CN201472354U - Device for controlling the stability of a motor vehicle - Google Patents

Abstract

The utility model relates to a device for controlling the stability of a motor vehicle. The device for controlling the stability of the motor vehicle comprises a plurality of actuators (160, 170, 180) capable of having an effect on the vehicle and at least one side-deflection rate control unit (110,120) for controlling the side-deflection rate of the motor vehicle, a lateral velocity control unit (13) for controlling the lateral velocity of the motor vehicle and a distribution unit (140) for parallelly controlling the actuators (160, 170, 180) based on the command of at least one side-deflection rate control unit (110, 120) and the lateral velocity control unit (13).

Description

The device that is used for the power actuated vehicle Stability Control

Technical field

The utility model relates to a kind of apparatus and method that are used for the power actuated vehicle Stability Control.

Background technology

The prior art that the stabilitrak of present this generation has replenished skid control system (ABS) and anti-slip regulation (TCS).These technology of ABS and TCS have brought substantial improvement for the steerability of the vehicle that excessively braking takes place or excessively quicken.The vertical dynamic characteristic of existing stabilitrak control wheel, and with vertical power basis for information about on affect lateral direction of car power (wheel revolutions speed) momently.

In the stabilitrak of present this generation, also comprise in wheel revolutions speed sensor that need in the ABS technology, use and the TCS technology be used for steering angle, lateral deviation rate, laterally quicken and the sensor of master cylinder pressure sensor.The actr of Shi Yonging comprises the brake actuator and the actr that is used for transmission system moment of four electric power controls in this case.

In prior art, known have multiple apparatus and method that are used for Stability Control.This comprises, for example, controls by the lateral deviation rate of using brake actuator to carry out.Usually, the linearization that traditional controller is based on present operating point approaches, and this has just caused gain proportional setting in fact (control of braking of vehicle dynamic stabilizing control system).Yet this quasi-controller institute applicable scope is restricted to the immediate area of each operation point continually, so generally all there is the constraint about the control time length.But, further, when purpose is to be in the rectification of the defectiveness driver demand in the situation of following serious ovdersteering or serious understeer state and to integrate one and turn to actr in order to carry out one, so linearization method of controlling is proved to be not enough.

The utility model content

A purpose of the present utility model is that the Stability Control for power actuated vehicle provides a kind of device and a kind of method, makes the stability of power actuated vehicle not be increased to one not and the wide field of application of control time length relative restrictions.

This purpose has the device of feature of independent claims 1 by use respectively and the method that has the feature of independent claims 10 by use realizes.

A kind of have a plurality of devices that are used for the power actuated vehicle Stability Control that are used to influence the actr of vehicle power and have:

-at least one is used for the lateral deviation rate control unit of controlling machine motor vehicle lateral deviation rate;

-one cross velocity control unit that is used for controlling machine motor vehicle cross velocity; And

-one allocation units that are used for the parallel control of actr according to above-mentioned at least one the lateral deviation rate control unit and the instruction of cross velocity control unit.

The utility model device that is used for the power actuated vehicle Stability Control is passable, particularly, is applied to power actuated vehicle power and is by brake actuator, transmission system actr and be used in the power actuated vehicle of actr control of power actuated vehicle active steering.Because Stability Control is according to comprising a lateral deviation rate control unit at least when the utility model, a cross velocity control unit and the instruction according to lateral deviation rate control unit and cross velocity control unit realize that to the allocation units of actr control so power actuated vehicle of the present utility model is controlled by so integration mode design: the operation of these actrs or management are to combine the parallel realization of raising of the stability of power actuated vehicle and operability.Here, the utility model focuses on the lateral deviation power and the lateral dynamics of power actuated vehicle.Only under the situation of the improvement control that can bring lateral deviation power and lateral dynamics, just additionally consider vertical power of power actuated vehicle.

According to an advantageous embodiment, described device also has the assessment unit that is used to assess the power actuated vehicle dynamic regime, and allocation units are designed to according to the parallel control of the dynamic regime of being assessed by assessment unit to actr.

According to an advantageous embodiment, at least one above-mentioned lateral deviation rate control unit has the first lateral deviation rate control unit and the second lateral deviation control unit that is used to control the lateral deviation rate that is in power actuated vehicle under the ovdersteering situation that are used to control the lateral deviation rate that is in power actuated vehicle under the understeer situation.Ovdersteering, understeer and the stability status of described control theory power actuated vehicle when this control of design is favourable when all preferably considering individually separately.Here, only lose in the steerability or the steerability of power actuated vehicle when the Stability Control unit, be activated when just steering shaft or front axle are saturated, the first and second lateral deviation rate control units are realized the control to the lateral deviation rate respectively.

