Itt Automotive Europe Gmbh

Continental Teves, Ag and Company Ohg

Peter Wanke

Stefan A Drumm

Alfred Eckert

Robert Schmidt

Ralph Gronau

Vladimir Koukes

Johannes Graber

Thomas Kranz

Benno Lammen

Karl-Friedrick Worsdorfer

Torsten Herrmann

Mario Roszyk

Ralf Herbst

Henning Raulfs

Thomas Geiger

Thorsten Wickenhöfer

Holger Duis

Artur Kost

Ralf Endress

Martin Kümmel

Rainer Kitz

C Jan Neederkorn

Alexander May

Matthias Pank

Jochen Konanz

Thorsten WICKENHÖFER

A method for a Sensitive Electronic Stability Program (SESP) presents a general approach for the correction of maneuvers of turning into a bend at low speed. It integrates existing methods as well as subsequent extensions. SESP supplements the standard active yaw control (AYC) function. This allows the SESP to use variables and mechanisms of AYC, on the one hand. On the other hand, AYC continues operating unimpeded in the background and will intervene as usual when SESP cannot stabilize the vehicle appropriately. When the standard AYC intervenes, SESP control operations are forbidden, or running SESP control operations are stopped. This stop can take place either abruptly or (which is more comfortable) by way of a moderate decrease of the correcting variables.

Method and system for improving the driving behavior of a vehicle

In order to adapt a simplified vehicle model to the driving behavior of a real automotive vehicle, it is possible to modify the slip rigidity values assumed to be constant in a linear model. After departure from the linear range of the lateral-force/slip-angle characteristic, a lower value can be assumed for the slip rigidities. However, this will involve the risk that the wheels of the rear axle are already in a slip angle range to which the lower slip rigidity is associated whereas the front wheels are still in the linear range of the lateral-force/slip-angle characteristic. This would impart to the vehicle model an oversteering behavior which should the more so be avoided if such a vehicle model is used for presetting the nominal value. This problem is solved, in the practice of the invention, by suggesting to modify only the slip rigidity values of the front axle while the ones of the rear axle are assumed to be constant.

Process for determining ideal vehicular performance

Apparatus for improving the driving behavior of a vehicle is provided. The vehicle has front and rear axles, each having a plurality of wheels. Each wheel-has a brake. Sensor are provided for measuring the rotational speed of each wheel, the vehicle yaw rate and the vehicle lateral acceleration. An anti-lock braking system provides first preset pressure values for controlling each brake, to prevent the wheels from locking during braking. A traction slip control system provides second preset pressure values for controlling each brake, to prevent the wheels from slipping during acceleration. A brake effort proportioning system provides third preset pressure values for distributing braking pressure between the wheels of the front axle and the wheels of the rear axle. A yawing moment controller provides fourth preset pressure values used to control each brake during cornering, to avoid application to the vehicle of an unbalanced moment which would cause the vehicle to understeer or oversteer. The antilock braking system, traction slip control system, brake effort proportioning means and yawing moment control system all operate independently of one another. A prioritizing mechanism applies criteria to determine a desired brake pressure that is applied to each wheel, based on the outputs of the antilack braking, traction slip control, brake effort proportioning, and yawing moment control systems.

System for driving stability control

Yaw moment control apparatus is provided for improving the driving behavior of an automotive vehicle tending to oversteering or understeering. The vehicle's velocity, steering angle, measured yaw rate, and lateral acceleration are determined. A yaw controller generates a value representing a desired yaw rate adjustment based on the steering angle, the velocity and the measured yaw rate. An estimated coefficient of friction is calculated based on the vehicle velocity, the lateral acceleration, the measured yaw rate and the steering angle. The estimated coefficent of friction is used by the yaw controller to determined the desired yaw rate adjustment. The mechanism for calculating the estimated coefficient of friction is only enabled while the vehicle is traveling through a curve.

System for controlling yaw moment based on an estimated coefficient of

A process for controlling the driving stability of a vehicle is provided. To avoid complicated models for determining the desired value of a variable characteristic of the travel behavior, which variable usually must be calculated by an expensive calculation circuit, a controlled variable is selected, which directly describes the driving stability and is compared with an actual value, which can be calculated in a relatively simple manner. An advantageous embodiment describes comparing an actual value of the variable, which can be determined in a simple manner, with a desired value. The range of tolerance of the variable is set directly by the driving stability limits. Advantageous variants pertain to the suitable scheme of calculation and the selection of a suitable range of tolerance.

Process for controlling the driving stability with the king pin

Apparatus for improving the driving behavior of a vehicle is provided. The vehicle has front and rear axles, each having a plurality of wheels. Each wheel has a brake. Sensor are provided for measuring the rotational speed of each wheel, the vehicle yaw rate and the vehicle lateral acceleration. An anti-lock braking system provides first preset pressure values for controlling each brake, to prevent the wheels from locking during braking. A traction slip control system provides second preset pressure values for controlling each brake, to prevent the wheels from slipping during acceleration. A brake effort proportioning system provides third preset pressure values for distributing braking pressure between the wheels of the front axle and the wheels of the rear axle. A yawing moment controller provides fourth preset pressure values used to control each brake during cornering, to avoid application to the vehicle of an unbalanced moment which would cause the vehicle to understeer or oversteer. The antilock braking system, traction slip control system, brake effort proportioning means and yawing moment control system all operate independently of one another. A prioritizing mechanism applies criteria to determine a desired brake pressure that is applied to each wheel, based on the outputs of the antilock braking, traction slip control, brake effort proportioning, and yawing moment control systems.

System for integrated driving stability control

A control system is provided for controlling the driving stability of a vehicle which has a steering angle and a plurality of brakes to which respective braking pressures are applied. Each brake has valves for adjusting the brake pressure applied to the brake, individually. A sensor determines the steering angle. A yawing moment controller, receives the steering angle, and determines a yawing moment that is applied to the vehicle to prevent an undesirable yaw angle, yaw rate or yaw acceleration. Distribution logic receives the output of the yawing moment controller and determines pressure adjustments that are applied to each brake, individually, to apply the yawing moment to the vehicle. A valve switch timing facility receives the pressure adjustments determined by the distribution logic, and calculates valve switching times which are used to open and close the valves of each brake, individually, so as to perform the pressure adjustments.

System for applying a yawing control moment by setting brake valve

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Frankfurt-am-Main, Germany

Peter Wanke