Tactos-EBS-curve: method and system for stabilising a vehicle during emergency braking using direction-alternating micro-steering impulses

Abstract

The invention relates to a method and system for stabilising a motor vehicle during emergency braking on straight and curved roads. Small, direction-alternating micro-steering impulses are superimposed on the steering system, causing lateral micro-migration of the tyre-road contact patch in the millimetre range. Thermally overloaded micro-areas are relieved and adjacent high-grip segments are activated, improving usable friction and maintaining steerability. Two modes are provided: a symmetrical impulse pattern for straight-line braking (Mode A) and an asymmetrical pattern with an impulse-time bias for braking in curves (Mode B). A transition mode interpolates between both. Activation is based on TACTOS sensor signals indicating thermal, structural-dynamic or slip-instability conditions. The system is compatible with ABS and ESC and may be used in heavy goods vehicles, trailer combinations and autonomous vehicles. A computer program and an electronic control unit for performing the method are also disclosed.

Description

TACTOS - EBS – Curve: Method and system for stabilising a vehicle during emergency braking using direction-alternating micro-steering impulsesTECHNICAL FIELD

[0001] The invention relates to vehicle safety systems, in particular systems for improving the stability and steerability of a motor vehicle during an emergency braking manoeuvre. It concerns emergency braking on both straight and curved road sections and provides a method for active modulation of the tyre-road contact patch.[0001a] This application claims priority from German patent application DE 10 2024 004 430.2, filed on 17 December 2024.BACKGROUND ART

[0002] Known systems such as ABS, EBA, ESC or torque-vectoring modules are capable of modulating brake pressure or drive torque in order to improve vehicle stability. However, these systems react exclusively to slip conditions that have already occurred and are unable to prevent thermally induced friction-loss phenomena within the tyre's contact patch.

[0003] In particular, during emergency braking in curves, a vehicle frequently loses lateral grip owing to the physical limitations of the friction ellipse, resulting in hazardous straight-line drifting. Such events regularly lead to severe accidents, for example collisions with guard rails or bridge pillars.

[0004] Current systems do not generate targeted, direction-alternating micro-steering impulses for contact-patch migration and offer no mechanism for thermally regenerating tyre grip.OBJECT OF THE INVENTION

[0005] It is an object of the invention:– to shorten the braking distance during emergency braking on normal road surfaces,– to prevent thermally induced reduction of available friction,– to maintain lateral guiding force during emergency braking in curves,– to ensure vehicle steerability under extreme braking conditions, and– to prevent hazardous straight-line drifting.SUMMARY OF THE INVENTION

[0006] The object is achieved by a method in which small, direction-alternating steering impulses are automatically generated during an emergency braking manoeuvre, thereby causing a lateral micro-migration of the tyre contact patch.This movement leads to:– relief of thermally overloaded contact areas,– disruption of incipient smear-film formation,– activation of fresh high-grip zones,– an increase in the available longitudinal and lateral forces.

[0007] Furthermore, the system utilises TACTOS sensor data to detect thermal, vibration-based and dynamic indicators of incipient friction loss and activates, depending on steering angle and yaw rate, two operating modes:Mode A: Straight-line emergency braking (TACTOS-EBS)Mode B: Emergency braking in curves (TACTOS-EBS-Curve)

[0008] Two micro-steering modes are provided:Mode A (straight-line emergency braking):The steering impulses are generated symmetrically with respect to the neutral steering position, thereby supporting straight-line stability and improving the usable friction level during severe deceleration.Mode B (cornering emergency braking):The steering impulses are generated asymmetrically, with a defined impulse-time bias in the direction of the outer curve.This stabilises the lateral guiding force and prevents straight-line drifting during braking in bends.

