Abstract: The brake system of the invention, during the ABS control mode, corrects the target slip rate in accordance with the turning of the vehicle, and determines whether the vehicle is running on a poor surface road. If the vehicle is running on a poor surface road, the system sets a target slip rate that provides a greater longitudinal force than the aforementioned target slip rate.

Abstract: A supervisory diagnostics system and related method for providing vehicle diagnostics for an integrated vehicle stability system that monitors the state of health of sensors, actuators, vehicle sub-system and communication sub-systems that are used in the stability control system. The diagnostics system employs an algorithm to determine whether the various sensors, actuators and sub-systems are operating properly. The algorithm determines whether the components and sub-systems are outputting valid signals at a component level. The algorithm also determines whether a bias of the sensors is below a predetermined limit. The algorithm further determines whether a comparison between the outputs of redundant sensors is below a predetermined threshold for a predetermined period of time. The system also performs a state of health analytical comparison of all the system signals. The system will go in to a fail-safe mode if a fault is detected.

Abstract: The invention provides a roll-over suppressing control apparatus for a vehicle which can make a decision of a start of roll suppressing control appropriately in response to the degree of the possibility of turning over on its side of the vehicle. The roll-over suppressing control apparatus includes a braking mechanism for braking wheels of the vehicle, a roll rate sensor for detecting a roll rate of the vehicle, and a roll-over suppressing control section for controlling the braking mechanism so that, if the roll rate detected upon turning of the vehicle becomes equal to or higher than a control starting threshold value, then it is decided that the vehicle is in an excessively rolling state and braking force is applied to the wheels. The control starting threshold value is set to different values depending upon different types of turning of the vehicle (depending upon whether the turning is sudden steering back turning, moderate steering back turning or one-directional turning).

Abstract: A method and system for preventing rollover of a vehicle train comprising a tractor vehicle and a trailer vehicle. A control system is provided in the tractor vehicle which automatically initiates actuation of the braking system of the tractor vehicle and/or of the trailer vehicle if a danger of rollover of the vehicle train is recognized. A data signal from which it is possible to deduce the speed of at least one wheel of the trailer vehicle at the inside of a curve is transmitted from the trailer vehicle to the control system. The control system uses the data signal to recognize the danger of rollover of the vehicle train.

Abstract: The invention relates to a method for assisting the driver of a vehicle (10) when performing a driving maneuver, such as a parking or shunting maneuver. In this case, a reference trajectory (16) is determined, along which the vehicle (10) is to be moved. A steering wheel position to be set and controlling the vehicle along the reference trajectory (16) is indicated to the driver during the driving maneuver. The vehicle longitudinal speed is influenced independently of the driver in the event of a steering angle deviation between the actual steering angle actually set by the driver and the desired steering angle corresponding to the requested steering wheel position. As a result, the driver can be given a greater reaction time in order to set the indicated steering wheel position.

Abstract: In brake pressure estimating method and apparatus for an automotive vehicle, at a second wheel cylinder brake liquid pressure estimating, a vehicular state is detected and the second wheel cylinder brake liquid pressure for each road wheel is calculated from the detected vehicular motion state, and, at a master cylinder liquid pressure estimating, a master cylinder liquid pressure estimated value is outputted to make a difference between a first wheel cylinder brake liquid pressure estimated value based on a vehicle model and the second wheel cylinder brake liquid pressure estimated value based on a hydraulic unit model small to cause the master cylinder liquid pressure estimated value to be converged into a true value thereof.

Abstract: This device sets, upon executing only a roll-over preventing control, roll-over preventing braking force exerted on a front wheel at the outer side of the turning direction based upon a table value obtained through an absolute value |Gy| of an actual lateral acceleration and a predetermined table, and sets, upon executing only an US restraining control, US restraining braking force exerted on a rear wheel at the inner side of the turning direction based upon a table value obtained through an absolute value |?Gy| of a lateral acceleration deviation, that is a deviation between a target lateral acceleration and the actual lateral acceleration, and a predetermined table.

