Abstract: A damping force control device (1) for a shock absorber (Dn) interposed between a sprung member (Bn) and an unsprung member (Wn) of a vehicle (A) comprises a damping force varying mechanism (3) which varies a damping force generated by the shock absorber (Dn). The device (1) comprises a control portion (2) which calculates a deviation (?n) between a damping force target value (Fsn) and a damping force (Fn) currently generated by the shock absorber (Dn) (S205), and feedback-controls the damping force varying mechanism (3) according to the deviation (?n) such that the damping force generated by the shock absorber (Dn) coincides with the damping force target value (Fsn) (S206-S209).

Abstract: A damping force control device (1) for a shock absorber (Dn) interposed between a sprung member (Bn) and an unsprung member (Wn) of a vehicle (A) comprises a damping force varying mechanism (3) which supplements a minimum damping force (Fdn) that can be generated by the shock absorber (Dn) with a variable damping force (Fcn). The device (1) comprises a control portion (2) which calculates a deviation (?n) between a damping force target value (Fsn) and the minimum damping force (Fdn) (S207), and open-loop controls the damping force varying mechanism (3) using a variable damping force (Fcn) calculated on the basis of the deviation (?n) such that the damping force generated by the shock absorber (Dn) coincide with the damping force target value (Fsn) (S208-S212), thereby optimizing damping force control of the shock absorber (Dn), which has a non-linear damping characteristic.

Abstract: Described is a device for stabilizing a vehicle in critical driving situations, including a vehicle dynamics control system having a control unit, including a vehicle dynamics control algorithm, and at least one actuator and an additional vehicle stability system having an associated actuator. Vehicle dynamics control may be executed in a particularly simple and trouble-free manner when the vehicle dynamics control algorithm is retrofitted with a distribution function which derives an actuating request for an actuator of the vehicle dynamics control system as well as an actuating request for at least one actuator of the vehicle stability system from a controller output variable.

Abstract: A roll control system (16) for an automotive vehicle (10) is used to detect if one of the plurality of wheels (12) is lifted. The system generates a pressure request to determine if the wheel has lifted. A roll control pressure request may also be generated. The wheel lift pressure is suppressed in response to the roll control pressure request. The system may also store a peak wheel speed after the initiation of a build cycle so that the peak wheel speed is used in the wheel lift determination. Also, the system may have an ABS monitor mode which uses the build and release cycles of the ABS system to determine whether a wheel has lifted.

Abstract: A damping adjusting/controlling system is provided for a vehicle having two front shock-absorbers and two rear shock-absorbers. Each shock-absorber includes a piston rod having a central rod mounted therein. The damping adjusting/controlling system includes two front motors and two rear motors for driving the central rods of the front and rear shock-absorbers, respectively. Front and rear motor controller are mounted to front and rear portions of the vehicle and electrically connected to the front and rear motors, respectively. A main controller is operable to proceed with bidirectional information transmission/reception between a programmed chip of the main controller and programmed chips of the front and rear motor controllers to drive at least one of the front and rear motors, thereby adjusting a height of the central rod and a damping state of at least one of the front and rear shock-absorbers.

Abstract: An apparatus and method for measuring the speed of a moving object is provided. A first acceleration along the moving direction of the moving object and a second acceleration along the lateral direction of the moving object are measured. A first angular speed along the lateral direction of the moving object and a second angular speed along the lower direction of the moving object are measured. The roll angle of the moving object using the second acceleration, the second angular speed, and a previous speed of the moving object in the moving direction of the moving object, and a previous road inclination angle with respect to the moving direction of the moving object are calculated. A road inclination angle is calculated using the calculated roll angle, the first angular speed, and the second angular speed.

Abstract: A method and algorithm for semi-active suspension damper control is described. The algorithm controls the damper setting to limit vehicle body movement in terms of body modal velocities of heave, roll and pitch. The main input, body movement, is measured with accelerometers. The control output comprises a request in percent of damper control range. Vehicle speed-dependent minimum and maximum limits are applied. The method includes monitoring vehicle speed and a modal sensing system. A common damping rate for the dampers is determined based upon parameters for speed, heave, pitch, and roll. Each damper is controlled based upon the common damping rate adjusted based upon a location of each of the controllable suspension dampers. The output comprises a single signal, translated to a front and rear setting. The purpose is to always have a balanced setting of the four dampers.

