Abstract: The invention provides a roll-over suppressing control apparatus for a vehicle wherein appropriate braking force can be applied to a turning outer wheel in response to a situation and a rolling state of the vehicle to suppress otherwise possible roll-over of the vehicle while assuring the traveling performance. A roll parameter value detection section detects a parameter value corresponding to a rolling state of a vehicle, and a turning type decision section decides a type of turning of the vehicle. A roll-over suppressing control section controls a braking mechanism in a predetermined period so that, when the rolling state of the vehicle upon turning of the vehicle is excessive with respect to a first reference state, an amount of braking force corresponding to the magnitude of the roll parameter value and the type of turning. By the control, while the traveling performance of the vehicle is assured, roll-over of the vehicle can be suppressed effectively to assure the stability of the vehicle.

Abstract: A control system (18) and method for an automotive vehicle (10) includes a lateral acceleration sensor (32) for generating a lateral acceleration signal, a yaw rate sensor (28) for generating a yaw rate signal, and a safety system. The safety system (44) and the sensors are coupled to a controller (26). The controller (26) determines a front lateral tire force and a rear lateral tire force from the vehicle yaw rate signal and the vehicle lateral acceleration signal; determines a calculated lateral velocity from the front lateral tire force, the rear lateral tire force, and a bank angle; determines a calculated yaw rate from the front lateral tire force and the rear lateral tire force; and controls the safety system in response to the calculated lateral velocity and the calculated yaw rate.

Abstract: The adaptive brake application and initial skid detection system allows rapid brake application and prevents deep initial skids. Brake pressure is compared with a predetermined threshold brake pressure. Wheel velocity error signals are also generated to indicated the difference between the wheel velocity and a reference velocity signal. A pressure bias modulator integrator responsive to brake pressure signals adjusts the wheel velocity error signals to provide an anti-skid control signal. The pressure bias modulator integrator can also be initialized to the value of the measured brake pressure when the wheel velocity error signals indicate the beginning of a skid. Brake pressure difference signals are generated to indicate the difference between brake pressure and a commanded brake pressure, and an adjusted brake pressure error signal is generated in response to the brake pressure difference signals.

Abstract: A rotation detecting device that includes an electric power generator having a stator and a rotor, said rotor having a plurality of alternating opposite magnetic poles in a circumferential direction of the rotor, at least a first magnetic sensor mounted on either the stator or a support member for supporting the stator and operable to detect the alternating opposite magnetic poles in the rotor; and an electric power supply circuit for utilizing an electric power generated by the electric power generator as an electric power source for the at least first magnetic sensor.

Abstract: A stability control apparatus, includes: a grip detector that changes an output based on a grip force applied in a direction hindering a slippage of a wheel, acting on a contact face between the wheel supported by a wheel supporting rolling bearing unit and the road surface, the wheel supporting rolling bearing unit for supporting freely rotatably the wheel to a vehicle body; and a controller that performs a control for keeping a running stability of the vehicle in response to an input of a detection signal of the grip detector.

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: The invention relates to a driving assistance method which is intended for use on a slope. According to the invention, the vehicle comprises an accelerometer which can measure a longitudinal acceleration of the vehicle as measured longitudinal acceleration.

Abstract: A control apparatus of a motor for anti-skid control includes calculating device for calculating a vehicle body deceleration corresponding value that is a value corresponding to a vehicle body deceleration of the vehicle during an anti-skid control is executed, controlling device for: determining a target speed of a motor and controlling the speed of the motor on the basis of a target speed equivalent value that is equivalent to the determined target speed, and correcting device for correcting the target speed on the basis of a difference between a reference control pattern and an actual control pattern, when a condition indicating that the difference exists between the reference control pattern of the anti-skid control on the basis of the determined target speed and the actual control pattern of the anti-skid control that is actually executed is detected.

