Abstract: An electrically controlled differential gear is disposed between a right front wheel and a left front wheel of a vehicle. The electrically controlled differential gear includes a clutch mechanism that limits a differential operation of the electrically controlled differential gear. A second ECU (control portion) obtains information as to failure associated with actuation of a right front electric brake mechanism. The second ECU obtains a physical amount relating to a required braking force which is applied to the left front wheel and the right front wheel. The second ECU outputs a differential limiting control command for limiting the differential operation of the electrically controlled differential gear to the clutch mechanism (or more specifically, a differential ECU that controls the clutch mechanism) based on the information as to the failure and the physical amount relating to the required braking force.

Abstract: A vehicle behavior stability control apparatus includes a yaw rate sensor, a lateral acceleration sensor, a vehicle speed sensor, an urgency determining section, a target yaw rate setting section, and an actuator control section. If the urgency determining section determines that an urgency with which a vehicle behavior is to be stabilized is equal to or lower than a determination criterion that indicates a necessity to stabilize the vehicle behavior urgently, the target yaw rate setting section sets, as a target yaw rate, a right-left cooperative target yaw rate that is commonly applied to both right cornering and left cornering. Otherwise, if the urgency determining section determines that the urgency exceeds the determination criterion, the target yaw rate setting section sets, as a target yaw rate, right-left independent target yaw rates that are independently applied to the right cornering and left cornering, respectively.

Abstract: A system, method and device are provided which relate to an automatic parking brake for motor vehicles having multiple brake actuators and an operating element for operating the parking brake. In embodiment, the brake actuators are connected to a controller, which is able to perform a wheel-specific slip control when a critical driving situation occurs. For example, a simultaneous locking and the loss of the cornering force can be prevented by a controller. The controller is designed in such a way so that when controlling the slip on a first wheel, the slip (?2) of a second wheel is taken into account.

Abstract: Braking/driving force control that includes: detecting a driver's operating state for causing the vehicle to run; detecting a vehicle body motional state while the vehicle is running; computing a target longitudinal driving force for causing the vehicle to run and motional state amounts for controlling a vehicle body behavior on the basis of the detected operating state and motional state; and computing driving or braking forces allocated to the wheels so as to achieve the computed target longitudinal driving force and target motional state amounts and that the braking/driving force generating mechanism causes the wheels to generate independently.

Abstract: A method for controlling a hydraulic braking system of a motor vehicle is provided. The method includes determining the vehicle speed and comparing the vehicle speed with a predefinable critical vehicle speed. If the vehicle speed lies below the critical vehicle speed, the method includes determining a required brake pressure or a brake pressure present in the braking system and comparing the brake pressure with a predefinable critical brake pressure. The method includes if the brake pressure lies below the critical brake pressure, blocking the buildup of a brake pressure in wheel brakes used for braking vehicle wheels of a vehicle rear axle.

Abstract: A regenerative brake control system for a vehicle includes a vehicle controller, a driveline torque distribution device interfacing with the vehicle controller, an electric machine interfacing with the driveline torque distribution device, a plurality of wheels coupled to the electric machine and at least one traction condition input indicating traction of the plurality of wheels provided to the vehicle controller. The vehicle controller engages the driveline torque distribution device and the electric machine apportions regenerative brake torque to the wheels in proportion to the traction of the wheels. A regenerative brake control method for a vehicle is also disclosed.

Abstract: An automotive vehicle braking system and method for controlling the same. The system includes an electronic controller communicatively coupled to a vehicle braking system and a vehicle motion detection device. The braking system is configured to be automatically activated in response to detection of an object in a path of the vehicle. Once activated, the braking system is deactivated either by the driver or a pre-determined time period after detection that motion of the vehicle has stopped. Prior to deactivation of the vehicle braking system an HMI message is activated indicating imminent deactivation of the vehicle braking system.

Abstract: Proposed is a technique for operating a hydraulic motor vehicle brake system in an operating situation which requires the formation of a hydraulic pressure difference at opposite wheel brakes of a vehicle axle. Here, each wheel brake is assigned a first slip regulating valve device for decoupling the respective wheel brake from a hydraulic pressure generator, and a second slip regulating valve device for dissipating hydraulic pressure at the respective wheel brake.

