Abstract: An antilock brake method and device for a four wheel drive vehicle having front and rear axles, left and right wheels on each axle with brakes associated with each wheel, a power unit drivingly connected to one of the axles, the other axle being coupled for drive together with the driven axle, a hydraulic braking system for controlling the hydraulic pressure applied to the brakes, and an antilock control system coupled to the braking system for controlling the hydraulic braking pressure to reduce the brake pressure when a wheel is about to be locked. The antilock control system includes a front wheel control section for controlling the brakes of the front wheels, a rear wheel control section for controlling the brakes of the rear wheels, and circuit elements included in the front and rear wheel control sections for keeping the hyraulic braking pressure reduced up to the completion of a braking operation, when any of the wheels is about to be locked.

Abstract: A four wheel drive vehicle with an antilock braking system in which front and rear axles are coupled together by a power transmission assembly capable of directly coupling or uncoupling the axles, a hydraulic braking system controls the hydraulic pressure applied to each brake disposed in the wheel of the respective axles and an antilock control device is disposed in the hydraulic braking system for controlling hydraulic braking pressure such that it may be reduced when the axle is just about to become locked. In such a four wheel drive vehicle, the antilock control device includes a front wheel control section arranged to control the hydraulic pressure applied to the front wheel brakes and a rear wheel control section arranged to control the hydraulic pressure applied to the rear wheel brakes.

Abstract: A first axle, such as the front axle of a motor vehicle, is directly driven by the vehicle engine or its gear shift transmission. The vehicle wheels of the rear axle can be connected automatically via two limited slip differential systems that are assigned to them and are arranged on the rear axle. The limited slip differential systems comprises a planetary transmission with a through drive ratio that deviates slightly from 1:1 and a centrifugal brake that engages at the planetary transmission with a significantly higher ratio.

Abstract: In an anti-skid control system for motor vehicles of the type that the drive system thereof is switchable between two-wheel drive (2WD) and four wheel drive (4WD), the design is made such that when the drive system of the motor vehicle is switched, the anti-skid control system is changed such that under 2WD condition, it operates as a three-channel system wherein the front wheels of the motor vehicle are controlled independently and the rear wheels thereof are controlled on the basis of the lower one of the rear wheel speeds, while under 4WD condition, the anti-skid control system operates as cross or X-type two channel system wherein the wheels associated with each of the two channels are controlled on the basis of the lower one of the two wheel speeds.

Abstract: In order to control the wheel slip with an anti-lock brake system, in a vehicle with all-wheel drive and lockable differentials (29, 33), in particular with a lockable distribution differential (29), further braking pressure rise in the rear-wheel brakes (9, 10) is prevented for a predetermined period of time, with the locks (34, 35) engaged and with slip control activated. As a result, the driving stability of the vehicle is increased during braking with slip control and with the differential locks (34, 35) engaged.

Abstract: A slip-controlled brake system for motor vehicles with four-wheel drive, wherein one axle (VA) is driven permanently, and the second (HA) is driven by a differential-slip-sensitive coupling (6). The system comprises sensors (S1 to S4) for determining the rotational behavior of the wheels, electronic switching circuits (38, 39, 40) and an auxiliary-pressure supply system (18). For the traction slip control action, brake pressure is introduced into the wheel brakes (11, 12) of only one axle, preferably the permanently driven axle (VA), and the traction slip of all wheels (VL, VR, HL, HR) is, however, controlled thereby. The electronic switching circuits (40) are preferably provided such that the traction slip control action will only set in when, at least at one wheel of the axle (HA) which is not connected to the traction slip control system, an increased traction slip occurs.

Abstract: A slip-controlled hydraulic brake system for all-wheel driven motor vehicles equipped with lockable differentials (2, 3) is provided with sensors (S.sub.1 -S.sub.4, 33-36) for measuring the rotational behavior of the wheels. Electronic circuits (44) are provided for logic combining and processing the sensor signals, and for generating braking pressure control signals by way of which the brake pressure in the individual wheel brakes (16-19) is variable in response to the rotational behavior of the wheels and to a reference variable. To compensate the increased moments of inertia as a result of the moments transmission, by way of the lockable differentials (2, 3) in this brake system the brake pressure in the rear-wheel brakes (18, 19), can be modulated at a lower control frequency as compared with the brake pressure in the front-wheel brakes (16, 17).

Abstract: A four wheel drive vehicle with an anti-lock braking system comprising front and rear axles coupled together by a power transmission assembly capable of transmitting the braking force acting upon the front wheels to the rear wheels. A power unit is drivingly connected to the power transmission assembly. A hydraulic braking system controls the hydraulic pressure applied to each wheel brake and an anti-lock control system controls the hydraulic braking pressure such that the braking pressure is reduced when a wheel is about to become locked. The anti-lock control system includes a front wheel control section to control the hydraulic pressure applied to the front wheel brakes and a rear wheel control section to control the hydraulic pressure applied to the rear wheel brakes. The front wheel and rear wheel control sections are connected so that in cases where the braking force acting upon the front wheels is transmitted to the rear wheels, i.e.

