МОДУЛЬ И СПОСОБ ДЛЯ УПРАВЛЕНИЯ ТРАНСПОРТНЫМ СРЕДСТВОМ

Изобретение относится к управлению транспортными средствами на поворотах. Модуль управления транспортного средства для использования в транспортном средстве, включающем в себя двигатель внутреннего сгорания, электромотор, аккумулятор и трансмиссию, причем, когда определяется движение транспортного средства в повороте посредством устройства определения движения в повороте, запрещается переключение передач в трансмиссии. Когда состояние накопления аккумулятора удовлетворяет первому условию накопления и определяется окончание движения транспортного средства в повороте, разрешается усиление помощи от электромотора, а переключение передач в трансмиссии остается запрещенным. Изобретение также относится к способу управления транспортным средством согласно вышеописанному устройству. Достигается плавное ускорение при движении в повороте. 2 н. и 17 з.п. ф-лы, 7 ил.

УСТРОЙСТВО ПЕРЕДАЧИ ОТКЛОНЕНИЯ ТРАНСПОРТНОГО СРЕДСТВА

Настоящее изобретение относится к устройству передачи отклонения транспортного средства. Устройство передачи отклонения ТС в транспортном средстве с поддержкой автоматизированного вождения, допускающем автоматическое управление отклонением ТС, содержит модуль вычисления отклонения ТС, модуль определения шаблонов излучения и модуль указания. Модуль указания включает в себя источник света, расположенный на руле, и указывает направление, в котором возникает отклонение ТС. Модуль определения шаблонов излучения определяет светоизлучающую часть источника света на основе будущей траектории ТС от текущего момента до времени после истечения предварительно определенного времени. Техническим результатом является облегчение понимания отклонения ТС водителем, которое возникает в режиме автоматизированного вождения. 17 з.п. ф-лы, 18 ил.

СПОСОБ И СИСТЕМА ДЛЯ ОЦЕНКИ ПОВЕДЕНИЯ ВОДИТЕЛЯ ВО ВРЕМЯ УПРАВЛЕНИЯ ТРАНСПОРТНЫМИ СРЕДСТВАМИ

... 1. Способ оценки поведения водителя во время управления транспортными средствами, содержащий этап, на котором непрерывно характеризуют (S1) выбранные водителем процессы торможения в качестве основы для упомянутой оценки, характеризующийся этапами, на которых определяют (S2) причину выбранного процесса торможения и оценивают (S3), является ли выбранный процесс торможения уместной реакцией на упомянутую определенную причину, в котором упомянутый процесс торможения характеризуется с точки зрения вспомогательных тормозов, рабочих тормозов и торможения двигателем.2. Способ по п. 1, в котором этап определения причин подразумевает использование средства (112) камеры.3. Способ по п. 1, в котором этап определения причин подразумевает использование картографических данных и средства (114b) определения местоположения транспортного средства.4. Способ по любому из пп. 1-3, в котором этап определения причин подразумевает использование средства (116) для записи маневров уклонения.5. Способ по п. 1, дополнительно ...

СПОСОБ ОКАЗАНИЯ ПОМОЩИ ПРИ ВОЖДЕНИИ ВОДИТЕЛЮ АВТОМОБИЛЯ

... 1. Способ оказания помощи при вождении водителю автомобиля, включающий этапы: ! а) оценки максимального безопасного значения поперечного ускорения на основании одного или более выявленных значения поперечного ускорения, скорости поворота по курсу транспортного средства, продольной скорости транспортного средства и угла поворота рулевого колеса (S2-S7), ! b) расчета продольной скорости транспортного средства для получения поперечного ускорения, равного максимальному безопасному значению поперечного ускорения (S11-S13), и ! с) представления рекомендованной продольной скорости транспортного средства водителю (S17). ! 2. Способ по п.1, при котором этап а) включает определение коэффициента трения дорожного полотна (S6, S7). ! 3. Способ по п.1 или 2, при котором этап оценки а) включает подэтапы: ! а1) определения на основании разницы между обнаруженными поперечным ускорением или скоростью поворота по курсу и ожидаемым расчетным поперечным ускорением или скоростью поворота по курсу на основании ...