According to an advantageous embodiment, for stability status and/or understeer or the ovdersteering state of assessing power actuated vehicle, assessment unit designed to be used the assessment of dynamic regime.

According to an advantageous embodiment, at least one above-mentioned lateral deviation rate control unit has steering controller.And preferably the cross velocity control unit has brake controller.Brake controller only is activated a kind of like this mode and designs above-mentioned at least one lateral deviation rate control unit and cross velocity control unit during in this case preferably with the generation active steering behind steering controller.This helps steering controller influences milder or more careful to driver's driving sense.

According to an advantageous embodiment, a plurality of actrs comprise that at least one is used for the actr of active steering power actuated vehicle.Further improve according to the utility model one, a plurality of actrs comprise can be by at least one brake actuator and a transmission system actr of the allocation units control parallel with the actr that is used for active steering.

The utility model further relates to a kind of method that is used for the power actuated vehicle Stability Control.Above-mentioned explanation about device and advantageous embodiment and advantage is incorporated in this.

The further improvement of the utility model can draw from specification sheets and dependent claims.

Below, by means of illustrative embodiments shown in the drawings the utility model is explained in more detail.

Description of drawings

Figure 1 shows that the block diagram of the control theory of explaining that the utility model device be used for Stability Control is implemented;

Figure 2 shows that the block diagram of explaining the neutral steer definition; And

Figure 3 shows that the block diagram of integrated control unit with steering controller and brake controller.

The specific embodiment

According to Fig. 1, according to a preferred embodiment, the utility model device 100 that is used for Stability Control comprises the first lateral deviation rate control unit 110 of the lateral deviation rate of power actuated vehicle when being used to control the mode of operation that is in understeer, the second lateral deviation rate control unit 120 of the lateral deviation rate of power actuated vehicle when being used to control the mode of operation that is in ovdersteering, and the Stability Control unit 130 that is used to control the cross velocity when being in the mode of operation of following the extreme ovdersteering.The first lateral deviation rate control unit 110 also is used to limit the purpose of the movable corner of front-wheel.

Control theory shown in Figure 1 is based on such discovery: when the described control of design, the ovdersteering of power actuated vehicle, understeer and stability are preferably considered mutually individually.Because the control that the first lateral deviation rate control unit 110 and the second lateral deviation rate control unit 120 are carried out respectively the lateral deviation rate, Stability Control unit 130 loses (it is saturated to that is to say that steering shaft or front axle take place), and in time, be activated, so the special management that whole power actuated vehicle is controlled is implemented according to the utility model in steerability or the steerability whenever power actuated vehicle.

According to Fig. 1, the first lateral deviation rate control unit 110 receives expectation value 80, the second lateral deviation rate control units that are used for ovdersteering control and receives the expectation value 90 that is used for understeer control.The first lateral deviation rate control unit 110, the second lateral deviation rate control unit 120 and Stability Control unit 130 send a command signal to allocation units 140 respectively.At length, the first lateral deviation rate control unit, 110 transmission command signals 111 (" Tq USC ") and 112 (" An USC ") are to allocation units 140.The second lateral deviation rate control unit, 110 transmission command signals 121 (" Tq USC ") and 122 (" An USC ") are to allocation units 140.Stability Control unit 130 sends command signal 131 (" Tq USC ") to allocation units 140.In addition, assessment unit 150 is described the stability status of power actuated vehicle and/or the index 151 of ovdersteering/understeer state to allocation units 140 inputs.

According to command signal 111,112,121,122,131 that receives from the first lateral deviation rate control unit 110, the second lateral deviation rate control unit 120 and Stability Control unit 130 and the index 151 that receives from allocation units 150, described allocation units 140 are controlled one group of actr by signal 141-143, especially for the actr 160 of power actuated vehicle active steering, brake actuator 170 and transmission system actr 180.

According to a graphic alternative embodiment, the independent design of omitting the first lateral deviation rate control unit 100 also is possible, and ovdersteering/understeer management is by an independent computing chain realization that is used to carry out the control of lateral deviation rate like this.