[0009] A transition mode interpolates continuously between Mode A and Mode B, depending on steering angle, curvature of the road, or yaw-rate deviation.Amplitude, frequency and bias are adapted dynamically in real time.BRIEF DESCRIPTION OF THE DRAWINGSThe invention will now be described by way of schematic drawings.The figures are not to scale and serve solely to illustrate the functional principles.FIG. 1 schematically shows a motor vehicle during an emergency braking manoeuvre on a straight road section, with direction-alternating micro-steering impulses causing a lateral micro-migration of the tyre contact patch in the millimetre range.FIG. 2 shows an enlarged schematic view of a tyre contact patch. Thermally overloaded contact areas and adjacent high-grip segments are indicated, which are cyclically brought into and out of the force-transmitting region by the micro-migration.FIG. 3 illustrates the time profile of the micro-steering impulses in the symmetrical Mode A used for straight-line emergency braking. Small alternating steering deflections in the sub-degree range and a frequency of a few Hertz are shown.FIG. 4 shows the time profile of the micro-steering impulses in the asymmetrical Mode B for cornering emergency braking. A predominant portion of the impulse duration is applied in the direction of the outer curve (impulse-time bias).FIG. 5 schematically illustrates the transition mode. The modulation of amplitude, frequency and impulse-time bias between Modes A and B takes place continuously and without discontinuities.FIG. 6 shows a motor vehicle during an emergency braking manoeuvre in a curve. The stabilised vehicle trajectory under micro-steering excitation is indicated, preventing lateral departure from the lane.FIG. 7 shows a schematic time profile of a TACTOS sensor signal, with an example of a threshold value at which the micro-steering control is activated or switches from Mode A to Mode B.DETAILED DESCRIPTION OF EMBODIMENTS

[0010] During emergency braking, human perception and reaction delays of typically 200 - 300 ms cause drivers to respond too late to the onset of vehicle instability. The initial steering reaction therefore tends to be disproportionately strong and generates an abrupt oversteer response.

[0011] A reflexive counter-steering movement follows, likewise delayed and of excessive magnitude, whereby a pendulum-like sequence of alternating over- and under-corrections is produced, frequently resulting in a loss of lane-keeping. This delay arises in particular because the driver reacts to the visible motion of the vehicle rather than to the underlying dynamic cause of the instability. Since combined braking and evasive manoeuvres lead to sudden changes in lateral force demand before the driver perceives them, the corrective reaction always occurs belatedly. This leads to a cyclic amplification of the instability until a macroscopic oscillatory motion develops which can no longer be reliably controlled by human reaction patterns.Technical Basis of the Invention

[0012] The micro-steering impulses according to the invention act at a frequency above the human reaction capability (typically above 2 - 3 Hz). This enables the system to execute stabilising micro-corrections before the driver notices the beginning of an instability or can react to it. The system thereby performs the safety-critical micro-reactions, while the driver retains control of the macroscopic steering direction.

[0013] The invention is based on the realisation that the lateral guiding force of a tyre can be stabilised not only through macroscopic steering inputs but also through the controlled lateral micro-migration of the tyre's contact patch. This micro-migration redistributes thermally overloaded regions of the contact area and cyclically brings fresh, high-grip segments into the force-transmitting zone.

[0014] For this purpose, the system evaluates TACTOS sensor data, which include vibration-based, thermal and structural-dynamic signal components capable of indicating an incipient loss of grip or a deterioration of contact stability.Operating Modes

[0015] Two operating modes are provided for the micro-steering control: Mode A: symmetrical micro-steering impulses for straight-line emergency braking. Mode B: asymmetrical micro-steering impulses for emergency braking in curves.

[0016] An “impulse-time bias" is defined as the ratio between the duration of the impulses applied in the curve direction and the duration of those applied in the opposite direction. A bias of 60 % therefore means that at least 60 % of the total impulse duration is applied in the direction of the outer curve.Advantages of the Invention

[0017] The method increases the effective utilisation of the available friction. Thermally critical contact areas are relieved, fresh micro-texture segments are activated, and the formation of thin smear-film layers is disrupted. This leads to improved stability of the vehicle trajectory in straight-line braking as well as in curve braking.

[0018] The invention also permits more effective utilisation of existing friction conditions and, under certain circumstances, may contribute to a reduction of the braking distance without compromising vehicle stability.

[0019] Furthermore, the vehicle remains steerable even under full braking, since neither impulse amplitude nor impulse frequency produce macroscopic lateral deviations that would be perceptible to the driver.

[0020] As schematically illustrated in FIG. 1, the invention stabilises the vehicle during straight-line emergency braking by generating alternating steering impulses with small steering angles in the sub-degree range and a frequency of between approximately 3 and 7 Hz.Straight-line Emergency Braking (Modus A)

[0021] FIG. 3 shows an example of the impulse pattern of Mode A. The impulses are symmetrical relative to the neutral steering position and are designed such that the lateral micro-migration of the contact patch remains small enough not to disturb the macroscopic straight-line behaviour of the vehicle.

