Abstract: A wheel mounting assembly for installing a transmission-based anti-lock braking system sensor thereon has a stub axle. An anti-lock braking system sensor is mounted relative to the stub axle. A hub is rotatably mounted on the stub axle. A disc is mounted for rotation with the hub. The disc has a plurality of apertures circumferentially spaced on a face thereof for passing the anti-lock braking system sensor as the disc rotates.

Abstract: An input filter for a vehicle anti-lock brake system control module has a filter section for attenuating input signals having mid-range frequencies.

Abstract: A pick-up truck vehicle is provided with an elevatable cargo box to facilitate cargo loading and unloading. The vehicle includes a U-shaped cargo area within which the cargo box is located, thereby requiring removal of all suspension assemblies to the outer sides of the vehicle to permit the cargo box to be movable between elevated and lowered positions. The side-mounted suspension assembly employs a leaf spring coupled to a pivoting wheel carrier. A pair of integrally formed longitudinal members couple the wheel carrier pivotally to the frame, and a transverse, upwardly directed arm is pivotally coupled to the leaf spring by a dual pivot arrangement. Pivoting action therefore is present relative to the frame and the leaf spring. The wheel carrier is integrally formed with the longitudinal members and the upwardly directed arm and is disposed beneath the leaf spring.

Abstract: The invention relates to a wheel or hub for use on vehicles which incorporate an anti-lock braking system. The hub includes a ferrous hub having an outboard and inboard section. A plurality of equidistantly spaced radially extending grooves are formed in the end face of the inboard section of the hub forming a plurality of radially extending pulse teeth, a sensor detects the rotation of the pulse teeth and provides this information to a logic unit of the ABS system.

Abstract: A sensor bracket for mounting an anti-lock braking sensor is welded to an axle with a welding method that causes a portion of a bracket preform to be consumed to form the weld joint. In one preferred embodiment, an outer end of a stem of the bracket is formed of a material that will be made molten by an arc between the bracket and the axle. A fluxing agent is preferably mounted on an extreme end of the stem to initially ignite and clean the area on the axle, and further insure that the other portions of the bracket will become molten. The method preferably includes supplying a current through the bracket preform and bringing the bracket preform towards the axle. The axle is grounded, and as the bracket preform is brought adjacent to the axle, an arc is formed between the two. Outer portions of the bracket preform thus become molten. A fixture for mounting the bracket preform continues to bring the bracket preform towards the axle for a predetermined period of time.

Abstract: Shaft rotation sensor, including: two directional magnetic sensors disposed with respect rotating magnetic source, to sense magnetic field vector component generated by magnetic source; the magnetic sensors being disposed to provide output signals, having a sineosine relationship, representing magnitude of magnetic field vector component. In another aspect of the invention, a shaft rotation sensor, including: first and second directional magnetic sensors disposed with respect to rotating magnetic source, such that first sensor senses, and provides first output representing, magnitude of first magnetic field component and second sensor senses, and provides second output representing, magnitude of second magnetic field component orthogonal to first magnetic field component; and first and second outputs being electrically connected in series to provide first output channel.

Abstract: A method of determining the angular position, rotational speed, and/or acceleration of a rotatable member, including: providing on the rotatable member an annular magnetic source generating tangential, radial, and axial magnetic flux field components; detecting, with a directional magnetometer having a toroidal core and two secondary output windings thereon, at a location radially spaced from the magnetic source, in proximity to the magnetic source, the amplitude(s) and/or change of amplitude(s) of one or more of the magnetic flux field components, and providing outputs indicative thereof; modifying the outputs, to equalize measured peak amplitudes of the magnetic flux field components and/or to compensate for environmental distortion thereof, by one or more methods selected from the group consisting of: (1) orienting the toroidal core such that the toroidal core lies in a plane at an angle between the plane of the annular magnetic source and a plane perpendicular to the plane of the annular magnetic source,

Abstract: A wheel speed sensor having a simple construction outputs a signal used for measuring the rotational speed of a wheel without noise due to displacement of rotating members. A housing is provided on a carrier member of a suspension mechanism, the carrier member carrying a bearing rotatably supporting a wheel shaft of the wheel. At least one fixed tooth is protrusively formed on an inner surface of the housing. An annular coil is arranged inside the housing. A rotatable yoke member is accommodated in the housing and is rotatable together with the wheel shaft. The rotatable yoke member comprises a shaft inserted into a center hole of the annular coil and an extending member extending in a radial direction. The shaft extends through the center hole of the annular coil so that a first gap is formed between an end of the shaft and a wall of the housing. At least one rotatable tooth is formed on an outer periphery of the extending member so that a second gap is formed between the rotatable tooth and the fixed tooth.