Abstract: In a vehicle dynamics control apparatus enabling vehicle dynamics control and lane deviation prevention control, a processor of a control unit is programmed for determining a driving stability including a vehicle driveability and a vehicle stability, based on at least a steer angle, and for executing the vehicle dynamics control by producing a yaw moment corresponding to a controlled variable of the vehicle dynamics control when the driving stability is deteriorated, and for executing the lane deviation prevention control by producing a yaw moment corresponding to a controlled variable of the lane deviation prevention control when there is a possibility of lane deviation. The processor is further programmed for softening a criterion, which is used to determine the driving stability, based on the controlled variable of the lane deviation prevention control, only when the vehicle dynamics control is inoperative.

Abstract: There is provided a deceleration control apparatus for an automotive vehicle, including a target vehicle speed calculation unit that calculates a target vehicle speed and a deceleration control unit that performs deceleration control on the vehicle so that the vehicle reaches the target vehicle speed. The target vehicle speed calculation unit has a first target vehicle speed calculating section to give as the target vehicle speed a first target vehicle speed value by dividing a multiplication product of an estimated road friction coefficient and a predetermined target lateral acceleration limit by a determined actual yaw rate, and a target vehicle speed correcting section to correct the target vehicle speed depending on an accelerator pedal depression and a detected actual lateral acceleration, so as to adjust the amount of deceleration control on the vehicle.

Abstract: A method for increasing the maneuverability and driving stability of an automotive vehicle during cornering, the rotational behavior or the wheel slip of the individual vehicle wheels is monitored, and the distribution of the brake force to the curve-outward wheels compared to the brake force conducted to the curve-inward wheels is varied in dependence on the wheel rotational behavior and on the slip of the wheels. When cornering is detected, a total deceleration of the vehicle that corresponds to the driver's request is determined, and a vehicle deceleration that corresponds to the driver's request is achieved by increasing the brake force at the curve-outward wheels and decreasing or maintaining the brake force at the curve-inward wheels.

Abstract: A control system for controlling a brake system of a braked vehicle during a turn, the vehicle having four wheels. The control system is configured to selectively modify a brake pressure applied to each of the wheels by the brake system. The control system is configured to receive a driver input relating to a brake pressure sought to be applied. The control system includes a controller for monitoring a slip status of each of the four wheels during a turn. The controller is configured to direct the brake system to independently increase, decrease, or hold the brake pressure applied to each of the four wheels based at least in part upon slip status of each respective wheel. The controller is configured to direct the brake system to modify the brake pressure applied to each of the wheels such that the brake pressure applied to a given wheel of the four wheels is always equal to or less than the brake pressure sought to be applied.

Abstract: In a method for regulating the driving stability of a vehicle pressures for individual brakes of the vehicle are determined in dependence on several input quantities so that the driving stability is enhanced by brake interventions at individual wheels. To enhance the driving stability of a vehicle, it is determined during stable driving performance whether in view of a highly dynamic steering maneuver there is a tendency to a subsequent unstable driving performance, and in this case brake pre-intervention will occur already when the vehicle exhibits a stable driving performance.

Abstract: A method, computer usable medium including a program, and a system for braking a vehicle during brake failure. The method and computer usable medium include the steps of determining a brake force lost corresponding to a failed brake, and determining a brake force reserve corresponding to at least one non-failed brake. At least one command brake force is determined based on the brake force lost and the brake force reserve. The at least one command brake force is applied to the at least one non-failed brake wherein at least one of an undesired yaw moment and a yaw moment rate of change are limited to predetermined values. The system includes a plurality of brake assemblies wherein a command brake force is applied to at least one non-failed brake.

Abstract: A vehicle stabilizing device for setting or modifying brake pressures in the wheel brakes of a braking system with diagonally divided braking circuits. To improve a stabilization of the vehicle in the case of understeering by an additional delay, a device for determining a understeering drive condition, a controller for calculating a desired speed or deceleration, and derived therefrom a deceleration braking force in accordance with the understeering drive condition, a braking force control which in the wheel brakes of the front axle sets a differential braking force between the wheel brakes, which corrects the understeering drive condition, in accordance with the deceleration control braking force are provided.