[0022] An abrupt initiation of braking is detected from wheel-speed gradients, TACTOS sensor signals or a combination thereof. The micro-steering controller then superimposes alternating steering impulses on the neutral steering position in order to stabilise the tyre-road contact and to interrupt any emerging thermal smear-film effects.Asymmetric Mode B – Emergency Braking in Curves

[0023] As schematically illustrated in FIG. 4, Mode B employs an asymmetric impulse pattern in which the impulse-time bias is directed towards the outer curve. In this mode, a predominant portion of the steering impulse duration lies in the stabilising direction of the curve, thereby increasing the lateral guiding force on the outer tyres and counteracting the tendency of the vehicle to drift straight ahead under heavy braking.

[0024] The asymmetric distribution of impulse time results in a controlled lateral micro-migration of the tyre contact patch towards the curve-external side. This counteracts the natural reduction of lateral force during combined braking-and-cornering manoeuvres and stabilises the yaw behaviour of the vehicle without inducing perceptible macroscopic steering deviations.Transition Mode Between A and B

[0025] A transition mode continuously interpolates between Mode A and Mode B. Amplitude, frequency and impulse-time bias are adapted according to steering angle, yaw-rate deviation or curvature of the road. This avoids abrupt changes in steering input and ensures a smooth stabilisation effect even in varying road geometries.

[0026] During this phase, the effective tyre contact patch shifts laterally by small amounts in the millimetre range. These micro-movements relieve thermally overloaded contact areas and bring adjacent high-grip segments into the force-transmitting region. The vehicle trajectory remains essentially unchanged in the longitudinal direction so that the driver perceives no steering disturbance. Owing to the continuous integration of fresh contact segments, the usable friction level increases accordingly.Thermal and Structural Mechanisms

[0027] Under severe braking, localised temperature rises and transient smear-film formation may occur within the tyre contact patch. The micro-migration generated by the invention disrupts these thermally induced low-friction layers and restores the fine-scale mechanical interlocking between the tyre rubber and the road surface.

[0028] The structural behaviour of the tyre tread changes at elevated temperatures due to reduced elasticity and micro-texture deformation. By cyclically redistributing the contact pressures, the invention lowers local peak temperatures and enhances the stability of the micro-texture, thereby improving both longitudinal and lateral force potential.Example 1 - Emergency Braking on a Straight Road

[0029] As illustrated in FIG. 1, a vehicle travelling at high speed initiates an emergency braking manoeuvre. The system activates Mode A and superimposes micro-steering impulses with amplitudes in the sub-degree range. The impulses generate small lateral micro-movements of the contact patch without producing macroscopic lateral deviations. The usable friction level increases due to the repeated engagement of fresh contact segments.Example 2 - Emergency Braking in a Curve

[0030] FIG. 6 schematically shows an emergency braking manoeuvre in a curve. The vehicle tends to follow a straight-line path owing to the reduction in available lateral force. By activating Mode B with an appropriate impulse-time bias, the lateral guiding force is stabilised and undesired macroscopic lane deviations are prevented. The system ensures that the vehicle continues to follow the intended curved trajectory even under severe deceleration.Example 3 - Heavy Goods Vehicles (HGVs)

[0031] For heavy goods vehicles (HGVs), the amplitudes of the micro-steering impulses are reduced and the frequency range is adapted to the dynamics of multi-axle vehicles. The invention is particularly effective for vehicles with high axle loads, as the redistribution of contact pressures in the tyre contact patch prevents thermal overload and maintains lateral guiding force even under extreme braking conditions.

[0032] In HGV applications, the TACTOS sensor system evaluates structural vibration patterns of the tyre carcass and tread blocks. Characteristic frequencies associated with micro-slip instabilities or thermal degradation effects can be detected earlier than with conventional ESC or ABS sensors, enabling the micro-steering control to react pre-emptively.Example 4 – Operation with Trailers

[0033] The system may be adapted for operation with articulated vehicles or passenger cars towing trailers. To this end, the articulation (knick-angle) rate between towing vehicle and trailer may be used as an additional control parameter.

[0034] If a tendency towards trailer swing or instability is detected, the micro-steering controller increases the symmetrical or asymmetrical impulse components accordingly in order to maintain the stability of the entire vehicle combination.Further Embodiments

[0035] In another embodiment, the impulse frequency is dynamically adapted to detected road-surface irregularities. Higher-frequency components are suppressed on rough surfaces in order to avoid interference with mechanical steering backlash or suspension movements.

[0036] Conversely, on very smooth or low-friction surfaces, the impulse frequency may be increased to accelerate the renewal of the contact-patch micro-texture.