Control theory of the present utility model is based on following hypothesis:

-active steering is carried out by starting the control of lateral deviation rate, and measured lateral deviation rate is controlled near the expectation value.Must be under the circumstances: two lateral deviation rate control be cooperated well and active steering can not upset steering state.

The cross velocity that is easy to depart under-active brake the danger situation that the limit surpasses with being controlled at grabbing of tire.Therefore, control of braking should seldom be activated.

-because the lateral deviation rate control of active steering has been played milder or more careful influence to driving condition, it is activated before initiatively braking is unlocked.Under dangerous situation more, the startup of additional active brake provides the fully integrated control that turns to and brake.

The moment that-transmission system provides can be on the basis of the measured or evaluated signal that is used for vertical and horizontal power respectively Be Controlled be used for feed forward control.Because vertically the frequency limit (having low relatively frequency) of power is separated with the frequency limit of lateral deviation power and lateral dynamics, this method of designing becomes possibility.

The utility model device that is used for vehicle control comprises the integrated control device that is used for cross velocity and lateral deviation rate.Especially, the utility model device can be fabricated from two standard proportional controllers, and responsible lateral deviation rate error in above-mentioned two standard proportional controllers, another is responsible for the neutral steer cross velocity.

According to block diagram shown in Figure 3, integrated control unit 300 has steering controller 310 and brake controller 320.

Because 310 couples of drivers' of steering controller driving sensitieness has played milder or more careful influence, so steering controller 310 is preferably started by brake controller 310.In case the stability of power actuated vehicle has entered risk range, brake controller 320 additionally starts, and produces complete Comprehensive Control, shown in the arrow 331 and 332 of Fig. 3.

Steering controller 310 is by using lateral deviation rate control unit 311 control lateral deviation rates, and for example, steering controller 310 can be realized in the ovdersteering control unit 120 in Fig. 1.Brake controller 320 is born the task of the stability of guaranteeing total system, and has the proportional regulator 322 as integrated component.Brake controller 320 further has the unit 321 that is used to compensate centrifugal moment.For example, brake controller 320 can be realized in the Stability Control unit 130 in Fig. 1, cause the specific braking force or the such fact of asymmetric tractive force in the lateral deviation motion of brake controller 320 based on power actuated vehicle, locate cross velocity is played direct influence in the center of gravity (COG) of power actuated vehicle.

When the compensation braking action to the influence of lateral deviation rate with when turning to behavior under to the neutral steer situation to be influencing of zero cross velocity, whole control is needed to be that steering controller 310 and brake controller 320 are mutually combined.Therefore occurred turning to the integration of control of braking and can have been realized by a kind of simple mode by implementation according to the integrated branch of Fig. 3.

Replace and work in cross velocity (v _y) traditional lateral deviation rate controller, operation cross velocity (v when being based on neutral steer _YNS) the use of the present utility model of lateral deviation rate controller be based on such fact: the cross velocity (v under the neutral steer situation _YNS) power do not influenced by front-axle steering, but turn to behavior by lateral deviation rate V _ΨRemote effect have been caused to power.Therefore, the result of mode control becomes more insensitive concerning shifting turning to of coming from parallel AFS controller and/or driver the modulation.

A kind of following example of situation of driving condition has shown the running state of the utility model vehicle control in practice.

I. in the driver behavior process, turn to lateral deviation rate controller support driver to keep the expectation lateral deviation state of power actuated vehicle, if the lateral deviation rate takes place excessively to be increased, anti-manipulation will be performed, and if necessary, driver behavior can be diverted angle and implement (similarly being to be controlled by skillful driving person) in advance.Lateral deviation moment (Myf) is calculated by the lateral deviation rate controller that is provided by active steering fully is provided.

II. when the reduction of the earth-grasping force limit that reaches tire and vehicle stability was about to take place, the controller of lateral dynamics was activated and notifies drg that a stable lateral deviation moment (M is provided _B).Because this stable lateral deviation moment is deducted from the required moment that is used for controlling the lateral deviation rate, therefore the whole lateral deviation moment that is provided by integrated lateral deviation control does not change, though the whole transverse force that is applied by the ACTIVE CONTROL on car body has a variation in this case, and this usually cooresponding be the reducing of transverse force in the process of the operation of following ovdersteering.In this case, active steering has been realized counter steering, and the lateral deviation moment that this had both caused reducing excessive lateral deviation has also caused the directed transverse force opposite with expectation path.In order all to obtain to reduce on lateral deviation rate sum of errors cross velocity, lateral dynamics control has reduced transverse force that active steering center of gravity place applies and according to the constant whole active lateral deviation moment of the maintenance of lateral deviation demand for control.

