Abstract: A deceleration control apparatus for a vehicle including a controller that performs deceleration control based on a first target deceleration set based on a distance to a starting point of an upcoming curve, when the deceleration control for the curve is started at a position distant from the starting point of the curve; and that performs the deceleration control based on a second target deceleration set based on a lateral acceleration that is estimated to be detected when the vehicle passes the starting point of the curve, when the deceleration control for the curve is started at a position close to the starting point of the curve. With this apparatus, it is possible to perform the deceleration control that provides drive assist according to the intention of the driver and that enhances driving convenience for the driver.

Abstract: A vehicle lateral control system that integrates both vehicle dynamics and kinematics control. The system includes a driver interpreter that provides desired vehicle dynamics and predicted vehicle path based on driver input. Error signals between the desired vehicle dynamics and measured vehicle dynamics, and between the predicted vehicle path and the measured vehicle target path are sent to dynamics and kinematics control processors for generating a separate dynamics and kinematics command signals, respectively, to minimize the errors. The command signals are integrated by a control integration processor to combine the commands to optimize the performance of stabilizing the vehicle and tracking the path. The integrated command signal can be used to control one or more of front wheel assist steering, rear-wheel assist steering or differential braking.

Abstract: An integrated vehicle control system includes a first control system having a maximum authority to selectively operate a first vehicle sub-system and a second control system to selectively operate a second vehicle sub-system. A controller is adapted to monitor a first parameter associated with the first vehicle sub-system and a second parameter associated with the second vehicle sub-system. The controller is operable to control the first and second parameters by selectively invoking operation of the second control system when the first control system exceeds the maximum authority and the second parameter exceeds an upper threshold.

Abstract: A lateral G sensor breakdown detection device configured to carry out a breakdown determination control that determines that the lateral G sensor has a breakdown when the difference between the actual lateral G acting on a four wheel drive vehicle measured by the lateral G detection sensor installed on the vehicle and the estimated lateral G estimated and calculated from predetermined parameters that express the condition of the vehicle; while the vehicle is turning when the rotation speed of the outer wheel is equal to or less than the rotation speed of the inner wheel and when the actual lateral G is less than the estimated lateral G and the difference is greater than a predetermined value, the breakdown determination control is suspended.

Abstract: A braking system for a lift truck performs all service braking using truck traction drive motors. Mechanical, spring applied, electrically released brakes are coupled to wheels on opposite sides of the truck with the mechanical brakes applying unequal braking forces to the wheels. The mechanical brakes perform park braking and, in the event an electrical system problem arises, backup braking as well that can be modulated by an operator of the truck regardless of the operating condition of the truck.

Abstract: System for detecting stability/instability of behavior of a motor vehicle upon occurrence of tire slip or lock. State of the motor vehicle is determined on the basis of an alignment torque (Ta) applied from a road and a side slip angle (?). By taking advantage of such torque/slip-angle characteristic that although the alignment torque is proportional to a side slip angle when the latter is small, the alignment torque becomes smaller as the side slip angle increases, a normal value is determined from a straight line slope and the side slip angle in a region where the latter is small. Unstable behavior of the motor vehicle is determined when deviation of actual measured value from the normal value increases. Further, unstable state is determined when the slope of the alignment torque for the slip angle departs significantly from that of approximate straight line slope.

Abstract: A non-consideration creating portion creates a non-consideration control command value based on a target value and an actual value of hydraulic pressure of a brake cylinder in a control-target brake system i. A consideration creating portion creates a consideration control command value based on the target value and the actual value of the hydraulic pressure in the control-target brake system i and a target value and an actual value of hydraulic pressure in a comparison-target brake system j. Then, one of the consideration control command value and the non-consideration command value is selected based on an absolute value of a difference in the target value between the control-target brake system i and the comparison-target brake system j, and a combination of a control mode in the control-target brake system i and a control mode in the comparison-target brake system j.

Abstract: This vehicle motion control apparatus obtains a yaw rate deviation by subtracting the value (actual-yaw-rate-after-low-pass-filter-process Yrfilter), which is obtained by providing with a time constant ?1 (>?2) the low-pass filter process to the actual yaw rate Yr obtained from the yaw rate sensor incorporated in the HU, from the value (turning-angle-yaw-rate-after-low-pass-filter-process Yrtfilter) obtained by providing with the time constant ?2 the low-pass filter process to the turning angle yaw rate Yrt obtained on the basis of the actual steering angle obtained from the steering angle sensor, which is provided separate from the hydraulic unit HU. When this yaw rate deviation exceeds the threshold value Yrth (time t3?), this apparatus starts an under-steer suppression control.

