Abstract: Provided is a control device configured to control an instrument configured to indicate a state of a moving body. The control device comprises a braking information acquisition unit configured to acquire braking information about a braking force of a braking unit configured to brake the moving body, and a display control unit configured to control display of the instrument, based on the braking information acquired by the braking information acquisition unit. The braking information includes at least one of (i) first braking information, which indicates a present setting, of a plurality of settings relating to the braking force of the braking unit and (ii) second braking information indicative of a present value of the braking force of the braking unit.

Abstract: Provided is an electric braking system configured to prevent antilock control from being unintentionally ended so that the braking behavior can be stabilized. An antilock control function unit includes an antilock control intervention determination unit configured to determine whether or not to execute antilock control. A braking force control device includes a switching function unit configured to switch between follow-up control by a normal control unit and the antilock control by the antilock control function unit on the basis of the determination by the antilock control intervention determination unit. The antilock control intervention determination unit ends execution of the antilock control when, for example, a braking force under the antilock control becomes equal to or higher than a required braking force while the antilock control is being executed.

Abstract: A rotating motion control apparatus including a memory which stores an index value concerning a rotating speed of a stepping motor; and a hardware processor which determines the rotating speed of the stepping motor and controls operation of a driver which rotates the stepping motor according to the rotating speed; wherein the memory stores an arrangement of a speed index value and an arrangement of an acceleration index value, and the hardware processor controls the operation of the driver by combining a period of determining the rotating speed according to the arrangement of the speed index value and a period of calculating and determining the rotating speed based on the arrangement of the acceleration index value when the rotating speed is altered.

Abstract: A driving assistance apparatus outputs a deceleration recommendation indicator as an indicator of recommending deceleration of a vehicle to a display section. The deceleration recommendation indicator recommends deceleration of the vehicle for a target position ahead in the traveling direction of the vehicle. The deceleration recommendation indicator varies in accordance with the speed of the vehicle.

Abstract: The present principles are directed to in-vehicle drive pattern optimization for reduced road wear. A method includes monitoring statuses of various vehicle functions. The method further includes controlling the various vehicle functions to optimize the vehicle drive pattern for reduced road wear, responsive to an output of the monitoring step and known information at least about a road segment currently being or about to be traversed.

Abstract: A vehicle driving control apparatus is provided for controlling an own vehicle to track a target vehicle. The vehicle driving control apparatus includes: (1) means for acquiring an actual relative speed of the target vehicle to the own vehicle; (2) means for detecting occurrence of an event which causes the actual relative speed to discontinuously change; (3) means for setting a target acceleration of the own vehicle based on the product of a relative speed gain and a tracking relative speed when the own vehicle tracks the target vehicle, the tracking relative speed being normally set to the actual relative speed; and (4) means for correcting, upon detection of occurrence of the event by the detecting means, the tracking relative speed so as to gradually increase the absolute value of the tracking relative speed from a value that is less than the absolute value of the actual relative speed.

Abstract: Feed-forward control amounts of an electric motor, which are necessary for a vehicle to travel along the target course under the feed-forward control, are calculated on the basis of the road shape. The prediction time is variably set to be shorter as the present displacement between the target course and the vehicle position becomes larger, the position after elapse of the prediction time is defined as a forward gaze point, and the feedback control amounts of the electric motor, which are necessary for the vehicle to travel along the target course under the feedback control, are calculated on the basis of the traveling state of the vehicle so as to zero the displacement between the target course and the vehicle trajectory in the forward gaze point. The electric motor current value is then calculated from the driver steering torque, feed-forward control amounts, and feedback control amounts.

Abstract: A slip suppression control system for a vehicle includes a monitored value detecting device for detecting a monitored value corresponding to a difference between a rotational speed of a front wheel and a rotational speed of a rear wheel of the vehicle, a threshold determiner unit configured to determine a relationship between the monitored value detected by the monitored value detecting device and a threshold; and a controller configured to initiate traction control for reducing a driving power of a drive wheel when the threshold determiner unit determines that the monitored value exceeds a predetermined start threshold, wherein the threshold determiner unit is configured to count a return time which lapses from when the monitored value exceeds the start threshold until the monitored value becomes smaller than second threshold; and wherein the controller is configured to determine whether or not to terminate the traction control based on the return time.

