Abstract: The precision of the estimations of the vehicle body sideslip angle and the values related to the vehicle body sideslip angle can be improved by a simple and inexpensive method. The improved method of estimating quantities that represent the vehicle state of a vehicle comprises the steps of detecting a yaw rate and vehicle speed and calculating a vehicle body sideslip angle using three equations, which comprises an equation of equilibrium for the force in the lateral direction of the vehicle and an equation of equilibrium for the moment around a vertical axis of the vehicle, and an equation for the physical relationships of the quantities that represent the state of the vehicle movement, and which include a vehicle sideslip angle, a front wheel cornering power, and a rear wheel cornering power as unknown values.

Abstract: The aim is to stably control the lateral movement of a vehicle even on a road where the frictional coefficient is extremely small, such as on a frozen road, thereby improving the turnability and travelling stability. The device includes a frictional force adding means for increasing the frictional force of wheels to a road surface by scattering particulates and a controller which calculates the target lateral movement value and the actual lateral movement value based on the signals from wheel speed sensors, a steering angle sensor and a yaw rate sensor and actuates the right or left frictional force adding means according to the difference between these two values to increase the frictional force, thereby stabilizing the lateral movement.

Abstract: A dynamic side-to-side braking method is disclosed. First, when the vehicle is in a combined braking and cornering maneuver, a desired braking force among tires of a vehicle is determined. Second, a brake force distribution of the desired braking force among the tires is determined. The brake force distribution is approximately proportional to a normal force distribution among the tires during the combined braking and cornering maneuver by the vehicle. When the vehicle excludes an active steering system, front or rear, the brake force distribution is determined as a function of a feedback correction to counterbalance a portion of a yaw moment experienced by the vehicle during the combined braking and cornering maneuver. When the vehicle includes an active steering system, front or rear, a steering correction is determined to counterbalance a portion of the yaw moment experienced by the vehicle during the combined braking and cornering maneuver.

Abstract: A method and apparatus for operating a vehicle anti-lock braking system includes a brake pedal and a brake modulator that reduces braking pressure by an initial pressure reduction after detecting insipient wheel lock. Vehicle deceleration is measured as a function of brake pedal position. A first table is updated with the vehicle deceleration and the brake pedal position. A coefficient of friction of a road surface is estimated based on the first table. A slip target for at least one wheel is estimated and is based on an estimated maximum slip of the at least one wheel before losing traction minus an estimated potential for vehicle rollover. A deceleration target for at least one wheel is estimated and is based on an estimated maximum deceleration of the at least one wheel before losing traction minus the estimated potential for vehicle rollover.

Abstract: System for monitoring vehicle operating conditions and parameters and issuing warnings to the operator when a predetermined vehicle status is present. The predetermined vehicle status includes a variety of unsafe driving conditions and is responsive to a changing center of gravity. The warnings include visual, audible and tactile feedback. By way of the tactile feedback, the system can affect the operator's operation of the vehicle to prevent vehicle instability, rollover, loss of vehicle control or other unsafe driving conditions from occurring.

Abstract: In a curve approach control apparatus that uses road information from the navigation device to perform an alarm control or a deceleration control on a curve in front, when it is decided that the driver is going to travel straight as he or she passes through the curve, the alarm control or the deceleration control is inhibited.

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: In a vehicle motion control system based on a target yaw rate scheme, a brake force computing unit brakes an outer front wheel in a controlled manner when a sign of the yaw rate has changed and the yaw rate increment has become equal to or greater than a threshold value after a counter steer action has been detected and the vehicle body slip angle has become equal to or greater than a threshold value. Thus, suppose that a vehicle travels a winding road and a counter steer action is taken. If the vehicle body slip angle and actual yaw rate increment exceed threshold values, the outer front wheel is braked. Therefore, even when the vehicle body slip angle reaches a maximum value and an attempt is made to reduce it again by a counter steer action in a similar manner as a swinging pendulum, because the increases in the yaw rate and actual yaw rate increment are predicted and monitored before the vehicle body slip angle reaches its maximum value, the vehicle is enabled to travel in a stable fashion.

Abstract: A rolling control apparatus and method for controlling rolling of a vehicle controls braking force applied to at least one wheel of the vehicle. The apparatus and method set a target roll angle of the vehicle based on a rolling state of the vehicle, calculate a total control quantity for achieving the target roll angle, based on a running condition of the vehicle, and control the braking force applied to each wheel of the vehicle, based on the total control quantity.