Abstract: A motion control device 10 for a vehicle exerts braking force only on the rear wheel at the inner side of the turning direction for generating a yawing moment on the vehicle only in the turning direction of the vehicle when an absolute value of an actual lateral acceleration Gy is not more than a value Gyth, i.e., when there is a small possibility of the occurrence of an excessive roll angle on the vehicle body, in case where the turning state of the vehicle is the understeer state. On the other hand, it exerts braking force not only on the rear wheel at the inner side of the turning direction, but also on the front and rear wheels at the outer side of the turning direction for generating a yawing moment in the direction opposite to the turning direction too, when the absolute value of the actual lateral acceleration Gy exceeds the value Gyth, i.e.

Abstract: A vehicle traction control system having capabilities for braking intervention and coefficient of friction detection is provided, a slipping wheel being braked by braking intervention if a slip threshold is exceeded. In order to improve the lateral stability of the vehicle when cornering on road surfaces having a low coefficient of friction, the slip threshold for the drive wheel on the outside of the curve is reduced independently of that of the drive wheel on the inside of the curve and is set to a lower value than that for the wheel on the inside of the curve.

Abstract: A brake control device for a vehicle controls a vehicle wheel by supplying a hydraulic pressure generated by a hydraulic pressure generating device to a wheel brake cylinder of the vehicle wheel when a brake operating member is not being operated. When the brake operating member is operated while the hydraulic pressure has been supplied to the wheel brake cylinder for the vehicle wheel, a hydraulic pressure control valve device for the other vehicle wheel is controlled for supplying the hydraulic pressure to a wheel brake cylinder for the other vehicle wheel. Therefore, the hydraulic pressure is supplied to the wheel brake cylinder for the other vehicle wheel as well.

Abstract: A device for a vehicle equipped with a wheel slip control system is described as having a determination device for determining first variables, each of which may be assigned to one wheel and/or the associated wheel brake. In addition, it includes a calculation device in which at least one second variable is calculated for at least one wheel axle of the vehicle from the first variables associated with the wheels of this wheel axle, this second variable being a measure of the difference between the first variables associated with this wheel axle. In addition, this device includes an averaging device in which a third variable is determined by averaging over time and/or filtering the at least one second variable, and it includes a comparator device which compares the value of the third variable with a preselectable limit value.

Abstract: The invention proposes a method for regulating a stability control system of a vehicle based on the forces acting at the center of each wheel of the vehicle. The actions of the driver, i.e. steering, acceleration or braking, produce forces (changes in forces) are transmitted by the tires to the ground. Control of the operating means of the vehicle (active anti-roll device, engine torque, braking torque, load per wheel or direction) utilizes instructions resulting from the actions of the driver to apply forces. The invention proposes a method of expressing, in terms of forces, the inputs of the driver as a function of the inertia of the vehicle body, velocity of forward movement of the vehicle, and angle at the steering wheel (steering wheel velocity and steering wheel acceleration). If the actual forces that are measured do not correspond to the forces desired by the driver, the active system compensates for this difference by acting on the force distributions in the chassis.

Abstract: A yaw stability system for a vehicle as well as methods for controlling yaw in a vehicle and estimating the retarding torque of an electromagnetic retarder. The yaw stability system includes a yaw rate sensor, a plurality of braking devices, and a control unit. The control unit communicates with the yaw rate sensor and is configured to identify a desired yaw rate, select one or more of the plurality of braking devices based on a yaw condition, and communicate a control command to one or more of the selected braking devices to induce a control yaw moment. The method for controlling yaw includes determining a vehicle yaw rate and desired yaw rate, calculating a yaw rate error, determining a control yaw moment using a sliding mode control law based on a lumped mass vehicle model, selecting one of the braking devices based on a vehicle yaw condition, determining a control command based on the control yaw moment, and communicating the control command to one of the selected braking devices.

Abstract: A method and apparatus for estimating vehicle yaw rate using a pair of single axis accelerometers that obviate the need for a gyroscope when used to provide a yaw rate estimate to a vehicle stability control system. The accelerometers are longitudinally aligned along an axis with one accelerometer in front of the vehicle center of gravity and one behind it. A method of estimating yaw rate uses a statistical estimating algorithm to process accelerometer inputs and a steer angle from a steer angle sensor on the vehicle.

Abstract: Device for detecting a detached tire of a vehicle. This device includes an arrangement for detecting the rotational movements of the wheels and generating first quantities that are dependent on the rotational movements detected. A comparison arrangement is also provided in which at least one comparison involving at least one of the first quantities is carried out, as well as an evaluation arrangement in which a signal is output as a function of the output of the at least one comparison. The at least one comparison carried out in the comparison arrangement is preceded by a sorting operation in which at least two of the first quantities are sorted by value; and a detached tire is detected as a function of the signal output by the evaluation arrangement.