[0037] The system may additionally modulate pulse amplitude depending on tyre load, vehicle pitch dynamics and brake-pressure gradients.Sensor-Based Activation

[0038] Activation of the micro-steering control is based on a combination of longitudinal and lateral acceleration sensors, wheel-speed gradients, steering-angle rate, yaw-rate deviation and TACTOS sensor inputs.

[0039] Threshold values for activation may be determined adaptively based on vehicle class, tyre type, road surface and temperature conditions.

[0040] The system may continuously monitor the rate of change of TACTOS sensor signals. If these indicate a rapid deterioration of contact stability, the system automatically switches from Mode A to Mode B.Fail-Safe Behaviour

[0041] If the steering actuator is overloaded or a system fault is detected, the micro-steering impulses are deactivated immediately. Conventional braking and stability systems (ABS, ESC) remain fully operational.

[0042] The system is designed such that, even in the event of partial failure, no macroscopic steering motion exceeding a defined threshold can occur.Thermal and Mechanical Effects on Tyre Behaviour

[0043] The invention counteracts localised temperature peaks in the tyre contact patch, which would otherwise lead to micro-smearing, reduced elasticity and a collapse of micro-texture engagement with the road.

[0044] By cyclically redistributing the load across different micro-areas of the contact patch, the invention reduces the accumulation of heat in individual segments and enhances the stability of the rubber-road interface.

[0045] The micro-migration also counteracts “plating" effects in which small rubber deposits or thermal softening produce low-friction zones that impair braking performance.TACTOS Sensor Threshold Example

[0046] An example of a TACTOS sensor signal is shown schematically in FIG. 7. When the measured value exceeds a defined threshold, the micro-steering control is activated or switched from Mode A to Mode B. Such threshold values may relate to thermal gradients, structural resonance frequencies, or transient slip-instability indicators.Example 5 - Contact-Patch Renewal under Repeated Impulse Action

[0047] In a further embodiment, the micro-steering impulses are applied repeatedly during prolonged emergency braking phases. The cyclic renewal of the tyre contact patch prevents local thermal degradation and restores micro-scale adhesion conditions even when the braking distance is long.

[0048] This effect is especially relevant for vehicles with sustained downhill braking manoeuvres or when high mass and speed cause extended periods of thermal stress on the tyre surface.Example 6 - Thermal Regeneration of Micro-Texture

[0049] Localised micro-texture deformation may occur due to heat accumulation in small segments of the contact patch. By continuously relieving overloaded micro-areas and activating cooler adjacent segments, the invention facilitates a thermally stabilised micro-texture which provides improved friction potential.

[0050] This effect is independent of the macroscopic tyre tread design and is therefore compatible with summer tyres, winter tyres and all-season tyres.Interaction with ABS and ESC Systems

[0051] The invention operates in parallel with ABS and ESC systems. ABS regulates wheel slip, while ESC influences yaw dynamics. The micro-steering impulses according to the invention do not interfere with these control loops because they act predominantly on the contact-patch micro-distribution rather than on wheel slip or yaw torque.

[0052] If ABS intervention is detected, the amplitude of the micro-steering impulses may be reduced or stabilised in order to avoid any interaction with slip-modulation algorithms.

[0053] ESC interventions are likewise unaffected, as the invention generates only small steering-angle deflections that do not exceed the permissible limits for ESC stability control.Use in Electric and Autonomous Vehicles

[0054] The system is suitable for electric vehicles with steer-by-wire systems, as well as for autonomous vehicles equipped with centralised motion-control architectures.

[0055] Autonomous vehicles may use the TACTOS-EBS-Curve functionality to ensure lateral stability during automated emergency manoeuvres, particularly in complex environments with variable road friction.Alternative Embodiments

[0056] The impulse frequency may vary between 2 Hz and 12 Hz depending on tyre type, vehicle class and suspension characteristics.

[0057] The micro-steering amplitude may likewise be adapted as a function of steering-system stiffness, tyre width and vehicle speed.

[0058] In vehicles with rear-axle steering, the micro-steering impulses may be distributed across both axles, either symmetrically or asymmetrically, depending on the desired stabilisation effect.Trailer and Multi-Unit Vehicle Combinations

[0059] For trailer operation, the articulation-angle rate provides an additional stabilisation parameter. If a risk of trailer oscillation is detected, asymmetric micro-steering impulses may be applied to counteract the oscillatory behaviour.

[0060] The joint dynamics of tractor and trailer are stabilised by reducing alternating yaw movements and ensuring that the combined vehicle system remains aligned with the intended path during emergency braking.Physical Background of Contact-Patch Micro-Migration

[0061] The tyre contact patch consists of numerous micro-areas with varying instantaneous friction potential. Thermal effects, micro-slip oscillations and mechanical deformation cause rapid changes in the friction characteristics of these micro-areas during emergency braking.