Abstract: The invention relates to an arrangement for position assignment of vehicle wheels (2, 4, 6, 8), in which means (3, 5, 7, 9) for detecting the number of rotations and turning direction of the wheel (2, 4, 6, 8) are assigned to each wheel (2, 4, 6, 8). In accordance with two further embodiments, a steering sensor (11) is provided instead of the means for detecting the turning direction of the wheel. In all embodiments, the vehicle is provided with an evaluation unit (10) which, in the case of a curved trajectory of the vehicle (11), performs a vehicle position assignment of the individual wheels (2, 4, 6, 8) with reference to the number of rotations and turning directions detected for each wheel (2, 4, 6, 8) and possibly with reference to the steering direction.

Abstract: In a method for the control of the speed of a vehicle (1), the desired speed remains stored also after a deactivation of the control for a resumption of the control. For the resumption, the type of the roadway (5, 10, 15) currently driven upon by the vehicle is determined with respect to a maximum permissible speed and the desired speed is limited to this maximum permissible speed with the resumption of the control.

Abstract: Disclosed are an apparatus and a method for alarming danger when an automobile is cornering on a downhill road. The apparatus has a speed sensor, a road wheel angle sensor, a steering angle sensor, first and second inclination detecting sections, a judgment section, and an alarming section. In the method, whether speed of the automobile is above a predetermined value or not is determined, and then whether the automobile is cornering on a downhill road or not is determined. When the automobile is cornering on a downhill road, whether the cornering is safely in progress or not is determined, from the road wheel angle, the speed of the automobile, and the longitudinal and transverse inclinations. When the cornering is unsafely in progress, it is notified to a driver of the automobile.

Abstract: A vehicle behavior control device includes a turning limit state detecting device for detecting a turning limit state of a vehicle and an engine output control device for performing a torque-down control by decreasing an engine output when the turning limit state of the vehicle is detected.

Abstract: The system is intended to have the ability to differentiate between various characteristic driving maneuvers, so that a special triggering algorithm of restraint devices can be initiated for each class of driving maneuvers. This system has an acceleration sensor that measures the acceleration of the vehicle in the direction of its vertical axis. A classifier is provided which, when the measured acceleration is above a threshold of 1 g, decides on a driving maneuver in which the vehicle lifts upward on one side, as when driving on a ramp. If the measured acceleration is between 0 g and 1 g, then the classifier decides on a driving maneuver during which the vehicle tips downward on one side, as when driving on a slope.

Abstract: The invention relates to a traction slip control method for an automotive vehicle wherein a traction slip control phase for a respective drive wheel is activated by way of a control strategy when the traction slip of said wheel exceeds a predeterminable slip threshold value This method includes a reference transverse acceleration that is recorded for a cornering maneuver to be expected, then an actual transverse acceleration is determined, a difference between the reference transverse acceleration (ay-ref) and the actual transverse acceleration (ay-ist) is calculated, and it is determined whether the amount of the difference exceeds a limit value, and wherein in the case when the amount of the difference exceeds the limit value, the control strategy is modified so that a higher torque can be achieved at least on two wheels than in the case that the amount of the difference does not exceed the limit value. Further, the invention provides a control circuit that implements the above method.

Abstract: An apparatus and method for estimating a turning characteristic of a vehicle provided with a controller that performs the following steps are provided. That is, the controller estimates a value corresponding to a standard turning state based on vehicle running data of when the vehicle is turning, estimates a transfer function between the value corresponding to the turning state and a value corresponding to an actual turning state, estimates a turning characteristic of the vehicle based on the transfer function, determines whether the vehicle is in a critical turning state, and the prohibits the estimated turning characteristic from being used when it is determined that the vehicle is in the critical turning state.

Abstract: A method of coordinating a plurality of intervention measures into a driving performance of a vehicle includes determining a wheel slip angle of a front axle, determining a coefficient of friction on the front axle, determining a wheel slip angle threshold value, comparing the wheel slip angle to the wheel slip angle threshold value, and initiating a first intervention measure through at least one of a brake system of the vehicle and a drive system of the vehicle if an absolute value of the wheel slip angle is greater than an absolute value of the wheel slip angle threshold value.