Abstract: The performance of a system for controlling vehicle-movement dynamics, which operates by means of the braking system and the drive train of a vehicle in order to prevent lateral breakaway of the vehicle, is improved yet further for the case in which oversteering of the vehicle is to be compensated. To this end it is proposed, according to the invention, that a braking moment be produced, by means of the braking system, on the front wheel on the outside of the bend, and an additional drive moment be built up, by means of the drive train, on the driven wheels.

Abstract: A vehicular brake system includes a brake actuator that enables brake assist to be carried out, the brake assist increasing a braking force exhibited by wheel brakes in response to a braking operation input by a vehicle driver in comparison with the braking force when it is unassisted. The system further includes braking operation detection means for detecting a braking operation by the driver; emergency avoidance steering operation detection means for detecting an emergency avoidance steering operation by the driver, and actuator control means for controlling operation of the brake actuator so as to carry out the brake assist in response to the detection means detecting a braking operation while an emergency avoidance steering operation is being detected by the detection means or during a period from the detection of the emergency avoidance steering operation by the detection means to the time when a predetermined period of time has elapsed after the detection has ended.

Abstract: A method for installation alignment of an inertial reference unit (IRU) with vehicle axes when the IRU is installed within the vehicle is provided. The vehicle axes include roll, pitch, and yaw axes. The method includes recording vehicle angular position data including roll and pitch, using an angular position measurement device with the vehicle being in a starting position, recording IRU data including roll and pitch, receiving measured nose plunge data, computing initial roll and pitch misalignment corrections, applying initial roll and pitch misalignment corrections to measured nose plunge data. A nose plunge yaw misalignment is determined using corrected nose plunge data and utilized to adjust the assumed heading reference.

Abstract: The present invention relates to a method for regulating the driving stability of a vehicle, wherein pressures for individual brakes of the vehicle are determined in dependence on several input quantities so that the driving stability is enhanced by brake interventions at individual wheels. To enhance the driving stability of a vehicle, it is determined during stable driving performance whether in view of a highly dynamic steering maneuver there is a tendency to a subsequent unstable driving performance, and in this case brake pre-intervention will occur already when the vehicle exhibits a stable driving performance.

Abstract: A control unit of a control system for wheel-specific braking torque control is provided for a vehicle having an electronically controlled transmission. The control unit records the speeds of all wheels of the vehicle for the purpose of recognizing wheel slippage. The control unit records at least one vehicle dynamics operating parameter of the vehicle as an input signal, which can be recognized by a yawing of the vehicle. In the case of slippage on at least one wheel of an axle and when yawing of the vehicle takes place, the control unit initiates an up-shifting process in the transmission in order to reduce the engine torque by a certain torque amount. At the same time, the control unit initiates a braking intervention on both wheels of the other axle, i.e. the axle without the wheel slippage, in order to increase the braking torque by the same torque amount.

Abstract: A vehicle chassis control stores first and second calibrated values of a predetermined braking parameter and a steering correction parameter. The control includes apparatus for detecting a split coefficient condition with respect to the road surface; and, when it does and a braking signal is present, the control actuates braking apparatus for a wheel on the side of the vehicle having the higher coefficient of friction with the first calibrated value of the predetermined braking parameter and simultaneously actuates the steering apparatus with a steering correction to compensate for yaw induced by braking on the split coefficient road surface. If the steering correction is not available, however, the braking apparatus is actuated for the wheel having the higher coefficient of friction with the second calibrated value of the predetermined braking parameter without simultaneously actuating the steering apparatus with the steering correction.

Abstract: A method and computer usable medium, including a program, for vehicle stability control. A rear axle cornering stiffness coefficient in a linear handling range is determined. A first understeer coefficient in a linear handling range is determined. A desired lateral acceleration is determined based on the first understeer coefficient. A second understeer coefficient is determined based on a limited magnitude of the desired lateral acceleration. A desired yaw rate is determined based on the second understeer coefficient. A desired lateral velocity is determined based on the desired yaw rate and the rear axle cornering stiffness coefficient.

