Abstract: A steering control device includes a transverse gradient estimator configured to estimate a transverse gradient of a road surface on which a vehicle travels; an assisting amount calculator configured to calculate a first assisting amount based on the transverse gradient; a low pass filter configured to perform a low pass filter processing for the first assisting amount, and output the processed first assisting amount subjected to the low pass filter processing, as a second assisting amount; and a motor controller configured to control a motor that generates a steering assist torque, using the second assisting amount. The low pass filter switches a cut-off frequency of the low pass filter between a first cut-off frequency and a second cut-off frequency that is set to a value higher than the first cut-off frequency, depending on whether the second assisting amount increases with time or the second assisting amount decreases with time.

Abstract: A vehicle stability control device has: a front active stabilizer installed on a front wheel side; a rear active stabilizer installed on a rear wheel side; a turning device for turning the front and rear wheels; and a control device configured to perform load distribution control in conjunction with turning control that actuates the turning device, when a difference in braking force between left and right sides of the vehicle exceeds a threshold value during braking. A first side is one of the left and right sides with a greater braking force, and a second side is the other of the left and right sides. In the load distribution control, the control device actuates the rear active stabilizer in a direction to lift up the first side and actuates the front active stabilizer in a direction to lift up the second side.

Abstract: Systems and methods are described for monitoring the brake performance of a vehicle. A modeled deceleration of the vehicle may be calculated based on a master cylinder pressure of the vehicle brake system. The modeled deceleration may be compared to a measured deceleration of the vehicle. A notification may be initiated when a difference between the modeled deceleration and the measured deceleration exceeds a threshold.

Abstract: A system for correcting a steering offset generated by an active steering system of a vehicle may include a steering wheel angle sensor and a controller configured to receive a signal from the steering wheel angle sensor. The controller may be configured to determine a steering state based on the signal, and, subject to the determined steering state, calculate an offset reduction factor based on the signal to determine a new steering offset.

Abstract: A slip control system for an off-road vehicle includes a control system configured to output a signal indicative of a first action if a magnitude of slippage of the off-road vehicle relative to a soil surface is greater than a first threshold value and less than or equal to a second threshold value. Furthermore, the control system is configured to output a signal indicative of a second action, different than the first action, if the magnitude of slippage is greater than the second threshold value.

Abstract: A tire pressure decreased detection apparatus comprising rotation speed information detection means, rotation acceleration information calculation means, resonance frequency estimate means for time-series estimating a torsional resonance frequency of the rotation speed information, correlation calculation means for, regarding left and right wheels of driving wheels, calculating a time series correlation of the rotation acceleration information of the left and right wheels, and determination means for determining a decrease in pressure of the tires based on the estimated torsional resonance frequency. In a case where the correlation exceeds a predetermined threshold value, the resonance frequency estimate means stops estimating the torsional resonance frequency.

Abstract: A vehicle turning efficiency improving apparatus is applicable to an automotive vehicle of a type equipped with either a braking system or a driving train, which is capable of performing a braking force control or a driving force control separately on vehicle wheels and a steering mechanism configured to steer the left and right vehicle wheels separately. A control unit is provided for performing a turn assist control, in which a time difference is generated in steering operation of the left and right vehicle wheels and at least one of a braking and a driving force difference is generated in the left and right vehicle wheels to thereby generate a yaw moment.

Abstract: A tire pressure decrease detection apparatus comprising: rotation speed information detection means, rotation acceleration information calculation means, resonance frequency estimate means for time-series estimating a torsional resonance frequency of the rotation speed information, correlation calculation means for, regarding front and rear right wheels and front and rear left wheels, respectively calculating time series correlations of the rotation acceleration information, and judgment means for judging a decrease in pressure of the tires based on the estimated torsional resonance frequency. In a case where the correlations exceed predetermined threshold values, the resonance frequency estimate means takes that a periodic noise from a road surface is generated in the vicinity of the torsional resonance frequency and stops estimating the torsional resonance frequency of the front and rear wheels of the side exceeding the threshold value.

