Vehicle motion control device and method
First Claim
1. A device for controlling a running behavior of a vehicle, the vehicle having a vehicle body and wheels, comprising:
- means for estimating a road reaction force generated on each of the wheels;
means for calculating a yaw moment around a centroid of the vehicle body generated by the road reaction force on each of the wheels; and
means for controlling driving and braking forces on each of the wheels based upon said yaw moments so as to stabilize a running of the vehicle, wherein said driving and braking force controlling means includes calculation means to calculate a yaw moment required to be added to the vehicle body so as to stabilize the vehicle running, and controls the driving and braking forces on each of the wheels so as to add said required yaw moment to the vehicle body, said required yaw moment being calculated based upon a yaw moment presently generated by the road reaction force on each of the wheels and a yaw moment estimated to be realized through the control of the driving and braking forces on each of the wheels.
1 Assignment
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Accused Products
Abstract
Vehicle motion control devices and methods systematically treat a conditions of each wheel to acquire and maintain the vehicle behavior stability together with anti wheel lock and wheel spin processing, braking forces distribution. Device for controlling a running behavior of a vehicle estimates a road reaction force on each wheel, calculates a yaw moment around a centroid of the vehicle body generated by the road reaction force on each wheel, and controls driving and braking forces on each wheel based upon the yaw moments so as to stabilize a running of the vehicle. Spin and Drift conditions are detected through presently generated yaw moments and critical yaw moments which can be generated by a road reaction force assumed to be maximized. Physical parameters of each wheels, required for detecting and controlling the behavior of the vehicle are estimated with a theoretical tire model.
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Citations
82 Claims
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1. A device for controlling a running behavior of a vehicle, the vehicle having a vehicle body and wheels, comprising:
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means for estimating a road reaction force generated on each of the wheels;
means for calculating a yaw moment around a centroid of the vehicle body generated by the road reaction force on each of the wheels; and
means for controlling driving and braking forces on each of the wheels based upon said yaw moments so as to stabilize a running of the vehicle, wherein said driving and braking force controlling means includes calculation means to calculate a yaw moment required to be added to the vehicle body so as to stabilize the vehicle running, and controls the driving and braking forces on each of the wheels so as to add said required yaw moment to the vehicle body, said required yaw moment being calculated based upon a yaw moment presently generated by the road reaction force on each of the wheels and a yaw moment estimated to be realized through the control of the driving and braking forces on each of the wheels. - View Dependent Claims (2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34, 35, 36, 37, 38, 39, 40, 41)
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42. A method for controlling a running behavior of a vehicle, the vehicle having a vehicle body and wheels, comprising steps of:
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estimating a road reaction force generated on each of the wheels; and
calculating a yaw moment around a centroid of the vehicle body generated by the road reaction force on each of the wheels; and
controlling driving and braking forces on each of the wheels based upon said yaw moments so as to stabilize a running of the vehicle, wherein said step of controlling said driving and braking forces includes steps of;
calculating a yaw moment required to be added to the vehicle body so as to stabilize the vehicle running, and;
controlling the driving and braking forces on each of the wheels so as to add said required yaw moment to the vehicle body, said required yaw moment being calculated based upon a yaw moment presently generated by the road reaction force on each of the wheels and a yaw moment estimated to be realized through the control of the driving and braking forces on each of the wheels. - View Dependent Claims (43, 44, 45, 46, 47, 48, 49, 50, 51, 52, 53, 54, 55, 56, 57, 58, 59, 60, 61, 62, 63, 64, 65, 66, 67, 68, 69, 70, 71, 72, 73, 74, 75, 76, 77, 78, 79, 80, 81, 82)
estimating a tire longitudinal force on each of the wheels;
estimating a tire lateral force on each of the wheels; and
estimating a road reaction force on each of the wheels based upon said tire longitudinal force and said tire lateral force on each of the wheels.
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44. A method according to claim 43, wherein said tire longitudinal force on each of the wheels are estimated based upon a vehicle total driving force, a braking force on each of the wheels and a wheel rotational acceleration of each of the wheels.
