Abstract: The present invention is directed to a vehicle motion control system for maintaining vehicle stability by controlling a braking force applied to each wheel of the vehicle. In the system, a control map setting unit is adapted to set plural control maps with an x-axis of a slip rate deviation between a desired slip rate and an actual slip rate, and a y-axis of a vehicle acceleration deviation between a vehicle acceleration and a wheel acceleration for each wheel, respectively. Each control map has an origin determined by the desired slip rate and the vehicle acceleration provided for each control mode. A pressure mode setting unit is adapted to set a pressure mode for a pressure control apparatus in each control mode. The pressure mode is set according to a location determined by the slip rate deviation and the vehicle acceleration deviation on the control map. A reference map setting unit is adapted to set a reference map with an x-axis of the slip rate and a y-axis of the vehicle acceleration.

Abstract: A braking force control system and method of a vehicle includes a vehicle speed detecting section, a steering angle detecting section, a yaw rate detecting section, a target yaw rate calculating section, a yaw rate deviation calculating section, turning requirement detecting means for detecting a driver's requirement to turn the vehicle, brake pressure correction coefficient generating section, a target braking force calculating section, a braking force correction section for correcting the braking force according to the driver's requirement to turn the vehicle, a braking wheel determining section for determining an object wheel to apply brakes, an output judging section, a brake signal outputting section and a brake drive apparatus for applying brake pressure to the wheel cylinder of the object wheel. Whereby, the driver can make a sharp turn even when the normal braking force control is operative.

Abstract: The present invention is directed to a braking force control system for an automotive vehicle having a hydraulic braking pressure control apparatus which is provided for applying the braking force to each of front and rear wheels of the vehicle at least in response to depression of a brake pedal. A desired yaw rate is set in accordance with a motion of the vehicle, and an actual yaw rate of the vehicle is measured. A varying rate of the desired yaw rate is calculated, and a varying rate of the actual yaw rate is calculated. Then, a deviation between the varying rate of the desired yaw rate and the varying rate of the actual yaw rate is calculated. And, a limitation unit is provided for actuating the hydraulic braking pressure control apparatus to limit the varying rate of the actual yaw rate by applying the braking force to at least one of the wheels, when the deviation exceeds a predetermined value.

Abstract: A braking system for a vehicle is provided. The system includes a hydraulic braking unit that generates a hydraulic braking force and a regenerative braking unit that generates a regenerative braking force regenerating braking energy as regenerative electric power. The system detects a target-braking force required by a driver and controls the hydraulic braking force to the target-braking force. The system controls the regenerative braking force to a first predetermined value while the vehicle is traveling straight. On the other hand, the system controls the regenerative braking force to a second predetermined value, which is smaller than the first predetermined value, while the vehicle is turning.

Abstract: A method and system for the determining in advance of the travel corridor of a motor vehicle for an automatic system for establishing a safe tailing distance in which a signal corresponding to the speed is used to determine a turning radius of the motor vehicle, the travel corridor being determined from the turning radius.For the exact determination of the travel corridor of the motor vehicle, and in order sufficiently to take into consideration the travel dynamics of the motor vehicle, the speed of at least two wheels of the vehicle are measured and the yawing of the vehicle determined from the difference between the two wheel speeds.

Abstract: An improved active brake control in which differential braking is used in a feed-forward control to develop vehicle yaw in response to a desired yaw value determined as a function of steering wheel position and vehicle speed. The desired yaw rate value is used to develop a derivative yaw component and a proportional yaw component, which are summed to form a feed-forward yaw command for differential braking. Both proportional and derivative components have limited control authority determined by dead-band and saturation thresholds, and the proportional term is subjected to a diminishing integrator which reduces the yaw command as the desired yaw rate value approaches steady-state.