СПОСОБ УПРАВЛЕНИЯ ПАРКОВКОЙ И ОБОРУДОВАНИЕ УПРАВЛЕНИЯ ПАРКОВКОЙ

Изобретение относится к системам помощи при парковке транспортным средством. Способ управления парковкой для управления транспортным средством для парковки на основе рабочей команды, полученной изнутри или извне транспортного средства. Способ управления парковкой содержит этапы, на которых выполняют определение того, присутствует или нет пассажир в салоне транспортного средства, и когда выполняется определение того, что пассажир не присутствует в салоне транспортного средства, управляют транспортным средством таким образом, что время операции парковки сокращается по сравнению с тем, когда выполняется определение того, что пассажир присутствует в салоне транспортного средства. Достигается повышение безопасности парковки транспортного средства. 2 н. и 13 з.п. ф-лы, 14 ил.

СПОСОБ И СИСТЕМА ДЛЯ ВИРТУАЛЬНОГО ПУТИ ДЛЯ РУЛЕНИЯ

УПРАВЛЕНИЕ ЧЕЛОВЕКО-МАШИННЫМ ИНТЕРФЕЙСОМ ТРАНСПОРТНОГО СРЕДСТВА

Sensor system for dynamic control of vehicle - has pair of sensors straddling each axis and with central processor

Pairs of sensors are mounted each side of each of the three axes through the centre of gravity of the vehicle. The sensor outputs are collected by a central processing unit and the rotational and linear movements about and along each axis are computed. This enables the vehicle dynamics to be controllled, e.g. steering, active suspensions etc. The sensor pairs are directed in opposite ways and thus together provide the required information for each axis. The system can compute the dynamic condition for any selected point of the vehicle to enable, e.g. the separate suspension elements to be controlled. USE/ADVANTAGE - Predicting behaviour of motor vehicle. Centrallised control; min. of sensors; active dynamic control.

Verfahren zur Optimierung eines die Fahrdynamik beeinflussenden Fahrzeugregelsystems

Bei einem Verfahren zur Optimierung eines die Fahrdynamik beeinflussenden Fahrzeugregelsystems wird die an einer Fahrzeugachse wirkende Querkraft bestimmt und aus der Querkraft ein Querreibwert ermittelt, wobei aus einem Maximalreibwert und dem Querreibwert ein Längsreibwert bestimmt wird, der als Vorsteuerwert dem Fahrzeugregelsystem zugeführt wird.

Verfahren zum Betrieb eines Fahrzeuges

Die Erfindung betrifft ein Verfahren zum Betrieb eines Fahrzeuges (2). Das Verfahren sieht vor, dass ein fahrstreckenspezifisches Fahrprofil des Fahrzeuges (2) ermittelt und einer zentralen Rechnereinheit (3) zugeführt und auf dieser gespeichert wird, wobei anhand von Fahrprofilen einer Mehrzahl von Fahrzeugen (2) ein Idealfahrprofil (F1) und ein kritisches Fahrprofil (F2) ermittelt werden, die mittels Fahrzeug-zu-Fahrzeug-Kommunikation oder mittels Fahrzeug-zu-Infrastruktur-Kommunikation dem Fahrzeug (2) und weiteren Fahrzeugen (2) zur Ermittlung eines optimalen Fahrbetriebes oder eines fahrkritischen Zustandes zur Verfügung gestellt werden.

VERFAHREN ZUR STEUERUNG EINES STUFENLOSEN GETRIEBES EINES KRAFTFAHRZEUGS.

ERKENNUNG UND REKONSTRUKTION VON SENSORFEHLERN

Verfahren zur Steuerung eines Kraftfahrzeugs während und unmittelbar nach einer Flugphase

Verfahren zur Bestimmung eines maximal zulässigen Antriebsmoments eines Kraftfahrzeugmotors zur vorsteuernden Vermeidung instabiler Fahrzustände bei Kurvenfahrten