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45. A method according to claim 43, wherein said step of estimating the road reaction force further includes a step of:
- estimating a vehicle total driving force based upon a steering angle and said tire lateral force on either of the wheels estimated in a previous cycle.
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46. A method according to either of claim 43, wherein said tire lateral forces on the front wheels are estimated based upon a yaw rate of the vehicle body, a lateral acceleration of the vehicle body and said longitudinal force on each of wheels.
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47. A method according to claim 42, wherein said step of controlling said driving and braking forces further includes a step of:
calculating target driving and braking forces for each of the wheels based upon said required yaw moment, thereby controlling the driving and braking forces on each of the wheels based upon said target driving and braking forces.
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48. A method according to claim 42, wherein said step of calculating said required yaw moment includes a step of
estimating a road reaction force which can be generated on each of the wheels based upon a tire model, thereby calculating said yaw moment which can be generated on each of the wheel according to the presently generated road reaction force and said road reaction force which can be generated on each of the wheels. -
49. A method according to claim 42, wherein the driving and braking forces on each of the wheels are controlled so that a magnitude of a sum of presently generated yaw moments is reduced by said required yaw moment being added to the vehicle body when the direction of said sum of yaw moments is identical to the turning direction of the vehicle and the magnitude of said sum of yaw moments is too large.
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50. A method according to claim 49, wherein said wheels include front left and right wheels and rear left and right wheels;
- and said step of controlling said driving and braking forces further includes a step of;
judging that said magnitude of said yaw moment sum is too large and the vehicle is under a spin condition if Mfl+Mfr+MrlG+MrrG is out of a predetermined range, where Mfl and Mfr denote yaw moments around the centroid of the vehicle body generated by the road reaction force on the front left and right wheels, respectively, and MrlG and MrrG denote critical yaw moments at the present longitudinal forces on the rear wheels, respectively, said critical yaw moment being defined as a yaw moment which can be generated around the centroid of the vehicle body assuming that a road reaction force is maximized while maintaining its longitudinal force component.
- and said step of controlling said driving and braking forces further includes a step of;
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51. A method according to claim 50, wherein said Mfl+Mfr+MrlG+MrrG is judged out of a predetermined range if Mfl+Mfr+MrlG+MrrG is larger than a negative reference value for judgement when the vehicle is making a left turn or if Mfl+Mfr+MrlG+MrrG is smaller than a positive reference value for judgement when the vehicle is making a right turn, where the direction of the left turn of the vehicle is defined as the positive direction of a yaw moment.
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52. A method according to claim 51, wherein the driving and braking forces on each of the wheels are controlled such that Mfl+Mfr+MrlG+MrrG is not more than a negative control reference value −
- Δ
Ms if Mfl+Mfr+MrlG+MrrG is larger than said negative reference value for judgement when the vehicle is making a left turn, and Mfl+Mfr+MrlG+MrrG is not less than a positive control reference value Δ
Ms if Mfl+Mfr+MrlG+MrrG is smaller than said positive reference value for judgement when the vehicle is making a right turn.
- Δ
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53. A method according to claim 52, wherein said step of controlling said driving and braking forces further includes steps of:
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calculating a target yaw moment for the outside one of the front wheels relative to a turning center of the vehicle in order that Mfl+Mfr+MrlG+MrrG is not more than said negative control reference value −
Δ
Ms if Mfl+Mfr+MrlG+MrrG is larger than said negative reference value for judgement when the vehicle is making a left turn and that Mfl+Mfr+MrlG+MrrG is not less than said positive control reference value Δ
Ms if Mfl+Mfr+MrlG+MrrG is smaller than a positive reference value for judgement when the vehicle is making a right turn;
calculating a target longitudinal force on said front outside wheel based upon said target yaw moment; and
controlling the driving and braking forces on said front outside wheel based upon said target longitudinal force.
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54. A method according to claim 50, wherein said step of controlling said driving and braking forces further includes steps of:
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judging if a spin condition can be suppressed by a control of said front outside wheel;
calculating a target longitudinal force for said front outside wheel based upon said target yaw moment when the spin condition can be suppressed by a control of said front outside wheel; and
controlling the driving and braking force on the front outside wheel based upon said target longitudinal force.
