Abstract: A control input for operating an actual vehicle actuator and a control input for operating a vehicle model are determined by an FB distribution law based on a difference between a reference state amount determined by a vehicle model and an actual state amount of an actual vehicle such that the state amount error is approximated to zero, and then an actuator device of the actual vehicle and the model vehicle are operated based on the control inputs. The FB distribution law determines a control input for operating the model such that a state amount error is approximated to zero while restraining a predetermined restriction object amount from deviating from a permissible range. A vehicle control device capable of enhancing robustness against disturbance factors or their changes while performing operation control of actuators that is as suited to behaviors of an actual vehicle as possible is provided.

Abstract: An on-board diagnostic system of a vehicle comprises disabling diagnostic operation, such as a misfire monitor, based on road roughness. In one example, the disabling of the diagnostic operation is based on brake actuation and degradation of an anti-lock braking system.

Abstract: A vehicle motion control apparatus includes a first means applying a first braking force to an outer wheel, relative to a turning direction, for suppressing oversteer when the vehicle is judged to be skidding in vehicle turning movement, a second means obtaining a state of a driver's steering operation in the vehicle turning movement, a third means applying a second braking force, set to be smaller than the first braking force, to a wheel located at a horizontally opposite side of the outer wheel to which the first braking force is applied, when the state of the driver's steering operation is judged to be in a steering turning back state, in which a steering wheel is turned from a turning direction to a reverse direction of the turning direction, based on the state of the driver's steering operation obtained by the second means.

Abstract: A brake control apparatus which is used in a vehicle having wheels on left and right sides, and controls a braking force provided to each wheel is disclosed. The brake control apparatus is provided with a vehicle body speed calculating section, a steering angle calculating section, and an ECU. A braking force is provided to a wheel on the inner side with respect to the vehicle turning direction in the case where the absolute value of the steering angle is equal to or greater than the preset threshold value of the steering angle. In the case where the vehicle body speed is less than the preset speed threshold value, the braking force becomes smaller than the braking force in the case where the vehicle body speed is equal to or greater than the speed threshold value.

Abstract: To provide an ABS control system and software with an automatic parameter calibration function. An ABS control system according to the present invention includes an electronic control unit (ECU), a wheel speed sensor, and a brake pressure sensor. The wheel speed sensor and the brake pressure sensor measure wheel speed and brake pressure during ABS braking, and the ABS control system automatically calibrates an internal parameter used in ABS control in response to the wheel speed and brake pressure measurement results.

Abstract: A method for monitoring vehicle tires by: 1) determining that a complete deflation or blow-out occurs if speed variation of one wheel of a vehicle is larger than or equal to a threshold value, and wheel speeds of other wheels of the vehicle are approximately constant, 2) associating a blow-out or complete deflation speed increment ratio ?V2 with a ratio of an normal impeller diameter Rnormal to a complete deflation impeller diameter Rdeflation, and 3) detecting whether a real-time speed increment ratio ?V of one wheel is greater than or equal to the blow-out or complete deflation speed increment ratio threshold ?V1, wheel speeds of other wheels are approximately constant, and a real-time speed increment variation rate is greater than or equal to the blow-out or complete deflation speed increment variation rate threshold ?V1/?t.

Abstract: A method of controlling a vehicle that includes determining a dynamic normal load for the vehicle wheel, modifying the requested torque signal from a traction control system in response to the dynamic normal load to form a modified requested torque and controlling the engine in response to the modified requested torque. The controlling may be performed using the ratio of the dynamic normal load and the steady state normal load to form the modified requested torque.

Abstract: Brake pedal input is modulated to produce a consistent relationship between the brake pedal input and a deceleration of the vehicle.