Fahrzeugzustandsgrössenschätzvorrichtung

Es wird eine Fahrzeugzustandsgrößenschätzvorrichtung geschaffen, die in der Lage ist, eine plötzliche Änderung eines Verhaltens während einer Verhaltenssteuerung eines Fahrzeugs zu verhindern, wobei die Fahrzeugzustandsgrößenschätzvorrichtung 2 eine Sollquerbeschleunigung Gyt, die in der Verhaltenssteuerung des Fahrzeugs 1 verwendet wird, auf der Grundlage eines tatsächlichen Querbeschleunigungsmesswerts Gys und eines geschätzten Querbeschleunigungswerts Gye während einer Fahrt des Fahrzeugs 1 schätzt; wenn die Sollquerbeschleunigung Gyt auf der Grundlage des tatsächlichen Querbeschleunigungsmesswerts Gys und des geschätzten Querbeschleunigungswerts Gye geschätzt wird, die Sollquerbeschleunigung Gyt mittels Durchführen eines Gewichtens des tatsächlichen Querbeschleunigungsmesswerts Gys und des geschätzten Querbeschleunigungswerts Gye entsprechend einem Zustand eines Seitenschlupfes des Fahrzeugs 1 geschätzt wird, ein Zustand, in dem die Gewichtung des tatsächlichen Querbeschleunigungsmesswerts ...

Fahrzeugsteuersystem

Fahrzeugsteuersystem, dadurch gekennzeichnet, dass es versehen ist mit:einer Beschleunigungserlangungseinheit (25, 26), die eine Beschleunigung eines Fahrzeugs (1) erfasst oder abschätzt; undeiner Steuereinheit (28), die so aufgebaut ist, dass sie eine Fahrcharakteristik, die zumindest entweder eine Antriebskraftcharakteristik, eine Schaltcharakteristik, eine Lenkcharakteristik oder eine Aufhängungscharakteristik des Fahrzeugs (1) umfasst, auf der Basis der Beschleunigung ändert, wobeidie Steuereinheit (28) so aufgebaut ist, dass sie eine Änderung der Fahrcharakteristik für ein Verringern der Schnelligkeit des Verhaltens des Fahrzeugs (1) in Bezug auf eine Änderung der Fahrcharakteristik für ein Erhöhen der Schnelligkeit des Verhaltens des Fahrzeugs relativ verzögert, und so aufgebaut ist, dass eine Änderung der Fahrcharakteristik begrenzt wird, wenn ein Ruck, der ein Zeitdifferenzialwert der Beschleunigung ist, größer als ein Grenzbestimmungsgrenzwert ist, im Vergleich zu dem Fall, wenn ...

Geschwindigkeitsreglungssystem für Fahrzeuge

Geschwindigkeitsregelungssystem für Fahrzeuge, welches aufweist: eine Abstandserfassungseinrichtung (70), welche einen Abstand von einem vorausfahrenden Fahrzeug erfasst; eine Relativgeschwindigkeitserfassungseinrichtung (100), welche eine Relativgeschwindigkeit zwischen einem Subjektfahrzeug und dem vorausfahrenden Fahrzeug erfasst; eine Evaluierungsindexberechnungseinrichtung (100), welche einen korrigierten Abstandsbedingungsevaluierungsindex berechnet, der mit einem Ansteigen der Relativgeschwindigkeit bei Annäherung an das vorausfahrende Fahrzeug erhöht ist und dessen Erhöhungsgradient mit kürzer werdendem Abstand von dem vorausfahrenden Fahrzeug bei jeder Relativgeschwindigkeit größer wird, als einen Index, der die Bedingung eines Annäherns und Entfernens bezüglich des vorausfahrenden Fahrzeugs durch Berücksichtigen einer Geschwindigkeit des vorausfahrenden Fahrzeugs angibt; eine Evaluierungsindex-Schwellenwertberechnungseinrichtung (100), welche einen Schwellenwert des korrigierten ...

Lastverlagerungsadaptive Antriebs-Schlupf-Regelung

Verfahren zum Steuern einer Antriebs-Schlupf-Regelung, aufweisend: Bestimmen einer Dynamik-Normalenlast für ein Fahrzeugrad, Bestimmen einer Stabilzustand-Normalenlast, Bestimmen eines Quotienten der Dynamik-Normalenlast und der Stabilzustand-Normalenlast, und Modifizieren eines Anforderungsdrehmoments der Antriebs-Schlupf-Regelung in Abhängigkeit von dem Quotienten.

Motor vehicle adaptive cruise control system incorporates a method for adjusting vehicle speed prior to the approach to a curve so that it is within a safe limit

The method for adaptive cruise control for a motor vehicle in which the path of a curve in front of a vehicle is established and the instantaneous vehicle velocity is compared with a calculated safe velocity for the curve. If necessary the vehicle velocity is reduced. The distance to the curve can be determined directly from a road traffic information system or a navigation system.