Abstract: A method of stabilizing a vehicle equipped with a slip-controlled brake system is described. This is done by determining the wheel speeds of the individual wheels of the vehicle. For at least one wheel, a wheel speed setpoint is determined. For the at least one wheel, a deviation quantity describing the deviation between the wheel speed determined for that wheel and the setpoint is determined. To stabilize the vehicle, actuators assigned to the at least one wheel are activated as a function of this deviation quantity.

Abstract: A yaw stability control system (18) is enhanced to include roll stability control function for an automotive vehicle and includes a plurality of sensors (28-39) sensing the dynamic conditions of the vehicle. The sensors may include a speed sensor (20), a lateral acceleration sensor (32), a yaw rate sensor (28) and a longitudinal acceleration sensor (36). The controller (26) is coupled to the speed sensor (20), the lateral acceleration sensor (32), the yaw rate sensor (28) and a longitudinal acceleration sensor (36). The controller (26) generates both a yaw stability feedback control signal and a roll stability feedback control signal. The priority of achieving yaw stability control or roll stability control is determined through priority determination logic. If a potential rollover event is detected, the roll stability control will take the priority.

Abstract: A system for controlling an engine in a fuel efficient manner includes a memory having stored therein an engine output characteristics map bounded by a maximum engine output curve. The map defines a region of undesirable operation having a first border defined as a function of engine speed and intersecting the maximum engine output curve. A control computer is configured to control engine operation in a fuel efficient manner by limiting engine operation within the map to the first border while also allowing the engine to operate anywhere on the maximum engine output curve. The control computer may be configured to so limit engine operation to the first border only if an engine or vehicle acceleration value is outside of an acceleration range, and further only if an engine work value is greater than an engine work threshold, and otherwise to allow engine operation anywhere on or within the map.

Abstract: Control systems and methods for controlling a vehicle-occupant protecting apparatus that includes two vehicle-occupant protecting devices which are disposed on respective right and left sides of an automotive vehicle, are operable to determine whether the vehicle has a rollover motion, on the basis of a physical quantity or quantities indicative of a running condition of the vehicle, and, upon determination that the vehicle has said rollover motion, to operate only the vehicle-occupant protecting device(s) located on a rolling side of the vehicle. When the detected rollover motion is expected to develop into a serious rollover motion, non-rolling-side vehicle-occupant protecting device(s) is located on a non-rolling side of the vehicle is operated. Thus, the control system and method permit adequate operations of the vehicle-occupant protecting devices depending upon the rollover state of the vehicle.

Abstract: Methods and devices for detecting cornering and in particular over-steered cornering as well as a method and a device for stabilising a vehicle in case of an over-steered cornering manoeuvre are described. The detection can be carried out with reference to wheel slip values and/or transverse acceleration values. The stabilisation is carried out upon detection of the over-steered cornering manoeuvre by means of suitable interventions in the brake system.

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 oversteer control is carried out when the oversteering tendency of the vehicle is stronger than a first preset reference value, intervention of a second oversteer control, in which the control amount is lower than in the first oversteer control, is carried out when the oversteering tendency of the vehicle is not stronger than the first preset reference value, but stronger than a second preset reference value, and intervention of a third oversteer control, in which the control amount is lower than in the first oversteer control, is carried out when the oversteering tendency of the vehicle is not stronger than the second preset reference value, but stronger than a third preset reference value.

Abstract: A method for monitoring or influencing the movement of a vehicle on a path determines a desired path and an actual movement of the vehicle, performs a comparative analysis of the desired path and the actual movement, and transmits by haptic means an information variable according to the result of the comparative analysis to the driver of the vehicle, or controls at least one wheel brake according to the result of the comparative analysis.

Abstract: An improved anti-lock rear brake yaw control method utilizes a measure of braking intensity to regulate both the initiation of yaw control and the anti-lock braking control parameters once yaw control is initiated. The brake torque and the rate of brake pedal depression provide measures of braking intensity, and are used to develop variable slip and deceleration thresholds to which the rear wheel differential slip and deceleration are compared. The variable thresholds permit initiation of yaw control at relatively low levels of differential wheel slip or deceleration during panic braking, while requiring higher levels of differential wheel slip or deceleration to initiate yaw control during moderate braking.