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 vehicle brake system includes a brake actuator associated with a wheel, the brake actuator having at least one moveable brake component, and a brake control system operative to determine a target rotational velocity of the wheel based at least in part on a relationship between an actual tire/road friction force and a target tire/road friction force, the brake control system determining a target position of the at least one moveable brake component based at least in part upon the target rotational velocity. The brake control system is operable to control actuation of the brake actuator based at least in part upon the target position of the at least one moveable brake component and at least in part based upon a current position of the at least one moveable brake component.

Abstract: In assistance function evaluation apparatus and method for a vehicle dynamics control system, the vehicle dynamics control system being an object to be evaluated, a simulator is provided to obtain a data base when the vehicle dynamics control system is operated, a vehicle model, a road surface environment model, and a driver model that calculates a steering angle imposed on the vehicle model to trace a target course are provided, the simulator comprises a driver intention quantity detecting section that detects an intention quantity of a vehicle driver to move the vehicle in a lateral direction and a system function detecting section that detects a function quantity of the vehicle dynamics control system and evaluates that the assistance function of the vehicle dynamics control system is in conformity to the driver when the system function quantity and the driver intention quantity are balanced without excess or deficiency.

Abstract: An anti-lock brake controller that is operable, upon detecting a potential wheel lock-up situation during a vehicle braking cycle, to cycle apply and dump valves associated with vehicle rear wheels continuously between apply and dump modes to determine an estimated maximum friction wheel slip. The controller then is further operable to utilize the estimated maximum friction wheel slip to determine reference velocities that are used to continuously control apply and dump valves associated with the vehicle front wheels to optimize vehicle braking.

Abstract: This brake hydraulic pressure control apparatus adopts, as the pressure-increasing valve, a normally-open linear solenoid valve that can linearly adjust the actual differential pressure. This apparatus repeatedly executes, in principle, a control cycle in which a pressure-reducing control, holding control and linear pressure-increasing control make one set, after ABS control start conditions are satisfied (after time t1). In this case, a pulse pressure-increasing control is executed instead of the linear pressure-increasing control only in the first-time control cycle (time t3 to t6).

Abstract: In a method for improving the control response of an anti-lock control system (ABS) during braking operations at a high coefficient of friction, the brake pressure control thresholds, in particular the intervention or application thresholds of the anti-lock control system (ABS) are adapted dynamically to the adherence abilities of the respective vehicle wheel or the tire.

Abstract: A system for controlling the stability of a vehicle having tires, the system including a controller using at least the parameter slip GOpt corresponding to a predetermined value of the coefficient of friction &mgr;, or the system including a controller maintaining the functioning of the tire at an optimum value &dgr;Opt of the drift angle corresponding to the maximum value of the drift thrust Ftarget, the controller including means for performing the following operations (where X is either the slip G or the drift angle &dgr;, and Y is either &mgr; or F):

Abstract: The invention provides a brake control device for a vehicle, a brake control method and a recording medium having a program causing a computer to perform the brake control method. A tire friction characteristic with respect to a vehicle velocity or a wheel velocity is memorized in advance. When a brake is put on to the vehicle, a current slip ratio or a current slip velocity is found and an optimum slip ratio or an optimum slip velocity is calculated using the tire friction characteristic. Then, a difference between the optimum slip ratio and the found current slip ratio or a difference between the optimum slip velocity and the found current slip velocity is compared with a predetermined value. According to a result of the comparison, a braking force applied to the vehicle is controlled.

Abstract: The invention relates to relates a steering system and to a steering method which counteract a mistake that inexperienced drivers frequently make. The invention relates to a system (12, 14, 6) for determining the transversal slip that occurs at the steerable wheels (2). A electronic control system (6) is used to determine an upper threshold value for said transversal slip. If the transversal slip exceeds said threshold value, an augmentation of the angle of lock is counteracted by either limiting said angle of lock and/or outputting a warning signal that can be perceived by the driver.

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: Disclosed is a method for identifying a critical braking operation of a two-track vehicle during cornering, which features the steps of detecting the running behaviour of a left-hand side wheel and of a right-hand side wheel, of comparing the running behaviour and/or of evaluating the time variation of at least one left-hand side wheel or right-hand side wheel, and of identifying a critical braking operation on the basis of the result of the comparison and/or of the result of the evaluation. As a reaction, there may ensue the reduction of the braking pressure of a wheel on the inside of the corner in response to identification.