Abstract: A system of driving stability control, which is adapted to control valves for opening and closing hydraulic pressure passages between a master cylinder and brake units of wheels and simultaneously controls pressurizing valves and a pressure relief valves so as to supply braking force selectively and independently to the brake units when a specified driving condition is detected, performs the coordinated braking control that, when a specified step-on pressure is detected during execution of the driving stability control, delivers the braking pressure to the brake units according to brake pedal travels as the driving intends simultaneously with reducing the participative degree of the driving stability control so as to ensure gripping force of wheels that brake the vehicle and reduces reduce the participative degree of the driving stability control with an intention of regarding driving stability of the vehicle as important when the vehicle is going to cause a spin.

Abstract: A process for reducing yaw during braking in a vehicle having an anti-lock braking system (ABS) and traveling on a roadway having different coefficients of friction on opposite sides of the vehicle comprises regulating the braking pressures in the wheels of the vehicle during ABS-controlled braking so that a permissible braking pressure difference (.DELTA.P) between the braking pressures in the high and low wheels is maintained. The permissible braking pressure difference (.DELTA.P) is calculated by an electronic system based on an algorithm that takes into account the frictional value of the road, and/or the load on the vehicle, and/or the wheel base of the vehicle, and/or the wheel gauge of the vehicle, and/or the level of the center-of-gravity of the vehicle. The algorithm increases the value of the permissible braking pressure difference (.DELTA.P) as the frictional value of the road, the load of the vehicle, and the wheel base of the vehicle increase.

Abstract: A brake system control for use in a vehicle with wheels, wheel brakes and a body, comprising the steps of: measuring a plurality of vehicle parameters; responsive to the measured parameters, determining at least a vehicle yaw rate, a vehicle slip angle, a desired yaw rate and a desired slip angle; responsive to the measured parameters, estimating a coefficient of adhesion between the vehicle wheels and a road surface; implementing a control responsive to the vehicle yaw rate and the desired yaw rate with a first authority and responsive to the vehicle slip angle and the desired slip angle with a second authority, wherein the first authority increases as the estimated coefficient of adhesion increases and decreases as the estimated coefficient of adhesion decreases; and controlling the wheel brakes responsive to the control to reduce a first difference between the vehicle yaw rate and the desired yaw rate and to reduce a second difference between the vehicle slip angle and the desired slip angle.

Abstract: A left hydraulic pump 3L connected to a left wheel and a right hydraulic pump 3R connected to a right wheel are interconnected by a first oil passage 21 and a second oil passage 22 to constitute a closed circuit. First and second variable throttle valves 8L and 8R are mounted between the first and second oil passages 21 and 22 and a tank 6. A first on-off valve 11L is disposed between two working chambers 9L.sub.2 and 9L.sub.3 of the left hydraulic pump 3L and the second oil passage 22, and a second on-off valve 11R is disposed between two working chambers 9R.sub.2 and 9R.sub.3 of the right hydraulic pump 3R and the first oil passage 21. For example, if the first variable throttle valve 8L is throttled, the pressure in the first oil passage 21 is risen to open the first on-off valve 11L, thereby increasing the amount of oil discharged from the first hydraulic pump 3L.

Abstract: A vehicle dynamics control system for an automotive vehicle with a diagonal split layout of brake circuits comprises a tandem master cylinder, two hydraulic pumps each fluidly disposed in one of the two brake circuits, selector valves for selecting a brake-fluid pressure to be fed to a first brake line and for selecting a brake-fluid pressure to be fed to a second brake line, a plurality of pressure control valves for regulating a fluid pressure in each individual wheel-brake cylinder, vehicle sensors for detecting a vehicle's cornering behavior, and a control unit being responsive to the sensor's input information for controlling the respective valves. The control unit operates to supply the fluid pressure generated from the pump to an inner front wheel-brake cylinder in the vehicle understeer on turns. The control unit also operates to supply the fluid pressure generated from the pump to an outer front wheel-brake cylinder in the vehicle oversteer on turns.