Abstract: A road friction coefficient estimating apparatus for a vehicle includes a high friction coefficient road reference value estimating section for calculating a high friction coefficient road reference yaw rate based on a vehicle motion model when the vehicle travels on a road surface with high friction coefficient, an actual value estimating section for calculating an actual yaw rate, a Lissajou figure processing section for forming a Lissajou's figure based on the high friction coefficient road reference yaw rate and the actual yaw rate and for calculating a gradient and area of this Lissajou's figure, a road friction coefficient estimating section for estimating a road friction coefficient based on the area of the Lissajou's figure when the gradient is in the neighborhood of 45 degrees and for estimating a road friction coefficient based on a lateral acceleration when the gradient is out of the neighborhood of 45 degrees.

Abstract: A motorized wheelchair is advantageously provided with a rate-of-turn feedback sensor and with forward/reverse motion, lateral motion, and vertical motion acceleration feedback sensors that are integrated into a closed-loop wheelchair servo control system to differentially control the rotational speed of wheelchair opposed motor-driven wheels and thereby obtain improved wheelchair motion stability through reduction/elimination of likely wheelchair spin-out and wheelchair tipping during wheelchair operation.

Abstract: The invention relates to a steering control device for a vehicle, comprising a steering actuator, a pair of steerable wheels (1a, 1b) attached to the same wheel axle, a steering transmitting device connecting the steering actuator and the steerable wheels(1a, 1b), and a sensor (5) arranged to detect at least one parameter relating to a condition of the steering actuator and generate a signal indicative of said condition, which signal also categorizes each of the steerable wheels (1a, 1b) as an inside and an outside wheel respectively. The control device further comprises an electronic control unit (10) for a vehicle brake control system, which system is arranged to brake the inside wheel when a signal from the sensor (5) exceeds a predetermined value for a particular condition, in order to reduce the turning radius (R1, R2) of the vehicle. A method for operating the control system is also disclosed.

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: The trunnion (23) of a vehicle toroidal continuously variable transmission is displaced by a step motor (52) via a control valve (56) and oil pressure servo cylinder (50) in order to vary a speed ratio of the transmission. A controller (80) calculates a target value (z*) of a control variable (z) based on an accelerator pedal depression amount (APS) and output disk rotation speed (&ohgr;co) (S5). Further, a time-variant coefficient (f) showing the relation between the trunnion displacement (y) and variation rate ({dot over (&phgr;)}) of the gyration angle (&phgr;) of the power roller, is calculated (S10). The error between the speed change response of the transmission and a target linear characteristic can be decreased by determining a command value (u) to the step motor (52) under a control gain determined based on a time differential ({dot over (f)}) of the coefficient (f) (S20).

Abstract: A method for regulating a system for controlling the stability of a vehicle based on the forces exerted at the center of each wheel of the vehicle. Since, the actions of the driver, whether steering, accelerating or braking, are reflected by forces (variations in forces) transmitted by the tires to the ground, it is proposed to control the operating means of the vehicle (active anti-roll system, engine torque, braking torque or active steering) by force expectations derived from the actions of the driver. Depending on the speed of travel of the vehicle and the angle to the steering wheel (steering wheel velocity and steering wheel acceleration), the method expresses the inputs of the driver in terms of forces. 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 distributions of forces in the vehicle chassis.

Abstract: A device for stabilizing a vehicle is described. For this purpose, the device includes first determination device with which at least two vehicle motion quantities describing the vehicle motion, in particular in the direction transverse to the vehicle, are determined. Furthermore, the device includes second determination device with which a characteristic quantity is determined for each of the vehicle motion quantities. The second determination includes an adjustment device with the help of which the variation over time of the characteristic quantities is adjusted to the vehicle's behavior. In addition, the device device includes a control device with which intervention quantities are determined at least as a function of the vehicle motion quantities and the characteristic quantities, which are supplied to an actuator system for performing at least brake interventions and/or engine interventions with which the vehicle is stabilized.

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 traction control system of a vehicle having a device for calculating a target traction torque of each of a pair of driving wheels based upon operating conditions of the vehicle, a device for calculating a target slip ratio of each of the pair of driving wheels based upon the target traction torque calculated therefor, and a device for controlling the engine and the brake system such that actual slip ratio of each of the pair of driving wheels coincides with the target slip ratio calculated therefor according to a feedback control, with a partial feedforward control of the engine and the brake system based upon the target traction torque.