Abstract: When it is detected that a vehicle is running on a road surface which has a coefficient of friction sufficiently low as to invite ready road wheel slippage, a control which enables the vehicle to automatically follow a preceding vehicle at a predetermined inter-vehicle distance, is inhibited. In one embodiment, when a request for vehicle follow-up is issued by the driver, and the follow-up is inhibited, the driver is informed of the low frictional coefficient of the road and is required to issue a confirmation that follow-up is required before its implementation can be carried out.

Abstract: A road surface condition determination system for an automotive vehicle comprises wheel-speed sensors, and a control unit being configured to be electrically connected to the wheel-speed sensors for data-processing a wheel-speed data signal. The control unit calculates a wheel-speed fluctuation of each of the road wheels on the basis of a previous value of the wheel-speed data signal and a current value of the wheel-speed data signal, and calculates an absolute value of the wheel-speed fluctuation of each of the road wheels. A integration circuit is provided to produce a first integrated value of the absolute values of the wheel-speed fluctuations of the road wheels. A smoothing circuit is provided to make a smoothing operation to the integrated value to produce a smoothed value. A road-surface condition determining section is also provided to determine a road surface condition on the basis of the smoothed value.

Abstract: A method of improving the control behavior of a controlled brake system, wherein the rotational behavior of the individual vehicle wheels is measured and evaluated for determining control quantities, and wherein slip threshold values for the commencement of the control are predetermined, includes that the slip threshold of a wheel is increased for a predefined time interval as a function of the acceleration after preceding instability in order to suppress the effects of road surface irregularities. This increase may be carried out in two steps as a function of the exceeded acceleration limit values.

Abstract: In an antilock brake device, a determining function of which the sign varies when a wheel slip ratio is identical to a target value, and a switching function comprising an integral term which is a time integral of the determining function, are set, and a brake torque target value is determined so that it is proportional to the switching function. Alternatively, the brake torque target value computed according to the determining function is corrected according to a wheel angular acceleration. In this way, a brake torque or the wheel slip ratio between a road surface and tires is precisely controlled.

Abstract: An anti-lock braking system for a vehicle having a plurality of wheels, and a braking system that includes a brake for braking at least one of the plurality of wheels and a brake valve for controlling a braking pressure in the brake in response to a brake valve signal, includes a plurality of wheel speed sensors for generating a plurality of input signals. A polynomial processor, in communication with the plurality of wheel speed sensors, generates a control signal based on a nonlinear polynomial function of the input signal. A post-processor generates the Brake valve signal based on the control signal so as to provide cyclic control of the braking pressure in the brake.

Abstract: A method is provided that provides optimum anti-skid control when the vehicle is turning. If a vehicle enters a turning motion, the maximum frictional resistance corresponds to a larger slip ratio; therefore, in this method, the slip threshold is gradually increased to provide the optimum anti-skid control.

Abstract: A brake system control for use in a vehicle that calculates a wheel slip for at least one wheel, wherein the brake system control comprises the steps of: monitoring the calculated wheel slip; imposing a discriminating criteria on the monitored wheel slip wherein the discriminating criteria determines whether or not the calculated wheel slip accurately reflects an actual operating condition of the wheel; implementing ABS control using an adjusted wheel slip for the wheel when the discriminating condition determines that the calculated wheel slip does not accurately reflect an actual operating condition of the wheel; and implementing ABS control utilizing the calculated wheel slip when the discriminating condition determines that the calculated wheel slip accurately reflects an actual operating condition of the wheel.

Abstract: A control method and system for a vehicle anti-lock brake system to provide for recovery from premature activation of the vehicle anti-lock brake system. The control system includes a microprocessor and accompanying components to perform the control method steps of generating an input signal representing a vehicle wheel velocity, processing the input signal to determine a wheel slip duration, comparing the wheel slip duration to a slip duration threshold, generating a premature activation recovery control signal when the wheel slip duration fails to exceed the slip duration threshold, and performing premature activation recovery control of the anti-lock brake system in response to the premature activation recovery control signal.

Abstract: A brake pressure controller, responsive to a wheel speed sensor and coupled to a brake, performs a cyclic control of pressure applied to the brake. A brake pressure cycle includes a pressure apply stage and a pressure dump stage having activation conditions based upon a slip threshold parameter. A predetermined base threshold quantity is modified in dependence upon a measured time duration of the pressure dump stage and/or a slip depth error quantity so that a greater amount of slip is added to the base slip threshold when braking on a deformable surface than when braking on a non-deformable surface.