Abstract: An anti-skid control system for an automotive vehicle, comprises a plurality of actuators each associated with one of front-left, front-right, rear-left and rear-right road wheels, for adjusting braking forces applied to the road wheels, sensors for detecting wheel speeds of the road wheels to generate wheel-speed indicative signals, and a controller for controlling the actuators in response to the wheel-speed indicative signals. The controller controls a hydraulic actuator associated with a controlled outer rear road wheel through a so-called select-LOW process between a wheel-speed indicative signal value of the controlled rear outer road wheel and a wheel-speed indicative signal value of a diagonal front wheel located on the vehicle diagonally to the controlled outer rear wheel only when the controller determines that the vehicle is in a cornering state with a high lateral acceleration during a braking-force control for the controlled outer rear wheel.

Abstract: A control apparatus for a motor-driven vehicle driven by a motor brakes the vehicle without giving shock to the vehicle. The control apparatus includes a vehicle maneuvering section for sensing a manual driving force as applied to it. The control apparatus also includes a control circuit which, when a manual driving force for driving the vehicle is applied to the maneuvering section, causes the motor to provide a mechanical driving force for the vehicle in accordance with the sensed manual driving force. The control circuit includes a braking force providing device which gradually increases a braking force for braking the vehicle from zero when manual driving force has been removed from the maneuvering section.

Abstract: A vehicle steering system in which brake steering forces intervene in the manual steering function wherein brake steering can be used to control the lateral position of a vehicle to supplement manual steering efforts, the system including brake controls for wheel brakes at the left and right sides of the vehicle which develop differential brake forces that result in a change in vehicle lateral position, the lateral position that is developed forming an input for a feedback regulator and brake controller, the magnitude of lateral position errors determining the brake forces that affect yaw rate and lateral position.

Abstract: If a driver's sudden operation of a steering handle to avoid an obstacle is detected based on outputs from a steering speed sensor (S.sub.1), a steering torque sensor (S.sub.2) and/or a steering torque variation amount sensor (S.sub.7), a master cylinder produces a braking hydraulic pressure by a command from an electronic control unit without depression of brake pedal by a driver. A hydraulic pressure control device (4) transmits the braking hydraulic pressure to brake calipers of inner wheels during turning of the vehicle to brake the inner wheels. This causes a yaw moment to be generated so as to turn the direction of advancement of the vehicle to an inward in a turning direction. Thus, the steering operation can be assisted by such yaw moment to avoid the obstacle.

Abstract: A vehicle dynamics control system for an automotive vehicle with a parallel split layout of brake circuits comprises a tandem master cylinder, a hydraulic pump fluidly disposed in one brake circuit, a selector valve for selecting a brake-fluid pressure to be fed to a first brake line from between the fluid pressure generated from the pump and the master-cylinder pressure, a plurality of pressure control valves for regulating a fluid pressure in each individual wheel-brake cylinder, vehicle sensors for detecting a vehicle's cornering behavior, and a control unit being responsive to the sensor's input information for controlling the respective control valves associated with the front wheel-brake cylinders. The control unit operates to supply the fluid pressure generated from the pump to an inner front wheel-brake cylinder in the vehicle understeer on turns.

Abstract: When a vacuum booster fails, an pressure amplifying mechanism increases a wheel brake pressure. After that, even when it is detected that the vehicle is brought into a stopped state, the state in which an increased brake fluid pressure is applied to wheel cylinders is held. If a condition for terminating control to maintain a stationary state of the vehicle is satisfied, that is, if a predetermined time period has elapsed since when the vehicle stops, the operation of the pressure amplifying mechanism is stopped to reduce the wheel cylinder pressure.

Abstract: An apparatus for controlling a motion of a vehicle supported on steered and non-steered road wheels. A target vehicle motion value is calculated based on the steering angle and vehicle speed to provide a predetermined response characteristic related to a vehicle plane behavior. A target steering angle value for the non-steered road wheel to realize the vehicle plane behavior is calculated according to the target vehicle motion value. The non-steered road wheels are steered according to the calculated target steering angle value. The damping characteristic of the response characteristic is decreased as the vehicle speed increases.