Abstract: A velocity and acceleration are measured (14) in a method for determining a vehicle reference velocity, said vehicle reference velocity being used for determining and selecting a suitable transmission ratio. If a measured acceleration (aist) exceeds (16) a maximally possible acceleration (amax), a vehicle reference acceleration (aref) is determined depending on said exceeding. For this purpose, an acceleration correction value (BKF) is calculated (22) by means of which acceleration correction value a vehicle reference acceleration is calculated (24). The vehicle reference velocity (vref) is determined (26) by means of the vehicle reference acceleration (aref). A gearbox transmission ratio is determined (20) by means of the determined vehicle reference velocity. This branch of the procedure represents the case in which at least one wheel equipped with sensors slips.

Abstract: A control system for an automotive vehicle (10) and method for operating the same includes a controller (26) that is used to control the brake system in response to an adaptive brake gain coefficient. The adaptive brake gain coefficient may be used by a safety system so that a desired brake torque is applied to the wheel.

Abstract: A system for directly measuring tire grip conditions is provided which can measure a skidding condition with no need of applying a vibration. A tire rotation speed sensor comprising a detection gear and a magnet sensor is mounted to a rotating shaft of a tire. An output of the tire rotation speed sensor is analyzed in time-frequency domain to detect vibrations caused by slips, thereby determining tire grip conditions, such as a slip ratio and a slip angle. By detecting fluctuations in rotation based on the cause-effect relation between the occurrence of tire slips and the occurrence of fluctuations in rotation, the tire slips can be directly detected. Therefore, the tire grip conditions can be confirmed with high accuracy.

Abstract: A method and system are described for calibrating speed controls for a vehicle having a pair of drive means on opposite sides of the vehicle driven by independent speed controls and where relative speed of the drive means is used to direct the vehicle. In one aspect, angular motion of the vehicle is detected using at least one of a gyroscopic angular sensor and a pair of accelerometers to determine a rate of yaw; a speed control output for controlling the relative speed is adjusted so that the rate of yaw is lower than a threshold when speed control inputs for controlling the relative speed are equal; and one or more speed control adjustment parameters are determined and stored for use during operation for controlling the relative speed of the drive means. A microcontroller may be used to receive sensor outputs (e.g. from the gyroscope and/or accelerometers) and speed control inputs and to determine the speed control adjustment.

Abstract: A straight running state is accurately determined using only wheel speed data in any running state. Based upon right and left wheel speed values calculated by a wheel speed calculating mechanism (13) from detection values of right and left wheel speed sensors (11, 12), a wheel speed ratio calculating mechanism (21), a distance calculating mechanism (31), and a distance ratio calculating mechanism (32) respectively calculate a right and left wheel speed ratio, an actual running distance, a linear distance, and a distance ratio of the two distances at every preset checkpoint (CP). A wheel speed ratio change amount evaluating mechanism (24) extracts CPs at times where a change amount of the wheel speed ratio is relatively small as effective CPs, and a determining mechanism (43) determines an effective CP with the smallest distance ratio from among the effective CPs as in a straight running state.

Abstract: In the case of a control system for a vehicle with at least part-time four-wheel drive, having a control unit which detects or determines quantities proportional to the wheel speeds of all wheels and the vehicle speed, and by means of which the driving torque of a drive unit can be variably distributed to primary driving wheels, which are permanently connected with the drive unit, and to secondary driving wheels which, if required, can be connected with the drive unit, for the distribution of the driving torque, a clutch torque of a transfer clutch arranged between the drive unit and the secondary driving wheels is set by means of the control unit, and the control unit is further developed such that the clutch torque is increased if a difference is detected between the wheel speed of a wheel and the vehicle speed and/or if a difference is detected between the two wheels speeds of the wheels of at least one vehicle side.

Abstract: According to one embodiment, an electronic apparatus includes acceleration computing unit correcting an output value from a acceleration sensor with an offset value so as to obtain an acceleration of a body, rest determining unit determining whether or not the body is at rest based on an output value from the acceleration sensor, when a absolute value of a temperature difference between a measurement temperature and a reference temperature exceeds a predetermined value, level determining unit determining whether or not the body is on the level based on the output value from the acceleration sensor and the offset value, when it is determined that the body is at rest, and offset value updating unit setting a new offset value corresponding to an output value outputted from the acceleration sensor and setting the measurement temperature as a new reference temperature, when it is determined that the body is on the level.

