Abstract: Determining a brake torque reduction parameter for brake torque reduction in a motor vehicle having a brake holding assist function. The determination including detecting a motion parameter of the motor vehicle and analyzing the detected motion parameter to determine a correction value for a brake torque reduction parameter. Adjusting the brake torque reduction parameter using the correction value determines an optimized brake torque reduction parameter. The optimized brake torque reduction parameter is used as a brake torque reduction parameter of the brake torque reduction.

Abstract: A motor controller obtains: a first motor target rotation number, a first motor actual rotation number of a first motor, a second motor target rotation number, and a second motor actual rotation number of a second motor; determines a first rotation number difference between the first motor target rotation number and the first motor actual rotation number of the first motor, and a second rotation number difference between the second motor target rotation number and the second motor actual rotation number of the second motor, determines first and second rotation control torques based on a smaller one of the first rotation number difference and the second rotation number difference; and determines a first motor torque of the first motor and a second motor torque of the second motor based on the first and second rotation control torques.

Abstract: A steering operation force detection device for a steering wheel including a steering wheel rim having a right-side rim section and a left-side rim section. The device includes load cells that detect six component forces of the steering operation force acting on the right-side rim section and the left-side rim section consisting of forces in three axial directions and moments about three axes. The device includes a steering angle detection sensor that detects a steering angle of the steering wheel, and an inertial force component correcting unit that derives an inertial force component acting on the right-side rim section and the left-side rim section due to rotation of the steering wheel, based on an amount of displacement of the steering angle detected by the steering angle detection sensor, and that corrects the component force detected by the load cells to eliminate an effect of the derived inertial force component.

Abstract: A method and system for generating a torque map operating a vehicle's all-wheel drive (“AWD”) system are disclosed. A model describing how an all-wheel drive (“AWD”) electronic control unit (“ECU”) included in the vehicle processes data received from one or more sensors or vehicle subsystems is generated and executed on a computing device so that the computing device emulates operation of the AWD ECU. The computing device captures data from a controller area network (“CAN”) included in the vehicle and data from the vehicle describing wheel torque while emulating operation of the AWD ECU. A raw torque value is generated by the computing device from the data from the CAN and wheel torque. The raw torque value is used to generate a torque value associated with an engine speed and with an intake air pressure obtained from the data captured from the CAN.

Abstract: A traction control system includes a master cylinder containing brake fluid, braking devices configured to apply braking force to associated wheels of the vehicle, a brake pedal operable by a driver of the vehicle to generate braking force by pressurizing the brake fluid, and an inlet valves for storing pressurized brake fluid to apply and temporarily hold a braking force at a slipping driven wheel. A method of providing traction control for a vehicle includes manually switching the vehicle from a normal operating mode to a traction control mode, sensing the slippage of a driven wheel, applying a braking force to the slipping driven wheel in response to a driver of the vehicle pressing a brake pedal, maintaining the braking force on the slipping driven wheel after the brake pedal is released, and gradually releasing the braking force as the slipping driven wheel gains traction.

Abstract: A brake control device that controls braking forces applied to wheels to stabilize the behavior of a vehicle turning a corner, and includes a turning condition detection unit detecting a turning condition of the vehicle; a braking amount setting unit setting braking amounts for the respective wheels based on the turning condition detected by the turning condition detection unit; a brake control unit applying braking forces to the wheels according to the braking amounts set by the braking amount setting unit; and a road surface friction coefficient estimation unit estimating a road surface friction coefficient of the road on which the vehicle is running. The braking amount setting unit changes upper limits of the braking amounts for the respective wheels according to the road surface friction coefficient when the vehicle is in a center differential lock mode or a direct four-wheel drive mode.

Abstract: In a vehicle dynamics control (VDC) system for a four-wheel-drive vehicle employing a brake control system regulating braking forces applied to road wheels independently of each other and a differential mechanism controlling a differential motion between front and rear wheel axles, a VDC controller controls a braking force of each road wheel depending on whether the vehicle is in oversteering or understeering. The VDC controller includes a braking-force compensation section that compensates for a braking force of at least one of a first wheel, which is subjected to vehicle dynamics control, and a second wheel to which a transferred braking force is transferred from the first wheel through the differential mechanism, to reduce a braking force of the second wheel and to prevent the braking force of the second wheel from exceeding a lateral grip limit of the second wheel during the vehicle dynamics control.

Abstract: A traction distribution control system for a 4WD vehicle is constructed to calculate a difference gain in accordance with a difference in spinning state between main driving wheels, and determine a control signal for controlling traction distribution to driven wheels by multiplying a control amount by the difference gain.

Abstract: Method and device for controlling the braking action of at least one wheel brake of a four-wheel-drive motor vehicle having at least one rear axle and one front axle. A first rpm signal representing the speeds of rotation of the front-axle wheels and a second rpm signal representing the speeds of rotation of the rear-axle wheels are detected. The difference between the first and second rpm signals is then determined, and braking action is controlled as a function of the difference that has been determined.

Abstract: A method and an apparatus for controlling a drive unit, in which, when drivetrain oscillations are present, a reduction of the torque takes place until they have decayed. In addition, the torque value at which the oscillations occurred is stored. If the torque exceeds that value, a limitation of the rise in the torque is accomplished.