Abstract: The present invention contemplates a preferred position for mounting an antilock control system that uses a single wheel speed sensor. The wheel speed sensor is mounted to sense speed of rotation of the main differential gear in a differential gear assembly and generates a wheel speed signal indicative of the average rate of rotation of at least two wheels of the vehicle. The sensing point is beyond the final reduction in gear ratios so as to eliminate any need to accommodate different axle ratios. The preferred mounting position also reduces velocity fluctuations caused by oscillations of the truck driveline. A microprocessor controller is mounted in close proximity to the wheel speed sensor so as to minimize the length of sensor leads and, hence, the susceptibility of the antilock controller to electromagnetic interference.

Abstract: In a saddle riding type vehicle suitable for running on rough lands, a pair of left and right frontwheels supported frontwardly of a body frame through a swing arm and a front axle housing have relatively wide wheel rims, within which rims knuckles and joints for transmitting a power for driving the front wheels are arranged, and a brake mechanism is provided outwardly of the knuckle and joint.

Abstract: A brake system with brake slip control and traction slip control provided for road vehicles comprises a braking pressure generator (1) comprising a single-type or tandem-type master cylinder (2, 9, 9'), a power brake booster (10, 10', 10") connected upstream in the pedal line and a positioning device (11) between the master cylinder and the power brake booster. Multiple-way valves (4, 5, 5', 5", 5"', 34-36, 49-51, 66-68) are provided which, in the event of brake slip control, cause dynamic fluid delivery out of a dynamic circuit, (e.g., a power brake booster (7, 10, 10', 10")) and which, for traction slip control, will interrupt the connection to the dynamic circuit and bring about direct communication with the auxiliary energy source (8, 8').

Abstract: An automobile differential gear system capable of establishing an appropriate differential motion between the right and left driving axles of an automobile so that the automobile is able to run smoothly along a curve where the right and left driving axles are required to be driven at different revolving rates respectively. The system comprises a differential gear, a steering angle detecting unit for detecting a steering angle, a driving speed detecting unit for detecting the speed of the differential gear case, a pinion speed control unit which provides a control signal for controlling the differential motion of the right and left driving axles of the automobile, and a pinion driving unit for rotating the pinions to control the respective revolving rates of the right and left driving axles according to the control signal so that correct and quick response of the movement of the automobile to steering operation is achieved.

Abstract: In the particular embodiments described in the specification, an all-wheel drive system is disclosed wherein either the wheels of both the front axle and the rear axle of a vehicle are driven continuously and the front axle and rear axle can be rigidly coupled with each other, or wherein the wheels of only one axle are driven continuously while the drive for the wheels of the second axle can be obtained automatically by means of a viscosity clutch arranged in the driving train between the front axle and the rear axle so that the front and the rear axles are coupled with each other essentially rigidly according to the torque. In addition, one or more coupling devices are provided which are constructed so that a decrease in the rotational speed of the front wheels, caused in particular by the actuation of the service brake, cannot be transmitted through the driving train to the rear wheels.

Abstract: To prevent spinning of wheels in all-wheel vehicles, a traction control system is used which, in its simplest form, may use existing wheel speed sensors. If any one, or more, or all of the wheel speed sensors provide output signals representative of spinning of a wheel, for example by providing output signals representative of a substantially higher speed than other wheels, or higher than a reference--indicating that all wheels are spinning--an output signal is generated by the electronic control unit (6) which, in turn, controls application of the wheel brake to the respective wheel, thus preventing its spinning. Spinning of any one wheel, of course, causes loss of traction at another one due to the effect of the normally interposed differentials (4, 5, 3a).

Abstract: A braking arrangement for a four-wheel drive vehicle, facilitating an engagement of the front-wheel drive when the service brakes acting on the vehicle rear axle are actuated.

Abstract: A braking system is provided for a construction machine, including a ground engaging drive apparatus. The construction machine includes a hydraulic drive system, including a hydraulic motor connected to the ground engaging drive apparatus and a first hydraulic pump for supplying fluid under pressure to the motor, the pump and motor being connected so that a braking force may be applied to the drive apparatus by varying the discharge volume of the first pump. A first valve is connected between an inlet and an outlet of the first pump for shunting the pump. An emergency brake is connected to the ground engaging drive apparatus, and is mechanically biased in a brake applying direction. A second hydraulic pump supplies fluid to a hydraulic actuator for releasing the emergency brake. A second valve is located between the second pump and the hydraulic actuating means.