Abstract: An electronic brake system for a vehicle which has control modules for adjusting the braking force at the wheels of the vehicle, a control module which determines at least the driver's braking command, and at least one communications system which connects the modules to each other, where, to supply the elements with energy, at least two independent vehicle electrical systems (E.sub.1, E.sub.2) are provided, at least one of the elements being connected to an electrical system different from that to which the other elements are connected.

Abstract: In the present invention, when the wheel speeds of drive wheels are reduced by an engine brake, there are executed drive wheel control for adjusting the braking forces applied to the drive wheels by the engine brake, and driven wheel control for reducing the wheel speeds of driven wheels by an brake actuator. Drive wheel control raises lateral resistant force of the drive wheels by increasing an engine output torque, and driven wheel control brakes the driven wheels by the brake actuator such as a hydraulic brake. As a result, sufficient deceleration of a vehicle can be obtained while retaining the stability of the vehicle.

Abstract: A turn control apparatus for a vehicle is applied to a four-wheeled automobile. When the vehicle turns while being braked, the outside front and inside rear wheels viewed in the vehicle turn direction are selected from the vehicle wheels as two target wheels to be controlled. The braking force on one target wheel to be controlled is increased in accordance with the turning condition of vehicle, while that of the other target wheel to be controlled is decreased.

Abstract: The system serves to control the brakes of at least two wheels of a vehicle, preferably mounted on the same axle. Means are provided for controlling the brake pressure at the so-called low wheel to prevent it from locking after it has been recognized that this wheel is showing a tendency to lock. In addition, detection means are provided for determining a variable which modifies and/or represents the driving dynamics of the vehicle. A corresponding threshold value is also derived for this variable. A comparison means is provided to compare the determined variable with the determined threshold value, and a comparison result is generated. Control means for controlling the brake system of the high wheel are provided, which, after it has been recognized that the low wheel is showing a tendency to lock, change the course of the brake pressure at the high wheel as a function of the determined comparison result.

Abstract: An active brake control method including an improved method of developing the desired state variables, enabling the system designer to specify the damping ratio and the un-damped natural frequency of desired vehicle performance. The desired state variables are determined by converting a linear time domain model into a transfer function model and solving for the lateral velocity and yaw rate as a function of the driver steering angle, the damping ratio, the un-damped natural frequency of the vehicle, and the transfer function zeros. The damping ratio, the un-damped natural frequency of the vehicle, and the transfer function zeros may either be computed or specified in a look-up table as a function of vehicle speed. This allows the system designer to provide increased damping at high vehicle speeds, for example.

Abstract: A vehicle motion control system for a vehicle for maintaining stability of a vehicle when the vehicle is in motion includes braking device for applying a braking force to each wheel of the vehicle. The system includes a lateral acceleration sensor for sensing a lateral acceleration of the vehicle and a yaw rate sensor for sensing a yaw rate of the vehicle. A vehicle slip angular velocity is calculated on the basis of output signals of the lateral acceleration sensor and the yaw rate sensor and then a vehicle motion condition is determined on the basis of the vehicle slip angular velocity. The braking device is actuated to apply a braking force to at least one of the wheels on the basis of the vehicle motion condition and irrespective of depression of the brake pedal in order to maintain the stability of the vehicle in motion. An abnormal condition of at least one of the lateral acceleration sensor and the yaw rate sensor is determined on the basis of the vehicle slip angular velocity.

Abstract: A behavior control device of a vehicle having a means for estimating slip ratio of a pair of left and right drive wheels; a means for estimating lateral force acting at the vehicle body due to its turn running to provide a factor representative of the lateral force; and a means for estimating a target braking force to be generated in one of a pair of front driven wheels serving at the outside of the turn when the vehicle is a rear drive vehicle or one of a pair of rear driven wheels serving at the inside of the turn when the vehicle is a front drive vehicle, based upon the slip ratio and the factor; so that the brake system of the vehicle brakes the front driven wheel serving at the outside of the turn or the rear driven wheel serving at the inside of the turn to generate the target braking force.

