricultural tractor, a front wheel change speed device for transmitting drive to front wheels includes an equal speed clutch for driving the front wheels substantially at the same speed as rear wheels, and an accelerating clutch for driving the front wheels substantially at a higher speed than the rear wheels. In the front wheel change speed device of this invention, the equal speed clutch and accelerating clutch are arranged coaxially. The front wheel change speed device further includes a shift member axially shiftable for selectively operating the equal speed clutch and accelerating clutch, and an actuator for axially shifting the shift member.

Abstract: A braking force control system is provided with a controller connected to a vehicle operating condition detector, an engine braking force actuator and a wheel braking force actuator. The controller determines a target total braking force on the basis of the vehicle operating condition, a target transmission ratio and a target engine output on the basis of the target total braking force and calculates an engine braking force on the basis of the vehicle operating condition. The controller extracts a fast component of a rate of change of the target total braking force and determines a target wheel braking force on the basis of the fast component. The controller controls wheel braking force actuator so as to correspond the wheel braking force to the target wheel braking force. Therefore, a total responsibility of the system is improved by enhancing a follow-up characteristic during a first half of a transient period.

Abstract: In controlling the operation of a powered brake system of a vehicle in which wheel cylinders of the brake system are supplied with brake fluid compressed by a motor powered pump under a control of an electric controller according to a stroke of depression of a brake pedal by a driver detected by a brake depression stroke sensor and a master cylinder pressure generated by the brake depression detected by a master cylinder pressure sensor, a brake control device makes a double checking if the depression stroke detected by the sensor exceeds a predetermined threshold value, and also if the brake pedal is depressed at least for a predetermined stroke detectable by a stroke limit switch, before starting the operation of the powered brake system. When the stroke limit switch has failed, instead, the brake control device checks if the master cylinder pressure increases to a predetermined value to start the operation of the powered brake system with an initial biasing reduction of the starting brake force.

Abstract: A four-wheel hydraulic drive system for a working vehicle comprising a hydraulic pump, a first hydraulic motor fluidly connected with said hydraulic pump, a pair of first driving wheels driven by said first hydraulic motor, a second hydraulic motor fluidly connected with said hydraulic pump, and a pair of second driving wheels driven by said second hydraulic motor, wherein the drive mode of said vehicle can be switched between a first four-wheel drive mode for substantially equaling the torque of said second hydraulic motor to that of said first hydraulic motor and a second four-wheel drive mode for making the torque of said second hydraulic motor smaller than that of first hydraulic motor.

Abstract: A drive system for a vehicle having steerable front wheels comprises wheel speed sensors for the front wheels, drive motors for driving the front wheels, and a control unit arranged to receive signals from the sensors, to determine from the signals received by the control unit the speed of the front wheels and the ground speed of the vehicle, and to control the drive motors to increase the drive to the front wheels if the speed of the wheels is less than a desired wheel speed for the determined ground speed, indicating that the steerable wheels are slipping.

Abstract: A four-wheel drive vehicle includes a first transmission system for transmitting power from an engine to a left and a right first driving wheel provided with a braking unit, and a second transmission system branching off from the first transmission system to transmit power to a second pair of driving wheels serving as steerable wheels. The second transmission system is provided therein with a frictional transmission passage having a frictional torque, which is smaller than that between the second driving wheels and a road surface, and a direct transmission passage disposed in parallel with the frictional transmission passage, so that either passage can be selected. The frictional transmission passage is selected when a speed-changing operating tool is set to its high speed position or when a steering device is operated beyond a predetermined angle, and the direct transmission passage is selected in all other cases.

Abstract: A driving torque control apparatus has a first differential restraining device which restrains a rotational speed differential between front-left and front-right wheels by adjusting driving torque to be transmitted from a power source mounted on a four-wheel drive vehicle to each of the front-left and front-right wheels, and a second differential restraining device which restrains a rotational speed differential between rear-left and rear-right wheels by adjusting driving torque to be transmitted from the power source to each of the rear-left and rear-right wheels. An adjustment of driving torque by the second differential restraining device is executed in preference to an adjustment of driving torque by the first differential restraining device.