[0062] Static adhesion and dynamic micro-slip coexist within the contact patch. If thermal overload occurs in individual segments, the affected regions can undergo a temporary reduction in adhesion capability, which may lead to localised smearing or flattening of the rubber structure.

[0063] By inducing controlled lateral micro-migration, the invention cyclically redistributes the load across different micro-areas of the contact patch. This prevents the persistent stressing of isolated regions and promotes the activation of cooler, structurally intact rubber segments.Regeneration of Tyre-Road Micro-Texture

[0064] The alternating loading pattern restores the fine-scale mechanical interlocking between the tyre micro-texture and the road surface. This regeneration effect counteracts temperature-induced softening of the rubber and maintains the stability of the micro-structure even under extended braking conditions.

[0065] Laboratory observations show that micro-texture regions subjected to repeated short relief phases recover friction potential more quickly than regions under continuous load. The invention utilises this effect by repeatedly transferring the force-transmitting zone to regenerated contact segments.Overall Vehicle-Dynamics Effect

[0066] The combination of micro-migration, thermal equalisation and asymmetric steering impulse control in curves produces a stabilising influence on both the lateral guiding force and the yaw dynamics of the vehicle. The driver experiences a stable vehicle trajectory without noticeable lateral deviations, even under maximum braking.

[0067] The invention is compatible with a wide range of vehicle types, tyre constructions and steering systems and can be integrated into existing safety systems without requiring additional mechanical components. It may therefore be incorporated into future generations of emergency braking and stability control systems.REFERENCE SIGNS LIST (TACTOS-6.0, English Version)Vehicle and Basic Components* 10 – Vehicle* 11 – Braking or reaction zone / tire-road contact area* 12 – Micro-steering impulse direction / corrective steering direction* 14 – Slip trajectory / unintended vehicle path (FIG. 6)* 14 – Trigger point in sensor signal (FIG. 7) (Context-dependent reuse is permitted.)Axes and General Signal Quantities* 16 – Time axis* 18 – Steering-angle or signal axisSteering Signals and Micro-Impulse Components* 20 – Steering-angle signal / overall micro-impulse sequence* 22 – Dynamic neutral steering position / upper signal path* 24 – Positive micro-impulses* 26 – Negative micro-impulses / counter-impulses / neutral bandFriction Ellipse and Force Distribution* 50 – Friction ellipse* 52 – Release corridor / activation window* 54 – Resulting force vector* 56 – Angle ψ (orientation of the force vector)* 58 – Longitudinal force axis (Fx)* 60 – Lateral force axis (Fy)* 62 – Combined friction value point (mixed friction coefficient)