Abstract: A method and system for controlling an electrohydraulic braking system for a motor vehicle having an antilock braking control function and an electrically controllable pressure generating device having a cylinder-piston arrangement having a hydraulic pressure chamber and a piston displaceable by an electromechanical actuator so that a predetermined pressure can be set in the chamber, and having a number of hydraulically wheel brakes connected to the hydraulic pressure chamber by an electrically actuatable inlet valve and to a pressure medium reservoir by means of an electrically actuatable outlet valve. The cylinder-piston arrangement is actuated in case of antilock controlling at all wheel brake for setting an individual wheel target pressure at each wheel brake, such that the pressure in the hydraulic pressure chamber is set to the greatest wheel target pressure.

Abstract: A method for controlling a hydraulic braking system of a motor vehicle is provided. The method includes determining the vehicle speed and comparing the vehicle speed with a predefinable critical vehicle speed. If the vehicle speed lies below the critical vehicle speed, the method includes determining a required brake pressure or a brake pressure present in the braking system and comparing the brake pressure with a predefinable critical brake pressure. The method includes if the brake pressure lies below the critical brake pressure, blocking the buildup of a brake pressure in wheel brakes used for braking vehicle wheels of a vehicle rear axle.

Abstract: Systems and methods for auto-location of tire pressure monitoring sensor units on a vehicle measure the angle of a wheel at two different times using a rim mounted or a tire mounted sensor and determines a difference in measured angles. The systems and methods provide for transmitting the angles and/or the difference in the measured angles along with a sensor identification to an electronic control module. Alternatively, the systems and methods provide for transmitting time differences to the electronic control module. The electronic control module correlates information transmitted from the wheel unit with antilock brake system data. A location of the wheel mounting the sensor is determined and the sensor identification is assigned.

Abstract: A trailer sway intervention system. The trailer sway intervention system includes a trailer having a plurality of wheels, each wheel having a brake, and a vehicle towing the trailer. The vehicle includes a plurality of sensors configured to sense operating characteristics of the vehicle, and a controller. The controller receives the sensed operating characteristics from the sensors, determines an error based on a difference between an expected yaw rate and a sensed yaw rate, asymmetrically applies braking forces to one or more trailer wheels based on the difference, and symmetrically applies braking forces to the trailer wheels when the absolute value of the difference between the expected yaw rate and the sensed yaw rate is declining.

Abstract: Method and system for controlling driving conditions of a land vehicle, with which, if understeering and oversteering driving conditions exist at the same time, measures for generating braking forces and/or driving forces which counteract the understeering driving condition, and measures for controlling braking forces and/or driving forces which counteract the oversteering driving condition are carried out at the same time.

Abstract: A braking system may include a brake booster, the piston-cylinder system of which is driven by an electric motor, wherein at least one working chamber of the piston-cylinder system is connected by hydraulic lines to at least two wheel brakes, a wheel brake being allocated a 2/2-way switching valve in each case and the hydraulic connection lines between the wheel brakes and the piston-cylinder system being closable, optionally separately or jointly, by means of the 2/2-way switching valves, so that a pressure can be adjusted in the wheel brakes one after the other in terms of a multiplex method and/or simultaneously, the electric motor and switching valves being activated by a control device, and in that the hydraulic connection line from the working chamber of the piston-cylinder system to the respective magnetic valve has a flow resistance RLi and each switching valve together with the hydraulic line to the wheel cylinder, has a flow resistances RVi wherein the flow resistance RLi and RVi are small such that

Abstract: Disclosed are a motor vehicle drive control system, which easily detects accelerations, generated in the up and down, front and rear, and left and right of a motor vehicle body, in high degree of accuracy, and performs the stability control of a motor vehicle, and its sensor unit. Sensor units provided in four corners of the front and rear, and left and right of the motor vehicle body detect accelerations generated in X-, Y-, and Z-axis directions, and digital values of detection result are transmitted to a monitoring device as digital information via an electromagnetic wave. The monitoring device outputs this digital information to a stability control unit. The stability control unit performs the correction control of drive of a subthrottle actuator or a brake drive actuator on the basis of the acceleration values obtained.