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: Methods and devices for detecting cornering and in particular over-steered cornering, as well as a method and a device for stabilizing a vehicle in case of an over-steered cornering maneuver are described. The detection can be carried out with reference to wheel slip values and/or transverse acceleration values. The stabilization is carried out upon detection of the over-steered cornering maneuver by means of suitable interventions in the brake system.

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: A system for extracting a signal component from an output signal of a dynamic system. The system comprises a state observer and a corrector filter. The state observer is adapted to track a signal component that represents dominant dynamics in the output signal of the dynamic system and provide an estimation signal representing an estimated signal component in the output signal of the dynamic system. The corrector filter is adapted to compensate for a mismatch between the estimation signal and the actual signal component that represents the dominant dynamics in the output signal. A combination of the estimation signal with an output signal of the corrector filter can provide a synthesized signal including the signal component that represents the dominant dynamics in the output signal.

Abstract: A camera unit 10 is mounted on a vehicle 3. When an attempt is made to park the vehicle 3 in a parking lot, a predicted path 5a and guidelines 5b are displayed on an information display 4 together with an image. Data to be used for displaying the predicted path 5a and the guidelines 5b are stored beforehand in internal memory of an image processing circuit 19 provided in a parking assist ECU 6 so that the data can be selected in accordance with specifications, such as the type of the vehicle 3. The predicted path 5a is computed on the basis of a steering angle detected by a steering angle sensor provided in an exposed portion of the steering shaft 11. The length or color of the predicted path 5a is changed in accordance with the speed of the vehicle 3. Further, a vehicle driving support system is provided with a back sonar 17, and hence the length or color of the predicted path 5a is also changed in accordance with the result of detection of an obstacle.

Abstract: A system for monitoring the cornering behavior of a motor vehicle having at least one wheel (12) includes at least one sensor device (10) assigned to a wheel (12) which detects at least one wheel variable of the wheel (12) during cornering of the vehicle and outputs a signal (Si, Sa) representing the at least one wheel variable, and in addition includes an assessment device (14) which processes the at least one signal (Si, Sa), the assessment device (14) determining at least one cornering limit value according to the result of the processing. The sensor device (10) is a wheel-force sensor device (10) which detects at least one wheel-force component of the wheel (12) acting essentially between the road surface and the wheel contact zone. In addition, a corresponding method is described.

Abstract: The invention provides a method and computer usable medium, including a program, for steering a vehicle having driver-controlled front wheel steering and active rear wheel steering. A rear wheel steering angle static portion is determined based on a control gain and a front wheel steering angle. A slew-limited magnitude of desired lateral acceleration is determined based on a desired lateral acceleration. A multiplying factor is determined based on the slew-limited magnitude of desired lateral acceleration. A feed-forward rear steering angle is determined based on the multiplying factor, the rear wheel steering angle static portion, and a rear wheel steering angle dynamic portion.

Abstract: An apparatus for detecting a decrease in internal pressure of a tire based on rotational information obtainable from tires attached to a four-wheeled vehicle equipped with a limited slip differential device is presented. The apparatus includes a way of correcting a turning radius or a reciprocal of the turning radius of driving wheels by calculating a shift amount. The shift amount is a difference between turning radiuses or a difference between reciprocals of turning radiuses, which is obtainable from the rotational information of driving wheels and following wheels. An accurate turning radius can be calculated for the driving wheels, which is not affected by the limited slip differential. Consequently, a decrease in the internal tire pressure can be properly judged in a vehicle that has a limited slip differential.

Abstract: The present invention provides a process for controlling the driving behavior of an automotive vehicle which determines from tire sensing signals at least the vehicle mass and the momentary location of the mass center of gravity of the automotive vehicle. According to another embodiment of the invention the use of a mass distribution model is suggested containing, as the basic data, the basic mass distribution of the vehicle, namely such masses that are always identical even if the loading is different. Moreover, variable masses, such as location and mass of passengers, luggage etc., are determined from the tire sensing signals and are incorporated into the mass distribution model to provide a variable mass distribution.

