A method for controlling propulsion of a heavy-duty vehicle includes. configuring a nominal shaft slip of the drive shaft in dependence of a desired longitudinal wheel force to be generated by the driven axle, wherein a shaft slip is indicative of a difference between a current vehicle velocity and a vehicle velocity corresponding to the rotation speed of the drive shaft, obtaining a rotation speed of the left wheel and a rotation speed of the right wheel, as function of a current shaft slip of the driven axle, estimating a peak shaft slip value associated with an open differential peak longitudinal force of the driven axle, based on the current shaft slip and on the corresponding obtained speeds of the left and right wheels, and controlling propulsion of the heavy-duty vehicle unit by setting the current shaft slip of the drive shaft based on the configured nominal shaft slip adjusted in dependence of the estimated peak shaft slip value.

A method for controlling propulsion of a heavy-duty vehicle includes. configuring a nominal shaft slip of the drive shaft in dependence of a desired longitudinal wheel force to be generated by the driven axle, wherein a shaft slip is indicative of a difference between a current vehicle velocity and a vehicle velocity corresponding to the rotation speed of the drive shaft, obtaining a rotation speed of the left wheel and a rotation speed of the right wheel, as function of a current shaft slip of the driven axle, estimating a peak shaft slip value associated with an open differential peak longitudinal force of the driven axle, based on the current shaft slip and on the corresponding obtained speeds of the left and right wheels, and controlling propulsion of the heavy-duty vehicle unit by setting the current shaft slip of the drive shaft based on the configured nominal shaft slip adjusted in dependence of the estimated peak shaft slip value.

A wheel-speed sensor (WSS), including: an active pulse-sensor (PS) having a detection-direction (DD), and a housing for the PS; a movement of a pulse-generator in the DD is detectable by the PS; the WSS has an axis and axis direction (AD) defined to be aligned perpendicularly to the DD; the housing has first/second-components, the first-component (FC) being enclose-able and to which the FC is connectable; the PS is on the FC; the WSS has a radial-cable-outlet (RCO), aligned radially to the axis to lead a cable out; the RCO integrally formed with the second-component (SC) so that the cable is led in a different direction; the FC has a first-region (FR), and the SC has a second-region (SR), the FR-contour-circumference having a shape-feature in predetermined-angle (PA) steps around the axis, so that an FC orientation is definable in the PA steps to provide a PA around the axis.

A method controls lateral pulling of a moving motor vehicle during braking. The method includes a) calculating a value representative of a difference between angular accelerations of left and right wheels of a wheelset of the motor vehicle, b) calculating a correction value as a function of at least the value representative of the difference between the angular accelerations; and c) controlling for the left wheel and the right wheel an associated brake so as to modify a drag force applied by the associated brake as a function of the correction value calculated in step b), such that the drag force applied to a first wheel of the left and right wheels is increased, and the drag force applied to a second wheel different from the first wheel is reduced, to reduce the value representative of the difference between the angular accelerations of the left and right wheels.

A method controls lateral pulling of a moving motor vehicle during braking. The method includes a) calculating a value representative of a difference between angular accelerations of left and right wheels of a wheelset of the motor vehicle, b) calculating a correction value as a function of at least the value representative of the difference between the angular accelerations; and c) controlling for the left wheel and the right wheel an associated brake so as to modify a drag force applied by the associated brake as a function of the correction value calculated in step b), such that the drag force applied to a first wheel of the left and right wheels is increased, and the drag force applied to a second wheel different from the first wheel is reduced, to reduce the value representative of the difference between the angular accelerations of the left and right wheels.

The present invention refers to a brake assist system (1) for cyclist on a bicycle (100) including a braking system (101) having a braking member (105) capable of exerting a braking force (F.sub.B) on a front wheel (101) of the bicycle (100) by the effect of a force (F.sub.c) applied by the cyclist on a lever (103). The system (1) includes a sensor (2) for measuring the angular speed (ω.sub.1) of the front wheel (101) of the bicycle (100); an actuator (3) capable of exerting an actuator force (F.sub.A), connectable to said braking system of the bicycle so that the actuator force (F.sub.A) opposes the force (F.sub.c) applied by the cyclist on the lever (103), in order to reduce the braking force (F.sub.B); and a control module (4) configured for receiving, as an input, the signal representative of the angular speed (ω.sub.1) of the front wheel (101) and for determining from this a deceleration (η) of the front wheel (101).

The present invention refers to a brake assist system (1) for cyclist on a bicycle (100) including a braking system (101) having a braking member (105) capable of exerting a braking force (F.sub.B) on a front wheel (101) of the bicycle (100) by the effect of a force (F.sub.c) applied by the cyclist on a lever (103). The system (1) includes a sensor (2) for measuring the angular speed (ω.sub.1) of the front wheel (101) of the bicycle (100); an actuator (3) capable of exerting an actuator force (F.sub.A), connectable to said braking system of the bicycle so that the actuator force (F.sub.A) opposes the force (F.sub.c) applied by the cyclist on the lever (103), in order to reduce the braking force (F.sub.B); and a control module (4) configured for receiving, as an input, the signal representative of the angular speed (ω.sub.1) of the front wheel (101) and for determining from this a deceleration (η) of the front wheel (101).

A brake device includes a second setting unit that sets a target wheel deceleration of at least one of the wheels to which a target wheel brake force; detection units that detect the actual wheel deceleration of the wheel to which the target wheel deceleration; a first calculation unit that calculates a vehicle deceleration difference which is the difference between the target vehicle deceleration and the actual vehicle deceleration; a second calculation unit which calculates a wheel deceleration difference which is the difference between the target wheel deceleration and the actual wheel deceleration; and a correction unit which corrects, on the basis of the vehicle deceleration difference and the wheel deceleration difference, the target wheel brake force corresponding to at least one of the wheels to which the target wheel brake force is set so that the vehicle deceleration difference becomes smaller.

A brake device includes a second setting unit that sets a target wheel deceleration of at least one of the wheels to which a target wheel brake force; detection units that detect the actual wheel deceleration of the wheel to which the target wheel deceleration; a first calculation unit that calculates a vehicle deceleration difference which is the difference between the target vehicle deceleration and the actual vehicle deceleration; a second calculation unit which calculates a wheel deceleration difference which is the difference between the target wheel deceleration and the actual wheel deceleration; and a correction unit which corrects, on the basis of the vehicle deceleration difference and the wheel deceleration difference, the target wheel brake force corresponding to at least one of the wheels to which the target wheel brake force is set so that the vehicle deceleration difference becomes smaller.

A method controls lateral pulling of a moving motor vehicle during braking. The method includes a) calculating a value representative of a difference between angular accelerations of left and right wheels of a wheelset of the motor vehicle, b) calculating a correction value as a function of at least the value representative of the difference between the angular accelerations; and c) controlling for the left wheel and the right wheel an associated brake so as to modify a drag force applied by the associated brake as a function of the correction value calculated in step b), such that the drag force applied to a first wheel of the left and right wheels is increased, and the drag force applied to a second wheel different from the first wheel is reduced, to reduce the value representative of the difference between the angular accelerations of the left and right wheels.