Abstract: An understeer suppressing apparatus for a vehicle includes an electric power steering device S for suppressing steering when the vehicle is in the understeer state, an alarm device A for informing a driver that the vehicle is in the understeer state, and a braking force distribution device B for generating moment of the vehicle by applying braking forces different from each other to the left and right wheels. As the degree of understeer is increased, the electric power steering device S, the alarm device A, and the braking force distribution device B are operated in this order.

Abstract: In a method for stabilizing a vehicle in extreme driving situations, in particular when understeering while cornering, multiple wheels are decelerated in order to reduce the driving speed. A maximum cornering force of the wheels and thus a minimal curve radius may be achieved if in particular the rear wheels are decelerated and a higher braking torque is applied on the rear wheels than on the front wheels and in the process in particular the outside front wheel remains highly underdecelerated.

Abstract: In brake control system and method for an automotive vehicle, a vehicle body deceleration increment correction quantity is set to zero during a start of braking, the vehicle body deceleration increment correction quantity is set to be gradually larger along with at least one of a decrease in the traveling velocity of the vehicle and an increase in a braking passage time in a first region in which a traveling velocity of the vehicle is equal to or higher than a first predetermined traveling velocity, and the vehicle body deceleration increment correction quantity is set to a substantially constant value in a second region in which the traveling velocity of the vehicle is lower than the first predetermined traveling velocity.

Abstract: A system and method for estimating vehicle states, such as vehicle roll-rate, vehicle roll angle, vehicle lateral velocity and vehicle yaw-rate, for use in rollover reduction. The system includes an extended Kalman filter observer responsive to a steering angle signal, a yaw-rate signal, a roll-rate signal, a speed signal and a lateral acceleration signal that calculates an estimated yaw-rate signal, an estimated roll-rate, an estimated roll angle and an estimated lateral velocity. The system also includes a lateral velocity estimation processor responsive to the roll-rate signal, the estimated roll angle signal, the estimated lateral velocity signal and the lateral acceleration signal that calculates a modified lateral velocity estimation signal when the vehicle is operating in a non-linear region.

Abstract: A method for improving the efficiency of a driving dynamics regulating system which intervenes in the driving operation in critical driving situations by automatic braking intervention at selected wheels. It is possible for the reaction speed of the brake system 3 to be considerably increased if, before the actual regulating intervention, the imminent critical driving situation is already detected and a slight preparatory brake pressure is already built up at least one wheel at which a future regulating intervention is expected.

Abstract: A method and system for performing the method of controlling vehicle braking where the wheel slip of individual vehicle wheels is calculated and the load upon individual vehicle wheels is determined. A first brake line correction factor is calculated based on the determined loads upon the vehicle wheels. A second brake line correction factor is calculated based on the calculated wheel slip and the first and second load brake line correction factors are used to modulate a pressure supplied to individual wheel calipers during braking of the vehicle.

Abstract: Under certain operating conditions, the pressure applied to a vehicle rear brake circuit is increased above the pressure applied to the vehicle front brake circuit to enhance stopping of the vehicle.

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

Abstract: A braking system includes a brake travel sensor configured to generate travel data indicative of the distance a brake pedal has been displaced and a brake pressure sensor configured to generate force data indicative of the amount of force applied to the brake pedal. The braking system also comprises a brake controller configured to determine a first torque request from the travel data and a second torque request from the force data. The brake controller is further configured to generate brake commands from the first torque request when the first torque request and the second torque request are below a transition flag.

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

Abstract: A front steering gear (18) is connected with steerable front wheels (12 and 14) of a vehicle (10). A rear steering gear (28) is connected with steerable rear wheels (30 and 32) of the vehicle (10). A torque sensor (40) connected with a steering wheel (16) provides an output to a controller (42). The controller (42) effects operation of the rear steering gear (28) in response to an output of the torque sensor (40) corresponding to manual application of at least a predetermined force to the steering wheel (16). Alternatively or in addition, the controller (42) may effect operation of a rear wheel brake (50 or 52) which is disposed on a radially inner side of a turn in response to the output from the torque sensor (40).