Abstract: A method and a device in which, during the cornering of a motor vehicle, a rating factor is determined by comparing a computed lateral acceleration with a measured lateral acceleration. The lateral acceleration is measured, for example, using an acceleration sensor or corresponding yaw-rate sensor. The computed lateral acceleration is calculated via the steering angle and the road speed. A weighted rating factor generated from the difference signal is a measure of the stable or unstable driving condition of the motor vehicle. This rating factor can be either displayed or supplied to an additional control unit, for example an automatic transmission, a suspension control system or an engine management system.

Abstract: A device and method for stabilizing a combination of a tractor vehicle and least one semitrailer or trailer, the brakes of at least one semitrailer or trailer being set automatically as a function of the yaw rate of the tractor vehicle and the setpoint yaw rate of the tractor vehicle, or as a function of the yaw rate of the tractor vehicle, the speed of the combination and the steering angle.

Abstract: A method of electronic brake force distribution in a two-axle four-wheel vehicle 1 effects a compensation of the speed differences between left and right vehicle side during cornering. To this end, a compensation speed is calculated for the curve-inward rear wheel 6 and added to the individual wheel speed of the rear wheel 6 to be compared with a vehicle reference speed. The individual wheel reference speed of this wheel, which is this way increased in relation to the individual wheel speed of the curve-inward rear wheel 6, prevents a premature activation of electronic brake force distribution because the produced individual wheel reference speed is closer to the vehicle reference speed than the individual wheel speed. This permits better utilizing brake force during cornering.

Abstract: A lane change by a motor vehicle is detected in a first variant, such that a lateral-acceleration variable representing the lateral acceleration of the vehicle and/or a yaw variable representing the yaw velocity is ascertained; the change, as a function of time, of the lateral-acceleration variable and/or of the yaw variable is formed; and a lane change is detected when the change as a function of time exceeds a specifiable threshold value. A second variant provides that speed variables are determined which represent the rotations of at least two wheels; a velocity variable is ascertained representing the longitudinal vehicle velocity; the difference is determined between the speed variable of the fastest rear wheel and the velocity variable; and a curve and/or a lane change is detected when a specifiably large difference exists for a time duration of specifiable length.

Abstract: When a turning state of a subject vehicle is detected, the action timing of the contact avoidance support device is slower than when the turning state is not detected. When an action timing determining part 22 estimates that there is the possibility of the subject vehicle coming into contact with the vehicle in front and a turning state of the subject vehicle is detected based on the output from a transversal acceleration sensor S4, a changing rate of the steering angle sensor S5, and a yaw rate sensor S3, a compensation interval calculating part 23 calculates a compensation interval depending on the size of the detected turning state (the amount of the steering angle, the changing rate of the steering angle, and the transversal acceleration). The action timing of the brake actuator 12 is slowed by this compensation interval.

Abstract: Controllable dampers are used to improve vehicle responses and stability during severe vehicle handling maneuvers. A total handling damping value for the vehicle is derived, preferably from the greatest of a yaw rate error value, a lateral acceleration value and a time derivative of lateral acceleration value. In addition, a control ratio of front axle roll damping to total roll damping is derived, preferably from the yaw rate error value, an oversteer/understeer indication and possibly vehicle speed. From these values, handling damping values are derived for each wheel of the vehicle and blended with damping values for the same wheels derived from suspension component movement to determine a corner damping command for each controllable damper. Preferably, the damping values derived from suspension component movement are shifted away from damping control of the vehicle body toward handling damping control when yaw rate error is large in magnitude.

Abstract: A device for estimating a rolling condition of a body of a vehicle having: a unit for estimating a first quantity (&phgr;, &ggr;V, Gy, Ff) corresponding to roll angle (&phgr;) of the vehicle body around a rolling axis; a unit for estimating a second quantity corresponding to a change rate (&phgr;) of the roll angle of the vehicle body; a unit for estimating a third quantity indicating a relative magnitude (&phgr;/&phgr;limit, &ggr;V/(&ggr;V)limit, Gy/Gylimit, Ff/Fflimit) of the first quantity with reference to a first limit value predetermined therefor; a unit for estimating a fourth quantity indicating a relative magnitude (&phgr;/&phgr;limit) of the second quantity with reference to a second limit value predetermined therefor; and a unit for estimating the rolling condition as a combination of the third and fourth quantities such that the rolling condition is intensified along with increase of the third quantity as well as increase of the fourth quantity.