Diagnoseverfahren zur Verwendung mit einem dynamischen Fahrzeugsteuersystem (VDCS)

Ein Diagnoseverfahren zur Verbesserung der Zuverlässigkeit, Genauigkeit, Effizienz und/oder Robustheit eines dynamischen Fahrzeugsteuersystems (VDCS), indem eine analytische Redundanz für einen oder mehrere Sensorlesewerte bereitgestellt wird. Sensorlesewerte, wie etwa die Raddrehzahl, die Giergeschwindigkeit, die Querbeschleunigung, die Längsbeschleunigung und der Lenkwinkel sind miteinander oftmals in Beziehung. Daher kann das Diagnoseverfahren diese dynamischen Beziehungen verwenden, um Fehler in den Sensorlesewerten zu detektieren, ohne dass zusätzliche redundante Hardware hinzugefügt werden muss oder komplexe kreisförmige Logikstrukturen verwendet werden müssen, welche die Kosten erhöhen können und dem VDCS Verarbeitungslasten aufbürden können. Bei einer beispielhaften Ausführungsform prüft das Diagnoseverfahren auf fehlerhafte Sensorlesewerte durch einen Prozess mit analytischer Redundanz, der Intra- und Inter-Parameterbewertungen mit linearen und vorwärts gerichteten Abhängigkeiten ...

Verfahren und Vorrichtung zur Positionsbestimmung eines Fahrzeuges

Verfahren zur Positionsbestimmung eines Fahrzeuges (2), während eines Einparkvorgangs, wobei eine Anzahl von Umdrehungen mindestens eines Rades des Fahrzeuges erfasst wird, wobei eine Richtung einer Fahrzeugbewegung bestimmt wird, wobei in Abhängigkeit der Anzahl von Umdrehungen und der Richtung der Fahrzeugbewegung eine zweidimensionale Position (x, y) des Fahrzeugs (2) in einer Fahrbahnebene (10) bestimmt wird, dadurch gekennzeichnet, dass gleichzeitig ein Höhenabstand oder eine Änderung eines Höhenabstandes des mindestens einen Rades (4) von der Fahrbahnebene (10) bestimmt wird, wobei die zweidimensionale Position (x, y) des Fahrzeugs (2) zusätzlich in Abhängigkeit des Höhenabstandes oder der Änderung des Höhenabstandes bestimmt wird, wobei eine Fahrzeugneigung (Δα) bestimmt wird, wobei der Höhenabstand oder eine Änderung des Höhenabstandes in Abhängigkeit der Fahrzeugneigung bestimmt wird und zeitlich vor dem Einparkvorgang die Fahrzeugneigung als Referenzneigung (α, β) bestimmt wird ...

Verfahren und Vorrichtung zur Kippstabilisierung eines Fahrzeugs

Die Erfindung betrifft ein Verfahren und eine Vorrichtung zur Kippstabilisierung eines Fahrzeugs, wobei mindestens ein Radlastverlagerungswert zur Bestimmung einer insbesondere von einer Beladung und/oder einer Schwerpunktlage abhängigen Kippgrenze des Fahrzeugs ermittelt wird. Es werden die folgenden Schritte durchgeführt: DOLLAR A - Erfassen der Drehzahlen eines kurveninneren Rades und eines kurvenäußeren Rades mindestens einer Achse (11, 14) des Fahrzeugs, DOLLAR A - Erfassen einer Gierrate des Fahrzeugs (10), DOLLAR A - Erfassen einer Fahrgeschwindigkeit (v) des Fahrzeugs (10), DOLLAR A - Ermitteln des mindestens einen Radlastverlagerungswertes (DELTAF¶N¶) des Fahrzeugs (10) anhand der Drehzahlen (omegai, omegaa) des kurveninneren (12, 15) und des kurvenäußeren Rades (13, 16), der Gierrate DOLLAR I1 der Fahrgeschwindigkeit (v) des Fahrzeugs (10) und eines Proportional-Faktors (q) zur Bestimmung eines belastungsabhängigen effektiven Radius eines Rades des Fahrzeugs (10) bei Kurvenfahrt ...