Abstract: A wheel speed calculation method wherein, when both rising and falling edges occur, the wheel speed is calculated using both the edges, when either of the edges does not occur, the wheel speed is calculated using both the edges in such a manner that for the edge not occurring, the preceding calculation value or the calculation value provided by assuming that one occurred within the temporary time, whichever is the lower, is selected. Further, neither of the rising and falling edges occurs, the minimum value of the two calculation values provided by assuming that only one edge occurred within the temporary time and the calculation value provided by assuming that only one rising edge and only one falling edge occurred within the temporary time or the calculation value of the preceding wheel speed, whichever is the lower, is selected as the wheel speed.

Abstract: It is desirable prevent the speed of an engine, that is driving an electric-power generator, from abruptly increasing when electric power generation by the electric power generator, which supplies electric power to a wheel-driving motor, is stopped. Thus, a control apparatus is provided for a vehicle electric power generator to control the amount of electric power generated by the electric power generator, which is connected to, and driven by, an engine for driving a vehicle. Wheel speed detection means is provided to detect slipping of the wheels, and the control apparatus operates to ensure that, when the amount of electric power generated is to be reduced, if the wheels are not slipping, the amount of electric power generation by the electric power generator is slowly reduced, in comparison with the case where the wheels are slipping.

Abstract: The present invention provides a system for compensating understeer and oversteer in a vehicle having a steer by wire system. The system includes a driver interface system, a sensor system, a controller, and a road wheel steering actuation system. The driver interface system receives steering input from the driver. The sensor system senses the steering input and generates a steering control signal that is received by the controller. The controller determines if an understeer or oversteer condition exists and generates an appropriate steering assist signal that is then communicated to the road wheel steering actuation system. In response to the steering assist signal, the road wheel steering actuation system adjusts the road wheel angle to compensate for the understeer or oversteer condition.

Abstract: A method for the online determination of values of driving dynamics for a motor vehicle. To improve the quality of the control of a motor vehicle and to reduce the demands placed on the driver, the invention discloses a driving dynamics control including the (1) estimated output quantities ?m in dependence on determined or estimated input quantities u and predetermined or predicted vehicle state variables {circumflex over (x)} and optionally further quantities, (2) comparing the estimated output quantities ?m with measured output quantities ym, and (3) determining the estimated driving dynamics quantities {circumflex over (x)}(tk/tk) in dependence on the measurement result and, as the case may be, further criteria.

Abstract: An engine drag-torque control, particularly for motor vehicles, in which the engine torque is increased by an EDC augmenting torque when the driven wheels drop below a slip threshold due to the braking action of the engine and exhibit a brake slip which is too high. To improve the vehicle control during cornering on a roadway having a low coefficient of friction, it is provided to increase the slip threshold for the driven wheels to thereby set the drag-torque control to be more sensitive.

Abstract: If a condition for starting a yaw control during an antiskid control is met while the antiskid control is being executed on one of right and left front wheels during braking on a uneven friction-coeffient road surface, the reference value for making the determination to start the antiskid control on the other one of the front wheels is reduced, and therefore the antiskid control is started at an earlier timing. If the antiskid control is executed on the wheel, the brake pressure of the wheel is controlled in a pre-set specific pattern.

Abstract: A receiver capable of receiving a remote vehicle stop request signal is mounted to a commercial vehicle and connected to the vehicle antilock braking ECU by a vehicle communication bus. The receiver may also be capable of transmitting a signal, thereby allowing the desired vehicle to be isolated. Furthermore, a user input device may be mounted to the vehicle that allows manual input of a park signal. When the park signal has been received by the vehicle ECU, the vehicle braking system is employed, thereby preventing the movement of the vehicle.

Abstract: A method of detection of the limited slip differential device, wherein it is detected whether a vehicle is mounted with a limited slip differential device on the basis of a relationship between a lateral directional acceleration of a vehicle calculated by using rotational information obtained from tires attached to the vehicle or on the basis of a turning radius of the vehicle, and a specified judged value. It is possible to improve performance and safety of the vehicle since it is possible to accurately judge decrease in internal pressure of a tire.