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55. A method according to claim 42, wherein the driving and braking forces on each of the wheels are controlled so as to increase a magnitude of a lateral force on the rear wheels by adding said required yaw moment to the vehicle body when the lateral forces on the front wheels reach to limits of the corresponding wheels while the lateral forces on the rear wheels have not reached to limits of the corresponding tires under a condition where the magnitude of a sum of the yaw moments is not excessive.
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56. A method according to claim 55, wherein said wheels include front left and right wheels and rear left and right wheels;
- and said step of controlling said driving and braking forces further includes a step of;
judging that the lateral forces on the front wheels reach to the limits of the corresponding tires while the lateral forces on the rear wheels have not reached to the limits of the corresponding tires and the vehicle is under a drift condition if a magnitude of a ratio of Mfl+Mfr to MflG+MfrG is larger than a minimum reference value and Mfl+Mfr+MrlG+MrrG is out of a predetermined range, where Mfl and Mfr denote yaw moments around the centroid of the vehicle body generated by the road reaction force on the front left and right wheels, respectively, and MflG, MfrG, MrlG and MrrG denote critical yaw moments at the present longitudinal forces on the front left, front right, rear left and rear right wheels, respectively;
said critical yaw moment being defined as a yaw moment which can be generated around the centroid of the vehicle body assuming that a road reaction force is maximized while maintaining its longitudinal force component.
- and said step of controlling said driving and braking forces further includes a step of;
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57. A method according to claim 56, wherein it is judged that the lateral forces on the front wheels reach to the limits of the corresponding tires while the lateral forces on the rear wheels have not reached to the limits of the corresponding tires and the vehicle is under a drift condition, if the magnitude of the ratio of Mfl+Mfl to MflG+MfrG is larger than a minimum reference value and Mfl+Mfr+MrlG+MrrG is lower than a negative reference value for judgement when the vehicle is making a left turn or if the magnitude of the ratio of MrlG+MrrG to MflG+MfrG is larger than a minimum reference value and Mfl+Mfr+MrlG+MrrG is higher than a positive reference value for judgement when the vehicle is making a right turn, where the direction of the left turn of the vehicle is defined as the positive direction of a yaw moment.
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58. A method according to claim 57, wherein said minimum reference value is a positive value smaller than one.
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59. A method according to claim 57, wherein the driving and braking forces on each of the wheels are controlled such that Mfl+Mfr+MrlG+MrrG is not less than said negative control reference value −
- Δ
Md if Mfl+Mfr+MrlG+MrrG is smaller than said negative reference value for judgement when the vehicle is making a left turn, and Mfl+Mfr+MrlG+MrrG is not more than a positive control reference value Δ
Md if Mfl+Mfr+MrlG+MrrG is larger than said positive reference value for judgement when the vehicle is making a right turn.
- Δ
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60. A method according to claim 59, wherein said step of controlling said driving and braking forces further includes steps of:
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calculating a target yaw moment for each of the rear wheels in order that Mfl+Mfr+MrlG+MrrG is not less than said negative control reference value −
Δ
Ms if Mfl+Mfr+MrlG+MrrG is larger than said negative reference value for judgement when the vehicle is making a left turn, and Mfl+Mfr+MrlG+MrrG is not more than a positive control reference value Δ
Ms if Mfl+Mfr+MrlG+MrrG is larger than said positive reference value for judgement when the vehicle is making a right turn,calculating a target longitudinal force on each of the rear wheels based upon said target yaw moment; and
controlling the driving and braking forces on said front outside wheel based upon said target longitudinal force.
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61. A method according to claim 60, wherein the step of controlling said driving and braking forces further includes:
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calculating a maximum allowable value for a vehicle body turning yaw moment around the centroid of the vehicle body in the same direction of the turning of the vehicle to be generated by the road reaction force on each of the rear wheels, and limiting said target yaw moment for each of the rear wheels if said target yaw moment exceeds said maximum allowable value.