The equation of motion of following simplification uses as the basis in the control of the utility model vehicle:

$\left\{\begin{array}{c}{\stackrel{\·}{v}}_y={-v}_x{v}_{\mathrm{\ψ}}+\frac{\mathrm{\μ}}{m}(F_{\mathrm{yf}}+F_{\mathrm{yr}})\\ {\stackrel{\·}{v}}_{\mathrm{\ψ}}=\frac{\mathrm{\μ}}{J}(F_{\mathrm{yf}}{l}_f-F_{\mathrm{yr}}{l}_r)+\frac{M_B}{J}\end{array}\right.---\left(1\right)$

Here following supposition is a departure point:

-suppose a substantial two dimension (2D) vehicle movement.

-steering angle δ is assumed to be little, so cos (δ) ≈ 1 and sin (δ) ≈ δ, and the y-component of power is greater than the x-component of power:

|F _yfcos(δ)|＞|F _xfsin(δ)| (2)

-vertically power is left in the basket, and the influence of only working as it is at v _xBe considered when component is attached.

-trim power and yaw power are left in the basket, and the relevant static influence on the tire force is considered in this case.

The influence of-one asymmetric wheel braking is by an input variable M _BCome out by abstract, think in this case:

$M_B=-\frac{d}{2}\mathrm{\μ}(F_{\mathrm{xfl}}-F_{\mathrm{xfr}})\cos \left(\mathrm{\δ}\right)-\frac{d}{2}\mathrm{\μ}(F_{\mathrm{xrk}}-F_{\mathrm{xrr}})+\frac{d}{2}\mathrm{\μ}(F_{\mathrm{yfl}}-F_{\mathrm{yfr}})\sin \left(\mathrm{\δ}\right)$

(3); With

-on wheel, braking is considered to the influence of the transverse force parameter (k) by the tire characteristics of dependence longitudinal sliding motion.

Use is used for the cross velocity (v of lateral deviation rate sum of errors neutral steer to give a definition _YNS).

$\left\{\begin{array}{c}{e}_{\mathrm{v\ψ}}=v_{\mathrm{\ψT}}-v_{\mathrm{\ψ}}\\ v_{\mathrm{yNS}}=v_y-l_{\mathrm{NS}}{v}_{\mathrm{\ψ}}\end{array}\right.,l_{\mathrm{NS}}=\frac{J}{{\mathrm{ml}}_f}---\left(4\right)$

Draw following equation:

$\left\{\begin{array}{c}{\stackrel{\·}{v}}_{\mathrm{yNS}}=\mathrm{\μ}\left(\frac{l_f+l_r}{{\mathrm{ml}}_f}\right)F_{\mathrm{yr}}-v_x{v}_{\mathrm{\ψ}}-\frac{1}{{\mathrm{ml}}_f}{M}_B\\ {\stackrel{\·}{v}}_{\mathrm{\ψe}}={\stackrel{\·}{v}}_{\mathrm{\ψT}}-\frac{\mathrm{\μ}}{J}(F_{\mathrm{yf}}{l}_f-F_{\mathrm{yr}}{l}_r)-\frac{M_B}{J}\end{array}\right.---\left(5\right).$

According to equation (5), the new constant l that introduces _NSThe variation that has defined when cross velocity is " the neutral steer point " on the vehicle longitudinal axis when being independent of the transverse force of front-wheel.As shown in Figure 2, the described motor vehicle center of gravity of disembarking in power actuated vehicle center of gravity back has lucky l _NSThe distance of (seeing equation (4)).Based on the representative type parameter, for example, m=1961kg, J=3700kg.m ², l _f=1.36m and l _r=1.54m, l _NSValue produce: l _NSSo=1.387m is P _NSVery near rear axle.

The control quilt that turns to according to equation (6) is supposed as follows:

$F_{\mathrm{yf}}-F_{\mathrm{yfD}}=\frac{1}{{\mathrm{\μl}}_f}(k_{\mathrm{P\ψ}}{v}_x{v}_{\mathrm{\ψe}}-M_B)---\left(6\right)$

Here, F _YfDExpression is owing to the variable F of driver's demand _YfMark.