Abstract: A damping force control apparatus for a vehicle includes adjustable-damping-force shock absorbers. When the vehicle turns, an electronic controller calculates an actual roll angle of the vehicle body in accordance with sprung accelerations detected by sprung acceleration sensors. The electronic controller also calculates a target roll angle of the vehicle body in accordance with a lateral acceleration detected by a lateral acceleration sensor. The target roll angle is set such that it increases with the lateral acceleration acting on the vehicle during turning and is uniquely determined by the lateral acceleration. The electronic controller sets target damping forces of the shock absorbers such that the actual roll angle coincides with the target roll angle, and controls the damping forces of the shock absorbers in accordance with the set target damping forces.

Abstract: A method for adjusting a braking pressure for at least one disk brake includes setting a target frictional torque of the disk brake, determining a temperature of at least a part of the disk brake, determining a nominal target braking pressure from a known relation between the nominal braking pressure and the nominal frictional torque, and determining a correction factor from a known characteristic line describing a deviation of a friction coefficient between a brake disk and at least one brake pad as a function of the temperature. The braking pressure is adjusted by applying the correction factor to the nominal target braking pressure.

Abstract: A method for controlling the slip of a tire (1) of an automobile, said tire comprising a tread (3). The method comprises adjusting said slip using the measurement of a variable linked to the surface temperature (T2) of the tread in the contact area (2) of the tire.

Abstract: A method of operating a vehicle at a substantially low speed based on change in the vehicle position. The method comprises the following steps: (A) transforming a steering control algorithm into a substantially low speed (SLS) steering control algorithm, wherein the (SLS) steering control algorithm is configured to operate the vehicle in an asynchronous low speed mode; and (B) implementing the SLS steering control algorithm as a controller configured to operate the vehicle in the asynchronous low speed mode.

Abstract: A heavy vehicle trailer antilock braking system module includes a module control port receiving a pressure signal, a module exhaust port fluidly communicating with atmosphere, a first switching valve, a second switching valve, a relay valve, and control logic. The first switching valve includes an input port and an output port. The first switching valve input port fluidly communicates with the module control port. The second switching valve includes an input port and an output port. The second switching valve output port fluidly communicates with the module exhaust port. A relay valve includes a supply port, a delivery port, an exhaust port, and a control port. The relay valve control port fluidly communicates with the first switching valve output port and the second switching valve input port. The delivery port fluidly communicates with the supply port and the exhaust port as a function of a pressure signal at the relay valve control port.

Abstract: A system, apparatus and method of controlling a braking system of a vehicle having a plurality of rotating wheels and a plurality of brakes, each brake corresponding to one of the plurality of wheels, is provided. In controlling the brakes, an operational status of the braking system is determined. Based on the determined operational status, different feedback regulation schemes are selectively implemented to control the brake force applied by the brakes.

Abstract: A method of determining the velocity (?) of a vehicle is provided. The vehicle has at least one pair of a front and a rear wheel which are spaced by a wheel spacing (B). Front and rear wheel speed signals (?) are determined which are indicative of the time dependent behavior of the front and rear wheel speeds, respectively. The front and rear wheel speed signals (?) are correlated in order to determine a specific correlation feature indicative of the time delay (?) between the front wheel and rear wheel speed signals. The velocity (?) of the vehicle is determined based on the correlation feature and the wheel spacing (B).

Abstract: According to a roll increasing tendency estimation apparatus, a state variable is calculated in response to magnitude of a rolling moment of the vehicle, to provide a roll input magnitude, and a state variable is calculated in response to variation in time of the rolling moment, to provide a roll input velocity. A roll increasing tendency of a vehicle is estimated on the basis of a relationship between the calculated roll input magnitude and the calculated roll input velocity. On the basis of a relationship between the roll input magnitude and roll input velocity, at least one of a braking force control and a driving force control may be performed, to restrain the roll increasing tendency of the vehicle.

Abstract: A method includes receiving an input brake command that indicates a desired amount of braking for a vehicle. A brake control signal is then derived from the input brake command to facilitate applying a braking force to a wheel of the vehicle, and the braking force facilitates achieving the desired amount of braking for the vehicle. The method further comprises determining that data from a sensor associated with the wheel is unavailable, and then modifying the brake control signal in response to determining that the data is unavailable. The modification may be based on sensor data or controller output associated with a second wheel where data is available. Such modification facilitates the desired amount of braking for the vehicle.