Abstract: A braking force control system comprises a yaw rate sensor for detecting an actual yaw rate of a vehicle, a target yaw rate calculating section for detecting a vehicle speed and a steering angle to calculate a target yaw rate, a yaw-rate difference calculating section for calculating a difference in yaw rate by subtracting the target yaw rate from the actual yaw rate, and a braked-wheel discriminating section for selecting a rear-inside wheel as a braked wheel when the sign of the actual yaw rate is different from that of the difference in yaw rate, and for selecting a front-outside wheel as the braked wheel when the sign of the actual yaw rate is the same as that of the difference in yaw rate. Therefore, when the vehicle is in an under-steering tendency, the rear-inside wheel is selected, and when it is in an over-steering tendency, the front-outside wheel is selected.

Abstract: A process for ensuring a neutral vehicle handling during cornering and a simultaneous load change is provided by the operation of a vehicle system having at least one driven axle, an axle differential gear, wheel brakes for the selective deceleration of an individual wheel, a device for recognizing a cornering and a device for recognizing a coasting operation and for generating a signal corresponding to the intensity of the coasting operation. The problem of rear-wheel driven and front-wheel driven vehicles is the vehicle handling during cornering in the coasting operation. As a result, depending on the method of operation, an oversteering or understeering of the vehicle is caused. The process avoids these problems in that, during a cornering, a wheel of the driven axle is decelerated at least as a function of the coasting operation signal such that the moment generated thereby, such as a counter-yawing moment, compensates the yawing moment caused by the cornering during the coasting operation.

Abstract: A device for estimating slip angle of vehicle body of a vehicle, having: means for calculating yaw rate based upon such parameters as detected steering angle, vehicle speed, lateral acceleration and braking forces as variable parameters, the slip angle of the vehicle body estimated by the vehicle body slip angle estimation device, a first feedback factor multiplied to difference between the detected yaw rate and the yaw rate calculated by the yaw rate calculation means, and fixed parameters particular to the vehicle, such that the calculated yaw rate converges to the detected yaw rate; means for calculating slip angle of the vehicle body based upon such parameters as detected steering angle, vehicle speed, lateral acceleration, braking forces and yaw rate, the yaw rate calculated by the yaw rate calculation means, a second feedback factor multiplied to the difference between the detected yaw rate and the yaw rate calculated by the yaw rate calculation means, and fixed parameters particular to the vehicle, suc

Abstract: In apparatus and method for stability controlling a vehicular attitude for a vehicle, a slip angle (BETA) of a vehicle body to a vehicular forwarding direction is derived on the basis of a detected yaw rate, a derived vehicle body speed, and a detected lateral acceleration acted upon the vehicle body, a controller determines whether an oversteer condition occurs and/or determined whether an understeer condition occurs, and a braking liquid pressure from a control purpose liquid pressure source is supplied through one of two braking pressure distribution conduits so as to give a braking force to be applied to one of front left and right road wheels which is directed to suppress a yaw moment when the oversteer condition occurs.

Abstract: A behavior control device of a vehicle having a device for estimating a drift-out value representative of drifting out state of the vehicle; a device for estimating slip angle of rear wheels; and a controller for controlling a brake system such that, when the drift-out value is greater than a threshold value determined therefor, a moment for yawing the vehicle body in a direction of suppressing the drifting out of the vehicle represented by the drift-out value is generated in accordance with the slip angle of the rear wheels, the yaw moment increases as the slip angle of the rear wheels increases, with a restriction that the yaw moment is no longer increased when the slip angle reaches a limit value representing a state that the cornering force of the rear wheels is substantially at a maximum.

Abstract: A device for estimating reference wheel speed of each wheel of a vehicle having: a calculator for calculating slip angle of vehicle body based upon lateral acceleration, yaw rate, and vehicle speed; an estimator for estimating speed of vehicle body at its center of gravity based upon wheel speed and yaw rate; and a calculator for calculating the reference wheel speed of each of the front left, front right, rear left and rear right wheels based upon the vehicle body gravity center speed, steering angle, slip angle of vehicle body, yaw rate, a half track of a corresponding wheel, and a half wheel base of a corresponding wheel as follows:Vmfl=Vbc*cos (.delta.f-.beta.)-.gamma.*T*cos .delta.f+.gamma.*sin .delta.f*Lf;Vmfr=Vbc*cos (.delta.f-.beta.)+.gamma.*Tfl*cos .delta.f+.gamma.*sin .delta.f*Lf;Vmrl=Vbc*cos .beta.+.gamma.*TrlVmrr=Vbc*cos .beta.-.gamma.