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62. A method according to claim 53, further comprising steps of:
- calculating a slip angle of each of the wheels;
calculating a vertical load on each of the wheels; and
calculating a maximum static frictional coefficient between the wheel and a road surface of each of the wheels; and
wherein said step of controlling said driving and braking forces further includes steps of;
calculating a normal running limit for a target longitudinal force for each of the wheels based upon said vertical load and said maximum static frictional coefficient; and
preventing the target longitudinal force for each of the wheels other than the front outside wheel from exceeding the corresponding normal running limit.
- calculating a slip angle of each of the wheels;
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63. A method according to claim 60, further comprising steps of:
- calculating a slip angle of each of the wheels;
calculating a vertical load on each of the wheels; and
calculating a maximum static frictional coefficient between the wheel and a road surface of each of the wheels; and
wherein said step of controlling said driving and braking forces further includes steps of;
defining a normal running limit for a target longitudinal force for each of the wheels based upon said vertical load and said maximum static frictional coefficient; and
preventing the target longitudinal force for each of the wheels other than the front outside wheel from exceeding the corresponding normal running limit.
- calculating a slip angle of each of the wheels;
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64. A method according to claim 62, wherein said step of defining said normal running limit includes steps of
defining a first range of a longitudinal force in which a composite road reaction force on the wheel is not saturated to its critical value at a slip angle according to a tire model and a second range based upon a vertical load and a maximum static frictional coefficient for each of the wheels; - and
selecting the larger range from said first and second ranges as upper and lower normal running limits for each of the wheels.
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65. A method according to claim 64, wherein said second range is defined along the longitudinal direction of the vehicle body.
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66. A method according to claim 50, wherein said step of controlling said driving and braking forces includes steps of
estimating a slip angle rate β - dr of the rear wheels; and
judging that Mfl+Mfr+MrlG+MrrG−
KIβ
dr is out of a predetermined range if Mfl+Mfr+MrlG+MrrG−
KIβ
dr is larger than a negative reference value for judgement when the vehicle is making a left turn or if Mfl+Mfr+MrlG+MrrG−
KIβ
dr is smaller than a positive reference value for judgement when the vehicle is making a right turn, where the direction of the left turn of the vehicle is defined as the positive direction of a yaw moment and KI denotes a positive constant.
- dr of the rear wheels; and
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67. A method according to claim 66, wherein the driving and braking forces on each of the wheels are controlled such that Mfl+Mfr+MrlG+MrrG−
- KIβ
dr is not more than a negative control reference value −
Δ
Ms if Mfl+Mfr+MrlG+MrrG−
KIβ
dr is larger than said negative reference value for judgement when the vehicle is making a left turn, and Mfl+Mfr+MrlG+MrrG−
KIβ
dr is not less than a positive control reference value Δ
Ms if Mfl+Mfr+MrlG+MrrG−
KIβ
dr is smaller than said positive reference value for judgement when the vehicle is making a right turn.
- KIβ
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68. A method according to claim 67, wherein said step of controlling said driving and braking forces includes steps of:
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calculating a spin avoiding yaw moment Mns which satisfies a condition of Mfl+Mfr+MrlG+MrrG+Mns=Δ
Ms−
KIβ
dr; and
controlling the driving and braking force on each of the wheels so as to generate said spin avoiding yaw moment.
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69. A method according to claim 68, wherein said step of controlling said driving and braking forces includes steps of:
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calculating a target longitudinal forces for each of the wheels for generating said spin avoiding yaw moment;
controlling the driving and braking force on each of the wheels based upon said target longitudinal force therefor.
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70. A method according to claim 56, wherein said step of controlling said driving and braking forces includes steps of
estimating a slip angle rate β - dr of the rear wheels; and
judging that the lateral forces on the front wheels reach to the limits of the corresponding tires while the lateral forces on the rear wheels have not reached to the limits of the corresponding tires and the vehicle is under a drift condition if a magnitude of a ratio of Mfl+Mfl to MflG+MfrG is larger than a minimum reference value and Mfl+Mfr+MrlG+MrrG−
KIβ
dr is smaller than a negative reference value for judgement when the vehicle is making a left turn or if the magnitude of the ratio of MrlG+MrrG to MflG+MfrG is larger than a minimum reference value and Mfl+Mfr+MrlG+MrrG−
KIβ
dr is larger than a positive reference value for judgement when the vehicle is making a right turn, where the direction of the left turn of the vehicle is defined as the positive direction of a yaw moment.