Method for controlling speed of motor vehicle prior to vehicle traveling around bend involves controlling speed in dependence of target speed determined by iterative process

The method involves determining a target speed (Vsoll) before the vehicle reaches the curve by an iterative process in dependence on the vehicle actual speed (VFZ), the maximum transverse acceleration (aymax) and curve radius (R) of the bend determined using a navigation system and GPS receiver. The target speed approaches a limit speed at which the curve can be travelled through safely. The speed of the vehicle is controlled in dependence on the target speed and the actual speed, with the speed being reduced by a reduction in drive torque or an increase in braking torque.

Verfahren und Vorrichtung zur Erkennung von Fehlauslösungen einer automatisch ausgelösten Fahrzeugfunktion

Es wird ein Verfahren und eine Vorrichtung zur Erkennung von Fehlauslösungen einer automatisch ausgelösten Fahrzeugfunktion, insbesondere einer automatisch ausgelösten Gefahrenbremsung mit Ausweichmanöver, vorgeschlagen, indem mittels eines Umfeldsensors eine Gefahrensituation erkannt wurde und die automatisch ausgelöste Fahrzeugfunktion eingeleitet wird, und nach Auslösung der Fahrzeugfunktion Eingangsgrößen eingelesen werden, wobei als Eingangsgrößen Messgrößen des Fahrerverhaltens sowie Meßgrößen hinsichtlich der Fahrzeugreaktion verwendet werden, diese Eingangsgrößen mit hinterlegten oder aus aktuellen Messwerten abgeleiteten Vergleichswerten verglichen werden und aus dem Vergleich geschlossen wird, ob die Einleitung der automatisch ausgelösten Fahrzeugfunktion eine berechtigte Auslösung oder eine Fehlauslösung war.

REGELVERFAHREN ZUR ERHÖHUNG DER TRAKTION BEI EINEM FAHRZEUG BEI GLEICHBLEIBENDER FAHRZEUGSTABILITÄT

Verfahren und Fahrerassistenzsystem zur Verminderung von Kinetosestörungen eines Insassen eines Fortbewegungsmittels, Fortbewegungsmittel

Die Erfindung betrifft ein Verfahren zur Verminderung von Kinetosestörungen eines Insassen (1) eines Fortbewegungsmittels (10), das die Schritte (100): automatisches Auswerten unterschiedlicher, zum selben Ziel führender Fahrstrecken hinsichtlich eines Kinetoserisikos und (200): Auswählen der Fahrstrecke mit dem geringsten Kinetoserisiko umfasst.

FAHRDYNAMISCHE STELLGLIED-STEUERSYSTEME UND -VERFAHREN

Ein Fahrzeugsteuersystem beinhaltet ein erstes Fehlermodul, das einen ersten Gierfehler basierend auf der Differenz zwischen einer Gierrate des Fahrzeugs und einer Soll-Gierrate bestimmt. Ein zweites Fehlermodul bestimmt einen zweiten Gierfehler basierend auf dem ersten Gierfehler und einem Soll-Gierfehler. Ein Soll-Gierfehler-Modul stellt den Soll-Gierfehler basierend auf dem Qualifikationsniveau eines Fahrzeugführers ein. Ein Einstellmodul erhöht und verringert selektiv eine Soll-Einstellung, wenn der zweite Gierfehler größer als ein erster vorgegebener Schwellenwert ist. Ein Stellglied-Steuermodul steuert in Reaktion auf das Erhöhen der Solleinstellung ein dynamisches Stellglied des Fahrzeugs an.

Verfahren zum Bestimmen eines Fahrverhaltens eines Fahrers eines Kraftfahrzeugs zum Betrieb eines Fahrerassistenzsystems des Kraftfahrzeugs, Fahrerassistenzsystem sowie Kraftfahrzeug

Die Erfindung betrifft ein Verfahren zum Bestimmen eines Fahrverhaltens eines Fahrers eines Kraftfahrzeugs (1), mit den Schritten: Bestimmen einer Mehrzahl von Merkmalen während eines Betriebs des Kraftfahrzeugs (1), wobei die Merkmale das individuelle Fahrverhalten des Fahrers charakterisieren (S5), Bereitstellen von Klassifikatoren zum Zuordnen der Merkmale zu zumindest zwei vorbestimmten Fahrerprofilen, Zuordnen der Merkmale zu den zumindest zwei vorbestimmten Fahrerprofilen mit den bereitgestellten Klassifikatoren (S6) und Auswählen eines der zumindest zwei vorbestimmten Fahrerprofile anhand der Zuordnung der Merkmale zu den zumindest zwei vorbestimmten Fahrerprofilen (S7).