Abstract: A method is provided capable of improving the accuracy of estimations of quantities that represent the state of a vehicle, such as vehicle speed, wheel slip ratio, wheel speed along the ground, longitudinal wheel force and the vehicle body sideslip angle, or values related to the quantities that represent the vehicle state, using a simple and inexpensive method. A tire longitudinal force computing unit 81 calculates longitudinal forces F1 to F4 of each of the wheels by substituting a coefficient of friction ?, which is adjusted such that a deviation between a detected value of a longitudinal acceleration Gx and an estimated longitudinal acceleration Gxe is zero, an estimated vehicle speed Ve, slip ratios S1 to S4 of each of the wheels calculated based on detected values of sensors 11 and 31, loads W1 to W4 of each of the wheels, calculated based on detected values of sensors 12 and 61, and lateral forces Y1 to Y4, into an equation related to a predetermined tire dynamics model.

Abstract: The invention relates to a method and a device for coordinating multiple driving system devices of a vehicle by means of a co-ordination device. The driving system devices produce output signals according to the current driving state of the vehicle. In the coordination device, a result control signal is produced from the output signals and is used as a standard set value for directly influencing the driving state by means of the actuator devices of the vehicle and/or a parameter result signal is produced and used for influencing the regulating and/or control parameters of a driving state regulating system or driving state control system.

Abstract: A method for controlling the handling characteristics of a vehicle, including the steps of ascertaining setpoint values that are associated with specific controlled variables, and measuring forces at wheels of the vehicle, the controlled variables being forces or torques, actual values associated with the setpoint values being calculated from the forces measured at the wheels of the vehicle, and the ascertained setpoint values and the calculated actual values being used as input values of a control system. Also described is a system for controlling the handling characteristics of a vehicle.

Abstract: A method of improving the control performance of a traction slip control system so that faulty control activations of the TCS control system are prevented in critical situations such as driving downhill. The invention concerns a method wherein a vehicle reference speed and a vehicle deceleration signal are derived from the rotational behavior of the vehicle wheels and wherein a vehicle deceleration signal is obtained by way of a longitudinal deceleration sensor. The course of the two deceleration signals is compared and analyzed for detecting stable or unstable wheel rotational behavior. Preferably a difference signal is formed indicating the difference between the two deceleration signals. The difference signal is evaluated by a multistage filter arrangement.

Abstract: A method is provided capable of improving the precision of estimating a vehicle body sideslip angle and values associated with the vehicle body sideslip angle using a simple and inexpensive method. The sideslip angle differential value unit calculates a vehicle body sideslip angle differential value by substituting a front wheel cornering power, which varies depending on the lateral acceleration output from the lateral acceleration sensor, detected values of the sensors, fixed physical quantities of the vehicle and known values, and the vehicle body sideslip angle calculated during the previous processing into a formula obtained by eliminating the rear wheel cornering power from an equation of equilibrium for the moment of the vehicle around the vertical axis and the equation of equilibrium for the force in the lateral direction of the vehicle.

Abstract: A traction control system having a braking intervention in particular for motor vehicles in which a slipping wheel is braked by a braking intervention on exceeding a slippage threshold. To improve the stability and steerability of the vehicle on slopes having different adhesive friction values between the right and left sides of the vehicle (&mgr;-split), the slippage threshold of the slipping low-&mgr; wheel is adjusted as a function of the slope, the slippage threshold of the slipping wheel being increased with an increase in slope in the case of a front-wheel drive vehicle and is decreased with an increase in slope in the case of a rear-wheel drive vehicle.

Abstract: An electronic anti-skid device for motor vehicles with hydrostatic transmission has at least one sensor for the transmission of data pertaining to the output of the hydrostatic transmission, a steering angle detector and an electronic computer. The electronic computer uses data from the sensor to calculate theoretical power output of the hydraulic motors of the driver wheels of the vehicles and, thus, the theoretical speed of the wheels. The electronic computer is programmed to scan the detectors at very rapid intervals, and to adjust, on each scan, hydraulic output from output regulators. The output regulators have electrical controllers and are coupled to each hydraulic motor of a driven wheel way as to limit the power from each regulator to a value marginally above the theoretical output for the motor of the wheel to which the power regulator is connected.

