Abstract: A control method and apparatus, which are applied to a vehicle with an electric power steering system. The electric power steering system comprises a first control subsystem and a second control subsystem. The method comprises: acquiring a front steering angle, a steering torque, a yaw rate and a vehicle speed of a vehicle; according to the front steering angle, the steering torque, the yaw rate and the vehicle speed, determining a vehicle yaw rate associated with a first control subsystem; determining, on the basis of the vehicle yaw rate, an expected deviation value associated with a second control subsystem; and determining a control parameter on the basis of the expected deviation value, such that the vehicle adjusts, according to the control parameter, the steering torque to run.

Abstract: A vehicle stability enhancement (VSE) system for a vehicle having at least one vehicle subsystem includes; at least one sensor for sensing at least one vehicle parameter, at least one vehicle control system for adjusting the at least one vehicle subsystem, at least one memory comprising at least one set of gain factors, and a controller responsive to the at least one sensor and the at least one set of gain factors for controlling the at least one vehicle control system.

Abstract: An integrated chassis control system for a vehicle having at least one vehicle subsystem is provided, which includes; at least one sensor for sensing at least one vehicle parameter, at least one vehicle control system for adjusting the at least one vehicle subsystem, a driving mode switch for selecting at least one driving mode, and a controller responsive to the at least one sensor and the driving mode switch. The controller is adapted for controlling the at least one vehicle control system in accordance with the at least one driving mode.

Abstract: A vehicle stability enhancement (VSE) system for a vehicle having at least one vehicle subsystem includes; at least one sensor for sensing at least one vehicle parameter, at least one vehicle control system for adjusting the at least one vehicle subsystem, a driving mode switch for selecting at least one driving mode, at least one memory comprising at least one set of gain factors, and a controller responsive to the at least one sensor, the driving mode switch, and the at least one set of gain factors for controlling the at least one vehicle control system.

Abstract: An integrated chassis control system for a vehicle having at least one vehicle subsystem is provided, which includes; at least one sensor for sensing at least one vehicle parameter, at least one vehicle control system for adjusting the at least one vehicle subsystem, a driving mode switch for selecting at least one driving mode, and a controller responsive to the at least one sensor and the driving mode switch. The controller is adapted for controlling the at least one vehicle control system in accordance with the at least one driving mode.

Abstract: A vehicle stability enhancement (VSE) system for a vehicle having at least one vehicle subsystem includes; at least one sensor for sensing at least one vehicle parameter, at least one vehicle control system for adjusting the at least one vehicle subsystem, at least one memory comprising at least one set of gain factors, and a controller responsive to the at least one sensor and the at least one set of gain factors for controlling the at least one vehicle control system.

Abstract: A vehicle stability enhancement (VSE) system for a vehicle having at least one vehicle subsystem includes; at least one sensor for sensing at least one vehicle parameter, at least one vehicle control system for adjusting the at least one vehicle subsystem, a driving mode switch for selecting at least one driving mode, at least one memory comprising at least one set of gain factors, and a controller responsive to the at least one sensor, the driving mode switch, and the at least one set of gain factors for controlling the at least one vehicle control system.

Abstract: A method is disclosed for improving the estimate of vehicle yaw rate in the computer of the brake or traction control system of a vehicle, like a truck or sport utility vehicle, having a relatively high center of gravity and tending to roll during yaw. Yaw is typically estimated by sensing the speed of the non-driven wheels, determining the difference between the wheel velocities and dividing the difference by the track of the wheels. A table of correction factors correlated with vehicle speed is prepared and used to compensate for the effect of roll on yaw rate.

Abstract: A process is disclosed for use in a micro-processor managed brake control system that utilizes wheel speed sensors and a brake off/on switch when the system requires information as to whether the vehicle is experiencing hard braking. In accordance with the process, the average deceleration of the undriven wheels is estimated and the slip of each undriven wheel is estimated and the results are compared with predetermined values for these parameters over a suitable test period. At the conclusion of these tests, the data may be used in place of data from a brake pedal position sensor or to confirm the data from such a sensor.