Abstract: A misalignment detection system (12) for steering systems of an automotive vehicle (10) includes a logic device (14) coupled to a vehicle speed sensor (18) and a steering wheel angle sensor (20). The logic device is also coupled to a memory (16) that is used to store a steering wheel ratio map and a historic steering wheel angle or a wheel angle value derived from an automobile manufacturer's wheel alignment specification. The logic device (14) compares the signal from the steering wheel angle sensor (20) with the stored value of either the historic steering wheel angle or the value derived from the manufacturer's alignment specifications at a given vehicle speed to determine error. An indicator (28) may provide an indication to the vehicle operator to signal the presence of the misalignment condition of the steering system.

Abstract: A “drive by wire” system reverts to a safe condition if an error affecting safely is identified. The system includes a steerable wheel, a steering device, and control computers linked to sensor(s) which detect movement and position of the steering wheel. The system includes positioning devices mechanically coupled to the steerable wheel and controllable by one of the control computers and majority voting units. The positioning unit is actively controllable by its assigned control computer. The control computers determine their own condition and the condition of the system by model-based calculations, using measured values detected by the sensors and switch over from, the currently active control computer to the control computer assigned to the other positioning unit, if deviations from the model forecasts in a majority of the control computers are indicated.

Abstract: A sensor system with monitoring device wherein the sensor system includes at least two redundant sensors for gathering a process reference variable or process measured variable of a process, and in that the monitoring device includes a first subtractor for producing a first difference between the sensor output signals, a first and a second differentiator for the time derivative of the sensor output signals, a second subtractor for producing a second difference between the differentiated sensor output signals, and a fault analysis device by which the first and the second difference is respectively compared with a predeterminable first or second threshold value, and a fault message is produced when at least one of the differences exceeds the threshold value concerned.

Abstract: A system and a method for dynamically estimating the vehicle longitudinal and lateral velocities based on information gathered from four sensors measuring the longitudinal acceleration, lateral acceleration, wheel speed and yaw rate. The present invention provides a linear-parameter-varying state observer in conjunction with a gain scheduled state observer to provide good estimation of the vehicle motion in linear and non-linear ranges. The present invention is not dependent on variations in vehicle parameters, requires low computing power, and achieves improved estimation by adjusting the observer gains according to the changing yaw rate.

Abstract: Vehicular dynamic controlling apparatus and method for an automotive vehicle which can achieve a desired yaw rate output in response to a steering input by a vehicular driver even when the controlled vehicle is running in such a cornering limit range such that a vehicular lateral acceleration is relatively large without giving a steering maneuver different from that the vehicular driver desires to the vehicular driver.

Abstract: A method for detecting misalignment in a motor vehicle sensor system, in which signals are emitted, signals reflected by a stationary object are received, and a relative angle and a relative distance or a longitudinal displacement and a transverse displacement between the detected object and a reference axis of the motor vehicle as well as a relative velocity between the detected object and the motor vehicle are determined on the basis of the signals emitted and received. A correction value is determined for the relative angle on the basis of the relative angle, the relative distance, and a velocity of the vehicle in question or on the basis of the longitudinal displacement, the transverse displacement, and the vehicle's own velocity.

Abstract: A device for detecting a pendulum motion of a vehicle. The device includes at least one first ascertainment arrangement, with which a lateral-motion-dynamics quantity is ascertained that represents the lateral motion dynamics of the vehicle. In addition, the device includes a second ascertainment arrangement with which a speed quantity is ascertained that describes the vehicular speed. With the aid of a third ascertainment arrangement it is ascertained, as a function of the at least one lateral-motion-dynamics quantity and the speed quantity, whether a pendulum motion of the vehicle exists. For that purpose, it is at least checked whether the at least one lateral-motion-dynamics quantity is greater than an associated threshold value and the speed quantity is greater than an associated threshold value. A pendulum motion of the vehicle exists when the lateral-motion-dynamics quantity is greater than the associated threshold value and when the speed quantity is greater than the associated threshold value.