Abstract: An antiskid braking system performs antiskid braking control, by periodically increasing and reducing hydraulic braking pressure according to a wheel speed so as to control a vehicle going into a skid, at a control gain greater in a low speed range of vehicle speeds less than a specified speed when a vehicle speed at a time of commencement of braking is low than when the vehicle speed at the time is high.

Abstract: In a vehicular control system in which target braking torques are set for each of the driven wheels, the smaller target braking torque for the driven wheels is determined. Based on this smaller target braking torque, a target engine torque is calculated, and the engine torque is varied to conform to the target engine torque. Residual braking torques are calculated as differences from the target braking torques for each driven wheel and the target engine torque. These residual braking torques are realized by varying the brake pressure. Therefore the target braking torque is split into an engine torque which is equal for both driven wheels and into a braking torque which may be different for each driven wheel.

Abstract: A braking force control system for a motor vehicle, in which a hydraulic pressure control device controls a hydraulic pressure generated by the master cylinder or the pump, in such a way that a target braking torque (Nr in FIG. 1) is calculated from a target slip factor (Sr) and an actual slip factor (S), the target braking torque (Nr) is converted into a target braking hydraulic pressure (Pr), and that an estimative braking hydraulic pressure (P) currently under action is calculated by the use of a hydraulic pressure model, while the controlled variable of the hydraulic pressure control device is calculated from the estimative braking hydraulic pressure (P) and the target braking hydraulic pressure (Pr) by the use of a reverse hydraulic pressure model. Thus, the hydraulic pressure can be controlled in conformity with the actual motion state of the motor vehicle.

Abstract: The invention relates to a method for controlling vehicle brake pressure as a function of the deviation of the actual slip of wheels relative to a prescribed desired slip. The desired slip is determined from the wheel speeds in such a way that the cornering forces occurring between wheel and roadway given the specific desired slip values and the adhesion conditions occurring, ensure stable handling.

Abstract: A brake pressure controller, responsive to a wheel speed sensor and coupled to a brake, performs a cyclic control of pressure applied to the brake. A brake pressure cycle includes a pressure apply stage and a pressure dump stage having activation conditions based upon a slip threshold parameter. A predetermined base threshold quantity is modified in dependence upon a measured time duration of the pressure dump stage and/or a slip depth error quantity so that a greater amount of slip is added to the base slip threshold when braking on a deformable surface than when braking on a non-deformable surface.

Abstract: The slip of at least one driven wheel is compared to a predetermined threshold and the wheel is braked or torque is reduced when the threshold is exceeded. The slip threshold is raised when an impermissible difference between diameters of the tires on driven wheels is detected.

Abstract: A brake system is described which calculates the duration of the pressure reduction signal. In this case, the wheel acceleration (or the wheel reacceleration) and the slip are determined in the unstable region of the wheel and related to prescribed magnitudes, from which the calculation of the reduction time of the new control cycle is performed in such a way that the wheel reacceleration following the pressure reduction corresponds to a precalculated magnitude. This signal duration is corrected in order to keep the amplitude of the pressure modulation small.

Abstract: An anti-skid control for use in an automotive vehicle is comprised of a brake control device for adjusting braking force of each road-wheel of a vehicle, the brake control device being set to be initiated upon receipt of a condition, a detecting device being set to be initiated upon receipt of a condition, a detecting device for measuring a load applied to the vehicle, and a changing device for less sensitivity of the initiation of the brake control device as the load decreases. Even if an instantaneous decrease of the load occurs due to the vehicle's jumping motion or turning motion, an expected initiation of the brake operation can be prevented.

Abstract: In an electric control apparatus for a hydraulic brake control system of a vehicle, a feedback control portion is provided to produce a feedback control pulse signal indicative of a difference between a target slip ratio and an actual slip ratio. A feedforward control portion is provided to successively convert the target slip ratio in relation to a required braking force, a hydraulic braking pressure and an amount of hydraulic braking fluid, in sequence, and to convert the amount of hydraulic braking fluid into a feedforward control pulse signal. A pulse mixing circuit is connected to control portions to mix the control pulse signals for producing a mixed control pulse signal as a distinct control pulse signal. A driving circuit is connected to the pulse mixing circuit to control a hydraulic braking pressure applied to each wheel of the vehicle in accordance with the control pulse signal, regardless of the extent to which a brake pedal of the vehicle is depressed.