Abstract: A method is provided for a vehicle yaw rate estimation using two accelerometers and a steer angle sensor. The new method combines two complimentary approaches to yaw rate estimation using accelerometers. A kinematic yaw rate estimate is weighted with a vehicle lateral acceleration at the center of gravity, and steering angle and vehicle forward speed are incorporated into a Kalman filter for estimating vehicle yaw rate based upon the kinematic yaw rate estimate, the lateral acceleration at the center of gravity, the vehicle steering angle, and the vehicle forward speed. The method incorporates use of either one or two accelerometers.

Abstract: Vibration observed in a tire wheel portion exhibits a resonant vibration phenomenon in which vibration fluctuates between a wheel and a surface of a tire. This phenomenon shows different characteristics depending upon how the surface of the tire is in contact with a road surface. Here, a detector derives a parameter corresponding to a gradient of a coefficient of friction based on these characteristics and detects a brake condition. Also, a controller executes ABS control based on such parameter.

Abstract: Before a wheel to be controlled satisfies conditions to shift to ABS control, when a specified or larger deceleration is caused by applying a brake, a wheel for which the difference in rotational speed from that of a wheel having the maximum rotational speed as the reference is equal to or larger than a predetermined value is subjected to the brake pressure increase restraint. At this time, the magnitude of the estimated lateral acceleration value is determined, and when the vehicle is in a sharp turn, pressure increase rates of the inside wheels are set to be particularly small values.

Abstract: The present invention is directed to a vehicle motion control system for maintaining vehicle stability, even in the case where the vehicle is tilted when the vehicle is in turning motion, wherein a braking force control unit is provided for controlling a braking force applied to each of front and rear wheels of the vehicle. The system includes a tilt detection unit which detects a tilt of a normal axis of the vehicle to its vertical axis, and a turn determination unit which determines a turning condition of the vehicle including a turning direction thereof. A yaw moment control unit is provided for controlling the braking force controlling unit to produce a yaw moment in a direction opposite to the turning direction of the vehicle in response to the tilt detected by the tilt detection unit when the turn determination unit determines that the vehicle is turning.

Abstract: In an antilock brake control for a vehicle for individually regulating braking forces of left and right wheel brakes in accordance with a locking tendency of left and right wheels during braking of the vehicle, a steering angle, a vehicle speed and a yaw rate of the vehicle are detected. A reference yaw rate is determined based on the steering angle and the vehicle speed. When a locking tendency of only an outer wheel during turning of the vehicle, of the left and right wheels is detected during turning of the vehicle, the braking force for the outer wheel is regulated in accordance with the tendency of the outer wheel, and the braking force for an inner wheel during turning of the vehicle is regulated in accordance with a difference between the reference yaw rate and the detected actual yaw rate. Thus, it is possible to enhance the turning characteristic while avoiding a loss in total braking force during turning of the vehicle.

Abstract: A turn control apparatus for a motor vehicle comprises an arithmetic operation section for acquiring a correction amount for the target slip ratio of a target wheel to be controlled based on the required yaw moment of the vehicle in a situation where an antiskid braking system (ABS) should be activated, a computing section for computing the target slip ratio upon reception of the correction amount from the arithmetic operation section, and a section for acquiring actuation modes and pulse widths for inlet and outlet valves for wheel brakes of the individual wheels, based on the target slip ratio when the ABS is in operation.