Abstract: A variable reluctance rotation sensor comprising a flux member having a ferromagnetic pole piece formed of a cylindrical center portion interposed between a first and second end portion. Each of the end portions have a respective surface which contains elongated teeth, similarly separated by slots as teeth on the periphery of a toothed wheel. The cylindrical center portion is positioned with respect to the toothed wheel such that the toothed surfaces of the first and second end portions are positioned adjacent the periphery of the toothed wheel comprising the teeth and slots, the magnetic flux member and toothed wheel defining an air gap. The sensor further comprises permanent magnets which establish main flux loops traversing the air gap, and leakage flux loops linking an electrical coil wound about the cylindrical center portion. As the toothed wheel is rotated, the magnitude of the main flux loops vary in relation to the varying air gap.

Abstract: Vehicle anti-lock brake control apparatus having wheel speed sensor for detecting actual speed of a vehicle wheel, solenoid-operated valve for regulating the wheel braking pressure, and controller for controlling the valve, on the basis of the detected actual speed, and vehicle ground-speed detected by ground-speed sensor. The controller controls the valve at a controlled duty cycle, which is determined on the basis of at least a wheel speed error and a time derivative of this error. The error is obtained as a deviation of the detected actual wheel speed from a target wheel speed obtained on the basis of the detected vehicle ground-speed.

Abstract: Attraction control system for a vehicle detects the amount of slip of the driving wheels of the vehicle relative to the road surface and controls the engine output with a predetermined control variable so that the amount of slip of the driving wheels converges on a target value. The control variable for the traction control is limited when it is determined that the friction coefficient .mu. of the road surface is high and the engine speed is not higher than a predetermined value while the traction control is being effected. The limitation of the control variable is released when the engine speed increases by a predetermined value from a minimum engine speed to which the engine speed fell as a result of the traction control before limitation of the control variable.

Abstract: A slip control system for a motor vehicle controls respective braking forces in right and left driving wheels and controls an engine output by controlling a throttle opening of a throttle valve so that a slip value of the driven wheel becomes less than a target slip value.

Abstract: A serviceable ABS wheel speed sensor uses the permanent magnet both to provide an efficient magnetic circuit and to provide part of the retention force that retains a stator subassembly and a sensor subassembly together. The stator subassembly is a plastic end cap that seals one end of the wheel bearing, and has an annular steel web molded into it. A permanent magnet is located behind the web. The sensor subassembly is a plastic plug that fits into the end cap, and has a sensor coil with a steel plate in front abuttable with the stator subassembly web. When the two are assembled, the web and plate are pulled and retained together by the magnet. The coil and magnet are also thereby located proximate to spinning exciter teeth on one of the bearing races to provide an efficient magnetic circuit and strong signal.

Abstract: Arrangement of electronic parts for an anti-lock braking system of a vehicle, for example of a motor vehicle, having electronic wheel sensors, which monitor the rotation behavior of the vehicle wheels and/or of the vehicle axles during braking, and having a control unit, controlled electrically by the wheel sensor, that acts differently on the wheels in the event of locking, depending on their locking state. At least one ground clearance sensor is also fitted close to or on the vehicle floor, and its directional characteristic is aligned toward the ground, that is toward the road surface. At least one memory unit is provided, which at least briefly stores each of the signals received from the ground clearance sensor, and/or signals derived therefrom.

Abstract: A vehicle wheel speed sensor incorporated on an axle spindle hub and hub cap assembly of the type using permanent magnets to generate a magnetic field having a magnetic path conducted through a plurality of teeth on a flange extending from the hub cap into a plurality of teeth on a stator with relative motion therebetween upon rotation of the wheel where the frequency of the change in the magnetic reluctance varies at a frequency proportional to the wheel speed. The stator is mounted to the end of the axle spindle by a securing bolt so that the stator can be easily removed for service without disturbing the axle bearings. As a part of the stator assembly, a locating plate is provided which allows the operating gap between the teeth formed in the flange and the teeth formed in the stator to be easily established upon assembly of the hub cap to the wheel hub by allowing the rotor to contact the locating plate when the hub cap securing bolts have been loosened and the axle is supported.