Abstract: A steering control apparatus (100) controls a steering mechanism to limit a behavior of a vehicle in the vehicle (10) equipped with the steering mechanism (200) which can independently steer front wheels and rear wheels. The steering control apparatus is provided with: a controlling device for controlling the steering mechanism such that a rudder angle of the front wheels and a rudder angle of the rear wheels are reverse-phased and such that a rudder angle speed of the front wheels is higher than a rudder angle speed of the rear wheels.

Abstract: In a motion control system for a vehicle including control means for controlling a yaw moment of the vehicle; first detection means for detecting a longitudinal velocity (V) of the vehicle; second detection means for detecting a lateral jerk (Gy_dot) of the vehicle; and third detection means for detecting a yaw angular acceleration (r_dot) of the vehicle, the yaw moment of the vehicle is controlled by the control means so that a difference between the yaw angular acceleration (r_dot) detected by the third detection means and a value (Gy_dot/V) obtained by the lateral jerk (Gy_dot) of the vehicle detected by the second detection means by the longitudinal velocity (V) detected by the first detection means becomes small.

Abstract: A method and system for preventing vehicle movement during start-up arising from a false-neutral indication. Using signals from one or more wheel speed sensors of the vehicle, a vehicle processor determines if the vehicle is moving during start-up, and if so, outputs a termination signal to shut-down the vehicle before any additional movement occurs.

Abstract: A target value for yaw angle velocity gain is computed according to a map expressing a relationship between steering wheel angle and yaw angle velocity gain predetermined such that a direction as seen from a driver of a target destination point for vehicle travel at a predetermined time after a forward gaze and a direction as seen from the driver are caused to match each other, and a steering gear ratio is controlled accordingly. A target value for a steering wheel torque corresponding to the detected steering wheel angle and the acquired yaw angular velocity is set, based on a relationship between yaw angular velocity and resistance-feel level predetermined such that the resistance feel level for a driver monotonically increases with increasing yaw angular velocity. Control is then preformed so as to realize the steering wheel torque target value.

Abstract: To provide an attitude-angle detecting apparatus, which detects an attitude angle of a mobile object during movement with good accuracy by correcting an output value from an acceleration sensor, and to provide a method for the same. It is characterized in that it comprises an acceleration sensor for measuring an acceleration being applied to a mobile object, a yaw-rate sensor for measuring a yaw rate of the mobile object, a speed sensor for measuring a speed of the mobile object, a mobile-component acceleration calculating means for calculating an actual acceleration from the speed, calculating a centrifugal force from the yaw rate and the speed and calculating a mobile-component acceleration, a resultant force of the actual speed and the centrifugal force, and an attitude-angle calculating means for calculating an attitude angle from a gravitational acceleration, which is obtainable by correcting the acceleration with the mobile-component acceleration.

Abstract: In a motion control system for a vehicle including control means for controlling a yaw moment of the vehicle; first detection means for detecting a longitudinal velocity (V) of the vehicle; second detection means for detecting a lateral jerk (Gy_dot) of the vehicle; and third detection means for detecting a yaw angular acceleration (r_dot) of the vehicle, the yaw moment of the vehicle is controlled by the control means so that a difference between the yaw angular acceleration (r_dot) detected by the third detection means and a value (Gy_dot/V) obtained by the lateral jerk (Gy_dot) of the vehicle detected by the second detection means by the longitudinal velocity (V) detected by the first detection means becomes small.

Abstract: Disclosed is a method for assisting an operator of a vehicle in adjusting a nominal steering angle at steerable wheels of the vehicle for the vehicle stabilization. An additional steering torque is applied to the steering line of the vehicle, which is determined dependent on a difference between a nominal steering angle and an instantaneous steering angle. The method is characterized in that a value of a load moment acting on the steering line of the vehicle is estimated, and that the additional steering torque is established dependent on the estimated value for the load moment.

Abstract: To determine an inhomogeneous roadway in ?-split situation during active ABS control and active yaw torque control (YTC) of a front wheel (HM-wheel) on the high-coefficient-of-friction side, it is arranged that at least the following conditions must be satisfied before the ?-split situation is flagged: a) a front wheel (LM wheel) undergoes ABS control in a pressure reduction phase; a1) the LM front wheel is in the first ABS control cycle; b) the LM front wheel exhibits a deceleration exceeding a defined threshold; c) the locking pressure level of the LM front wheel is lower than a defined threshold; d) the front wheel on the high-coefficient-of-friction side (HM wheel) exhibits a filtered deceleration that is lower than a defined threshold; e) the vehicle deceleration calculated by ABS is lower than a defined threshold.