Abstract: In a brake control system for yaw control in a vehicle, the conditions for starting a brake operation are that the absolute value of a deviation between a target yaw rate determined in a target yaw rate determining device and an actual yaw rate detected by a yaw rate detecting device is equal to or greater than a preset deviation value and that the absolute yaw rate is equal to or greater than a preset value. The wheel brake for an outer wheel, during turning of the vehicle, is operated by the yaw control system based on the deviation between both the yaw rates. However, brake control does not occur when both of the yaw rates are the same in direction and are large. Thus, yaw control is conducted immediately when necessary, but the conduction of unnecessary yaw control is avoided, thereby reducing the frequency of the brake operation.

Abstract: The present invention is directed to a vehicle motion control system for maintaining vehicle stability by controlling the braking force applied to at least one of the driven wheels and non-driven wheels of a vehicle. A vehicle motion control is performed by applying the braking force to at least one wheel, on the basis of a condition of the vehicle in motion and irrespective of depression of a brake pedal. The braking force is applied to at least one wheel so as to cause an increase in turning radius, when an excessive oversteer occurs during vehicle motion. Whereas, the braking force is applied to at least one wheel so as to cause a decrease in turning radius, when an excessive understeer occurs during vehicle motion. In the case where an excessive braking to at least one of the driven wheels is detected, when an engine brake is exerted on the vehicle, a correction control is performed to increase the braking force applied to at least one of the non-driven wheels.

Abstract: A spin suppress control device of a vehicle makes a first spin state estimation of the vehicle body and a second spin state estimation of the vehicle body in close time proximity to the first spin state estimation, and applies a braking force to one of the front left and right wheels at the outside of the turn such that a first braking force is applied according to the first spin state estimation and a second braking force is applied according to the second spin state estimation to be at least either stronger than the first braking force or with a greater advancement relative to an actual spin state of the vehicle than the first braking force.

Abstract: A behavior control device of a vehicle, comprising: means for detecting vehicle speed; means for detecting steering angle of front left and front right wheels; means for detecting slip angle of at east one of rear left and rear right wheels; means for calculating a target value of the slip angle based upon parameters related with turn behavior of the vehicle including at least the vehicle speed detected by the vehicle speed detecting means and the steering angle detected by the steering angle detecting means; and control means for calculating a value of yaw moment to be applied to the vehicle body such that, when the calculated value of yaw moment is applied to the vehicle, the slip angle detected by the slip angle detecting means conforms to the target value thereof calculated by the target slip angle calculation means. The control means operates the brake means so as to variably brake a selected one or ones of the wheels to apply the calculated value of the yaw moment to the vehicle body.

Abstract: A turn control apparatus for a vehicle selects two wheels on the diagonal line of the vehicle as first target wheels according to a turning condition when the vehicle turns while being braked, increases and decreases the braking force of these first target wheels, and executes yaw moment control of the vehicle. In the execution of the yaw moment control, when an antiskid brake system is activated, the turn control apparatus selects one wheel other than the first target wheels as a second target wheel, reduces the braking force of the second target wheel, gives a restoration moment to the vehicle, and prevent the locking of the second target wheel.

Abstract: In a vehicle motion control system, a target rear-wheel steering-angle calculating section calculates a target rear-wheel steering angle, a rear-wheel steering-quantity setting section sets a rear-wheel steering quantity, and a rear-wheel steering signal output section outputs a rear-wheel steering quantity to a motor driving section to perform a steering angle control. In addition, a front-and-rear wheel steering response-parameter calculating section calculates a response parameter, and a front-and-rear wheel steering target yaw-rate calculating section calculates a target yaw rate. A yaw-rate difference calculating section calculates a yaw-rate difference, a target braking-force calculating section calculates a target braking force, and a braked-wheel discriminating section selects a wheel to be braked.