Abstract: A method for the open-loop or closed-loop control of the braking action at at least one wheel of a vehicle. In this method, a transverse-dynamics quantity is ascertained which describes the transverse dynamics of the vehicle. As a function of a vehicle-dynamics quantity which describes the vehicle dynamics, or a wheel-dynamics quantity which describes the wheel dynamics of at least one wheel, it is determined whether a driver-independent braking intervention is necessary. In the event that a driver-independent braking intervention is necessary, a pulse-shaped signal is determined for triggering the actuators assigned to at least one wheel. The first pulse of the pulse-shaped signal is influenced in its time duration as a function of the transverse-dynamics quantity.

Abstract: A method and device for monitoring a plurality of sensors detecting a process comprising the following steps: detecting time variations of the output signals of the sensors, comparing and testing the variations in view of their plausibility which is determined by the dependencies of the sensor output signals given by the process, and producing an error message (FM) in the absence of plausibility. A preferred application of the present method prevails in an ESP system for vehicles which is controlled by a microprocessor unit, wherein the process is the electronic driving stability program, and the sensors comprise a yaw rate sensor, a transverse acceleration sensor, and a steering angle sensor, and the method is implemented by a subprogram in the microprocessor unit.

Abstract: In a brake pressure control system for ABS control, traction control or vehicle motion control, a control unit controls each of pressure control solenoid valves in a PWM (pulse width modulation) control mode to prevent pulsation in the wheel cylinder pressure during the presence of a predetermined temperature or pressure condition, and a non-PWM control mode in the absence of the predetermined condition. The control unit includes a process section such as a computer and a PWM switch section including subsections each for a unique one of the solenoid valves. The process section has a single PWM port connected through a PWM signal line to each subsection of the PWM switch section.

Abstract: A vehicle includes four wheels, a drive axle, a power train which connects a vehicle engine to the drive axle via a transmission, a clutch, and an axle differential, a brake system, which may brake at least the wheels associated with the drive axle independently of the other wheels, a steering system which includes a manual steering device, at which a driver may set a steering angle for steerable wheels, and a control system, which brakes at least the drive axle wheel inside the curve and generates a steering-supporting braking torque on this wheel below a predefined vehicle velocity and as of a predefined steering angle. In order to improve the steering support, the control system monitors the status of the transmission and/or the clutch, the control system actuating the brakes of the appropriate wheel as a function of this status in order to generate the steering-supporting braking torque.

Abstract: A system and method of vehicle stability enhancement control the method comprising the steps of determining a Delta Velocity of the vehicle, determining one of an understeer and an oversteer condition of the vehicle, applying a percentage of the Delta Velocity to an outside front and an outside rear wheel in the oversteer condition, and applying a percentage of the Delta Velocity to an inside front and an inside rear wheel in the understeer condition. The system and method may further comprise the step of applying the Delta Velocity to a rear wheel during the oversteer condition or applying the Delta Velocity to a front wheel during the understeer condition using fluid pressure from a master cylinder when braking is occurring.

Abstract: In a posture control apparatus controlling the posture of a vehicle in yawing direction by independently controlling brakes of the wheels, intervention of a first understeer control suppressing an understeering tendency is carried out when the understeering tendency of the vehicle is stronger than a preset reference value. Moreover, intervention of a second understeer control, in which the control amount is lower than in the first understeer control, is carried out when the actual yaw rate does not make a predetermined change with respect to a change of a steering wheel angle, thus improving the sense of stability and the controllability felt by the driver.

Abstract: A method of determining the direction of travel of a vehicle independent of the transmission gear position. A plurality of yaw rate values are utilized, which are summed or integrated over a period of time to generate a plurality of yaw rate sum values. The sign of each yaw rate sum value is compared. This comparison of the signs of each yaw rate sum value results in a confidence value that is used to determine the direction of travel. Preferably, the actual gear position, a calculated gear ratio, and the vehicle's velocity are used to build confidence in the resulting confidence value given above.

Abstract: There is disclosed a method for integrating a vehicle stability enhancement system and rear wheel steering. The method includes inputting a vehicle speed and measured vehicle yaw rates. Determining a front and rear wheel steer angle. Calculating a desired yaw rate. Comparing the measured yaw rate with the desired yaw rate to determine a yaw error term. Applying a braking force to a wheel of a vehicle imparting a yaw moment based upon the magnitude of the error term calculated. The rear wheel steer angle is taken into account in calculating a desired yaw rate.