Abstract: The present invention is directed to the termination of the occurrence of wheel slip/skid and prediction and prevention of the onset of wheel slip/skid in a locomotive. In one configuration, a lookup table of adhesion factors is used to predict the occurrence of wheel slip/skid.

Abstract: According to the present invention, an electromechanical braking system is provided. The braking system includes at least one brake system control unit (BSCU) for converting an input brake command signal into a brake clamp force command signal. In addition, the braking system includes a first electromechanical actuator controller (EMAC) and a second electromechanical actuator controller (EMAC) configured to receive the brake clamp force command signal from the at least one BSCU and to convert the brake clamp force command signal to at least one electromechanical actuator drive control signal. Further, the braking system includes at least one electromechanical actuator configured to receive the at least one drive control signal and to apply a brake clamp force to at least one wheel to be braked in response to the at least one drive control signal. Moreover, the first EMAC and the second EMAC are configured to perform antiskid control in relation to the at least one wheel to be braked.

Abstract: System for detecting stability/instability of behavior of a motor vehicle upon occurrence of tire slip or lock. State of the motor vehicle is determined on the basis of an alignment torque (Ta) applied from a road and a side slip angle (?). By taking advantage of such torque/slip-angle characteristic that although the alignment torque is proportional to a side slip angle when the latter is small, the alignment torque becomes smaller as the side slip angle increases, a normal value is determined from a straight line slope and the side slip angle in a region where the latter is small. Unstable behavior of the motor vehicle is determined when deviation of actual measured value from the normal value increases. Further, unstable state is determined when the slope of the alignment torque for the slip angle departs significantly from that of approximate straight line slope.

Abstract: The present invention relates to a method for improving the control behavior of a controlled automotive vehicle system, in particular an anti-lock brake system (ABS), a driving stability control system (ESP), or another brake system extended by other functionalities, wherein evaluated wheel dynamics data (dyn) and evaluated wheel slip data (slip) are taken into account as a criterion for the initiation of a control intervention for each individual wheel, and the sum thereof is compared to a control threshold (?). For a better weighting of wheel dynamics and slip, the invention discloses determining evaluation parameters (?, ?) that can be modified in response to driving conditions and taking them as a reference in the evaluation of the wheel dynamics data (dyn) and in the evaluation of the wheel slip data (slip).

Abstract: A method of controlling traction in a vehicle having at least one non-driven wheel speed sensor. Actual vehicle acceleration and a wheel speed difference are detected. At least one of the actual vehicle acceleration and the wheel speed difference is compared to at least one of a predetermined vehicle acceleration and a predetermined wheel speed difference to detect vehicle wheel slip. A wheel torque is reduced in response to detected wheel slip. The foregoing method allows traction control to be installed in many types of vehicles, including vehicles without ABS. More than one type of wheel slip detection can be implemented, and various types of wheel slip can be detected.

Abstract: A yaw rate sensor failure diagnosing device judges whether the yaw rate sensor is failure or not. In particular, when the vehicle is in the steady turn state, the failure is judged by comparing a yaw rate value from the yaw rate sensor with a yaw rate value calculated on the basis of the value of the tire force acting on each wheel. Furthermore, the vehicle is in the non-steady turn state, the failure is judged by comparing a yaw moment value calculated from the yaw rate value from the yaw rate sensor with a yaw moment value calculated on the basis of the value of the tire force acting on each wheel.

Abstract: System for detecting stability/instability of behavior of a motor vehicle upon occurrence of tire slip or lock. State of the motor vehicle is determined on the basis of an alignment torque (Ta) applied from a road and a side slip angle (?). By taking advantage of such torque/slip-angle characteristic that although the alignment torque is proportional to a side slip angle when the latter is small, the alignment torque becomes smaller as the side slip angle increases, a normal value is determined from a straight line slope and the side slip angle in a region where the latter is small. Unstable behavior of the motor vehicle is determined when deviation of actual measured value from the normal value increases. Further, unstable state is determined when the slope of the alignment torque for the slip angle departs significantly from that of approximate straight line slope.