Abstract: A stability control device of a vehicle has a unit for estimating a liability of the vehicle body to spin for producing a spin quantity which generally increases along with increase of the spin liability; a unit for estimating a liability of the vehicle body to drift-out for producing a drift-out quantity which generally increases along with increase of the drift-out liability; a brake for selectively applying a variable braking force to each of wheels; and a control unit for controlling the brake so as to apply a variable braking force to a selected one or ones of the wheels for suppressing the vehicle body against spin and/or drift-out when the vehicle is driven along a curved course, wherein the control unit controls the brake such that a first braking force is applied to one of the front wheels located at the outside of turn of the vehicle along the curved course according to an increase of the spin quantity, and a second braking force is applied to at least one of the rear wheels according to an increase

Abstract: Detection means are provided which detect the rotational movements of the wheels, a variable which represents the steering angle, and at least one variable which represents the lateral movement and/or the yawing movement of the vehicle. Signals for influencing actuators for braking the wheels are formed by controller means as a function of the detected data in such a way that a control variable which is dependent on at least the detected lateral movement or yawing movement of the vehicle is adjusted to a desired range of control variables, that is to say the actuators are influenced in such a way that the control variable is kept within a desired range. This desired range is defined by two specific limit values.

Abstract: In a brake system of a vehicle adapted to be operated automatically, the brake system includes a forecasting mechanism for forecasting a need of automatic braking, and a pump to provide a source of a pressurized working fluid for the automatic braking is started when a need of an automatic braking is forecast. By such a need forecast starting of the pump, the brake system can automatically apply an effective braking to a vehicle wheel or wheels, with no accumulator for storing the pressurized working fluid. The pump need forecasting may depend upon an estimation of a turn behavior of the vehicle and/or a detection of an obstacle in front of the vehicle.

Abstract: A movement variable which represents the movement of a vehicle is controlled by actuating at least one actuator for applying a braking force to the wheels. Controller means use controller internal variables to form signals for influencing the actuators with the effect of adjusting a control variable. The controller means has a first area adapted to the respective selected sensor configuration in such a way that the controller-internal variables are formed on the basis of the sensor signals, and a second area for processing the controller-internal variables independently of the selection of the sensor configuration. As a result, simple adaptation with low development and application outlay to a wide variety of sensor configurations is possible.

Abstract: An anti-skid control device includes wheel brake cylinders, a hydraulic pressure generator, and hydraulic pressure control valves for controlling the hydraulic braking pressure in each wheel brake cylinder. The wheel speeds of the plurality of wheels are sensed by respective wheel speed sensors, and the vehicle speed is calculated on the basis of the wheel speeds. A right vehicle speed is calculated on the basis of the wheel speed of one of the wheels on the right hand side of the vehicle and a left vehicle speed is calculated on the basis of the wheel speed of one of the wheels on the left hand side of the vehicle. A vehicle speed differential between the right vehicle speed and the left vehicle speed is calculated. A vehicle lateral acceleration is then calculated from the vehicle speed differential and the vehicle speed.

Abstract: A stability control device for a vehicle is shown that estimates a liability of a vehicle body to drift-out in order to produce a drift-out quantity that generally increases along with the increase of the drift-out liability. A brake device selectively applies a variable braking force to each wheel, with the brake device including a manually controlled pressure source having a brake pedal and an accumulator pressure source. A controller controls the brake device according to the drift-out quantity so as to variably apply a braking force to a selected wheel for suppressing the vehicle body against drifting out. The controller controls the brake device by employing the manually controlled pressure source when the brake pedal is substantially stepped on, while employing the accumulator pressure source when the brake pedal is not substantially stepped on.

Abstract: In an apparatus for controlling the braking force applied to the wheels of a vehicle, the braking force required for the vehicle is calculated according to a brake pedal depression amount and the weight of the vehicle. This braking force is allocated to the wheels, according to static loads acting on the wheels which vary according to the vehicle loading conditions. Alternatively, the forward/backward acceleration of the vehicle and sideway acceleration of the front and rear axles are detected, dynamic loads acting on the wheels are calculated from the static loads and these accelerations, and the braking force is allocated according to these dynamic loads. Preferably, the roll angles of the front and rear axles are respectively detected, and the detected sideways accelerations are corrected based on these angles. By way this braking force control, braking force can be optimized according to the loading conditions in commercial vehicles, such as trucks, where wheel load conditions largely vary.