Abstract: An on-board diagnostic system of a vehicle comprises disabling diagnostic operation, such as a misfire monitor, based on road roughness. In one example, the disabling of the diagnostic operation is based on brake actuation and degradation of an anti-lock braking system.

Abstract: A differential brake control system is provided for a vehicle having first and second wheels on respective sides of a vertical axis of the vehicle. The system includes processing logic for computing a wheel brake command based on an input brake command indicative of a desired amount of braking. In addition, the system includes differential logic for adjusting the wheel brake command by first and second amounts to produce first wheel and second wheel brake commands, respectively, the first amount being different from the second amount.

Abstract: A motion control system for a vehicle including includes control means for controlling a yaw moment of the vehicle, first detection means for detecting a longitudinal velocity (V) of the vehicle, second detection means for detecting a lateral jerk (Gy_dot) of the vehicle, and third detection means for detecting a yaw angular acceleration (r_dot) of the vehicle. The yaw moment of the vehicle is controlled by the control means so that a difference between the yaw angular acceleration (r_dot) detected by the third detection means and a value (Gy_dot/V) obtained by dividing the lateral jerk (Gy_dot) of the vehicle detected by the second detection means by the longitudinal velocity (V) detected by the first detection means, becomes small.

Abstract: A brake control apparatus which is used in a vehicle having wheels on left and right sides, and controls a braking force provided to each wheel is disclosed. The brake control apparatus is provided with a vehicle body speed calculating section, a steering angle calculating section, and an ECU. A braking force is provided to a wheel on the inner side with respect to the vehicle turning direction in the case where the absolute value of the steering angle is equal to or greater than the preset threshold value of the steering angle. In the case where the vehicle body speed is less than the preset speed threshold value, the braking force becomes smaller than the braking force in the case where the vehicle body speed is equal to or greater than the speed threshold value.

Abstract: An electronic brake control device for a wheeled vehicle that operates in a off-road driving mode. The device including one or more inputs for receiving sensor signals to determine wheel speed, wheel retardation, and wheel acceleration, a primary control logic for modulating brake pressure during time periods under normal vehicle operating conditions, a secondary control logic for modulating brake pressure under off-road vehicle operating conditions when the off-road mode is activated, and a processing unit that calculates a vehicle reference speed and a wheel slip of each sensed and antilock brake system controlled wheel, compares the actual vehicle speed to the vehicle reference speed, and calculates at least one of a variable wheel slip threshold and a variable time period for an extended wheel slippage for controlling at least one of the individual wheel slip and the time period for an extended wheel slip.

Abstract: In deceleration control apparatus and method for an automotive vehicle, a deceleration control is performed on the basis of a turning of the vehicle; and a controlled variable of the deceleration control is decreased when the vehicle is traveling on an outlet of a curved road.

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 method of selective, automatic application of one rear brake of a motor vehicle under appropriate vehicle operating conditions in response to intent of a driver to make a turn, whereby the rotational speed of the selected braked rear wheel is reduced so as to reduce the turn radius of the vehicle. Vehicle sensor outputs and calculated parameters in conjunction with vehicle systems such as, but not limited to, ESC, ABS, and traction control are used to determine if appropriate vehicle operating conditions exist to actuate the present invention. The method of the present invention is implemented via an algorithmic control, preferably within an ESC system.

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 regenerative braking system has a generator connected to at least one wheel set to apply regenerative brake torque to it by generating electricity, a regenerative braking control means controlling a regenerative braking amount, an actual wheel speed variation calculating means calculating an actual wheel speed variation between actual outer-wheel speed of an outer wheel of steerable wheels and actual inner-wheel speed of at least one wheel of front and rear wheel sets, a correspondent wheel speed variation calculating means calculating a correspondent wheel speed variation corresponding to an outer-to-inner wheel speed variation of the steerable wheels with road grip, a steer characteristic judging means judging strength of a steer characteristic based on the correspondent wheel speed variation and the actual wheel speed variation, and a regenerative braking amount compensating means compensating the amount to be more decreased as the steer characteristic becomes stronger.