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

Abstract: An electronically controlled braking system includes at least one central control unit, the at least one central control unit operable to assign identifiers during an identifier assignment routine, a first distributed electronic control unit, a second distributed electronic control unit and a control network over which the at least one control unit, the first distributed electronic control unit and the second distributed electronic control unit are communicable. The identifiers include a first identifier and a second identifier, one of which is assigned to the first distributed electronic control unit and the other which is assigned to the second distributed electronic control unit at least in part based upon the timing of identification signals generated by the first distributed electronic control unit and the second distributed electronic control unit reaching the central control unit via the control network.

Abstract: A wheel adjusting device can adjust separately the wheel angles of left and right wheels. A judgment portion which determines whether vehicle braking is to be permitted or not based on the driving state of the vehicle. A control portion controls the wheel adjusting device. More specifically, under conditions where the vehicle braking is permitted by the judgment portion, the control portion defines the wheel angles of the left and right wheels to be in opposite phase and adjusts the wheel angles in accordance with the braking force to be applied to the left and right wheels.

Abstract: A stability control system (24) for an automotive vehicle as includes a plurality of sensors (28–37) sensing the dynamic conditions of the vehicle and a controller (26) that controls a distributed brake pressure to reduce a tire moment so the net moment of the vehicle is counter to the roll direction. The sensors include a speed sensor (30), a lateral acceleration sensor (32), a roll rate sensor (34), and a yaw rate sensor (20). The controller (26) is coupled to the speed sensor (30), the lateral acceleration sensor (32), the roll rate sensor (34), the yaw rate sensor (28). The controller (26) determines a roll angle estimate in response to lateral acceleration, roll rate, vehicle speed, and yaw rate. The controller (26) changes a tire force vector using brake pressure distribution in response to the relative roll angle estimate.

Abstract: A brake system for a heavy vehicle includes a control network, a brake component, a central control unit, and a distributed electronic control unit. The central control unit generates central control signals adapted to control the brake component, which control signals are transmitted to the brake component over the control network. The distributed electronic control unit receives the central control signals, controls the brake component in accordance with the central control signals if the central control signals are received during expected time periods, and controls the brake component in accordance with an alternative control scheme if the central control signals are not received during the expected time periods.

Abstract: A steering characteristic control apparatus and method for a vehicle is disclosed which can carry out behavior control of the vehicle regarding a steering characteristic and so forth appropriately in accordance with the type of turning and the road surface situation. To this end, if the steering characteristic of the vehicle is placed into an oversteer or understeer state exceeding a reference level, then the control end condition when the steering characteristic is controlled to the neutral steer side by control of a braking mechanism is set in accordance with an estimated road surface ? state and the type of turning (steady turning or non-steady turning) of the vehicle. Upon steady turning, during traveling on a low ? road, it is set as the control end condition that the stability of the vehicle behavior is restored sufficiently, but during traveling on a high ? road, it is set as the condition that the stability of the vehicle behavior is restored to some degree so that the control can be ended rapidly.

Abstract: A stability control system (24) for an automotive vehicle as includes a plurality of sensors (28–37) sensing the dynamic conditions of the vehicle and a controller (26) that controls a distributed brake pressure to reduce a tire moment so the net moment of the vehicle is counter to the roll direction. The sensors include a speed sensor (30), a lateral acceleration sensor (32), a roll rate sensor (34), and a yaw rate sensor (20). The controller (26) is coupled to the speed sensor (30), the lateral acceleration sensor (32), the roll rate sensor (34), the yaw rate sensor (28). The controller (26) determines a roll angle estimate in response to lateral acceleration, roll rate, vehicle speed, and yaw rate. The controller (26) changes a tire force vector using brake pressure distribution in response to the relative roll angle estimate.

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

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

Abstract: An improved anti-lock control method for a vehicle brake system identifies various factors that degrade the effectiveness of the brake system and adaptively adjusts a brake apply rate during anti-lock brake control to compensate for the identified degradation so that the optimal tractive force during anti-lock brake control is more nearly realized. The identified factors include fading due to brake heating, hydraulic leakage, mis-adjusted and non-releasing rear brakes, brake wear and excessive vehicle weight.