In addition, supposed according to the control of braking of equation (7):

$M_B=k_{\mathrm{Py}}\frac{{\mathrm{ml}}_f}{J}{v}_x{v}_{\mathrm{yNS}}+({\mathrm{\μlF}}_{\mathrm{yr}}-{\mathrm{ml}}_f{v}_x{v}_{\mathrm{\ψ}})---\left(7\right).$

In this case, consequently be in the local asymptotic of following in the ovdersteering course of action of power actuated vehicle and stablize, this can be proved to be as follows:

The result who turns to the lateral deviation rate that control gives who is supposed is:

${\stackrel{\·}{v}}_{\mathrm{\ψe}}={\stackrel{\·}{v}}_{\mathrm{\ψT}}-\frac{k_{\mathrm{P\ψ}}}{J}{v}_x{v}_{\mathrm{\ψe}}-\frac{\mathrm{\μ}}{J}(F_{\mathrm{yfD}}{l}_f-F_{\mathrm{yr}}{l}_r)---\left(8\right).$

Use liapunov function definition equation (9):

$V=\frac{1}{2}({v^2}_{\mathrm{\ψe}}+v_{\mathrm{yNS}}^2)---\left(9\right)$

This has drawn:

$\stackrel{\·}{V}=v_{\mathrm{\ψe}}{\stackrel{\·}{v}}_{\mathrm{\ψe}}+v_{\mathrm{yNS}}{\stackrel{\·}{v}}_{\mathrm{yNS}}=v_{\mathrm{\ψe}}({\stackrel{\·}{v}}_{\mathrm{\ψT}}-\frac{k_{\mathrm{P\ψ}}}{J}{v}_x{v}_{\mathrm{\ψe}}-\frac{\mathrm{\μ}}{J}(F_{\mathrm{yfD}}{l}_f-F_{\mathrm{yr}}{l}_r))+v_{\mathrm{yNS}}(\mathrm{\μ}\frac{1}{{\mathrm{ml}}_f}{F}_{\mathrm{yr}}-v_x{v}_{\mathrm{\ψ}}-\frac{1}{{\mathrm{ml}}_f}{M}_B)=$

${\stackrel{\·}{v}}_{\mathrm{\ψT}}{v}_{\mathrm{\ψe}}-\frac{1}{J}{k}_{\mathrm{P\ψ}}{v}_x{v}_{\mathrm{\ψe}}^2-\frac{\mathrm{\μ}}{J}(F_{\mathrm{yfD}}{l}_f-F_{\mathrm{yr}}{l}_r)v_{\mathrm{\ψe}}+\frac{v_{\mathrm{yNS}}}{{\mathrm{ml}}_f}\left(\mathrm{\μ}{\mathrm{lF}}_{\mathrm{yr}}-{\mathrm{ml}}_f{v}_x{v}_{\mathrm{\ψ}}\right)-\frac{v_{\mathrm{yNS}}}{{\mathrm{ml}}_f}{M}_B$

Next use equation (7) to be used for state of equilibrium:

$\stackrel{\&CenterDot;}{V}=-\frac{v_x}{J}(k_{\mathrm{P\&psi;}}{v^2}_{\mathrm{\&psi;e}}+k_{\mathrm{Py}}{v}_{\mathrm{yNS}}^2)-\frac{\mathrm{\&mu;}}{J}(F_{\mathrm{yfD}}{l}_f-F_{\mathrm{yr}}{l}_r)v_{\mathrm{\&psi;e}}<0---\left(10\right).$

The first of equation (10) is evident as negative, yet, since in this case rear tyre power serious offense front tyre power and with lateral deviation rate error contrary sign, decline (under quasi-balanced state) also be tending towards 0 or-at all power actuated vehicle ovdersteerings and controller be under the situation of operation-be negative.

Generally speaking, the above-mentioned lateral deviation rate error of mentioning at last is not prescribed, and can be positive number and negative according to the ovdersteering state of power actuated vehicle.Therefore, equation (10) has only drawn and has been used for the local asymptotic stable of power actuated vehicle ovdersteering situation.The increase that feedback is amplified has enlarged the scope of guaranteed stability status to surpass the scope of ovdersteering.

Replace equation (7), carry out and also can be achieved as follows according to equation (11), the enforcement that is used for centrifugal moment compensation based on an adjustment data becomes possibility in this case, nominally adjustment data will have value be 1, although it can be configured to a littler value as a result if be suitable as of inaccuracy model.