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

Abstract: A traction control for a motor vehicle derives a target delta velocity as the sum of a longitudinal velocity of the vehicle and a target delta velocity derived from one or more of a longitudinal acceleration, a lateral acceleration and a turn curvature. The vehicle has a vehicle stability enhancement system of the type becoming active when a vehicle yaw rate error is sensed for providing braking control of individual wheels of the motor vehicle to reduce the vehicle yaw rate error below a predetermined value. In response to activity of the vehicle stability enhancement system in reducing a vehicle yaw rate error, the target delta velocity, and thus the target velocity, is bounding between a maximum target velocity value and a minimum target velocity value, at least one of which is derived from an estimated coefficient of friction between the vehicle drive wheels and the drive surface.

Abstract: A method is provided for determining an acceptable torque level to be applied to at least one clutch pack (of an automobile) which includes the requirement of internal slip to transmit torque. The automobile includes a plurality of wheels. A velocity is sensed at each of the plurality of wheels of the automobile. A speed information value is calculated. The speed information value is a function of the sensed velocities at each of the plurality of wheels. The speed information value is then compared with a calibration table. Finally, the acceptable torque level is determined primarily from the calibration table based on the speed information value.

Abstract: The present invention is directed to a braking control system for controlling a braking force applied to each of front and rear wheels of a four-wheel drive vehicle, which has a front differential gear connected to the front wheels, a rear differential gear connected to the rear wheels, and a center differential gear connected to the front and rear differential gears. A wheel speed sensor is provided for detecting wheel speeds of the wheels. A non-contact detector is provided for determining whether at least one wheel is not contacting the ground in the vehicle's path, on the basis of the wheel speeds detected by the wheel sensor. A downhill detector is provided for determining whether the vehicle's path is on a downhill road. An engine brake detector is provided for determining whether the vehicle is under an engine brake.

Abstract: A wheel speed differential with another wheel of each of several wheels is determined as a parameter for brake-adjustment use, and driving torque conveyed respectively from an engine to the several wheels is adjusted by braking torque determined on a basis of the parameter for brake-adjustment use so as to restrain the wheel-speed differential. In such a driving torque control, the engine output is reduced if the braking torque is excessive. Therefore, load to the brake apparatus and drivetrain caused by engine output can be reduced. Thus, deterioration of the durability of the brake apparatus and drivetrain can be prevented.

Abstract: Under conditions which indicate all wheels are unstable, all have been in pressure decrease for a long time, and the vehicle reference velocity has been continuously negatively corrected for a long time, recovery are flags set on all wheels. If all recovery flags are set and four wheel drive axle oscillations are present and the reference velocity has not been in negative correction for too long, the gradient of the vehicle reference velocity is limited to a fixed lesser slope. If one or more recovery flags are set, other measures can be taken, including flattening of the vehicle reference velocity through gradual additions to the calculated vehicle acceleration, and giving longer pressure holds and delaying pressure increase. The recovery flag is reset separately on each wheel only when that specific wheel becomes completely stable.

Abstract: An anti-skid brake control system for a four-wheel drive vehicle employs a transfer which distributes a driving torque to front and rear differentials, a front-wheel mean revolution-speed sensor, a rear-wheel mean revolution-speed sensor, and a four-wheel-drive control section. The four-wheel-drive control section controls a driving-torque distribution ratio of the transfer based on the two mean revolution-speeds detected by the sensors. The system comprises an anti-skid brake control section intercommunicated with the four-wheel-drive control section. The anti-skid brake control section controls a wheel-brake cylinder pressure of each road wheel based on at least a revolution-speed of one of the front road wheels, a revolution-speed of the other wheel of the front road wheels, and the mean revolution-speed detected by the rear-wheel mean revolution-speed sensor. An additional sensor is provided at the one front wheel.

Abstract: A method and system for detecting an incorrect indication of front-rear locked four-wheel drive operation of a vehicle capable of both front-rear locked four-wheel drive and unlocked two-wheel drive. The relative speed difference, defined as the absolute value of the difference between the rear wheel velocity and the arithmetic average of the front wheel velocities divided by the vehicle reference speed, is measured repeatedly. A count of measured relative speed differences greater than a relative speed threshold is calculated. The incorrect indication is detected when the count exceeds a rejection threshold. The relative speed threshold is predetermined based on histograms of relative speed data for two-wheel drive and four-wheel drive modes of operation. Once an incorrect indication is detected, modifications are made to the antilock brake system control algorithm.

Abstract: An auxiliary brake system for a four-wheel-drive vehicle is disclosed whose main components of the present invention are four solenoid valves. These valves are located under the body of the vehicle, and are affixed in communication with the existing vehicle hydraulic brake system. Electrical wiring unites this system to two corresponding control buttons located within access to the driver. One control button functions to block the pressure for the left side of the vehicle; the other control button functions to block the pressure for the right side of the vehicle. The valves that control the front wheels of the vehicle may be mounted on the master cylinder, while the valves for the rear wheels may be in one body which would replace a `tee` fitting on the rear axle.