A method for producing sensor information depends on a rotational speed, using a rotational speed sensor which is adapted to output rotational speed pulses in predetermined angular positions of a physical sensor field that rotates at the rotational speed. In order to increase resolution, a digital angle signal each is determined between the pulses. A defined number of most significant bits of said angle information is output to determine the rotational speed so that the interval between two pulses is subdivided into a defined number of subintervals. An angle value which can be unambiguously interpreted by means of the sinusoidal signal can be determined from the cosine signal by using two phase shift sinusoidal signals and an arccos function. The device optionally outputs the angle signal below a threshold value and an impulse signal above the threshold value to determine speed.

A system includes detecting devices secured respectively on wheels of a vehicle at different angular positions, sensors assigned respectively to the wheels and a control unit. Each detecting device emits a detecting signal when disposed at a first position and a second position different from the first position by a first angle. The first position where each detecting device emits the detecting signal during a current rotation cycle of the respective wheel differs from that during a next rotation cycle of the respective wheel by a second angle. The control device analyzes the detecting signals and tooth number signals from the sensors to associate the detecting devices respectively with the sensors.

A drive force control system for a vehicle configured to allow a driver to find out a steering angle at which a wheel grips a road surface. In the vehicle, a torque distribution ratio to a pair of wheels turned by a steering wheel and another pair of wheels is changeable. A controller restricts a control to change the torque distribution ratio in the event of a slip of the pair of wheels, if a steering angle of the pair of wheels is changed to allow the pair of wheels to grip a road surface.

A brake system for a motor vehicle with at least four hydraulically activated wheel brakes. Each of the wheel brakes has a first electrically activated wheel valve which is open when de-energized and a second electrically activated wheel valve which is closed when de-energized, a first electrically activated pressure source, connected to the first wheel valves via a first brake supply line. Arranged in the first brake supply line is an electrically activated circuit isolating valve by which two of the first wheel valves can be hydraulically disconnected from the first pressure source, a second electrically activated pressure source, and a pressure medium reservoir vessel at atmospheric pressure. The circuit isolating valve is designed to be open when de-energized, and the second electrically activated pressure source is connected to the second wheel valves via a second brake supply line. A method for operating the brake system is also disclosed.

A vehicle travel locus transmission system to be mounted on a vehicle includes a GNSS receiver, a vehicle-side transceiver, a locator processor, a wheel speed sensor, a gyro sensor, and an acceleration rate sensor. The locator processor generates, on predetermined cycles, a latest first linear coordinate as a linear function parameter that couples latest first positional coordinates and second positional coordinates on a previous cycle. The first and second positional coordinates are to be acquired on the basis of a positioning signal received by the GNSS receiver. On the condition that an angle formed by the first linear coordinate with an extension of a second linear coordinate generated on the previous cycle exceeds a predetermined threshold, the locator processor sends data regarding the first linear coordinate together with vehicle identification data, from the vehicle-side transceiver to an external device.

A device for determining a kinematic magnitude of a bicycle and a rate of the pedal-thrust exerted by a user on the pedals of the bicycle includes a sensor of the bicycle, adapted to be associated to the bicycle, suitable for detecting the bicycle kinematic magnitude (ω.sub.i) and for generating a signal representative of the bicycle kinematic magnitude; a filter connected to the sensor of the bicycle kinematic magnitude, configured for receiving at the input the signal representative of the bicycle kinematic magnitude (ω.sub.i) and for supplying, at the output, an optimized signal (ω.sub.opt) of the bicycle kinematic magnitude; and a module for the frequency-analysis of the optimized signal (ω.sub.opt) of the bicycle kinematic magnitude, connected to the filter.

A drive force control system for a vehicle configured to allow a driver to find out a steering angle at which a wheel grips a road surface. In the vehicle, a torque distribution ratio to a pair of wheels turned by a steering wheel and another pair of wheels is changeable. A controller restricts a control to change the torque distribution ratio in the event of a slip of the pair of wheels, if a steering angle of the pair of wheels is changed to allow the pair of wheels to grip a road surface.

A vehicle has an engine, a limited slip differential (LSD) mounted on an axle driven by the engine, and left and right wheels operably connected to the LSD. At least one parameter indicative of a riding condition of the vehicle is determined. A slippery driving condition is detected based on the at least one parameter. The LSD is selectively locked in response to the detection. The slippery driving condition is detected when a torque requested by a user is above a load line of the engine, upon successive wheel slips occurrences, and/or when a wheel slip is detected while a preload is applied to the LSD.

A control method for a motor-driven vehicle is provided. The method includes calculating a correction torque of a drive motor through a difference between speeds of wheels or a variance rate of the difference between speeds of the wheels and comparing a calculated correction torque with a current required torque of the drive motor. When the calculated correction torque is greater than the current required torque, the drive motor is operated based on the current required torque. When the calculated correction torque is less than or equal to the current required torque, the drive motor is operated based on the calculated correction torque, or the required torque of the drive motor is corrected to correspond to the calculated correction torque and the drive motor is operated based on a corrected required torque of the drive motor.

A wheel speed sensor system for determining the rotational speed of the wheels mounted at the opposite ends of an axle without requiring wheel speed sensor assemblies for each wheel shaft axle. As a result, the speed sensor system of the present disclosure can be housed in small sized or small capacity axle housing such as banjo type housings. In one embodiment, a wheel speed sensor assembly is positioned in the axle housing to determine the speed of one of the wheel axle shafts and a differential speed sensor assembly is positioned in the axle housing to determine the rotational speed of the differential. With these two speed measurements the rotational speed of the other wheel axle shaft can be calculated by a control unit. The wheel and differential speed sensor assemblies can each include a toothed or slotted ring or disk and sensor for sensing the teeth. In each of the wheel and differential speed sensor assemblies, one of the tone ring and sensor can be mounted for rotation with a wheel axle shaft and gear of the differential respectively and the other can be fixedly mounted. The sensors can detect the passage of teeth over time via the relative motion of the teeth and sensor to determine rotational speed.