Abstract: In a brake system, the actuating force of a pneumatic brake power booster, which is adapted to be independently activated, is indirectly determined. For this purpose, there is provided a pressure sensor which senses hydraulic pressure introduced into a master brake cylinder connected downstream of the brake power booster, and a differential pressure sensor which senses the pneumatic differential pressure which prevails in the housing of the brake power booster. An electronic controller calculates from both sensor signals the actuating force acting at an actuating pedal.

Abstract: In an anti-skid control braking system for a four-wheel drive vehicle with a feature of determination of a road wheel drive state according to the present invention, a determination of an actual drive state of the four-wheel drive vehicle, namely, a determination of whether the four-wheel drive vehicle is running in a two-wheel drive state in which a driving force generated by an engine via a power transmission is distributed through a transfer only toward mainly driven road wheels (rear road wheel pair) or in a four-wheel drive state in which the driving force is distributed through the transfer toward the mainly driven road wheels and secondarily driven road wheels (front road wheel pair) at a predetermined distribution ratio is based on at least one of front and left road wheel speeds (V.sub.WFL, V.sub.WFR, and V.sub.WR) which is detected for the rear road wheel pair without installation of a special-purpose switch (or sensor) especially used to detect the drive state of the four-wheel drive vehicle.

Abstract: A work brake apparatus for a wheel type excavator having a travelling device, a suspension device, and a service brake device. The work brake apparatus comprises: a first means, which is connected to the forward/backward lever of the travelling device, for unlocking the suspension device as the suspension locking solenoid valve switches over in response to a predetermined signal when the forward/backward lever switches over to its forward or backward position, and a second means, which is connected to the forward/backward lever of the travelling device, for keeping the service brake applied as the service brake valve switches over in response to a predetermined pilot pressure when the forward/backward lever switches over to its neutral position.

Abstract: The present invention is directed to a traction control system for a four-wheel drive vehicle, which includes a braking operation detector for detecting operation of a brake pedal, an accelerating operation detector for detecting operation of an accelerator pedal, and a slip detector for detecting a slip of each wheel of the vehicle. A braking force controller is provided for controlling a pressure control apparatus to perform a traction control by supplying the hydraulic braking pressure discharged from an auxiliary pressure source to wheel brake cylinders operatively mounted on the wheels under a slip condition, when the accelerating operation detector detects the operation of the accelerator pedal and the slip detector detects the slip of at least one of the wheels.

Abstract: A traction control system for a machine having two driven wheels is disclosed. Braking mechanisms controllably apply braking forces to each of the driven wheels. Transducers produce an actual speed signal having a value proportional to the rotational velocity of each driven wheel. A microprocessor produces a desired speed signal having a value representative of a desired rotational velocity of each driven wheel, and an error signal representative of the difference between the values of the desired and actual speed signals. The microprocessor additionally multiplies the error signal by a gain value and produces a braking command signal to the braking mechanism to apply braking forces to a slipping wheel. The present invention provides the advantage of modifying the gain value based on machine operating conditions in order to achieve good performance.

Abstract: In an anti-skid control braking system for a four-wheel drive vehicle with a feature of determination of a road wheel drive state according to the present invention, a determination of an actual drive state of the four-wheel drive vehicle, namely, a determination of whether the four-wheel drive vehicle is running in a two-wheel drive state in which a driving force generated by an engine via a power transmission is distributed through a transfer only toward mainly driven road wheels (rear road wheel pair) or in a four-wheel drive state in which the driving force is distributed through the transfer toward the mainly driven road wheels and secondarily driven road wheels (front road wheel pair) at a predetermined distribution ratio is based on at least one of front and left road wheel speeds (V.sub.WFL, V.sub.WFR, and V.sub.WR) which is detected for the rear road wheel pair without installation of a special-purpose switch (or sensor) especially used to detect the drive state of the four-wheel drive vehicle.

Abstract: An anti-spin apparatus for a machine is disclosed. The machine is articulated and has at least one axle set with at least two driven wheels. The anti-spin apparatus includes braking mechanisms which controllably apply braking forces to each of the driven wheels. A controller produces a slip signal having a value responsive to the difference in rotational velocity between the wheels of the axle set. A transducer produces an articulation signal having a value responsive to the angle of articulation of the machine. Further, a microprocessor receives the slip signal and the articulation signal, and produces a braking control signal. One of the braking mechanisms receives the braking control signal and responsively applies the braking forces to the faster rotating wheel.