Abstract: A method directed to improving the stability of a motor vehicle having front and rear steering capabilities includes determining a coefficient of friction of the road surface with which the motor vehicle is engaged and adjusting a phase gain function of a rear steering mechanism to compensate for the steerability of the motor vehicle over the road surface. A system for improving the stability of a motor vehicle having front and rear steering capabilities includes a control unit, a front steering mechanism in informational communication with the control unit, and a rear steering mechanism in informational communication with the control unit. The rear steering mechanism is responsive through the control unit to road conditions of the road surface.

Abstract: An electrical system for detecting and correcting loss of control, including wheel slipping or skidding, of a vehicle pulling a fifth wheel trailer includes a first wheel movement sensor disposed adjacent a driven wheel of the vehicle, and a second wheel movement sensor operably disposed adjacent to a non-driven wheel of the vehicle. A computer receives electrical signals from the sensors which indicate a function of either drive wheel rotational speed, or non-driven wheel rotational speed, respectively. The computer compares the signals produced by the wheel sensors and activates a disengaging mechanism which disengages a drive line of the vehicle by disengaging the drive line from a vehicle clutch when the driven wheel rotational speed exceeds the non-driven wheel rotational speed by a predetermined amount.

Abstract: A tire pressure monitoring system (12) for a spare tire of a vehicle (10) includes an indicator (52) and a timer (44) that generates a first time signal corresponding to the time the spare tire is used as a rolling tire and a second time signal corresponding to a time the spare tire is stowed. The temperature sensor (34) generates a temperature profile and a controller (22) that is coupled to the indicator, the timer, and the temperature sensor generates a spare tire warning signal in response to the temperature profile, the first time signal, and the second time signal.

Abstract: Hydroplaning detection apparatus operates to feature extract a change pattern of vibration detection values for the respective front and rear wheel sides of a vehicle by excluding inherent tire influences on the vibration detection values, to execute pattern matching between the front and rear wheel sides on the basis of the feature extracted change patterns of the detection values, to obtain a time difference from a coincidence of the change patterns, and to calculate a first vehicle speed based on the time difference and a reference distance such as a wheel base of the vehicle. The hydroplaning detection apparatus also operates to calculate a second vehicle speed based on an average value of wheel speeds detected by the rear wheel speed sensor. The hydroplaning detection apparatus determines that hydroplaning has occurred if a deviation between the first vehicle speed and the second vehicle speed is greater than a certain value.

Abstract: A method is provided for determining correction values for the wheel speeds of a vehicle, comprising the step of determining the speeds of the vehicle wheels during travel, with the speeds of the vehicle wheels being evaluated, in groups, for at least one vehicle axle and at least one vehicle side values of correction for the individual vehicle wheels being determined in accordance with the evaluation results. Moreover, a device is provided for determining corection values, comprising wheel sensors for determining the speeds of wheels of the vehicle during travel, and a determining means evaluating the speeds of the vehicle wheels, in groups, for at least one vehicle axle and at least one vehicle side, and determining correction values for the individual vehicle wheels in accordance with the results of evaluation.

Abstract: A vehicle speed measuring apparatus includes front and rear wheel side vibration detection sensors for detecting vibrations from a road surface through tires, an input section through which the vibration detection sensors input their detection values, and a processing unit for calculating vehicle speed of the vehicle based on a change pattern of the detection values inputted. When the detection values are inputted through the input section, the processing unit feature extracts a change pattern of the detection values for the respective front and rear wheel sides by excluding inherent tire influences on the detection values, executes pattern matching between the front and rear wheel sides on the basis of the feature extracted change patterns of the detection values, and obtains a time difference from a coincidence of the change patterns, and thereafter calculates vehicle speed based on the time difference and a reference distance such as a wheel base.

Abstract: An improved method of operation for a motor vehicle automatic transmission determines a vehicle speed for purposes of selecting a desired transmission gear at least in part based on the wheel speeds of the vehicle. If the vehicle is being operated in a two-wheel drive mode, the vehicle speed is determined based on an average of the speeds of the un-driven wheels; if the vehicle is being operated in a four-wheel drive mode, the vehicle speed is determined based on the lowest of the four wheel speeds. Optionally, the wheel speeds are only used to determine vehicle speed if the Reverse range of the transmission has been engaged within a specified time interval, and otherwise the vehicle speed is determined based on an output speed of the transmission.