Abstract: An improved configuration for a vehicle system having a brake system component mounted to an air reservoir and an apparatus for positioning or leveling the brake system component relative to a reference point. The apparatus may include a first end portion having one or more contact points for engaging the reservoir along a curved surface and a second end portion positioned proximate to the component. The apparatus being adapted resist relative movement between the component and the reservoir.

Abstract: An automotive braking system controls the flow of pressurized brake fluid from a tandem master cylinder to several wheel brakes via a pair of braking circuits. Each circuit features a pressure relief line having, in series, a normally-closed valve, low-pressure accumulator, check valve, pump, damping chamber, and throttling orifice. A bypass line including a normally-closed bypass valve that is operated to interconnect the pressure relief lines of the first and second braking circuits proximate to the suction side of the pump, preferably downstream of the wheel brake outlet valves between the low-pressure accumulator and the check valve, selectively feeds fluid from one braking circuit to the other braking circuit to thereby reduce system response time when, for example, one or more wheel brakes driven by the other braking circuit is actuated to enhance vehicle traction or stability.

Abstract: In a vehicular brake control system in which pressure upstream of a plurality of pressure increase control valves is variable, a brake control ECU sets a value of a current supplied to a solenoid coil in each of the pressure increase control valves in accordance with a physical quantity corresponding to a brake fluid pressure upstream of the pressure increase control valves, e.g., in accordance with a master cylinder pressure detected by a pressure sensor and an instruction current value for differential pressure control valves.

Abstract: Improved anti-lock brake systems (ABS) employed on aircraft and land vehicles and methods of operating same employing a sliding mode observer (SMO) incorporated into an ABS algorithm requiring only measurement of wheel speed to regulate the application of braking torque are disclosed. Braking is optimized simply by maintaining an SMO estimate of differential wheel torque (road/tire torque minus applied brake torque) derived from wheel speed at an extremum via applying or releasing the brakes as the extremum is passed through.

Abstract: In a steering apparatus, in accordance with a grip limit control process (30b?), it is determined whether or not a grip degree ? estimated by a grip degree estimation arithmetically operating process (30a) is less than a predetermined grip degree (??), and in the case that it is determined that an estimated grip degree (?) is less than the predetermined grip degree (??), the process applies such a feeling that a steering operation by a steering wheel suddenly becomes light to a driver, by suddenly increasing an assist quantity by a motor (M), thereby notifying the driver of the matter that the grip degree of a steered wheel is close to a limit. Therefore, it is possible to transmit to the driver a probability that a side slip is generated by further turning the steering wheel 21 in the same direction as the current direction, thereby calling the driver's attention for steering.

Abstract: A braking system comprises one or more brake cylinders (100, 200, 300, 400) each associated with one or more wheels, a fluid supply (10), and a brake control (14) for commanding the feeding of fluid to the cylinder or cylinders via one or more brake valves and one or more brake pipes (44, 46). The system also comprises a function selector (50) adapted to adopt an antislip mode position (50A) or antilock mode positions in which it connects a branch pipe (52) to a fluid feed pipe (54) or to a return line (56) and a control valve (110, 210, 310, 410) for the or each brake cylinder adapted to adopt a normal braking position (100A, 210A, 310A, 410A) to connect the cylinder to the brake pipe (44, 46) and one or more special mode positions (110B, 210B, 310B, 410B) to connect the cylinder to the branch pipe (52) that the function selector connects to the return line or to the feed.

Abstract: In a driving condition control system, a sensing unit is configured to sense a first physical quantity indicative of a rotation of the first rotatable axle assembly and a second physical quantity indicative of a rotation of the second rotatable axle assembly. A correcting unit is configured to correct the torque according to the sensed first and second physical quantities of the rotations of the first and second rotational axle assemblies. This allows the torque to be precisely obtained.

Abstract: The adaptive brake application and initial skid detection system allows rapid brake application and prevents deep initial skids. Brake pressure is compared with a predetermined threshold brake pressure. Wheel velocity error signals are also generated to mediated/indicate the difference between the wheel velocity and a reference velocity signal. A pressure bias modulator integrator responsive to brake pressure signals adjusts the wheel velocity error signals to provide an anti-skid control signal. The pressure bias modulator integrator can also be initialized to the value of the measured brake pressure when the wheel velocity error signals indicate the beginning of a skid. Brake pressure difference signals are generated to indicate the difference between brake pressure and a commanded brake pressure, and an adjusted brake pressure error signal is generated in response to the brake pressure difference signals.