Abstract: A vehicle wheel speed sensor of the type using permanent magnets to generate a magnetic field having a magnetic path which is conducted through a plurality of teeth on a rotor into a plurality of teeth on a stator with relative motion therebetween where the frequency of the change in the magnetic reluctance varies at a frequency proportional to the wheel speed. The stator is mounted to the end of the axle spindle by way of a securing bolt so that the stator can be easily removed for service without disturbing the axle bearings. As a part of the stator assembly, a locating plate is provided which allows the operating gap between the rotor and the stator to be easily established upon assembly of the hub cap to the wheel hub by allowing the rotor to contact the locating plate when the hub cap securing bolts have been loosened and the axle is supported.

Abstract: A wheel hub assembly for an anti-lock braking system including a method of making the same. The present invention includes a ferrous hub having a plurality of non-ferrous elements integrally cast into the hub. Each of the elements is substantially embedded in the hub and includes an exposed surface which is coincidental with the outer surface of the hub. During rotation of the assembly, a sensor will alternately sense the hub and the interruptions.

Abstract: A coupling linking a tractor 10 and a trailer 11 having a fifth wheel assembly 12 having a longitudinal outwardly tapering slot defined by spaced ears 15 is provided with an anti-jackknifing apparatus A, B. Sensor C located adjacent a rear wheel 16 of the trailer generates a frequency reflective of the speed of the tractor and trailer. A radar gun, and the like or other sensor may also be used to determine ground speed. Upon receiving a frequency corresponding to a speed exceeding a predetermined speed, a speed controlled switch D engages the anti-jackknifing apparatus. Similarly, the switch D automatically disengages the apparatus upon receiving a frequency signal corresponding to a speed below the predetermined speed or, upon the occurrence of certain conditions, the activation of a turning signal by the driver. A signal light E mounted externally on the trailer indicates when the apparatus has been activated.

Abstract: A pressure supply system for a vehicle according to the invention incorporates a pump and an accumulator in which an output pressure of the pump is maintained within a prescribed range by controlling the on-off operation of the pump according to the inner pressure of the accumulator. By changing the prescribed range of pressure according to the actual pressure requirement, for instance according to the change in the travelling speed of the vehicle, the burden on the system is reduced. The prescribed range can be changed either by simply changing the upper and/or lower pressure limits at which the pump is deactivated and activated, respectively, or by operating the pump for a prescribed time period which is dependent on the pressure requirement after a certain reference pressure value is reached. Thus, the structure of the fluid pressure system is simplified, and the generation of unnecessary high pressure can be avoided.

Abstract: A process is described for controlling the brake pressure wherein a brake pressure is supplied which corresponds to the desired signal. This pressure is measured. The factors b.sup.+/- and the response times T.sub.o.sup.+/- are identified from the pressure pulses P in the individual control cycles and the actuating times .+-.T of the valves and they are used to convert the desired signal P.sup.x into a control signal .+-.T of such a length that the desired pressure is supplied.

Abstract: A pulse rotor is externally supported and secured on a cylindrical face section formed on a hub. The amount by which this pulse rotor projects from an outer ring member is regulated when the pulse rotor is fitted onto the cylindrical face section for supporting. A sensor is provided on the inside of a cover which covers the open end section of the outer ring member. The axial positional relationship between the cover and the outer ring member is uniformly maintained by means of an engaging projection formed on the radially outer peripheral surface of the cover. The distance between the axial end surface of the sensor and the axial end surface of the outer ring member is controlled to a specified value by this means. As a result, the distance between the pulse rotor and the sensor is precisely controlled.

Abstract: A slip control mechanism of a car has a hydraulic booster for driving a master cylinder for providing hydraulic pressure to a first brake provided for each driven wheel, a second brake provided for each driving wheel, a slip detection device for detecting the slip of driving wheels, a slip control device for operating the second brake, based on signals from the slip detecting device, by using the operating oil of the hydraulic booster as operating oil of the second brake so as to reduce the slip of the driving wheels, the control device comprising a pressure control valve for controlling hydraulic pressure of the operating oil of the second brake, including a pressure reducing valve for reducing the hydraulic pressure of the operating oil of the second brake, detection device for detecting completion of the slip control by the operation of the second brake, and a release device for opening the pressure reducing valve for a predetermined time so as to release the operating oil of the second brake on the occasi

Abstract: This invention relates to a hub assembly used on axles of a motor vehicle which has an anti lock braking system. The hub assembly consists of a ferrous exciter ring having toothed projections thereon. The exciter ring is cast integral with a hub. The integral cast hub results in a strong assembly that virtually eliminates the possible loosening of the hub and exciter ring, which can result in failure of the device. Also, precision machining of the components is not necessary to permit their assembly. A pick up senses the teeth of the exciter ring as the teeth pass the sensor to detect the relative rotational velocity of the motor vehicle wheel.