Abstract: A system and method of controlling a vehicle with a trailer comprises determining the presence of a trailer, determining a vehicle velocity, determining a steering wheel angle, and determining a rear axle side slip angle. When the rear axle side slip angle is above a predetermined value, the vehicle velocity is above a velocity threshold, and the steering wheel is about zero, brake-steer is applied to the vehicle.

Abstract: A control system for a vehicle includes a speed sensor that generates a vehicle speed signal. A sway detection sensor generates an oscillation signal. A brake control is coupled to a vehicle brake and is associated with a trailer brake. A controller is coupled to a stability control system and brakes one or more of the vehicle brake and the trailer brake and in response to the oscillation signal.

Abstract: A motion control apparatus for a four-wheel drive vehicle performs over-steer suppressing control when the vehicle is in an over-steer state so as to apply a braking force to a front wheel located on the outer side of a turning locus without lowering engine output, and performs LSD control for the front/rear wheels when the obtained difference between wheel speeds of the left and right wheels exceeds an allowable limit so as to apply a braking force for suppressing idle rotation to the one of the left and right wheels that is of higher wheel speed. During execution of the over-steer suppression control, the braking force for suppressing front-wheel idle rotation to be imparted to the front wheel located on the inner side of the turning locus by means of the front-wheel-side LSD control is lowered, whereby the rear wheels become unlikely to produce excessive idle rotation.

Abstract: A system and method of controlling an automotive vehicle includes determining a steering wheel angle, determining a steering wheel direction, determining a steering wheel angular rate and applying brake-steer as a function of steering wheel angle, steering wheel angular rate and steering wheel direction.

Abstract: Sensor-equipped hub units 34a attached to respective drive wheels 34 each have a sensor device comprising a sensor 36 for detecting the ground contact load on the wheel 34. A control unit 31 has a traction controller 32, whereby when the ground contact load value output from one of the ground contact load sensors 36 while the vehicle is traveling straight is outside a predetermined range, the drive wheel 34 is controlled so as to return the ground contact load value to the original value.

Abstract: An electronic control unit calculates a target yaw rate in accordance with a vehicle speed and a steering angle and calculates the yaw rate difference on the basis of the target yaw rate and an actual yaw rate. The electronic control unit estimates the grip factor of a front wheel to road surface and sets a distribution ratio for distribution of a vehicle-control target value among actuators of a steering system, a brake system, and a drive system in accordance with the estimated grip factor. The electronic control unit controls the actuators of the three systems in accordance with control instruction values distributed on the basis of the vehicle-control target value and the distribution ratio.

Abstract: A system for controlling at least one of the slip threshold and the time period for an extended wheel slippage for a vehicle that is operating in the off-road ABS mode. When driving in a curve pattern and/or at high speeds, the individual wheel speeds are controlled with a lower slip threshold and/or shorter time period for the extended wheel slippage than when driving straight ahead and/or at a lower vehicle speed.

Abstract: In braking force control apparatus and method for an automotive vehicle, a front-and-rear road wheel braking force distribution determining section determinatively distributes a front-and-rear road wheel braking force at a front-and-rear road wheel braking force distribution toward front and rear road wheel sides of the vehicle in accordance with a vehicular turning state to achieve the target deceleration and the vehicular deceleration developing section develops the target deceleration on the basis of the front-and-rear road wheel braking force distribution determined by the front-and-rear road wheel braking force distribution determining section.

Abstract: The present invention is directed to a road condition estimation apparatus for estimating a road condition for use in a vehicle having a steering control unit for actuating a device mechanically independent of a manually operated steering member to steer at least a wheel of front and rear wheels. The apparatus includes an actuating signal detection unit for detecting an actuating signal for actuating the device of the steering control unit, an aligning torque estimation unit for estimating an aligning torque produced on the wheel on the basis of the actuating signal detected by the actuating signal detection unit, and a vehicle state variable detection unit for detecting a state variable of the vehicle.