Abstract: A method of densensitizing includes determining a relative roll angle, determining when the vehicle is in a transitional maneuver, and when the vehicle is in a transitional maneuver, setting a roll signal for control to the relative roll angle, reducing control effort and controlling a safety system (38) correspondingly.

Abstract: An event discrimination methodology executes multiple versions of the same or different event discrimination algorithms and logically or arithmetically combines their outputs to distinguish between specified events and non-events. One given algorithm is repeatedly executed with different sets of calibration data, or alternately, a number of different algorithms are executed. In cases where the algorithm results are arithmetically combined, the weights accorded to each algorithm result are dynamically adjusted based on driver input or vehicle dynamic behavior data to accord highest weight to the algorithm(s) calibrated to identify events associated with the detected driver input or vehicle dynamic behavior.

Abstract: A method a operating a traction control system using a traction controller (30) for an automotive vehicle (10) is provided. A slip target is first determined. Then, an operating temperature turning characteristic or slope of the slip curve may, in combination or alone, be used to adjust the slip trigger threshold above the slip target. Traction control mode is entered when the driven wheel speed is above the slip trigger threshold.

Abstract: A vehicle control system for controlling a vehicle having a body, a pair of front wheels, and a pair of rear wheels, including a body-height adjusting device which adjusts four body heights each of which is defined as a relative-position relationship between corresponding one wheel of the pair of front wheels and the pair of rear wheels, and the body; and a brake-operation-force control device which controls respective operation forces of a pair of front-wheel brakes and a pair of rear-wheel brakes that restrain respective rotations of the pair of front wheels and the pair of rear wheels.

Abstract: A first method of the invention is for establishing a limit on the time rate of change of a damper command signal applied to a damper associated with a wheel of a vehicle, wherein the damper has damping characteristics, wherein a change in the damper command signal changes the damping characteristics, and wherein the damper command signal is derived at least from an algorithm for vehicle body control. The first method includes steps a) through c). Step a) includes identifying a noise indicating signal predictive of noise occurring in the vehicle due to operation of the damper, wherein the noise indicating signal is derived from the algorithm. Step b) includes calculating the noise indicating signal. Step c) includes determining the limit based at least on the calculated noise indicating signal.

Abstract: An apparatus for detecting a rollover of a vehicle is provided. The apparatus comprises a detector, memory unit, calculator, and rollover determination unit. The detector detects a roll angular velocity of the vehicle. The memory unit memorizes a value of the roll angular velocity detected by the detector. The calculator calculates a predictive value to the roll angular velocity to be expected when a predetermined period of time elapses, by using a past value of the roll angular velocity of the vehicle, the past value being memorized in the memory unit. The rollover determination unit determines whether or not there is a possibility that the vehicle will make a rollover, on the basis of the predictive value to the roll angular velocity.

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 method for balancing vibrations in a rotating machine is provided. The rotating machine has a first and a second plane of imbalance. The method includes determining a first set of solution mass vectors that includes a first solution mass vector for the first plane and a first solution mass vector for the second plane. Each first solution mass vector includes a mass and a phase angle. A first phase difference between a phase angle of the first solution mass vector for the first plane and a phase angle for the first solution mass vector for the second plane is calculated. The first phase difference is compared to a pre-selected value. If the first phase difference is less than the pre-selected value, the first set of solution mass vectors is retained. The first set of solution mass vectors is then incremented to create a second set of solution mass vectors that includes a second solution mass vector for the first plane and a second solution mass vector for the second plane.

Abstract: A rolling motion stability control apparatus restrains a roll increasing tendency of a vehicle, with each wheel of the vehicle being braked by a wheel brake device. A first braking force control device is provided for applying a first braking force to the wheel, when the vehicle is turned to one direction. A second braking force control device is provided for applying a second braking force to the wheel, when the vehicle is turned to the other direction. A terminating control adjustment device is provided for adjusting the braking force control devices to continue the first braking force being applied, until the second braking force is initiated to be applied, when the vehicle is turned to the one direction, and then to the other direction.