Abstract: A brake and anti-skid control utilizing optical input sensors for determining wheel speed or position and suitable for aircraft use is disclosed. A valve control has a continuous source of pressurized hydraulic fluid, a hydraulically actuated wheel rotation brake device which responds to applied hydraulic pressure to apply a braking force to the wheel to arrest wheel rotation, a low pressure hydraulic fluid return, and a flow control servo valve interconnecting the source, the return, and the braking device for directing fluid from the source to the braking device when in a first state and for directing fluid from the braking device to the return when in a second state. Applied hydraulic pressure is monitored and if that monitored pressure exceeds a command pressure, further fluid from the braking device is diverted to the return.

Abstract: For measuring the rotational speed of a wheel is an antilocking protected vehicle brake system a rotational speed sensor is provided in which in accordance with the rotational speed of the wheel signals are electromagnetically induced which have an amplitude and frequency which increase regularly with the rotational speed. When due to error sources the amplitude of the induced signal does not increase with the frequency of the signal a rotational speed measured value is determined by means of the measured amplitude, i.e. not on the basis of the measured frequency. To avoid erroneous measuring signals it may likewise be provided that when the amplitude of the signal does not increase with its frequency the last measured value of the frequency of the induced signal at which the amplitude still increased with the frequency is used to determine the speed of rotation.

Abstract: A variable reluctance rotation sensor comprises a rotatable toothed wheel and a magnetic pickup assembly comprising a pair of permanent magnets each having a pair of poles with an opposite one of said poles adjacent the toothed wheel. The permanent magnets are separated from each other by an arc equal to the arc between two of the teeth and joined by a magnetic flux member with a multi-turn electrical coil wound thereon. The flux member establishes a common main flux loop through the first and second permament magnets but also extends close to the toothed wheel to further establish additional flux loops separately through each of the permanent magnets. Passage of alternating teeth and slots as the wheel rotates produces a spatial fluctuation in the additional flux loops between the magnets to vary the flux linkages with individual coil turns and increase the electrical signal in the coil over the signal level that would be produced by variations in air gap of the common flux loop alone.

Abstract: A variable reluctance rotation sensor comprises a rotatable magnetic toothed wheel adjacent a fixed magnetic pickup assembly. The pickup assembly comprises a pair of permanent magnets, each with a similar pole adjacent the wheel and separated circumferentially by the arc between a tooth and a non-adjacent slot. A magnetic flux member with a coil joins the other poles of the magnets in series opposed relationship and extends in close proximity to the tooth wheel to establish separate flux loops for each magnet distributed along the coil. The flux loops are spatially determined by the teeth and slots between the permanent magnets, so that they fluctuate circumferentially and generate an electrical signal in the coil with wheel rotation by variation of the flux linkages to individual turns of the coil. The sensor thus uses spatial flux changes to produce a rotation signal at very low rotational speeds with a larger air gap than that of conventional sensors.

Abstract: A brake device for vehicles applying brake power to a wheel through actuation of a disc brake by an output hydraulic pressure from a master cylinder, wherein an inertial type wheel angular deceleration sensor driven by the wheel through a transmission device is incorporated in an antilock control unit adapted to control the output hydraulic pressure of the master cylinder, the disc brake and the transmission device are enclosed in an annular recess open to one side of the wheel, and a caliper of the brake and the antilock control unit are supported on a fixed panel disposed so as to close an opening of the annular recess.

Abstract: When a slip value of the driven wheel of a vehicle on a road surface reaches a predetermined value, the braking force is applied to the driven wheel by way of slip control. The slip control by application of the braking force to the driven wheel is inhibited when the vehicle speed reaches a high speed above a predetermined vehicle speed.

