System for integrated driving stability control

Apparatus for improving the driving behavior of an automotive vehicle having an engine and front and rear axles, each axle having a plurality of wheels, each wheel having a brake, said apparatus comprising:

• a traction slip control system that provides a first engine torque adjustment value for controlling the engine, to prevent the wheels from slipping during acceleration;
• yawing moment control means responsive to a plurality of input signals representing (1) vehicle lateral acceleration, (2) vehicle yaw rate, (3) a brake pedal pressure applied by a driver of the vehicle and (4) a steering angle input by the driver, for providing a second engine torque adjustment value used to control the engine during cornering, to avoid application to the vehicle of an unbalanced moment which would cause the vehicle to understeer or oversteer;
• and
• prioritizing means responsive to the first and second engine torque adjustment values for applying criteria to determine a desired engine torque, such that a turning behavior of the vehicle conforms to steering and braking inputs from the driver, the prioritizing means including means for either:
• (1) determining the desired engine torque in accordance with one of the group consisting of the first and second engine torque adjustment values, or
• (2) determining the desired engine torque by superimposing the first and second engine torque adjustment values.

Apparatus for improving the driving behavior of an automotive vehicle having an engine and front and rear axles, each axle having a plurality of wheels, each wheel having a brake, said apparatus comprising:

• an anti-lock braking system that provides first pressure values for controlling each brake, individually, to prevent the wheels from locking during braking;
• a traction slip control system that provides second pressure values for controlling each brake, individually, and a first engine torque adjustment value for controlling the engine, to prevent the wheels from slipping during acceleration;
• brake effort proportioning means which provides third pressure values for distributing braking pressure between the wheels of the front axle and the wheels of the rear axle;
• yawing moment control means responsive to a plurality of input signals representing (1) vehicle lateral acceleration, (2) vehicle yaw rate, (3) a brake pedal pressure applied by a driver of the vehicle and (4) a steering angle input by the driver, for providing fourth pressure values used to control each brake, individually, during cornering, and a second engine torque adjustment value used to control the engine during cornering, to avoid application to the vehicle of an unbalanced moment which would cause the vehicle to understeer or oversteer;
• and
• first prioritizing means for receiving the first, second, third and fourth pressure values and the brake pedal pressure, for applying criteria to determine a desired brake pressure that is applied to each wheel, individually, such that a turning behavior and a braking behavior of the vehicle conform to steering and braking inputs from the driver, the first prioritizing means including means for either:
• (1) determining the desired pressure applied to each brake, individually, in accordance with one of the group consisting of the first, second, third, and fourth pressure values and the brake pedal pressure, or
• (2) determining the desired brake pressure applied to each brake, individually, by superimposing two sets of brake pressures, each of the two sets of brake pressures being selected in accordance with a respectively different one of the group consisting of the first, second, third, and fourth pressure values and the brake pedal pressure,
• second prioritizing means for receiving the first and second engine torque adjustment values, and for applying criteria to determine a desired engine torque, such that a turning behavior of the vehicle conforms to steering and braking inputs from the driver, the second prioritizing means including means for either:
• (1) determining the desired engine torque in accordance with one of the first and second engine torque adjustment values, or
• (2) determining the desired engine torque by superimposing the first and second engine torque adjustment values.