Abstract: A stability control system (24) for an automotive vehicle includes a rollover sensor that may include one or more sensor to a various dynamic conditions of the vehicle and a controller to control a steering force to reduce a tire moment so the net moment of the vehicle is counter to the roll direction. The sensors may include a speed sensor (30), a lateral acceleration sensor (32), a roll rate sensor (34), a yaw rate sensor (20) and a longitudinal acceleration sensor (36). The controller (26) is coupled to the speed sensor (30), the lateral acceleration sensor (32), the roll rate sensor (34), front steering angle sensor (35), pitch rate (38), rear steering position sensor (40), and a longitudinal acceleration sensor (36). The controller (26) determines a roll angle estimate in response at least one or more of the signals. The controller (26) changes a tire force vector using by changing the direction and or force of the rear steering actuator and brakes in response to the likelihood of rollover.

Abstract: A dynamic side-to-side braking method is disclosed. First, when the vehicle is in a combined braking and cornering maneuver, a desired braking force among tires of a vehicle is determined. Second, a brake force distribution of the desired braking force among the tires is determined. The brake force distribution is approximately proportional to a normal force distribution among the tires during the combined braking and cornering maneuver by the vehicle. When the vehicle excludes an active steering system, front or rear, the brake force distribution is determined as a function of a feedback correction to counterbalance a portion of a yaw moment experienced by the vehicle during the combined braking and cornering maneuver. When the vehicle includes an active steering system, front or rear, a steering correction is determined to counterbalance a portion of the yaw moment experienced by the vehicle during the combined braking and cornering maneuver.

Abstract: A device for controlling the wheel slip, particularly for controlling the brake slip and/or the drive slip of individual wheels for a motor vehicle, by which a braking pressure applied to the vehicle wheels can be varied and/or set as a function of the movement behavior of the vehicle wheels, having means for braking, particularly for locking, at least the front wheels and/or the rear wheels of the motor vehicle in the event a skidding condition is detected, the vehicle having wheel-speed sensors (5) whose signals contain information about the direction of rotation of the respective wheel, these signals being processed within the framework of a skid detection.

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: A braking force distribution control apparatus for a vehicle has a lateral acceleration detecting unit detecting lateral acceleration of the vehicle, a longitudinal acceleration detecting unit detecting longitudinal acceleration of the vehicle, a vehicle speed detecting unit detecting a vehicle speed, and a braking control unit adapted to select. When preset conditions for brake operating time are satisfied, the braking control unit executes one of select-low control and independent braking control in accordance with the lateral acceleration, the longitudinal acceleration and the vehicle speed, the select-low control controlling braking forces of left and right wheels depending on a wheel on the side with a large slipping condition. The independent braking control system independently controls the braking force for each wheel in dependency on the slipping condition of each of the wheels.

Abstract: In order to prevent a needlessly excessive yaw moment from being applied to the vehicle, thereby improving the running stability of the vehicle when either one of the braking force generation units went wrong, a brake system for vehicles having electric brake units (14) each provided for each of the wheels to generate a braking force by its actuator (22) being driven according to the amount of depression of a brake pedal, and a controller (38) for controlling each of the electric brake units independently of others, is so constructed as to judge if any of the electric brake units went wrong (step 253, 259, 550, 650), and when either one of the electric brake units went wrong, to control the electric brake units other than the wrong unit according to the depression amount of the brake pedal so as to accomplish a best available stability of running of the vehicle.

Abstract: A stability control system 24 for an automotive vehicle as includes a plurality of sensors 28-37 sensing the dynamic conditions of the vehicle and a controller 26 that controls a distributed brake force to reduce a tire moment so the net moment of the vehicle is counter to the roll direction. The sensors include a speed sensor 30, a lateral acceleration sensor 32, a roll rate sensor 34, a yaw rate sensor 20 and a longitudinal acceleration sensor 36. The controller 26 is coupled to the speed sensor 30, the lateral acceleration sensor 32, the roll rate sensor 34, the yaw rate sensor 28 and a longitudinal acceleration sensor 36. The controller 26 determines a roll angle estimate in response to lateral acceleration, longitudinal acceleration, roll rate, vehicle speed, and yaw rate. The controller 26 changes a tire force vector using brake force distribution in response to the relative roll angle estimate.