Abstract: An improved vehicle yaw control that does not require a yaw sensor, wherein the validity of an estimate of vehicle yaw is determined and used to select an appropriate control methodology. The vehicle yaw is estimated based on the measured speeds of the un-driven wheels of the vehicle, and various other conditions are utilized to determine if the estimated yaw rate is valid for control purposes. When it is determined that the estimated yaw rate is valid, a closed-loop yaw rate feedback control strategy is employed, whereas in conditions under which it is determined that the estimated yaw rate is not valid, a different control strategy, such as an open-loop feed-forward control of vehicle yaw, is employed. The validity of the estimated yaw rate is judged based on a logical analysis of the measured wheel speed information, braking information, and steering wheel angle. The measured speeds of the un-driven wheels are used to compute an average un-driven wheel speed and an average un-driven wheel acceleration.

Abstract: An improved closed-loop vehicle yaw control in which a yaw rate limit based on measured lateral acceleration is used during transient steering maneuvers to dynamically limit a desired yaw rate derived from driver steering input. A preliminary yaw rate limit is computed based on the measured lateral acceleration, and a dynamic yaw rate limit having a proper phase relationship with the desired yaw rate is developed based on the relative magnitudes of the desired yaw rate and the preliminary yaw rate limit. A two-stage process is used to develop the dynamic yaw rate limit. A first stage yaw rate limit is determined according the lower in magnitude of the desired yaw rate and the preliminary yaw rate limit, and a second stage yaw rate limit (i.e., the dynamic yaw rate limit) is determined according to the relative magnitudes of (1) the desired yaw rate and the second stage yaw rate limit, and (2) the first stage yaw rate limit and the second stage yaw rate limit.

Abstract: An improved vehicle active brake control based on an estimate of vehicle yaw rate, wherein the estimate is based on the speeds of the un-driven wheels, but compensated to reflect slipping of the un-driven wheels during braking. Prior to braking, the yaw rate is estimated solely on the basis of the measured speeds of the un-driven wheels. During braking, the slip speeds of the un-driven wheels are estimated based on the measured speeds, the reference speed of the vehicle and the previous estimate of yaw rate, and used to compute a new yaw rate that is compensated for the estimated slip speeds.

Abstract: A brake system control method, comprising the steps of: measuring a longitudinal speed and steering angle of the vehicle; specifying an un-damped natural frequency and a damping ratio for a linear reference model of said vehicle; determining a first gain parameter relating a desired value of steady state lateral velocity to the vehicle steering angle; computing a desired lateral velocity as a function of said first gain parameter, the measured longitudinal speed, the measured steering angle, and the specified un-damped natural frequency and damping ratio; determining a second gain parameter relating a desired value of steady state yaw rate to the vehicle steering angle; computing a desired yaw rate as a function of said second gain parameter, the measured longitudinal speed and steering angle, and the specified un-damped natural frequency and damping ratio; measuring a lateral acceleration and yaw rate of said vehicle, and forming a yaw rate command for said vehicle based at least part in a first deviation be

Abstract: An improved low cost vehicle yaw rate control that is compensated for road bank angle using readily available information, such as steering angle, vehicle speed, and the speeds of the un-driven vehicle wheels. The control is founded on the recognition that, under linear operating conditions on a banked surface, the difference between the desired yaw rate and the actual or estimated yaw rate yields a yaw rate offset that will compensate for the bank angle, and the product of yaw rate and vehicle speed corresponds substantially to lateral acceleration. The yaw rate offset is used to compensate the yaw control when the steering angle, the yaw rate--vehicle speed product and yaw rate error are indicative of operation on a banked road. The compensation is deactivated when the steering angle, the yaw rate--vehicle speed product and yaw rate error are not indicative of operation on a banked road.