Abstract: A brake system control method, comprising the steps of: measuring a set of vehicle parameters including steering wheel angle, vehicle speed, lateral acceleration and vehicle yaw rate; responsive to the measured parameters using an observer to estimate lateral velocity of the vehicle, wherein the observer contains (a) an open loop dynamic model of the vehicle responsive to the measured vehicle speed and the measured yaw rate, (b) a closed loop term responsive to a first error between the measured yaw rate and a predicted yaw rate, a second error between a previously estimated lateral velocity and a predicted lateral velocity and a third error between the measured lateral acceleration and a predicted lateral acceleration; estimating a vehicle slip angle responsive to the estimate of lateral velocity; determining a control command responsive to the vehicle slip angle; and controlling an actuator responsive to the control command.

Abstract: The present invention is directed to a vehicle motion control system, which includes wheel brake cylinders, an automatic hydraulic pressure generating apparatus for generating a hydraulic braking pressure irrespective of operation of a brake pedal, a hydraulic pressure control valve device disposed between the pressure generating apparatus and the wheel brake cylinders to control the hydraulic braking pressure in each wheel brake cylinder, and a controller for controlling the pressure generating apparatus and the valve device in response to conditions of vehicle motion, and performing an automatically pressurizing control to the wheel brake cylinders at least when a brake pedal is not depressed, to perform a vehicle motion control.

Abstract: A method for estimating the yaw rate of a vehicle. The method includes receiving at least one signal indicative of a vehicular lateral acceleration and receiving at least one signal indicative of a vehicular wheel velocity. A plurality of yaw rate estimation functions are provided. A first yaw rate estimation function of the plurality of yaw rate estimation functions is selected in response to at least one of the received signals. A first estimated yaw rate is estimated in accordance with the selected first yaw rate estimation function and at least two signals each indicative of a wheel velocity. If the first estimated yaw rate is not within a threshold value of an actual measured yaw rate, a second yaw rate estimation function is selected to obtain a second estimated yaw rate using a signal indicative of lateral acceleration for correlation with the actual measured yaw rate.

Abstract: In a method for increasing the maneuverability and driving stability of an automotive vehicle during cornering, the rotational behavior or the wheel slip of the individual vehicle wheels is monitored, and the distribution of the brake force to the curve-outward wheels compared to the brake force conducted to the curve-inward wheels is varied in dependence on the wheel rotational behavior and/or the slip of the wheels. When cornering is detected, a total deceleration of the vehicle that corresponds to the driver's request is determined, and a vehicle deceleration that corresponds to the driver's request is achieved by increasing the brake force (&Dgr;P1) at the curve-outward wheel(s) and decreasing or maintaining the brake force at the curve-inward wheels.

Abstract: Two brake circuits (1, 2) each comprise at least one wheel brake (VL, VR, HL, HR), a fluid control module (38, 42, 44; 40, 46, 48; 24) for fluid pressure control at the at least one wheel brake, and at least one brake line (50, 52; 54, 56) for connecting the fluid control module to the at least one wheel brake, such that only one brake line is connected to each wheel brake. In order to increase the safety of the vehicle brake system during braking with only one intact brake circuit, according to the invention in the vehicle brake system a sensor arrangement (58) for determining failure of a brake circuit is provided, and the fluid control modules in the event of failure of a brake circuit are capable of controlling the fluid pressure at the at least one wheel brake of the intact brake circuit in such a way that the gradient of a developing yawing moment (G) of a vehicle provided with the vehicle brake system does not exceed a predetermined maximum value.

Abstract: A vehicle brake control providing understeer correction through an increase in differential brake pressure favoring the inside wheel applies the increase, in the absence of anti-lock braking activity, across the rear wheels unless one or more sensors indicates a likely low traction condition on the inside rear wheel, in which case the increase is applied to the front pair of wheels. Preferred sensors include a suspension position sensor for the inside rear wheel or other sensor derived information from a suspension control system that indicates large body roll in a turn together with forward body pitch. In the absence of a suspension control system, preferred sensors include vehicle lateral and longitudinal accelerometers indicating vehicle roll and pitch together with a steer angle sensor indicating a significant turn. An indication could also be derived from a normal force sensor on the wheel or normal force information derived from other sensors such as a tire pressure sensor.