Abstract: A method and system for determining a brake pressure which is predefined by a vehicle control system involve effecting a vehicle braking process initiated by an electronic braking system and/or the vehicle driver, determining a vehicle deceleration a, and a brake pressure pestim, comparing the brake pressure pestim against a reference pressure pB, terminating the braking process triggered by the electronic braking system when pestim is less than the reference pressure pB, or continuing the braking process triggered by the electronic braking system when pestim is greater than or equal to the reference pressure pB.

Abstract: In a method and a device for slope and/or pitch recognition in a vehicle (1, 1?, 1?) at least one speed and a transverse and/or longitudinal acceleration of the vehicle are determined and a slope or pitch situation is assumed, when the speed is smaller than the limit value vGlmax and the transverse acceleration is greater than a limit value aqmax and/or the longitudinal acceleration is greater than a limit value almax. On recognition of a slope or pitch situation, a ride control system can be automatically deactivated and/or control thresholds of the ride control system are expanded.

Abstract: There is provided a new and novel vehicle running control device for correcting a yaw angle of a vehicle toward the yaw direction intended by a driver, together with vehicle stability control, through generating yaw moments. In order to accomplish the yaw angle correction, the inventive device operates a yaw moment generating apparatus e.g. a steering apparatus, so as to generate a direction correcting yaw moment based upon an integration value of the deviations between an actual yaw rate and its target value. The direction correcting yaw moment may be generated for correcting the yaw angle deviation remaining after the stability control is ended.

Abstract: A device for controlling the brake pressure in a hydraulic brake system with the aid of a pressure-limiting valve that limits the brake pressure to a predefined threshold value, and to that end is driven by an electronic device in accordance with a valve characteristic curve. The setting accuracy can be improved considerably if an estimating unit for estimating the brake pressure, a sensor system for measuring the brake pressure, a unit for determining a pressure difference between the measured brake pressure and the estimated brake pressure, as well as a controller unit which drives the pressure-limiting valve as a function of the pressure difference are provided.

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: In a motion control system for a vehicle having four wheels including at least two driving wheels which is driven by a driving power source, first rolling liability judging means (step 112) judges whether or not the rolling liability detected by rolling liability detecting means (step 102, a lateral acceleration sensor 39) for detecting the rolling liability of the vehicle is equal to or greater than a first predetermined rolling liability, and rolling suppression control means (steps 116, 124 to 129) suppresses the rolling liability of the vehicle by increasing the driving force of any of the driving wheels when the first rolling liability judging means judges that the rolling liability detected by the rolling liability detecting means is equal to or greater than the first predetermined rolling liability.

Abstract: A drive control device is provided with a determining section and a voltage increasing section. The determining section determines if the actual acceleration is deficient in comparison with the acceleration requested by the driver or if the generator output is deficient in comparison with the acceleration requested by the driver. The voltage increasing section increases the voltage supplied to the electric generator from a vehicle mounted electric power source when the determining section determines that the actual acceleration or the generator output is deficient. As a result, the generator output deficiency is eliminated and the required motor torque is produced, thereby enabling the vehicle to start into motion appropriately in accordance with the acceleration requested by the driver.

Abstract: Disclosed are an electronic hydraulic pressure control system and a control method thereof, capable of detecting an error in differential pressure between a master cylinder and a wheel cylinder. The control method includes the steps of acquiring pressure of a master cylinder and pedal pressure according to a stroke distance of a pedal, detecting a time point at which the pressure of the master cylinder and the pedal pressure reach predetermined reference pressure, and determining that an error occurs if the time point exceeds a predetermined reference time point.