Abstract: An improved active brake control for carrying out a desired wheel speed differential for enhanced vehicle lateral stability while maintaining suitable front-to-rear brake pressure proportioning. During driver braking, the target speeds for the wheels of the driven axle during active brake control are determined as a combined function of the wheel speeds of the un-driven axle and the desired wheel speed differential. Specifically, the target speeds for the driven wheels are determined according to the measured speeds of the corresponding un-driven wheels, and one of the target speeds is reduced to reflect the desired wheel speed differential. If the desired wheel speed differential is designed to produce a clockwise yaw moment, the target speed for the driven wheel on the right-hand side of the vehicle is reduced; if the differential is designed to produce a counter-clockwise yaw moment, the target speed for the driven wheel on the left-hand side of the vehicle is reduced.

Abstract: An improved active brake control in which differential braking is used in a feed-forward control to develop vehicle yaw in response to a desired yaw value determined as a function of steering wheel position and vehicle speed. The desired yaw rate value is used to develop a derivative yaw component and a proportional yaw component, which are summed to form a feed-forward yaw command for differential braking. Both proportional and derivative components have limited control authority determined by dead-band and saturation thresholds, and the proportional term is subjected to a diminishing integrator which reduces the yaw command as the desired yaw rate value approaches steady-state.

Abstract: A brake system control for use in a vehicle with wheels, wheel brakes and a body, comprising the steps of: measuring a plurality of vehicle parameters; responsive to the measured parameters, determining at least a vehicle yaw rate, a vehicle slip angle, a desired yaw rate and a desired slip angle; responsive to the measured parameters, estimating a coefficient of adhesion between the vehicle wheels and a road surface; implementing a control responsive to the vehicle yaw rate and the desired yaw rate with a first authority and responsive to the vehicle slip angle and the desired slip angle with a second authority, wherein the first authority increases as the estimated coefficient of adhesion increases and decreases as the estimated coefficient of adhesion decreases; and controlling the wheel brakes responsive to the control to reduce a first difference between the vehicle yaw rate and the desired yaw rate and to reduce a second difference between the vehicle slip angle and the desired slip angle.

Abstract: In a vehicle with a first operating mode in which all vehicle wheels have substantially no lateral movement on a road surface and a second operating mode in which at least some of the vehicle wheels have lateral movement on the road surface, and with an actuator capable of affecting vehicle yaw rate, a vehicle yaw rate control method comprising the steps of: measuring an actual vehicle yaw rate; measuring vehicle steering wheel position; in the second mode of operation, determining a desired yaw rate command linearly responsive to the measured steering wheel position; wherein the actuator is controlled to minimize a difference between the measured vehicle yaw rate and the desired vehicle yaw rate.

Abstract: A brake control system method according to the steps of: determining driver commanded yaw rate; measuring actual yaw rate; determining a yaw rate error; determining, in response to vehicle conditions, a yaw rate dead band wherein the yaw rate dead band varies with vehicle conditions; comparing the yaw rate error to the dead band; and if the yaw rate error exceeds the dead band, controlling the vehicle responsive to the yaw rate error, wherein yaw rate control only occurs when the yaw rate error exceeds the dead band.

Abstract: In a vehicle with first and second front vehicle wheels and third and fourth rear vehicle wheels and at least one member of a first group comprising anti-lock brake control and positive acceleration traction control, a brake control method comprising the steps of: determining a desired vehicle yaw rate; determining an actual vehicle yaw rate; responsive to the desired and actual vehicle yaw rates, determining an axle command; responsive to the desired and actual vehicle yaw rates, determining a torque command; applying the axle command during activation of one of the anti-lock brake control and the positive acceleration traction control to one member of a second group comprising (i) the two front wheels and (ii) the two rear wheels, wherein wheel-to-road traction is increased and a difference between desired vehicle yaw rate and actual vehicle yaw rate is minimized; and applying the torque command to at least one of the vehicle wheels independently of the axle command to create a yaw torque moment on the vehi