Abstract: A control system (12) for an automotive vehicle includes a wheel speed sensor (18) generating a rotational speed signal and a controller (14) coupled to the wheel speed sensor. The controller determines a vehicle speed, calculates wheel slip based upon the vehicle speed and the rotational speed, calculates a predicted future wheel slip based upon the vehicle speed and the rotational speed, estimates a normal force on the wheel, calculates a modified brake torque signal in response to the wheel slip, the predicted future wheel slip and the normal force, and actuates the wheel brake in response to the modified brake torque signal.

Abstract: A vehicle behavior control apparatus is divided into three major parts, sensors for detecting engine and vehicle operating conditions, a target yaw rate establishing section for establishing the rate and differential limiting apparatuses for selectively varying distribution ratios of driving force between front and rear wheels and/or between left and right wheels. The target yaw rate establishing section calculates a target yaw rate based on a vehicle mass, a mass distribution ratio between front and rear axles, front and rear axle mass, distances between front and rear axles and a center of gravity, a steering angle of a front wheel, and front and rear wheels equivalent cornering powers. A steady state yaw rate gain is separately calculated for left and right steering, respectively. A reference yaw rate is calculated by correcting a time constant of lag of yaw rate with respect to steering based on estimated road friction coefficient.

Abstract: A method for monitoring the wheels (R1, R2, R3, R4) of a motor vehicle (10) for fault states, in particular for incorrect tire pressures, comprises the steps of: each wheel (E1, E2, E3, E4) to be monitored is assigned a wheel unit (E1, E2, E3, E4) which transmits data (D1, D2, D3, D4) to a central evaluation device (ECU) of the vehicle (10) at least in response to a trigger signal, the occurrence of a fault state and the wheel position (FL, FR, RL, RR) of the wheel (R1, R2, R3, R4) at which the fault state has occurred being indicated. The detection and the indication of the wheel position (FL, FR, RL, RR) of the wheel (R1, R2, R3, R4) at which the fault state has occurred can be triggered after the fault state has been indicated.

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: A method is described for monitoring wheel speeds, having the following steps: determining the wheel speeds, determining the wheel having the maximum wheel speed, determining the wheel having the minimum wheel speed, determining the differential speed between the maximum wheel speed and the minimum wheel speed, and comparing the differential speed to a threshold value, if the differential speed is greater than a threshold value, the wheel having the maximum wheel speed being registered as the fastest wheel and the wheel having the minimum wheel speed being registered as the slowest wheel, in event of a change of the wheel speeds, so that another with wheel is the fastest wheel and/or another wheel is the slowest wheel, the fastest wheel being registered and the slowest wheel being registered and a logical status being established from the registered values and the instantaneous values. A device for monitoring wheel speeds in accordance with the above method is also described.

Abstract: A method for variably setting the braking force in a hydraulic brake system of a motor vehicle with a brake pressure is produced which is applied to a wheel-braking device. In order to compensate a diminishing braking effect in hydraulic brake systems in wide ranges, the real actual friction factor between the brake disc and brake pad of at least one wheel brake is determined and compared with a prescribable desired friction factor, in the event of an impermissible undershooting of the actual friction factor by comparison with the desired friction factor, the brake pressure or a variable correlated with the brake pressure being increased to a value multiplied by a correction factor if the actual friction factor is within a defined friction factor stabilization range which comprises a plurality of friction factors below the desired friction factor.

Abstract: A method and system (18) for determining a side slip angle for an automotive vehicle (10) includes various sensors such as a yaw rate sensor (28), a speed sensor (20), a lateral acceleration sensor (32), a roll rate sensor (34), a steering angle sensor (35), and a longitudinal acceleration sensor (36). Each of the sensors are coupled to a controller (26) that determines a side slip angle velocity in response to the sensor signals. The side slip angle velocity is compensated for due to gravity and vehicle attitude changes. Also, the side slip angle velocity is compensated for due to the non-linearity of the side slip angle. The side slip angle velocity is integrated, preferably with an anti-drift integration filter (to determine an integrated side slip angle). A steady state side slip angle is also determined based on the sensors such as the yaw rate sensor and the lateral acceleration sensor. The steady state side slip angle is filtered using a steady state recovery filter (74).