- dr of the rear wheels; and
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71. A method according to claim 70, wherein the driving and braking forces on each of the wheels are controlled such that Mfl+Mfr+MrlG+MrrG−
- KIβ
dr is not less than said negative control reference value −
Δ
Md if Mfl+Mfr+MrlG+MrrG−
KIβ
dr is smaller than said negative reference value for judgement when the vehicle is making a left turn, and that Mfl+Mfr+MrlG+MrrG−
KIβ
dr is not more than said positive control reference value Δ
Md if Mfl+Mfr+MrlG+MrrG−
KIβ
dr is larger than said positive reference value for judgement when the vehicle is making a right turn.
- KIβ
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72. A method according to claim 71, wherein said step of controlling said driving and braking forces includes steps of:
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calculating a drift avoiding yaw moment Mnd which satisfy a condition of Mfl+Mfr+MrlG+MrrG+Mnd=Δ
Md−
KIβ
dr; and
controlling the driving and braking force on each of the wheels so as to generate said drift avoiding yaw moment.
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73. A method according to claim 72, wherein said step of controlling said driving and braking forces includes steps of:
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calculating a target longitudinal forces for each of the wheels for generating said drift avoiding yaw moment; and
controlling the driving and braking force on each of the wheels based upon said target longitudinal force therefor.
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74. A method according to claim 69, further comprising steps of:
- calculating a slip angle of each of the wheels;
calculating a vertical load on each of the wheels; and
calculating a maximum static frictional coefficient between the wheel and a road surface of each of the wheels; and
wherein said step of controlling said driving and braking forces further includes steps of;
calculating a normal running limit for a target longitudinal force for each of the wheels based upon said vertical load and said maximum static frictional coefficient; and
preventing the target longitudinal force for each of the wheels other than the wheels required for generation of said spin avoiding yaw moment from exceeding the corresponding normal running limit.
- calculating a slip angle of each of the wheels;
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75. A method according to claim 73, further comprising steps of:
- calculating a slip angle of each of the wheels;
calculating a vertical load on each of the wheels; and
calculating a maximum static frictional coefficient between the wheel and a road surface of each of the wheels; and
wherein said step of controlling said driving and braking forces further includes steps of;
defining a normal running limit for a target longitudinal force for each of the wheels based upon said vertical load and said maximum static frictional coefficient; and
preventing the target longitudinal force for each of the wheels other than the wheels required for generation of said drift avoiding yaw moment from exceeding the corresponding normal running limit. braking terms of the vehicle.
- calculating a slip angle of each of the wheels;
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76. A method according to claim 74, wherein said step of defining said normal running limit includes steps of
defining a first range of a longitudinal force in which a composite road reaction force on the wheel is not saturated to its critical value at a slip angle according to a tire model and a second range based upon a vertical load and a maximum static frictional coefficient for each of the wheels; - and
selecting the larger range from said first and second ranges as upper and lower normal running limits for each of the wheels in each of driving and braking terms of the vehicle.
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77. A method according to claim 76, wherein said second range is defined along the longitudinal direction of the vehicle body.
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78. A method according to claim 68, wherein said term of KIβ
- dr is omitted.
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79. A method according to either of claim 43, wherein said tire lateral forces on the rear wheels are estimated based upon a lateral acceleration of the vehicle body, said longitudinal forces and said lateral forces on the front wheels.
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80. A method according to claim 43, said vehicle further including a differential gear device;
- wherein said road reaction forces are estimated allowing for a torque transmission mechanism in said differential gear device.
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81. A method according to claim 43, wherein a sum of the lateral forces on the left and right wheels for each of the pairs of the front and rear wheels is estimated first, and then individual lateral forces on the left and right wheels are calculated from said sum of the lateral forces according to the ratio between the corresponding lateral forces on the left and right wheels obtained from a calculation based upon the tire model.
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82. A method according to claim 74, wherein said normal running limits are defined individually for the pair of the front wheels, rear inside wheel and rear outside wheel.
Specification