Antriebskraftsteuersystem für ein Fahrzeug

In a vehicle drive force control system, the deviation of the directional angular velocity v of the vehicle from a target value v0 is determined 21 and a drive force correction Ke is applied accordingly. The correction can be applied by controlling the engine output via the fuel injection system 12 or by controlling the torque distribution between the driven wheels of the vehicle. The target directional angular velocity is determined in accordance with the vehicle speed v and steering angle delta f. The aim is to reduce the vehicle driving force in the event that the vehicle slides off-course on a low friction coefficient road suface. ...

Antriebssystem für ein Fahrzeug

Antriebssystem für ein Fahrzeug, umfassend: - ein Antriebsaggregat (12), - eine dem Antriebsaggregat zugeordnete Leistungsstellanordnung (32) zum Einstellen der Leistungsabgabe des Antriebsaggregats (12), - ein Schaltgetriebe (20), - eine im Drehmomentübertragungsweg zwischen dem Antriebsaggregat (12) und dem Schaltgetriebe (20) angeordnete, automatisch betätigbare Reibungskupplung (16), - eine Betriebszustands-Bestimmungsanordnung (40, 26) zum Bestimmen wenigstens einer Größe, die einen mit der Querbeschleunigung (a) des Fahrzeugs (V) in Zusammenhang stehenden Betriebszustand charakterisiert, - eine Ansteueranordnung (26), welche die wenigstens eine Größe mit einer Referenzgröße (S1, S2) vergleicht und dann, wenn der Vergleich auf das Vorliegen eines kritischen Fahrzustands hinweist, auf die Leistungsstellanordnung (32) einwirkt, um die Leistungsabgabe des Antriebsaggregats (12) zu beeinflussen, - eine Betriebsparameter-Bestimmungsanordnung (42, 44, 26) zum Bestimmen wenigstens eines Betriebsparameters ...

Verfahren und Vorrichtung zur Erfassung von Fahrzeug-Bewegungsdaten

Die Erfindung betrifft ein Verfahren zur Erfassung von Fahrzeug-Bewegungsdaten eines Fahrzeugs (3), insbesondere eines Anhängers, wobei mehrere Beschleunigungssensoren (6) in verschiedenen Bereichen des Fahrzeugs (3) angeordnet werden, die Beschleunigungssensoren (6) jeweils eine Bereich-Beschleunigung eines Bereichs des Fahrzeugs (3) ermitteln und anhand der Bereich-Beschleunigungen Fahrzeug-Bewegungsdaten des Fahrzeugs (3) ermittelt werden. Ferner betrifft die Erfindung eine Vorrichtung zur Erfassung von Fahrzeug-Bewegungsdaten eines Fahrzeugs (3), insbesondere eines Anhängers, mit mehreren Beschleunigungssensoren (6), die in verschiedenen Bereichen des Fahrzeugs (3) anordbar sind und dazu eingerichtet sind, jeweils eine Bereich-Beschleunigung eines Bereichs des Fahrzeugs (3) zu ermitteln, und mit einer Auswerteeinheit (7), die eingerichtet ist, anhand der Bereich-Beschleunigungen Fahrzeug-Bewegungsdaten des Fahrzeugs (3) zu ermitteln.

Aktives Lenkunterstützungssystem zum Steuern einer stabilen Querbeschleunigung

Es wird ein Verfahren zum Steuern der Querbeschleunigung in einem Fahrzeug mit einem aktiven Lenkunterstützungssystem bereitgestellt, wobei eine Begrenzung der Querbeschleunigung durch das Lenkunterstützungssystem in Abhängigkeit von einer kategorisierten Fahrsituation und notwendigen Querbeschleunigung inaktiviert wird. Es wird weiterhin eine Anordnung sowie ein Fahrzeug zum Ausführen des Verfahrens bereitgestellt.

Verfahren zur verbesserten Stabilisierung eines Fahrzeugs während eines dynamischen Fahrmanövers

Bei einem Verfahren zur verbesserten Stabilisierung eines Fahrzeugs während eines dynamischen Fahrmanövers durch Generierung von Radlängskräften erfolgt ein überlagerter Eingriff eines radindividuellen Stellers ohne Änderung des Giermoments derart, dass sich die resultierenden Radlängskräfte mit reduzierter Frequenz ändern, verglichen mit dem dynamischen Fahrmanöver ohne den überlagerten Eingriff des radindividuellen Stellers.