Abstract: A vehicle control system includes a housed sensor cluster generating a plurality of signals. An integrated controller includes a sensor signal compensation unit and a kinematics unit, wherein the sensor signal compensation unit receives at least one of the plurality of signals and compensates for an offset within the signal and generates a compensated signal as a function thereof. The integrated controller further generates a kinematics signal including a sensor frame with respect to an intermediate axis system as a function of the compensated signal and generates a vehicle frame signal as a function of the kinematics signal. A dynamic system controller receives the vehicle frame signal and generates a dynamic control signal in response thereto. A safety device controller receives the dynamic control signal and further generates a safety device signal in response thereto.

Abstract: In a rollover judging device for a vehicle, an acceleration differential value of an acceleration of a vehicle in a lateral direction is calculated. And a roll angle of the vehicle is calculated from a roll rate. Then, the acceleration differential value is compared with a predetermined value corresponding to respective roll angles, to judge a trip-type rollover of the vehicle.

Abstract: A control system (18) and method for an automotive vehicle (10) used for detecting lift of a wheel includes a speed sensor (20) coupled to the wheel producing a wheel speed signal and a torque control system (57) coupled to the wheel for generating an operating input torque to the wheel. A controller (26) is coupled to the torque control system (57) and the wheel speed sensor (20). The controller (26) determines a wheel response to the operating input torque and generates a wheel lift signal as a function of the operating input torque, the wheel speed signal and the wheel response.

Abstract: A system for sensing relative position between chassis (5a, 5b) and axle (3) on a vehicle, which vehicle is provided with a so-called V-rod (1) mounted between the chassis (5a, 5b) and the axle (3) where the pointed end of the V is connected by a ball joint (2) to the axle (3) of the vehicle and the opposite ends (1a, 1b) of the V-rod (1) are connected to the chassis (5a, 5b) of the vehicle, which ball joint (2) comprises a partly ball-shaped body (8) permanently fixed to the axle or the v-rod, encircled by a complementarily shaped collar (9) arranged round the whole or parts of the ball-shaped body (8) which ball joint (2) is covered by a cap or housing.

Abstract: A system (18) for controlling a safety system (44) of an automotive vehicle (10) includes a longitudinal acceleration sensor (36), a vehicle speed sensor (20), a lateral acceleration sensor (32), a yaw rate sensor, and a controller (26). The controller (26) determines a reference pitch in response to the longitudinal acceleration signal and the vehicle speed signal and a reference roll angle in response to the yaw rate signal, the wheel speed signal and the lateral acceleration signal. The controller (26) determines a roll stability index and a pitch stability index. The controller (26) determines an adjusted pitch angle in response to the reference pitch angle and the pitch stability index and an adjusted roll angle in response to the reference roll angle and the roll stability index. The controller (26) controls the safety system (44) in response to the adjusted roll angle and the adjusted pitch angle.

Abstract: The invention is directed to a method for operating a level control system of a motor vehicle which includes: a control apparatus, sensors for the direct or indirect determination of the distance of the vehicle chassis to the axles of the vehicle wheels; and, actuators for adjusting the distance of the vehicle chassis to these wheel axles. In the method, the control apparatus checks in a desired-actual comparison based on determined measured values whether the inclination of the vehicle chassis exceeds predetermined limit values. When these limit values are exceeded, one or several of the actuators are actuated in order to obtain a level compensation in the sense of a horizontal alignment of the vehicle chassis. To avoid a turnover of the vehicle (1) in an operating situation on a slope (2), the level compensating control activity is prevented by the control apparatus when the vehicle (1) is disposed in a slope and slant position (angles ?, ?) which is impermissible for vehicle safety.

Abstract: A method determines a driving state from a plurality of driving states sorted in accordance with the degree of danger thereof. In the method, at least one test criterion for at least one driving parameter is allocated to each of the driving states. At least one of the driving parameters is detected and, based on the driving parameter, a test is made to determine if one of the driving states from the plurality of driving states is present. This testing is in a time sequence starting with the most dangerous of the driving states by evaluating the test criterion corresponding thereto.

Abstract: A reconfigurable rollover event detection methodology utilizes an existing body of vehicle sensor data. A number of different algorithms or look-up modules develop rollover detection outputs based on different sets of sensor data, and a meta-algorithm combines the various rollover detection outputs to form a single rollover detection output. The number of individual rollover detection outputs is configurable depending on the extent of the available sensor data in a given vehicle and changes in sensor availability that occur due to sensor and communication failures.