$M_B=k_{\mathrm{PNS}}\frac{{\mathrm{ml}}_f}{J}{v}_x{v}_{\mathrm{yNS}}+<k_{\mathrm{ff}}>(\mathrm{\&mu;}{\mathrm{lF}}_{\mathrm{yr}}-{\mathrm{ml}}_f{v}_x{v}_{\mathrm{\&psi;}})---\left(11\right).$

Claims (19)

1. device that is used for the power actuated vehicle Stability Control with a plurality of actrs (160,170,180) that influence vehicle power is characterized in that described device has:

At least one is used for the lateral deviation rate control unit (110,120) of controlling machine motor vehicle lateral deviation rate;

The cross velocity control unit (130) that is used for controlling machine motor vehicle cross velocity; And,

The allocation units (140) that are used for the parallel control of above-mentioned actr (160,170,180) according to the instruction of above-mentioned at least one lateral deviation rate control unit (110,120) and above-mentioned cross velocity control unit (130).

2. device according to claim 1, it is characterized in that, described device further has the assessment unit (150) that is used to assess the power actuated vehicle dynamic regime, allocation units (140) designed to be used according to the dynamic regime of being assessed by assessment unit (150) described actr (160,170,180) parallel control.

3. device as claimed in claim 1 is characterized in that, described at least one lateral deviation rate control unit (110,120) comprising:

Be used to be controlled at the first lateral deviation rate control unit (110) of power actuated vehicle lateral deviation rate during the serviceability of understeer; And

Be used to be controlled at the second lateral deviation rate control unit (120) of power actuated vehicle lateral deviation rate during the serviceability of ovdersteering.

4. device as claimed in claim 2 is characterized in that, described assessment unit (150) designed to be used stability status and the understeer or the ovdersteering state of assessment power actuated vehicle.

5. device as claimed in claim 1 is characterized in that, described at least one lateral deviation rate control unit (110,120) has steering controller (310).

6. device as claimed in claim 1 is characterized in that, described cross velocity control unit (130) has brake controller (320).

7. device as claimed in claim 5, it is characterized in that, described at least one lateral deviation rate control unit (110,120) and cross velocity control unit (130) are designed by a kind of like this mode: brake controller (320) only was activated behind steering controller (310) when active steering took place.

8. device as claimed in claim 1 is characterized in that, described a plurality of actrs comprise that at least one is used for the actr of active steering power actuated vehicle (160).

9. device as claimed in claim 8 is characterized in that, described a plurality of actrs further comprise can be by the brake actuator (170) and the transmission system actr (180) of allocation units (140) control parallel with the actr that is used for active steering (160).

10. device as claimed in claim 2 is characterized in that, described at least one lateral deviation rate control unit (110,120) comprising:

Be used to be controlled at the first lateral deviation rate control unit (110) of power actuated vehicle lateral deviation rate during the serviceability of understeer; And

Be used to be controlled at the second lateral deviation rate control unit (120) of power actuated vehicle lateral deviation rate during the serviceability of ovdersteering.

11. device as claimed in claim 3 is characterized in that, described assessment unit (150) designed to be used stability status and the understeer or the ovdersteering state of assessment power actuated vehicle.

12. device as claimed in claim 2 is characterized in that, described at least one lateral deviation rate control unit (110,120) has steering controller (310).

13. device as claimed in claim 3 is characterized in that, described at least one lateral deviation rate control unit (110,120) has steering controller (310).

14. device as claimed in claim 2 is characterized in that, described cross velocity control unit (130) has brake controller (320).

15. device as claimed in claim 3 is characterized in that, described cross velocity control unit (130) has brake controller (320).

16. device as claimed in claim 6, it is characterized in that, described at least one lateral deviation rate control unit (110,120) and cross velocity control unit (130) are designed by a kind of like this mode: brake controller (320) only was activated behind steering controller (310) when active steering took place.

17. device as claimed in claim 2 is characterized in that, described a plurality of actrs comprise that at least one is used for the actr of active steering power actuated vehicle (160).

18. device as claimed in claim 3 is characterized in that, described a plurality of actrs comprise that at least one is used for the actr of active steering power actuated vehicle (160).

19. device as claimed in claim 4 is characterized in that, described a plurality of actrs comprise that at least one is used for the actr of active steering power actuated vehicle (160).

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