Abstract: A control system that employs closed-loop control for providing active vehicle rear-wheel steering, where the control system receives longitudinal wheel slip inputs to improve the vehicle directional stability. The longitudinal wheel slip inputs can be from one or more of wheel speed, traction control on and automatic braking system on. The control system includes an open-loop controller for generating an open-loop steering control signal, a yaw rate feedback controller for generating a yaw rate feedback signal, and a side-slip rate controller for generating a side-slip rate feedback signal. The open-loop steering control signal, the yaw rate feedback signal and the side-slip rate feedback signal are combined to generate the steering control signal to steer the vehicle rear wheels.

Abstract: The present invention relates to a method for traction control of slipping wheels of at least one driving axle, which are driven by way of an open differential gear and can be interlocked by braking intervention to a defined, predeterminable degree for effecting a differential lock function. The invention discloses that the wheel slip of the wheels is detected, that the detected wheel slip variation is compared with predetermined wheel slip patterns for recognizing and monitoring a current driving condition, and that a braking intervention effecting the differential lock function is performed when the sensed wheel slip variation coincides with at least one predetermined wheel slip pattern. The invention allows an accelerated adjustment and control of a differential lock effect depending on the respective driving condition.

Abstract: The present invention is directed to the termination of the occurrence of wheel slip/skid and prediction and prevention of the onset of wheel slip/skid in a locomotive. In one configuration, a lookup table of adhesion factors is used to predict the occurrence of wheel slip/skid.

Abstract: A control system for controlling a brake system of a braked vehicle during a turn, the vehicle having four wheels. The control system is configured to selectively modify a brake pressure applied to each of the wheels by the brake system. The control system is configured to receive a driver input relating to a brake pressure sought to be applied. The control system includes a controller for monitoring a slip status of each of the four wheels during a turn. The controller is configured to direct the brake system to independently increase, decrease, or hold the brake pressure applied to each of the four wheels based at least in part upon slip status of each respective wheel. The controller is configured to direct the brake system to modify the brake pressure applied to each of the wheels such that the brake pressure applied to a given wheel of the four wheels is always equal to or less than the brake pressure sought to be applied.

Abstract: An Electronic Brake Control System having four channels and three wheel speed sensors. The wheel speed sensors include a pair or speed sensors for monitoring the speeds of the individual front wheels and a single speed sensors for monitoring the speed of both rear wheels. The system monitors front wheel speeds during wheel acceleration and, upon detecting excessive slippage of one of the front wheels and the rear axle, applies the front and rear wheel brakes on the side of the slipping front wheel to transfer driving torque to the side of vehicle with a higher coefficient of road surface friction. Alternately, with a four wheel drive vehicle, both rear wheel brakes can be applied to transfer driving torque to the front wheels. The system also senses vehicle parameters during turning maneuvers and, upon detecting an understeer situation, the system is operative to apply one of the rear wheel brakes to correct the undeersteer.

Abstract: The present invention is a method for controlling a ground vehicle, for automated steering control of the vehicle or the like. The method of the present invention includes using a GPS receiver or the like and an inertial gyro or the like for providing automated steering control of the ground vehicle. A difference between a measured off-track error and a lateral error command is fed into a lateral error control loop, producing a lateral velocity command. Then, a difference between a measured lateral velocity and the lateral velocity command is fed into a lateral velocity control loop, producing a yaw rate command. Finally, a difference between a measured yaw rate, the yaw rate command, and a curved track yaw rate for the intended path of the vehicle is computed and fed into a yaw rate control loop, producing a valve command for steering the ground vehicle on or towards its intended path.

Abstract: A traction control apparatus for a vehicle sets an allowable slip ratio to a constant value that is rather great, when the shift position of a sub-transmission is in “H4”, or the shift position of the sub-transmission is in “L4” and the difference between the maximum value and the minimum value among wheel speeds of each driving wheel is less than a wheel speed difference threshold value. On the other hand, when the shift position of the sub-transmission is in “L4” and the difference is not less than the wheel speed difference threshold value, the traction control apparatus for the vehicle of the present invention sets the allowable slip ratio to a constant value that is smaller than the above-mentioned constant value. In case where the slip ratio of each driving wheel exceeds the allowable slip ratio set as described above, predetermined braking force is exerted on each driving wheel so as to place the slip ratio of each driving wheel within the allowable slip ratio.