Abstract: An electric motor-driven brake pressure modulator has an auxiliary field winding connected in series-parallel relationship with a permanent magnet field DC motor to produce different speed/torque performance characteristics depending on the direction of motor rotation. In forward motor rotation when the brake pressure is to be increased, the mmf of the auxiliary field winding aids the mmf of the field magnets to produce a higher flux density in the working air gap of the motor. This maximizes the torque characteristic of the motor for the development of adequate brake pressure. In the reverse direction of motor rotation when the brake pressure is to be decreased, the mmf of the auxiliary field winding opposes the mmf of the field magnets to lower the flux density in the working air gap of the motor. This maximizes the speed characteristic of the motor to quickly reduce the brake pressure.

Abstract: In an anti-lock brake system (ABS) for a motorcycle the driving stabilty is improved by measuring the position of lateral inclination of the motorcycle and adjusting at least one threshold value for the anti-skid control in response to the measurement. In another embodiment the transverse acceleration of the motor cycle is measured and an ABS threshold value adjusted accordingly.

Abstract: An electric motor-driven brake pressure modulator motor is designed and controlled to exhibit different speed/torque performance characteristics depending on the direction of motor rotation. In the forward direction when the brake pressure is being applied, the torque characteristic of the motor is maximized to develop adequate brake pressure. In the reverse direction when the brake pressure is being relieved, the speed characteristic of the motor is maximized to quickly relieve the brake pressure. The result is an antilock braking system in which the braking performance is maximized without the design compromise penalties of presently known systems.

Abstract: An accumulator assembly for a vehicle anti-lock brake system receives and temporarily stores fluid during pressure reduction phases of the anti-lock operation, and maintains fluid stored therein substantially at or near zero pressure during anti-lock operation. The accumulator enables the fluid pressure to the controlled brakes to be reduced to substantially near zero pressure. The accumulator is further operative, after braking of the vehicle, to apply a predetermined pressure above zero pressure to the brake fluid stored therein to enable the fluid to be returned to the brake system. The accumulator is advantageously used in a pumpless anti-lock system which is operative to control the rear disc brakes of a light pick-up truck.

Abstract: There is described a speed sensor that is particularly adaptable to moving vehicles such as automobiles. A permanent magnet, stator assembly, and field coil are held within a ferromagnetic cup that is adapted to mate a bearing assembly of a non-driven wheel of the vehicle. A rotor assembly is carried by the wheel spindle. The rotor assembly has poles spaced entirely around the circumference of a circle while the stator assembly has only a few poles distributed over an arc of a portion of a circle. A magnetic flux is provided by the permanent magnet, which flux passes through the stator poles and the rotor poles. The ferromagnetic cup completes a flux path between the stator and rotor poles, and also to the magnet. The rotor poles rotate with the wheel, causing a changing magnetic flux which in turn generates an alternating voltage current in the field coil. The alternating current so generated is then fed through an electrical terminal to a vehicle computer.

Abstract: There is described a speed sensor that is particularly adaptable to moving vehicles such as automobiles. A permanent magnet, stator assembly including a stator pole piece, and field coil having an aperature are held within a cup that is adapted to mate a bearing assembly of a non-driven wheel of the vehicle. The stator pole piece is carried substantially within the aperature of the field coil. Rotor poles are carried on the wheel spindle. A magnetic flux is provided by the permanent magnet, the flux passing through the stator poles and the rotor poles which rotate with the wheel in close proximity to the stator assembly, causing a changing flux field. The changing magnetic flux in turn generates an alternating voltage current in the field coil. The alternating current so generated is then fed through an electrical terminal to a vehicle computer.

Abstract: An apparatus for sensing the angular velocity of a vehicle wheel includes a sleeve, a tone wheel detachably coupled to the sleeve, and an electromagnetic sensor. The sleeve can be rotatably mounted on bushings inside a differential housing. The electromagnetic sensor extends through a wall of the housing into close proximity to a periphery of the tone wheel which has a plurality of generally radially extending evenly spaced teeth formed thereon. The tone wheel is positioned on the sleeve between a pair of retaining rings and is keyed for rotational movement with the sleeve. An inner end of the sleeve has means for coupling to the side gear of a differential carrier assembly. In one embodiment, the means for coupling includes tabs formed on the sleeve and cooperating slots formed on a side gear. In another embodiment, lugs formed on the sleeve engage driving surfaces formed on the side gear.