Abstract: Vehicle motion control devices and methods systematically treat a conditions of each wheel to acquire and maintain the vehicle behavior stability together with anti wheel lock and wheel spin processing, braking forces distribution. Device for controlling a running behavior of a vehicle estimates a road reaction force on each wheel, calculates a yaw moment around a centroid of the vehicle body generated by the road reaction force on each wheel, and controls driving and braking forces on each wheel based upon the yaw moments so as to stabilize a running of the vehicle. Spin and Drift conditions are detected through presently generated yaw moments and critical yaw moments which can be generated by a road reaction force assumed to be maximized. Physical parameters of each wheels, required for detecting and controlling the behavior of the vehicle are estimated with a theoretical tire model.

Abstract: A control apparatus for feedback-controlling an engaging action of a clutch disposed between an engine and a transmission of an automotive vehicle, wherein an engaging force control device is operated upon an engaging action of the clutch, for determining a control amount and feedback-controlling the engaging action on the basis of the determined control amount such that the clutch is placed in a desired state of engagement, and a control amount limiting device is operated to limit the determined control amount when the determined control amount has changed to cause an engaging force of the clutch to be reduced.

Abstract: In an antiskid brake control system, an ECU is constructed to calculate a pseudo vehicle-body speed in accordance with a sensed wheel speed, calculate a target wheel speed in view of a predetermined slip ratio obtained in accordance with a calculated pseudo vehicle-body speed, carry out pressure reducing control by reducing the fluid pressure within a hydraulic unit when the sensed wheel speed is smaller than the calculated target wheel speed, estimate an amount of fluid stored in a reservoir, and correct the target wheel speed to lessen the slip ratio when the estimated fluid amount is greater than a predetermined value.

Abstract: An improved anti-lock rear brake yaw control method utilizes a measure of braking intensity to regulate both the initiation of yaw control and the anti-lock braking control parameters once yaw control is initiated. The brake torque and the rate of brake pedal depression provide measures of braking intensity, and are used to develop variable slip and deceleration thresholds to which the rear wheel differential slip and deceleration are compared. The variable thresholds permit initiation of yaw control at relatively low levels of differential wheel slip or deceleration during panic braking, while requiring higher levels of differential wheel slip or deceleration to initiate yaw control during moderate braking.

Abstract: The invention relates to a method and a device for determining a variable describing the speed (VwheelDef)of at least one driven wheel (1, 2, 3, 4) of a motor vehicle. In this context, variables describing the respective wheel speeds (Vwheeli)for the remaining driven wheels of the motor vehicle, and a variable describing the output rpm (noutput) of a transmission (5) of the motor vehicle are determined. To be able to make a reliable variable describing the speed magnitude of the wheel (1, 2, 3, 4) available to a traction control system or a vehicle-dynamics control system of a motor vehicle in spite of the failure of a speed sensor (9, 10, 11, 12) arranged at one of the wheels, it is proposed that the variable describing the speed (VwheelDef) for the at least one driven wheel (1, 2, 3, 4) be determined as a function of the variables which describe the respective wheel speeds (Vwheeli) of the remaining driven wheels and as a function of the variable which describes the transmission output rpm (noutput).

Abstract: An apparatus for identifying tires comprising: a rotational speed detecting means; a first calculating means for calculating a vehicle speed; a second calculating means for calculating acceleration/deceleration of the vehicle; a third calculating means for calculating a slip ratio; a fourth calculating means for respectively obtaining moving averages of the acceleration/deceleration and the slip ratios of the vehicle; a fifth calculating means for obtaining linear regression coefficients and correlation coefficients of the moving-averaged acceleration/deceleration of the vehicle and the slip ratio; a sixth calculating means for calculating a tire identifying coefficient; and a tire identifying means for identifying tires which is presently mounted based on the tire identifying coefficient. Differences in tread rigidities of the tires can be automatically reflected for controlling the vehicle.