Abstract: The present invention relates to a method for improving the control behavior of a controlled automotive vehicle system, in particular an anti-lock brake system (ABS), a driving stability control system (ESP), or another brake system extended by other functionalities, wherein evaluated wheel dynamics data (dyn) and evaluated wheel slip data (slip) are taken into account as a criterion for the initiation of a control intervention for each individual wheel, and the sum thereof is compared to a control threshold (&psgr;).

Abstract: A method for improving the control behavior of a system for traction slip control by brake intervention (BASR), wherein a pressure value or nominal pressure referred to as a filling pulse is predetermined upon the entry into a traction slip control operation, the nominal pressure (EPnom) is determined on the basis of a PD controller according to the relation

Abstract: A wheelslip is calculated from wheel speed, recorded by speed sensors (6), by a controller (8). A pre-set value for the wheelslip is regulated by means of a proportional controller. Parallel thereto, a set brake pressure for the wheel brakes (3) is fixed, which is determined by the controller (8), by means of the instantaneous wheel torque (Mmomentan) transferred to the ground by the particular wheel (2).

Abstract: The present invention determines a longitudinal wheel speed of an individual wheel from an angular rate signal from a wheel rotation sensor. Vehicle suspension information or operating characteristics are input to a suspension system mathematical model to determine instantaneous rolling radius, taking into account changes in tire rolling radius resulting from vertical motion of the road surface. Improved accuracy of wheel speed permits less severe filtering of wheel speeds in detecting wheel slip and/or modified speed and acceleration thresholds in slip control.

Abstract: A vehicle brakes traction control system and method of operation, for a vehicle having a drive axle with a differential operable between wheels at the two ends of the axle, and brakes for each respective wheel operable by a brake controller. The traction control system includes wheel speed sensors sensing the rotational speed of the wheels, an engine torque demand sensor and an engine torque output monitor. The brake system controller receives signals from the wheel speed sensors, the engine torque demand sensor and the engine torque output monitor to apply the brakes to equalize the rotational speed of the wheels if the engine torque output is less than a desired torque output for a given torque demand.

Abstract: A method and an apparatus for an anti-spin regulation (ASR) for a vehicle are described. The method is characterized in that a slipping driven wheel (20, 30) is braked by braking means (220, 230). A further driven wheel (20, 30) is monitored by monitoring means, (25, 35). The further driven wheel (20, 30) is braked by braking means (220, 230) in case a slipping trend is determined by determination means (90) for said further driven wheel (20, 30). The apparatus is in particular eligible for use with the inventive method and is characterized in that braking means (220, 230) are implemented for braking a slipping driven wheel (20, 30). Monitoring means (25, 35) are implemented for monitoring a further driven wheel (20, 30). Braking means (220, 230) are implemented for braking the further driven wheel (20, 30) in case a slipping trend is determined by further implemented determination means (90) for said further driven wheel (20, 30).

Abstract: A system for controlling the traction slip of a vehicle including identifying a start situation with a high coefficient of friction uphill or with a heavy vehicle load, and once the start situation is identified and traction slip prevails, reducing a brake control intervention and/or increasing the nominal engine torque.

Abstract: A traction control apparatus for a vehicle sets an allowable slip ratio to a constant value that is rather great, when the shift position of a sub-transmission is in “H4”, or the shift position of the sub-transmission is in “L4” and the difference between the maximum value and the minimum value among wheel speeds of each driving wheel is less than a wheel speed difference threshold value. On the other hand, when the shift position of the sub-transmission is in “L4” and the difference is not less than the wheel speed difference threshold value, the traction control apparatus for the vehicle of the present invention sets the allowable slip ratio to a constant value that is smaller than the above-mentioned constant value. In case where the slip ratio of each driving wheel exceeds the allowable slip ratio set as described above, predetermined braking force is exerted on each driving wheel so as to place the slip ratio of each driving wheel within the allowable slip ratio.

Abstract: The present invention relates to a method and to a system for monitoring the effectiveness of rail vehicle braking systems and, in response to certain criteria, initiating one or more of a safety braking and a switching-off of a brake-force-limiting or brake-force-reducing device of the braking system when a defined desired slip is not reached.

Abstract: The present invention relates to a method of maintaining the effect of the engine brake of a vehicle during hill descent by way of an active, electronically controlled intervention of the brakes on at least one wheel. The present invention is characterized by a determination of the status of the wheels split into ‘stable wheels’ and ‘unstable wheels’ and the deceleration of all stable wheels (11 to 14) in the event of at least one unstable wheel, on which the condition Vunstable<Ki×Vref occurs, wherein Vunstable=speed of the unstable wheel Vref=medium wheel speed of the stable wheels Ki=correction factor (FIG. 2).