Abstract: Improved methods and systems for controlling hydraulically or electrically actuated anti-lock brake systems (ABS) on air and land vehicles requiring only measurement of wheel angular speed although brake torque measurements can also be employed if available. A sliding mode observer (SMO) based estimate of net or different wheel torque (road/tire torque minus applied brake torque) derived from the measured wheel speed is compared to a threshold differential wheel torque derived as a function of a “skid signal” also based on wheel speed only to generate a braking control signal. The braking control signal can be employed to rapidly and fully applying and releasing the brakes in a binary on-off manner and, as an additional option, possibly modulating the maximum available brake hydraulic pressure or electrical current when the brakes are in the “on” state in a continuous manner.

Abstract: In a vehicle having an ABS control system, a braking control of a right and left rear wheels can be independently carried out when a lateral acceleration exceeds a lateral acceleration value set beforehand. When the ABS control is operated at one of the right and left rear wheels, the control system executes a stepwise pressure increase control which provides a stepwise pressure increase for the other rear wheel up to a braking pressure to be reached at a start of the control.

Abstract: A yaw stability system for a vehicle as well as methods for controlling yaw in a vehicle and estimating the retarding torque of an electromagnetic retarder. The yaw stability system includes a yaw rate sensor, a plurality of braking devices, and a control unit. The control unit communicates with the yaw rate sensor and is configured to identify a desired yaw rate, select one or more of the plurality of braking devices based on a yaw condition, and communicate a control command to one or more of the selected braking devices to induce a control yaw moment. The method for controlling yaw includes determining a vehicle yaw rate and desired yaw rate, calculating a yaw rate error, determining a control yaw moment using a sliding mode control law based on a lumped mass vehicle model, selecting one of the braking devices based on a vehicle yaw condition, determining a control command based on the control yaw moment, and communicating the control command to one of the selected braking devices.

Abstract: In a vehicle having an ABS control system, a braking control of a right and left rear wheels can be independently carried out when a lateral acceleration exceeds a lateral acceleration value set beforehand. When the ABS control is operated at one of the right and left rear wheels, the control system executes a stepwise pressure increase control which provides a stepwise pressure increase for the other rear wheel up to a braking pressure to be reached at a start of the control.

Abstract: The invention relates to a method for redundantly estimating, i.e. by means of various sub-methods, the risk of lateral overturn of a vehicle. One sub-method involves estimating the risk of overturn according to the actual braking state of the vehicle—braking or strong braking, or not braking or slight braking—by monitoring the rotational speed behavior of the wheels on the inside of the turn. Another sub-method involves pre-calculating the rolling motion of the vehicle about the longitudinal axis thereof over a short time span of, for example, 0.5 s to 1.5 s on the basis of instantaneous movement parameters and assessing the risk of overturn on the basis of the anticipated rolling motion.

Abstract: A control unit of a control system for wheel-specific braking torque control is provided for a vehicle having an electronically controlled transmission. The control unit records the speeds of all wheels of the vehicle for the purpose of recognizing wheel slippage. The control unit records at least one vehicle dynamics operating parameter of the vehicle as an input signal, which can be recognized by a yawing of the vehicle. In the case of slippage on at least one wheel of an axle and when yawing of the vehicle takes place, the control unit initiates an up-shifting process in the transmission in order to reduce the engine torque by a certain torque amount. At the same time, the control unit initiates a braking intervention on both wheels of the other axle, i.e. the axle without the wheel slippage, in order to increase the braking torque by the same torque amount.

Abstract: A method of coordinating a plurality of intervention measures into a driving performance of a vehicle includes determining a wheel slip angle of a front axle, determining a coefficient of friction on the front axle, determining a wheel slip angle threshold value, comparing the wheel slip angle to the wheel slip angle threshold value, and initiating a first intervention measure through at least one of a brake system of the vehicle and a drive system of the vehicle if an absolute value of the wheel slip angle is greater than an absolute value of the wheel slip angle threshold value.

Abstract: A “drive by wire” system reverts to a safe condition if an error affecting safely is identified. The system includes a steerable wheel, a steering device, and control computers linked to sensor(s) which detect movement and position of the steering wheel. The system includes positioning devices mechanically coupled to the steerable wheel and controllable by one of the control computers and majority voting units. The positioning unit is actively controllable by its assigned control computer. The control computers determine their own condition and the condition of the system by model-based calculations, using measured values detected by the sensors and switch over from, the currently active control computer to the control computer assigned to the other positioning unit, if deviations from the model forecasts in a majority of the control computers are indicated.