Abstract: A regulatable spring-and-damper system in a vehicle comprises a passive spring element and a damping element which is mounted in parallel and is configured with a damping characteristic that can be regulated in a variable manner and is determined by comparison with a reference system that can be actively regulated.

Abstract: An active suspension system for a vehicle including elements for developing and executing a trajectory plan responsive to the path on which the vehicle is traveling. The system may include a location system for locating the vehicle, and a system for retrieving a road profile corresponding to the vehicle location.

Abstract: A roll stability control system (18) for an automotive vehicle (10) includes an external environment sensing system, such as a camera-based vision system, or a radar, lidar or sonar-based sensing system (43) that generates image, radar, lidar, and/or sonar-based signals. A controller (26) is coupled to the sensing system and generates dynamic vehicle characteristic signals in response to the image, radar, lidar, or sonar-based signals. The controller controls the rollover control system (18) in response to the dynamic vehicle control signal. The dynamic vehicle characteristics may include roll related angles, angular rates, and various vehicle velocities.

Abstract: The present invention provides a method of controlling an actuator assembly for suspension systems. The actuator assembly control method of the present invention is possible to control the actuator assembly according to conditions of vehicle velocity and steering angle or vehicle velocity and steering angular velocity, thus reducing energy consumption, thereby increasing the efficiency of the actuator assembly.

Abstract: A control system manages yaw-plane motion, while simultaneously comprehending and managing roll motion. The system reduces excessive maneuver-induced roll motion by properly shaping yaw-plane motion, which may include increasing yaw damping and/or decreasing a yaw gain, under various conditions, to avoid excessive excitation of roll dynamics.

Abstract: A vehicle dynamics behavior reproduction system capable of describing accurately behavior of a motor vehicle in a lateral direction even for nonlinear driving situation includes a vertical wheel force arithmetic module (105), a lateral wheel force arithmetic module (110), a cornering stiffness adaptation module (115), a state space model/observer unit (120), a selector (130), a delay module (135), and a tire side slip angle arithmetic module (125). Vertical wheel forces (FZij) and tire side slip angles (?ij) are determined by using sensor information and estimated values while lateral wheel forces (FYij) are determined in accordance with a relatively simple nonlinear approximation equation. The lateral wheel force (FYij) and the tire side slip angle (?ij) provide bases for adaptation of cornering stiffnesses at individual wheels. Vehicle motion is accurately described to a marginal stability by using adapted cornering stiffnesses (Cij) and other information.

Abstract: A rollover detection apparatus and method are provided for anticipating a potential vehicle rollover event. The apparatus includes an input for receiving a plurality of input signals including sensed parameters of the vehicle. A first memory buffer stores data representative of one or more predetermined driving scenarios that represent possible rollover scenarios. A second memory buffer stores data representative of a history of recent conditions of the vehicle based on the plurality of sensed vehicle parameters. The apparatus further includes a processor for comparing the data representative of a history of recent driving events to the data representative of one or more predetermined driving scenarios. The processor further determines a possible rollover event of the vehicle based on the comparison and generates an output signal indicative thereof.

Abstract: A method and apparatus for locating position of a GPS device is described. In one example, a wireless carrier is provided in communication with the GPS device. The wireless carrier is configured to provide an approximate position of the GPS device. A server is provided for generating an initialization packet having a satellite orbit model configured for the approximate position. The GPS device is configured to compute pseudo-noise code phase information using the satellite orbit model of the initialization packet. The server is configured to compute position of the GPS device using the pseudo-noise code phase information. A web portal is provided to facilitate communication among the GPS device, the wireless carrier, and the server. In one example, a position request is generated at the web portal. In another example, the position request is generated at the GPS device.

Abstract: A device and the method are for the recognition and rectification of the danger of rollover of a vehicle, outfitted with a regulating system, about a vehicle axis oriented in the longitudinal direction of the vehicle. The regulating system controls actuators using its output signals in accordance with the output signal values. A variable describing the transverse dynamics of the vehicle is determined for the recognition of the danger of a rollover. This variable describing the transverse dynamics of the vehicle is compared to at least one characteristic value, e.g., a threshold value. In the case in which the variable describing the transverse dynamics of the vehicle is greater than, or equal to the characteristic value, the number of all possible combinations of output signal values that may be supplied to the actuators by the regulating system for stability regulation is restricted.