Abstract: When a driver returns a brake pedal on a climbing road, brakes of front wheels to which power is output from an engine with brakes of rear wheels being held are released (S140), and a throttle opening TH is gradually increased so that a rotation speed of the engine reaches a target rotation speed Ne* according to a road gradient ? (S180). When an outputtable torque Tem that can be output to the front wheels and the rear wheels becomes larger than a target torque Td* according to the road gradient ?, the brakes of the rear wheels are released (S240) to start a vehicle. This allows a smooth start of the vehicle on the climbing road. On the other hand, when a slip of the front wheels is determined before the outputtable torque Tem reaches the target torque Td*, the brakes of the front wheels are returned to the original state, climbing road start control is prohibited (S260 and S270), and a stopping state is held. This properly addresses the problem when the vehicle cannot smoothly start.

Abstract: A vehicle is equipped with a motor that receives a supply of electric power, which is output from a battery and is boosted up by a DC/DC converter circuit, via an inverter circuit and outputs a torque to a drive shaft. In response to an estimated variation in road surface condition based on a decrease in angular acceleration of the drive shaft to be less than a threshold value ref during a slip, the control procedure of the invention adds a predetermined value to a torque upper limit Tmax, which is set at the time of the occurrence of the slip, and thereby updates the torque upper limit Tmax to start cancellation of torque restriction. The control procedure then updates the torque upper limit Tmax by a slope of a small time change to restrain the degree of cancellation of the torque restriction.

Abstract: When a vehicle is started on an uphill road, slip may easily occur between vehicle wheels and a sloping road surface. When vehicle condition is changed from its stopping condition to its traveling condition on the uphill road, vehicle acceleration is controlled in a feed-back operation in such a manner that a target acceleration is made smaller as road gradient becomes larger or coefficient of friction becomes smaller.

Abstract: A system and a method for determining when to update a surface estimation value indicative of a condition of a roadway surface are provided. The method includes determining a front axle cornering force error value based on a predicted front axle cornering force value and a first front axle cornering force value. The method further includes determining a threshold yaw rate error value based on the front axle cornering force error value. The method further includes indicating that the surface estimation value is to be updated when a yaw rate error value is greater than the threshold yaw rate error value.

Abstract: A vehicle motion control apparatus includes a first means applying a first braking force to an outer wheel, relative to a turning direction, for suppressing oversteer when the vehicle is judged to be skidding in vehicle turning movement, a second means obtaining a state of a driver's steering operation in the vehicle turning movement, a third means applying a second braking force, set to be smaller than the first braking force, to a wheel located at a horizontally opposite side of the outer wheel to which the first braking force is applied, when the state of the driver's steering operation is judged to be in a steering turning back state, in which a steering wheel is turned from a turning direction to a reverse direction of the turning direction, based on the state of the driver's steering operation obtained by the second means.

Abstract: A method and apparatus for data interchange between a tractor vehicle and a trailer vehicle coupled thereto. A first electronic device provided in or on the tractor is connected via a data link to a second electronic device provided in or on the trailer; the first and second devices being connected to sensors and/or actuators for controlling operating functions of the vehicle allocated thereto and for measuring status information. Initiated by an information request, the first device sends request data via the data link to the second device. The first device receives status information via the data link sent by the second device in response to the request data. The first device outputs, in a manner that correlates with the trailer, the received status information by means of an output device disposed on or in the tractor. The same output scheme is used for both the tractor and trailer.

Abstract: A system for automatically determining a public transport vehicle emergency braking characteristics, in particular of a railway vehicle, includes elements (1) for measuring the vehicle speed, elements (2) for measuring the distance travelled by it, and elements (3) for triggering an emergency braking of the vehicle to actuate its braking elements (4). The system includes elements for detecting (5) the activation of the elements (3) triggering the emergency braking and elements for detecting (5) when the vehicle stops, adapted to activate/deactivate the operation of elements (9) acquiring data concerning the speed and the distance travelled by the vehicle for a time interval running between the activation of the emergency triggering elements and the moment the vehicle stops, and elements (9) for analyzing the data to deliver at least a information concerning the distance travelled by the vehicle during the time interval.