Claims

Claim 1 (Main Independent Claim – Method)A method for stabilising a motor vehicle during an emergency braking manoeuvre, comprising generating direction-alternating micro-steering impulses which cause a lateral micro-migration of the tyre-road contact patch in the millimetre range,whereinsaid micro-steering impulses are applied in addition to the driver's steering input and are configured to:* relieve thermally overloaded micro-areas of the contact patch,* cyclically activate adjacent high-grip segments, and* increase the usable friction level and maintain vehicle steerability during emergency braking.Claim 2 (Frequency Range)The method according to claim 1,wherein the micro-steering impulses are generated at a frequency of between 3 Hz and 7 Hz.Claim 3 (Amplitude Range)The method according to any of the preceding claims,wherein the steering-impulse amplitude lies in the sub-degree range, preferably between 0.3° and 1.0°.Claim 4 (Straight-Line Emergency Braking - Mode A)The method according to any of the preceding claims,wherein during straight-line emergency braking a symmetrical impulse pattern (Mode A) is generated relative to the neutral steering position.Claim 5 (TACTOS Sensor Activation)The method according to any of the preceding claims,wherein activation of the micro-steering impulses is based on TACTOS sensor signals indicative of thermal, structural-dynamic or micro-slip instabilities of the tyre contact patch.Claim 6 (Thermal Smear-Film Disruption)The method according to any of the preceding claims,wherein the micro-migration of the contact patch disrupts thermally induced low-friction smear-film layers forming within the tyre contact patch during severe braking.Claim 7 (Cornering Emergency Braking – Mode B)The method according to any of the preceding claims,wherein during emergency braking in curves an asymmetrical impulse pattern (Mode B) is generated.Claim 8 (Impulse-Time Bias)The method according to claim 7,wherein an impulse-time bias of at least 60% is applied in the direction of the outer curve.Claim 9 (Transition Mode A → B)The method according to any of the preceding claims,wherein a transition mode continuously interpolates between the symmetrical Mode A and the asymmetrical Mode B,the interpolation comprising dynamic adjustment of:* impulse amplitude,* impulse frequency, and* impulse-time bias.Claim 10 (Detection of Emergency Braking)The method according to any of the preceding claims,wherein the onset of emergency braking is detected by analysing one or more of:* wheel-speed gradients,* steering-angle rate,* yaw-rate deviation,* brake-pressure gradients,* TACTOS sensor data.Claim 11 - Activation ThresholdsThe method according to any of the preceding claims,wherein activation of the micro-steering impulses occurs when at least one measured variable exceeds a defined threshold value,the measured variable comprising a thermal gradient, a structural-resonance indicator, a slip - instability indicator, or any combination thereof.Claim 12 — Adaptation to Vehicle ClassThe method according to any of the preceding claims,wherein the impulse frequency and amplitude are adapted to the vehicle class, tyre type, steering-system stiffness or axle load.Claim 13 — Heavy Goods VehiclesThe method according to any of the preceding claims,wherein for heavy goods vehicles the impulse amplitudes are reduced and the frequency range is adapted to the dynamic properties of multi-axle vehicles.Claim 14 — Structural-Dynamic EvaluationThe method according to any of the preceding claims,wherein TACTOS sensor signals include structural-dynamic vibration components of the tyre carcass or tread blocks.Claim 15 — Road-Surface AdaptationThe method according to any of the preceding claims,wherein the impulse frequency is reduced on rough road surfaces and increased on smooth or low-friction surfaces.Claim 16 — Load-Dependent ModulationThe method according to any of the preceding claims,wherein the impulse amplitude is modulated as a function of tyre load, vehicle pitch dynamics or brake-pressure gradients.Claim 17 — Two-Axle SteeringThe method according to any of the preceding claims,wherein in vehicles with rear-axle steering the micro-steering impulses are distributed across both axles, either symmetrically or asymmetrically.Claim 18 — Recognition of Curve DynamicsThe method according to any of the preceding claims,wherein the transition from Mode A to Mode B is initiated when a deviation between actual and expected yaw-rate exceeds a defined threshold.Claim 19 — Prevention of Straight-Line DriftThe method according to any of the preceding claims,wherein during emergency braking in curves the asymmetrical impulse pattern prevents straight-line drift by stabilising the lateral guiding force on the outer wheels.Claim 20 — Multi-Segment RegenerationThe method according to any of the preceding claims,wherein cyclic micro-migration of the contact patch regenerates the micro-texture of multiple tyre segments over the duration of the braking event.Claim 21 — Trailer OperationThe method according to any of the preceding claims,wherein for vehicle-trailer combinations the articulation-angle rate between towing vehicle and trailer is used as an additional control parameter,and wherein asymmetric impulses are applied to counteract trailer oscillations.Claim 22 — Activation in Autonomous VehiclesThe method according to any of the preceding claims,wherein the system is integrated into an autonomous driving controller and is activated automatically during emergency manoeuvres.Claim 23 — Compatibility with ABS and ESCThe method according to any of the preceding claims,wherein micro-steering impulses are generated such that interaction with ABS and ESC control loops is avoided.Claim 24 — Limitation of Macroscopic Steering MotionThe method according to any of the preceding claims,wherein the system limits the macroscopic steering deflection to a value below a predefined threshold.Claim 25 — System ClaimA system for stabilising a motor vehicle during an emergency braking manoeuvre, comprising:* a steering actuator configured to apply micro-steering impulses,* a TACTOS sensor module configured to detect thermal, structural-dynamic or slip-instability phenomena, and* an electronic control unit (ECU) configured to execute a method according to any of claims 1 to 24.Claim 26 — ECU ImplementationThe system according to claim 25,wherein the electronic control unit is configured to generate symmetrical and asymmetrical impulse patterns and to perform a continuous interpolation between them.Claim 27 — Multi-Axle SystemThe system according to any of claims 25 or 26,wherein micro-steering impulses may be applied to both the front and rear axle.Claim 28 — Computer ProgramA computer program comprising instructions which, when executed by a processor of an electronic control unit, cause the unit to carry out the method according to any of claims 1 to 24.Claim 29 — Computer-Readable MediumA non-transitory computer-readable medium storing the computer program of claim 28.

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