Einrichtung und Verfahren zum Bestimmen von Fahrerablenkung, basierend auf Rucken, und Fahrzeugsystem

Eine Einrichtung und ein Verfahren zum Bestimmen von Fahrerablenkung basierend auf einem Ruck und ein Fahrzeugsystem werden bereitgestellt. Die Einrichtung beinhaltet: einen Ruckrechenprozessor zum Berechnen eines seitlichen Rucks eines Fahrzeugs, basierend auf Fahrinformation, die gesammelt wird, wenn das Fahrzeug fährt, einen Ausnahmeereignis-Detektionsprozessor zum Detektieren eines Ausnahmeereignisses, das eine Situation definiert, wo der seitliche Ruck während normalem Fahren auftritt, basierend auf der gesammelten Fahrinformation und einem Bestimmungsprozessor zum Detektieren von Übersteuern des Fahrzeugs durch Vergleichen des berechneten seitlichen Rucks mit einem Referenzwert und zum Bestimmen einer Fahrerablenkung, basierend auf dem detektierten Übersteuern und dem Ausnahmeereignis.

Reisegeschwindigkeits-Steuerungssystem mit Fahrzeug-Folgemodalität

Fahrzeugstabilitäts-Steuersystem und Verfahren

Fahrzeugstabilitäts-Steuersystem und Verfahren, wobei das System eine 5-Sensor-Anordnung und eine Stabilitäts-Steuervorrichtung aufweist, die eingerichtet ist zum Kommunizieren mit der 5-Sensor-Anordnung und zum von der 5-Sensor-Anordnung Empfangen von Signalen, die zu einer Querbeschleunigung, einer Längsbeschleunigung, einer Gierrate, einer Wankrate und einer Nickrate korrespondieren. Die Stabilitäts-Steuervorrichtung kann ferner eingerichtet sein zum Bestimmen eines Bremsbetrages oder eines Gasbetrages zum Gewährleisten von Fahrzeugstabilität. Das System weist ferner eine Bremssteuervorrichtung, die eingerichtet ist zum Kommunizieren mit der Stabilitäts-Steuervorrichtung und zum von der Stabilitäts-Steuervorrichtung Empfangen einer Bremsanforderung, und eine Gassteuervorrichtung auf, die eingerichtet ist zum Kommunizieren mit der Stabilitäts-Steuervorrichtung und zum von Stabilitäts-Steuervorrichtung Empfangen einer Gasanforderung. Das System kann ferner einen Bremsbefehl oder einen ...

Fahrzeugfahrgeschwindigkeit-Steuerverfahren

Ein Fahrzeuggeschwindigkeitssteuerverfahren, das aufweist:Bestimmen (S1) einer Ist-Geschwindigkeit eines Bezugsfahrzeugs,Bestimmen (S1) eines Krümmungsradius einer sich krümmenden Straße, die vor dem Bezugsfahrzeug vorliegt,Bestimmen (S3) eines Kurveneintrittsankunftsabstandes, der einen Abstand anzeigt, den das Bezugsfahrzeug von einer momentanen Position zu einem Eintritt in eine sich krümmende Straße zurücklegt,Bestimmen (S4) einer Sollquerbeschleunigung, die das Bezugsfahrzeug beim Fahren in der sich krümmenden Straße aufnimmt,Bestimmen (S5) einer Kurvenzeit-Sollgeschwindigkeit, auf die das Bezugsfahrzeug beim Durchfahren der sich krümmenden Straße gesteuert wird, auf der Grundlage des Krümmungsradius der sich krümmenden Straße und der Sollquerbeschleunigung,Bestimmen (S6) eine Geschwindigkeitsdifferenz zwischen der Kurvenzeit-Sollgeschwindigkeit und der Ist-Geschwindigkeit,Bestimmen (S6) eines korrigierten Bewertungsindex als einen Index, der eine Annäherungs/Trennen-Bedingung des ...