Abstract: There is described a speed sensor that is particularly adaptable to moving vehicles such as automobiles. A permanent magnet, stator assembly, and field coil are held within a cup that is adapted to mate a bearing assembly of a non-driven wheel of the vehicle. Rotor poles are carried on the wheel spindle. A magnetic flux is provided by the permanent magnet, the flux passing through the rotor poles which rotate with the wheel and through poles of the stator assembly. As the wheel turns, the rotor poles are at times aligned with the stator poles across on air gap and at other times not aligned across an air gap, the air gap being in a plane parallel to the plane in which the wheel rotates. This results in a changing magnetic flux, which in turn generates an alternating voltage current in the field coil. The alternating current so generated is then fed through an electrical terminal to a vehicle computer.

Abstract: A dual speed sensor pickup assembly (140) for sensing the rotational velocity of two independently rotatable, closely axially spaced exciter rotors (116 and 118) is provided. The pickup assembly includes two speed sensor assemblies (136 and 138) each including a pole piece (152,160) having a longitudinal axis (152a,160a) with the longitudinal axes skewed relative to one another but radial relative to the common axes of rotation (24) of the exciter rotors. Each speed sensor includes a permanent magnet (154,162) disposed between an end of the pole piece (152,160) and having a face divided into first and second surfaces (154a,154b and 162a,162b) by a slot (154c,162c) therein. In one embodiment a primary coil (156,164) and a secondary or anti-cross talk coil (158,166) surrounds the pole piece of each sensor (136,138), and each secondary coil is conductively connected to the primary coil of the other sensor.

Abstract: According to this invention, a device for detecting the speed of transference of a moving body, having a construction such that the device comprises a magnetizing element for forming a magnetic pole on a surface of a moving body made of a magnetic material and disposed in the vicinity of the moving body, a magnetic field detecting circuit provided adjacent to the moving body, for linking therewith the magnetic field of the magnetic pole formed by the magnetizing element and for outputting an electrical voltage in accordance with a variation of the magnetic field caused by the transference of the moving body, and an output signal processing circuit for processing a signal output by the magnetic field detecting circuit and for determining the speed of transference of the moving body can be obtained, and by utilizing the device mentioned above, an effect whereby a signal corresponding to the displacement speed of a moving body is continuously obtained and therefore, a moving body need not be precisely fabricated

Abstract: There is described a speed sensor that is particularly adapted to moving vehicles such as automobiles. A permanent magnet, stator assembly, and field coil are held within a cup that is adapted to mate a bearing assembly of a non-driven wheel of the vehicle. A magnetic flux is provided by the permanent magnet and when rotor poles carried by the bearing assembly rotate in close proximity to the stator assembly, the magnetic flux in turn generates an alternating voltage current in the field coil. The alternating current so generated is then fed through an electrical terminal to a vehicle computer.

Abstract: The present invention concerns a vehicle anti-lock brake control system which does not require the use of an auxiliary hydraulic pump and, in the preferred embodiment, is adapted to control only the rear brakes of a four-wheel vehicle. The control system includes a normally open solenoid actuated isolation valve connected between the master cylinder and the rear wheel brakes, and a normally closed solenoid actuated dump valve connected between the rear wheel brakes and a fluid accumulator. A computer control is connected to monitor the rear wheel speed and deceleration and, during braking of the vehicle, functions to control the application of hydraulic pressure to the rear brakes via the isolation and dump valves in order to correct wheel speed departures and prevent lock-up of the brakes.

Abstract: A hydraulic anti-lock braking system incorporates a pump for generating the energy necessary to re-apply a brake automatically after pressure applied to the brake from a master cylinder has first been released to prevent the wheel controlled by that brake from locking. The pump is adapted to pump fluid back both to the brake and to the master cylinder. Pumping the fluid back to the brake achieves a satisfactory pedal feel, and pumping fluid back to the master cylinder ensures the use of a fail-safe re-application of brake pressure.

Abstract: In an anti-lock brake control system for a vehicle (1) equipped with tandem axles (3), incipient or actual lockup is sensed on the forward or more lightly loaded axle (10) of the tandem axle pair, which sensing gives early warning of incipient lockup of the rear or more heavily loaded axle (12) of the pair.