Abstract: In a hydraulic brake system with anti-lock control, noise is reduced during ABS control by controlling the flow rate of high-pressure fluid from the master brake cylinder (2) to the wheel brakes (15, 16). This is accomplished by placing an analog or pulse-width modulated NO valve (40) in the brake line between the connection of the pressure side of the hydraulic pump (35) and the inlet valve (20,27) to the wheel brake. By this means, only one analog or analogized valve is needed per brake circuit as opposed to two if the inlet valves were analog valves. In brake systems with traction control or electronic stability control, a shut-off valve is already present in this location. Thus replacing the existing valve with an analog or quasi-analog valve is easy.

Abstract: An apparatus for calculating an initial correction coefficient for correcting rotational angular velocities obtained from outputs of rotational angular velocity detecting means. The apparatus includes a judged value calculating means which calculates a judged value on the basis of the rotational angular velocities; an identifying means which identifies whether the vehicle is performing turning movements at high velocity, straight-ahead running or turning movements at mid/low velocity; and an initial correction coefficient calculating means which obtains an initial correction coefficient when it has been identified by the identifying means that the vehicle is performing straight-ahead running or turning movements at mid/low velocity. It is possible to obtain accurate correction coefficients so that it is possible to accurately detect, for instance, a decrease in tire air-pressure and thus to maintain safe running.

Abstract: The invention provides a braking control method for a vehicle having a plurality of wheels fitted with tires and with brakes, the control method including generating a braking setpoint for each wheel in response to a braking order, and comprising the following steps for each wheel: regularly updating a grip model Ca/C0=fq1, . . . qn (?) representative of a relationship between a coefficient of friction and a wheel slip rate; using the regularly rest grip model and its characteristic shape to establish in a given prediction horizon, the variation for the braking setpoint that, while complying with the braking order and predictable variation therein during the prediction horizon, also complies with a given calculation constraint; and retaining as the value for the braking setpoint a value of the variation as determined in this way that corresponds to a first calculation cycle in the prediction horizon.

Abstract: An electric braking control apparatus for controlling an electric braking apparatus which includes a brake pad, a motor which generates a rotational torque, and a rotation/linear motion conversion mechanism which causes the brake pad to generate a pressing force based on the torque. The braking control apparatus includes an inverter which converts and outputs an electric current supplied from a power supply to the motor, and a microcomputer that receives power from the power supply, detects the value of a voltage applied from the power supply to the inverter, and controls the electric current output from the inverter depending on a result of the detection.

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: A method is provided for controlling a low speed operation of a vehicle. A speed activation switch is activated. A target vehicle speed is calculated in response to an accelerator pedal demand as determined by an accelerator pedal position where each respective accelerator pedal position is associated with a respective predetermined target vehicle speed. A vehicle turning geometry is determined in response to a steering wheel angle input. A target wheel speed of each of a plurality of vehicle wheels is calculated as a function of the target vehicle speed and turning geometry. An actual wheel speed of each wheel is measured. A net torque is determined in response to the target wheel speeds and actual wheel speeds. An engine output torque and a braking torque are determined in response to the net torque. The engine output torque and the total vehicle braking torque are controlled for cooperatively maintaining the target vehicle speed.

Abstract: A method of controlling an advanced chassis control system of a vehicle such as an anti-lock brake system, traction control system, vehicle stability control system, or roll control system affecting the vehicle dynamic performance and safety is disclosed. A control unit controls the operation of the advanced chassis control system based at least in part upon predictions of force generating characteristics of tires of the vehicle and driver input signals. The advanced chassis control system of the vehicle is controlled in one manner if the tire is determined to be inflated, controlled in another, different manner if the tire is determined to be deflated. During normal driving, the chassis control systems can operate to control the vehicle according to the desires of the driver while accounting for at least one tire being deflated. During braking the controller can act to distribute braking forces in order to divert forces from the deflated tire to the inflated tires.