Abstract: An improved braking method and system for a vehicle equipped with an anti-lock brake system (ABS), a traction control or anti-slip regulation system (ASR) and one or more additional systems capable of effecting automatic braking of the vehicle independently of driver control, e.g., an adaptive cruise control system (ACC) or a rollover stability control system (RSC). Automatic braking takes place by admission of brake pressure to the drive axle. To detect a simultaneous braking demand of the driver, the wheel speeds of the non-driven axle or axles are compared with the wheel speeds of the drive axle or axles. If the wheel speeds of the non-driven axle(s) are less than the wheel speeds of the drive axle(s), or less than a vehicle reference speed, the brake pressure injected in response to driver demand is also fed to the brake cylinders of the wheels of the drive axle(s).

Abstract: A traction control device for a vehicle that has at least one axle, to which two driven wheels are assigned, the traction control device, when one of the driven wheels of the axle shows a tendency to spin, regulating the kinematic behavior of the wheel tending to spin by building up a first wheel brake pressure such that the wheel tending to spin of the axle remains within a permissible slip range. In order to reduce disturbance torques caused by the first wheel brake pressure for a wheel that is not tending to spin of the axle, a second wheel brake pressure is built up, which is adjustable independently of the first wheel brake pressure. Also described is a method for controlling the slip of at least one driven wheel of an axle of a vehicle.

Abstract: A vehicle traction control system having capabilities for braking intervention and coefficient of friction detection is provided, a slipping wheel being braked by braking intervention if a slip threshold is exceeded. In order to improve the lateral stability of the vehicle when cornering on road surfaces having a low coefficient of friction, the slip threshold for the drive wheel on the outside of the curve is reduced independently of that of the drive wheel on the inside of the curve and is set to a lower value than that for the wheel on the inside of the curve.

Abstract: The invention relates to a method of controlling the performance of a motor vehicle in which the forces acting upon wheels and tires are detected by wheel force or tire sensors and are used as controlled variable(s) for an automotive servo-system, such as ABS, TCS, EMB etc. The variables are referred to determine and/or modulate the brake pressure in the wheel brakes of the wheels and/or the drive torque. The aim of the invention is to provide a method of controlling the performance of a motor vehicle which allows to optimize the influence on the movement of the vehicle. To this end, the working point and/or the operative range of the controlled variable(s) is adjusted using the detected wheel slippage.

Abstract: A movement of a vehicle is detected, using tire sensors, by evaluating detected, measured signals in an evaluating unit in such a manner, that the polarity of the measured signals, starting from the measured signals at vehicle standstill, is used as an indicator of the vehicle moving direction.

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 wheelslip is calculated from wheel speed, recorded by speed sensors (6), by a controller (8). A pre-set value for the wheelslip is regulated by means of a proportional controller. Parallel thereto, a set brake pressure for the wheel brakes (3) is fixed, which is determined by the controller (8), by means of the instantaneous wheel torque (Mmomentan) transferred to the ground by the particular wheel (2).

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: If a hydraulic motor (23) (traveling wheel (27)) is rotated (or skidding) at high rate, and a hydraulic motor (24) is hardly rotated, a detection controller (68) compares the rotational speeds of both hydraulic motors (23, 24). Then the rotation detected by the rotation detectors (66, 67) to detect the traveling wheel (27) to be skidding, and moves a piston (71) to allow a negative brake (40) to give a braking force to the hydraulic motor (23), and rotate the hydraulic motor (24). In this way, this invention can release the traveling wheel from skidding without the use of a flow dividing valve.

Abstract: A control section of a road friction coefficient estimating apparatus inputs a vehicle speed, a steering wheel angle and a yaw rate from a vehicle speed sensor, a steering wheel angle sensor and a yaw rate sensor, respectively. The control section comprises a reference yaw rate calculating section, a yaw rate deviation calculating section, a yaw rate deviation dispersion calculating section and a road friction coefficient establishing section. The reference yaw rate calculating section calculates a reference yaw rate based on vehicle speed and steering angle in accordance with a vehicle motion model. The yaw rate deviation calculating section calculates a yaw rate deviation based on the reference yaw rate and the actual yaw rate. The yaw rate deviation dispersion calculating section calculates a dispersion of the yaw rate deviation for a specified sampling number.