Abstract: A bearing assembly for an axle shaft of a vehicle. An inner ring includes a cylindrical body and an outer flange for mounting a wheel. On a portion of the cylindrical body adjacent the flange is mounted a revolution detection ring which has a seal contact portion and a gear-shaped detected portion having a plurality of projections circumferentially spaced on the outer peripheral surface thereof. The bearing assembly also has an outer ring which is coupled with the inner ring through rolling elements and mounted to the chassis of the vehicle. A sensor is mounted on the outer ring such that it confronts the gear-shaped portion of the revolution detection ring and detects the projections passing by the sensor so as to determine the annular speed of the wheel. The assembly also has a bearing seal which is mounted on the outer ring and kept in contact with the seal contact portion of the revolution detection ring so as to prevent contamination by sand, mud, or the like.

Abstract: An anti-lock brake system (ABS) for a road vehicle is equipped with a wheel slip control system (ASR) and a hydraulic dual circuit brake system having front axle/rear axle brake static brake circuits, one brake circuit being allocated to the driven (rear) wheels of the vehicle and one to the non-driven (front) wheels. The system has two high-pressure pumps, one for each of the two brake circuits and which, in control phases of the ABS, brake fluid can be fed into the output pressure spaces of the brake unit and wherein the high-pressure pump allocated to the rear axle brake circuit is also utilized as auxiliary pressure source for the ASR. At the front axle brake circuit, the ABS operates on the feedback principle and at the rear axle brake circuit it operates on the discharge principle.

Abstract: A method and electronic circuit for use in an automotive vehicle brake system with electronic anti-lock control and/or traction slip control is equipped with circuits for identifying a state of vehicle cornering. The slip of the controlled wheel during the time intervals in which the wheel is running stably, and the control frequency or the duration of the control cycles are measured. If the wheel slip exceeds a constant predetermined limit value or a value which depends on the velocity of the vehicle, and if, simultaneously, the control cycles are short on identification of vehicle cornering and corresponding signal is generated.

Abstract: A antilock brake system utilizes a microprocessor controller to monitor the rate of speed decay of a braked wheel of a vehicle and to cause release of braking force under incipient wheel lock-up conditions. The microprocessor receives a single digital wheel speed input signal and processes the latter in accordance with a program whereby a reference signal is generated and is periodically compared with the wheel speed signal to determine if a lock-up condition is in progress. The microprocessor compares the speed signal with the reference signal at frequent sampling intervals and when the wheel speed decreases at a rate exceeding a desired value, the reference signal is varied by the microprocessor to decrease at a predetermined first rate of decrement until the wheel speed signal and the reference signal correspond to each other, indicating that the wheel speed is dropping at a rate in excess of a desired rate of speed decay.

Abstract: A wheel speed control arrangement for an anti-lock braking system of a motor vehicle, in which a pressure increasing rate is adapted to be varied according to difference values .DELTA.V of an estimated vehicle body speed V when pressure application is required, whereby it becomes possible to effectively prevent deterioration in the feeling of riding during braking on the road liable to cause slippage, while advantageously avoiding the locking of wheels. On the other hand, on the road difficult to cause slippage, insufficient speed reduction is positively eliminated, thus enabling the braking distance to be suppressed to the minimum.

Abstract: A control valve for an anti-lock brake system includes a one-piece valve body having an inlet opening in one end and an outlet opening in an opposite end. The valve body is provided with four other openings extending into the body and defining separate associated chambers for respectively receiving an isolation valve assembly, a pressure differential switch assembly, a dump valve assembly and an accumulator assembly. The inlet, outlet, and the four internal chambers are connected by appropriate internal passageways. The control valve is used to selectively hold, dump, or reapply brake fluid pressure to selected wheel brakes to prevent lock-up of the associated wheels.

Abstract: In an anti-blocking system for a road vehicle with statically pressure-actuatable brake circuits, a pressure modulator with an outlet pressure connected with the wheel brake cylinder is coordinated to each wheel brake, whereby pressure reduction-, pressure build-up and pressure-maintaining-phases of the anti-blocking regulation are attainable by its controllable volume change respectively maintaining constant of its volume. The pressure modulators are constructed as stepped cylinders with bore steps of different diameters passing over one into the other, in which a smaller and a larger control pressure space is movably delimited by piston steps of corresponding different diameters of a stepped piston, as well as the outlet pressure space, which is formed by an annular space remaining between the piston steps. The larger control pressure space is permanently connected with the main brake line of the respective brake circuit.