Abstract: A control system (18) for an automotive vehicle (10) has a roll angular rate sensor (34) and a lateral accelerometer (32) that are used to determine the body roll angle of the vehicle when a rollover event has been sensed. A rollover event sensor (27) may be implemented physically or in combination with various types of suspension, load or other types of lifting determinations.

Abstract: A system determines three-dimensional attitude of a moving platform using signals from two closely spaced Global Positioning System (GPS) antennas. The system includes three rate gyroscopes and three accelerometers rigidly mounted in a fixed relationship to the platform to aid in determining the attitude. The system applies signals from one of the two GPS antennas to sufficient channels of a GPS receiver to support navigation. The system applies signals from a second of the two GPS antennas to the additional receive channels to support interferometry. The system resolves the ambiguity normally associated with the interferometric heading solution by having closely spaced GPS antennas, and uses interferometry to refine a coarse heading estimate from a GPS plus Inertial Measurement Unit (IMU) transfer alignment solution. The system achieves sub-meter spacing of the two GPS antennas by merging many temporal interferometric measurements and the attitude memory provided by the IMU time-history solution.

Abstract: A control system (18) and method for an automotive vehicle (10) used for detecting lift of a wheel includes a passive wheel lift detector (58) that generates a passive wheel lift signal, an active wheel lift detector (60) that generates an active wheel lift signal, and an integrated wheel lift detector (62) coupled to the passive wheel lift detector (58) and the active wheel lift detector (60). The integrated wheel lift detector (62) generates a final wheel lift signal in response to the passive wheel lift signal and the active wheel lift signal. The final wheel lift signal may be used to control a safety device such as a rollover prevention system.

Abstract: A stability control system (24) for an automotive vehicle as includes a plurality of sensors (28–37) sensing the dynamic conditions of the vehicle and a controller (26) that controls a distributed brake pressure to reduce a tire moment so the net moment of the vehicle is counter to the roll direction. The sensors include a speed sensor (30), a lateral acceleration sensor (32), a roll rate sensor (34), and a yaw rate sensor (20). The controller (26) is coupled to the speed sensor (30), the lateral acceleration sensor (32), the roll rate sensor (34), the yaw rate sensor (28). The controller (26) determines a roll angle estimate in response to lateral acceleration, roll rate, vehicle speed, and yaw rate. The controller (26) changes a tire force vector using brake pressure distribution in response to the relative roll angle estimate.

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) has a first roll condition detector (64A), a second roll condition detector (64B), a third roll condition detector (64C), and a controller (26) that uses the roll condition generated by the roll condition detectors (64A–C) to determine a wheel lift condition. Other roll condition detectors may also be used in the wheel lift determination. The wheel lift conditions may be active or passive or both.

Abstract: A method of controlling a safety system 38 of a vehicle 10 include determining a roll rate, determining a first control pressure in response to roll rate, determining a roll angle, and determining a second control pressure in response to the roll angle. The method further includes determining a final control pressure in response to the first control pressure and the second control pressure and controlling the safety system in response to the final control pressure.

Abstract: An integrated sensing system for an automotive vehicle includes a plurality of sensors sensing the dynamic conditions of the vehicle. The sensors include a sensor cluster, a steering angle sensor, wheel speed sensors, any other sensors required by subsystem controls. The outputs from the sensing system are used to drive various vehicle control systems and to warn the drivers for certain abnormal operating conditions. The vehicle controls coupled with the integrated sensing system controller achieve control objectives including: fuel economy, chassis controls, traction controls, active safety, active ride comfort, active handling, and passive safety.

Abstract: The present invention provides a transmissibility shaping control for active suspension systems. The T-shaping control is a combination of several sub-strategies using the dynamic information in the frequency domain. Each strategy works dominantly in a certain frequency range to achieve a desirable transmissibility for better suspension performance in the corresponding frequency range. Different sub-strategies for different frequency ranges include stiffness control, skyhook control, groundhook control, and various damping levels. In addition, an embodiment is provided utilizing tunable compressible fluid struts in an active vehicle suspension.