Abstract: A misalignment detection system (12) for steering systems of an automotive vehicle (10) includes a logic device (14) coupled to a vehicle speed sensor (18) and a steering wheel angle sensor (20). The logic device is also coupled to a memory (16) that is used to store a steering wheel ratio map and a historic steering wheel angle or a wheel angle value derived from an automobile manufacturer's wheel alignment specification. The logic device (14) compares the signal from the steering wheel angle sensor (20) with the stored value of either the historic steering wheel angle or the value derived from the manufacturer's alignment specifications at a given vehicle speed to determine error. An indicator (28) may provide an indication to the vehicle operator to signal the presence of the misalignment condition of the steering system.

Abstract: A sensor system with monitoring device wherein the sensor system includes at least two redundant sensors for gathering a process reference variable or process measured variable of a process, and in that the monitoring device includes a first subtractor for producing a first difference between the sensor output signals, a first and a second differentiator for the time derivative of the sensor output signals, a second subtractor for producing a second difference between the differentiated sensor output signals, and a fault analysis device by which the first and the second difference is respectively compared with a predeterminable first or second threshold value, and a fault message is produced when at least one of the differences exceeds the threshold value concerned.

Abstract: A vehicle includes multiple wheels, a locking drive differential, and a stability controller. A first wheel is mechanically coupled to a second wheel. The locking drive differential mechanically couples the second wheel to a third wheel. The stability controller is coupled to the third wheel. The stability controller is programmed to attain a slip rate of about the first and the second wheel at the third wheel, which stabilizes the vehicle in an over-steer condition. The method applies a modulated stability pressure to the third wheel until the third wheel attains about the combined slip rate of the first wheel and the second wheel and a fourth wheel is rotating at about the velocity of the vehicle.

Abstract: A method and brake control system that calculates a target brake pressure of each wheel based on a braking amount by a vehicle operator and a product of a lateral acceleration of the vehicle and a vehicle speed. The brake control system comprises a first detector that detects a lateral acceleration of the vehicle and a second detector that detects a speed of the vehicle. A controller is provided that controls a braking force applied to each of front wheels and rear wheels. The controller increases the braking force applied to the front wheels by a vehicle operator so that the ratio of the braking force applied to the front wheels versus the braking force applied to the rear wheels increases as a product of the detected lateral acceleration and the detected speed of the vehicle increases.

Abstract: A brake system control method, comprising the steps of: measuring a set of vehicle parameters including steering wheel angle, vehicle speed, lateral acceleration and vehicle yaw rate; responsive to the measured parameters using an observer to estimate lateral velocity of the vehicle, wherein the observer contains (a) an open loop dynamic model of the vehicle responsive to the measured vehicle speed and the measured yaw rate, (b) a closed loop term responsive to a first error between the measured yaw rate and a predicted yaw rate, a second error between a previously estimated lateral velocity and a predicted lateral velocity and a third error between the measured lateral acceleration and a predicted lateral acceleration; estimating a vehicle slip angle responsive to the estimate of lateral velocity; determining a control command responsive to the vehicle slip angle; and controlling an actuator responsive to the control command.

Abstract: A system and method for ABS stability control is provided, the method comprising the steps of determining whether a first wheel is in an ABS mode; determining whether the first wheel is in an apply mode; determining whether a second parallel wheel is in the release mode; calculating an adjusted wheel slip if the first wheel is in the ABS mode, the first wheel is in the apply mode, and the second parallel wheel is in the release mode; and determining a control mode for the first wheel using the adjusted wheel slip.

Abstract: To improve the control behavior of an anti-lock brake system, which also permits active braking intervention when the brake pedal is not applied, braking pressure is introduced into the wheel brake of the bend-outward front wheel, or asymmetrically into the wheel brakes of both front wheels upon identification of a cornering situation and simultaneous deceleration of the vehicle if additionally the slip on the bend-outward rear wheel exceeds the slip on the bend-outward front wheel. ‘Veering’ or overspinning of the vehicle is this way counteracted.