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: In a vehicle behavior control system, a target braking force applied to each wheel of the vehicle is obtained based on a master cylinder pressure so as to be proportional to a vertical load of each wheel. When it is determined that a braking force is applied to the vehicle running on a road with uneven friction coefficient, an excess yaw moment caused by the difference between the target braking force and an actual braking force is calculated. A steering angle is corrected with a correcting steering angle estimated based on the excess yaw moment. A yaw rate difference is calculated as a difference between a normal yaw rate and an actual yaw rate of the vehicle based on the steering angle that has been corrected. It is determined whether the vehicle behavior is deteriorated based on the yaw rate difference. The vehicle behavior is then controlled to reduce the yaw rate difference.

Abstract: A control system for an automotive vehicle having a vehicle body includes a sensor cluster having a housing oriented within the vehicle body. A roll rate sensor is positioned within the housing and generates a roll rate sensor signal corresponding to a roll angular motion of the sensor housing. A controller receives the roll rate sensor signal, the controller generates a residue signal in response to a sensor error or a measurement error. The controller sets a fault condition in response to the residue signal larger than a dynamic threshold and a magnitude of the roll rate signal above a fault condition threshold. The controller sets a fault flag in response to the fault condition indicated for a predetermined time during which no double wheel lift occurs.

Abstract: A control system (18) for an automotive vehicle (10) having a vehicle body has a roll angular rate sensor (34) generating a roll angular rate signal corresponding to an roll angular motion of the vehicle body. A controller (26) is coupled to roll rate sensor and a plurality of sensors. The controller (26) generates a linear road bank angle, first reference bank angle and a relative roll angle in response to the roll angle generator and the plurality of sensor signals. The controller (26) determines a first reference bank angle and generates a second reference bank angle in response to linear bank angle and a first reference bank angle, a bank angle adjustment factor. The bank angle adjustment is a function of a relative roll angle estimate. The controller (26) controls the safety system in response to the second reference bank angle estimate.

Abstract: An object of the present invention is to provide a vehicle control apparatus which makes it possible to share information by a plurality of devices and which can improve controllability. An OS switching means (OS-CH) switches a plurality of operating system (OS1, OS2). A shared object (CO) has a memory resource which can be referred to from the plurality of operating systems. The shared object (CO) shares at least road information, and the road information registered by the application of one of the operating systems can be referred to from the application of the other operating system.

Abstract: An automatic slowdown control apparatus for a vehicle is disclosed wherein automatic slowdown control can be ended appropriately and automatic slowdown is prevented from being performed excessively on a road of an ascending gradient. The automatic slowdown control apparatus starts automatic slowdown control of rendering a braking mechanism operative to slow down the vehicle when the stability of the posture and/or behavior of the vehicle upon turning is deteriorated. A control end threshold value is set such that the stability of the vehicle is displaced to the instability side as the ascending gradient of the uphill road increases.

Abstract: A control system for an automotive vehicle having a vehicle body includes a sensor cluster having a housing oriented within the vehicle body. A roll rate sensor is positioned within the housing and generates a roll rate sensor signal corresponding to a roll angular motion of the sensor housing. A controller receives the roll rate sensor signal and generates a reference roll angle. The controller also compares the reference roll angle to the roll rate sensor signal and generates a roll rate sensor fault signal in response a fault determined in said roll rate sensor.

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 traction distribution control system for a 4WD vehicle is constructed to calculate a difference gain in accordance with a difference in spinning state between main driving wheels, and determine a control signal for controlling traction distribution to driven wheels by multiplying a control amount by the difference gain.

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: An obstacle avoidance and vehicle stability system as provided that includes a plurality of wheels, each driven by an independent electric motor. Each of the electric motors provides rotational drive to its respective wheel. The electric motors may also provide braking through a retarding force. A controller is electrically connected to the electric motors. A plurality of vehicle sensors are electrically connected to the controller for detecting vehicle information indicative of vehicle stability. The controller receives information from the vehicle sensors and controls the electric motors and braking device to maintain vehicle stability, for example, during a hard braking maneuver to avoid a collision with an obstacle. The controller commands the appropriate electric motor and/or braking device to accelerate and/or decelerate the appropriate wheel to maintain control of the vehicle.