Abstract: Apparatus for sensing a potential rollover situation involving a vehicle including an inertial reference unit including three accelerometers and three gyroscopes which provide data on vehicle motion, vehicle control devices arranged to affect control of the vehicle and a processor coupled to the inertial reference unit and the vehicle control devices. The processor includes an algorithm arranged to receive data from the inertial reference unit and control the vehicle control devices to apply the throttle, brakes and steering to prevent the rollover, optionally in consideration of the position of the vehicle as provided by a map database or location determining system.

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: A method for controlling roll/yaw motions of a vehicle includes the steps of deciding whether an anti-roll control is required or not by comparing a roll rate of the vehicle with a predetermined threshold roll rate, executing the anti-roll control if the roll rate is larger than the predetermined threshold roll rate, deciding whether an anti-yaw control is required or not by comparing a difference between an actual yaw rate of a vehicle and a desired yaw rate with a predetermined threshold yaw rate and executing the anti-yaw control if the difference between the actual yaw rate and the desired yaw rate is larger than the predetermined threshold yaw rate. During the anti-roll control, both right and left front wheel dampers and both right and left rear wheel dampers are hard-controlled at the same time. Further, during the anti-yaw control, both right and left front wheel dampers are hard-controlled and both right and left rear wheel dampers are soft-controlled.

Abstract: A control system (18) and method for an automotive vehicle includes a roll rate sensor (34) generating a roll rate signal, a lateral acceleration sensor (32) generating a lateral acceleration signal, a pitch rate sensor (37) generating a pitch rate signal, a yaw rate sensor (28) generating a yaw rate signal and a controller (26). The controller (26) is coupled to the roll rate sensor (34), the lateral acceleration sensor, the yaw rate sensor and the pitch rate sensor. The controller (26) determines a roll velocity total from the roll rate signal, the yaw rate signal and the pitch rate signal. The controller (26) also determines a relative roll angle from the roll rate signal and the lateral acceleration signal. The controller (26) determines a wheel departure angle from the total roll velocity. The controller (26) determines a calculated roll signal from the wheel departure angle and the relative roll angle signal.

Abstract: In a method for influencing the roll behavior of a motor vehicle having at least one axle with wheels at opposite sides of the motor vehicle, vehicle body movements caused by transverse forces acting at the center of gravity are reduced in that for each vehicle axle wheel, a stabilizer with a hydraulic actuator generating a controllable force is provided and the stabilizer force is transmitted to the respective wheels and vehicle body for counteracting the vehicle body roll movements so as to improve the roll behavior of the vehicle with respect to accuracy and reaction speed.

Abstract: A first state variable indicative of a rolling motion of a vehicle and a second state variable indicative of a different rolling motion of the vehicle from the first state variable are acquired. A roll increasing tendency of the vehicle is estimated on the basis of a characteristic including the second state variable. At least one of a braking force control and a driving force control is performed to restrain the roll increasing tendency of the vehicle, on the basis of the first state variable acquired when the roll increasing tendency is estimated.

Abstract: It is customary to use signals from a motor vehicle central control in order to operate braking equipment for motor vehicles which automatically produces braking forces for states of standstill of a motor vehicle which are capable of holding a motor vehicle at a standstill. The signals which are provided by the central control are used to determine whether or not the motor vehicle is at a standstill. It is consequently also necessary to operate the central control during a state of standstill for the motor vehicle in order to produce the required braking forces. The braking equipment can no longer be operated as desired if the central control fails or malfunctions. These problems are solved by the invention, which provides standstill recognition for motor vehicles which enables braking equipment which automatically produces braking forces during standstill to be automatically controlled.

Abstract: A stability control system (24) for an automotive vehicle as includes a plurality of sensors (28–37) sensing the dynamic conditions of the vehicle and a controller (26) that controls a distributed brake pressure to reduce a tire moment so the net moment of the vehicle is counter to the roll direction. The sensors include a speed sensor (30), a lateral acceleration sensor (32), a roll rate sensor (34), and a yaw rate sensor (20). The controller (26) is coupled to the speed sensor (30), the lateral acceleration sensor (32), the roll rate sensor (34), the yaw rate sensor (28). The controller (26) determines a roll angle estimate in response to lateral acceleration, roll rate, vehicle speed, and yaw rate. The controller (26) changes a tire force vector using brake pressure distribution in response to the relative roll angle estimate.