Abstract: Provided is a braking force control apparatus for vehicles capable of performing appropriate vehicle braking even in a road-contactless state of a wheel. The braking force control apparatus is adapted to a four-wheel drive vehicle having a center differential for distributing and transmitting driving force to the front wheels and rear wheels and a braking system capable of exerting braking force on each of the front and rear wheels, based on voluntary switching between braking according to driver's brake-pedal actuation and forced braking independent of the brake-pedal actuation. It is determined whether the vehicle is in an engine brake state and it is then determined whether at least one of the wheels is in the road-contactless state.

Abstract: In a brake system of a four-wheel vehicle having a powered fluid pressure source, fluid flow control circuit including control valves, and an automatic controller for selectively operating the powered fluid pressure source and the control valves so as to supply a controlled fluid pressure based upon the powered fluid pressure source to a selected one or more of the wheel cylinders for an execution of a behavior control of the vehicle according to running conditions of the vehicle, the automatic controller also executes a brake control of supplying a controlled fluid pressure based upon the powered fluid pressure source to at least one of the wheel cylinders according to a depression of a brake pedal by a driver during the execution of the behavior control, the at least one wheel cylinder being one or more of the wheel cylinders not selected for the behavior control.

Abstract: An integrated vehicle control system including: contact possibility determining means for determining whether a possibility of contact with an obstacle is great, first brake control means for controlling operation of the vehicle brake in response to the possibility of contact, vehicle behavior detecting means for detecting parameters such as the vehicle yaw rate, vehicle behavior control means for calculating a value such as the error between the detected yaw rate and a reference yaw rate and calculating a manipulated variable (braking force difference) such that the veerability of vehicle is enhanced, and second brake control means for controlling operation of the vehicle brake in response to the calculated manipulated variable.

Abstract: A stability control system 24 for an automotive vehicle as includes a plurality of sensors 28-37 sensing the dynamic conditions of the vehicle and a controller 26 that controls a distributed brake pressure to reduce a tire moment so the net moment of the vehicle is counter to the roll direction. The sensors include a speed sensor 30, a lateral acceleration sensor 32, a roll rate sensor 34, and a yaw rate sensor 20. The controller 26 is coupled to the speed sensor 30, the lateral acceleration sensor 32, the roll rate sensor 34, the yaw rate sensor 28. The controller 26 determines a roll angle estimate in response to lateral acceleration, roll rate, vehicle speed, and yaw rate. The controller 26 changes a tire force vector using brake pressure distribution in response to the relative roll angle estimate.

Abstract: To improve the steerability and the driving stability of a vehicle during cornering, the standard control mode is replaced by a special or curve control mode in such a situation in an anti-lock system. This special control mode reduces the brake pressure on the wheel at the inner side of the curve. When, during a braking operation and with the special control mode activated, there is a transition from cornering to straight travel, the pressure deficit on the wheel at the inner side of the curve which is caused by the special control mode is compensated by a special pressure increase mode, for example, by compressing the pressure increase pulse row.

Abstract: An upper limit of a target braking force for performing behavior control, and an upper limit of its variation rate, are limited so as not to produce hunting due to interference with an anti-skid control. A microcomputer comprising a braking force controller, in a step 81, calculates a target slip ratio (S1*) before limiting from a target braking force (F0*) before limiting and a wheel braking rigidity coefficient (ks), and when it is determined in a step 82 that (S1*) is larger than a maximum controllable slip ratio (Smax), in a step 84, limits a target slip rate (S2*) after limiting to (Smax) and limits the upper limit of target braking force after limiting, calculated by multiplying (S2*) by (ks), to a maximum value at which slip control is possible.

Abstract: In order to improve the control behavior of an ABS control system wherein, instead of the standard control mode, a special control mode or rather corner control mode comes into operation when a cornering situation is identified, said special control mode or corner control mode causing a reduction of the braking pressure on the front wheel and/or on the rear wheel on the inside of the corner, the gradient of the braking pressure build-up on the wheel on the inside of the corner is reduced in the partial braking range when a threshold value (th1, th2) of a wheel speed difference (SD) is exceeded, which difference is the difference between the wheel speed sums per side formed from the wheel speeds of the two wheels of one side of the vehicle, the reduction taking place in dependence on the extent by which the threshold value (th1, th2) is exceeded.