Method for gradually classifying driving styles and motor vehicleusing this method

Powertrain control system and method

Cruise control system for a vehicle

Torque distribution control in a vehicle

A four-wheel drive vehicle is controlled to improve the steering and road holding of a vehicle in a marginal condition when at least some of the vehicle wheels begin to slip during a turn. To achieve this the vehicle has a yaw rate sensor 17, a lateral acceleration sensor 18, a steering angle sensor 16 and a vehicle speed sensor 15 signals from the sensors are delivered to a control unit 20 where the yaw rate and lateral acceleration are calculated and the difference between the calculated rates and the sensed rates is used to select values of front and rear wheel cornering power (Kf,Kr). Using the steering angle and the vehicle speed a target angular velocity is calculated using calculating means 21. Together with the cornering powers a target directional angular velocity is calculated using means 24. From the directional angular velocity and the target directional angular velocity is calculated a correction coefficient (Ke) which is used to control a torque distribution means.

Portable driving aid

The stand alone portable driving aid requires no set-up and operates without the need of external signal inputs from, or direct connectivity to, a vehicles ECU, on-board computer or sensors. Information relating to a drivers 'driving style', made up from acceleration data of the vehicle is displayed using a multicolour display and/or heard as an audible tone. The display is updated in real time, and the use of colour requires no concentration or interpretation by the driver. The aid can be located anywhere in the user's field of vision. The aid attempts to not cause undue distraction to the user. The device incorporates an accelerometer and microprocessor, and requires no calibration. The aid can be placed in any orientation and still function correctly.

Detection And Control Of Power Induced Hop During Traction Control In A Vehicle

Enhanced curve negotiation

A method for optimizing speed curve of automated vehicles

Comfort-based self-driving vehicle speed control method

Vehicle operation using behavioral rule checks

A method in which first and second sensor data is received 1904 from first and second sensors of a vehicle, the first sensor data representing operation of the vehicle in accordance with a first trajectory and the second sensor data representing at least one object. It is determined 1908 that the first trajectory violates a first behavioural rule of operation based on the first sensor data and the second sensor data. The first behavioural rule has a first priority. Multiple alternative trajectories are generated 1912 using control barrier functions. A second trajectory is identified 1916 that violates a second behavioural rule having a second priority less than the first priority. Responsive to identifying the second trajectory, a message is transmitted 1920 to a control circuit of the vehicle to operate the vehicle based on the second trajectory.

Automatic speed control

Aspects of the present invention relate to an automatic speed controller, an automatic speed control system, to a method for automatic speed control, and to a vehicle. The automatic speed comprises an input for receiving a road classification signal from a road classification module and a vehicle speed information signal from a speed information module, wherein the road classification signal comprises information relating to a road on which the vehicle may travel, and the vehicle speed information signal comprises a speed limit value for the road; an output for outputting a speed offset signal for use in setting a speed of the vehicle; a processor arranged to determine the speed offset signal comprising an offset value, in dependence on the road classification signal and the speed information signal. The present invention provides improved automatic speed control by considering road classification information in conjunction with other factors.

DEVICE FOR SEIZING THE ACTION OF A DRIVER AT A STEERING WHEEL OF A STEERING SYSTEM OF A MOTOR VEHICLE

GERAETEANORDNUNG ZUM NETZANSCHLUSS MIT EINEM FEHLERSTROMSCHUTZSCHALTER UND MIT UEBERSPANNUNGSABLEITERN

TORQUE VECTOR AXLE ARRANGEMENT

PROCEDURE AND DEVICE FOR DETERMINING A SIGNAL DISALIGNMENT OF A ROLL RATE SENSOR

DEVICE FOR THE IMPROVEMENT OF THE DRIVING FITNESS AND PROCEDURE FOR THE IMPROVEMENT OF THE DRIVING FITNESS

PROCEDURES FOR THE FAIL SAFE OPERATION OF A HYBRID VEHICLE FOR CONTROLLED CAUSING OF A FAIL-SAFE OF THE VEHICLE MAKING POSSIBLE SPARE MEASURE AND DEVICE TO WOULD DRIVE THROUGH THIS PROCEDURE

CO-OPERATING CONTROL SYSTEM OF A VEHICLE

Procedure for the production of hydraulic bonding agents and/or building material.

Electrical bundle leader.

PROCEDURE AND DEVICE FOR THE CONTROLLING OF A AUTOMATICALLY SWITCHING TRANSMISSION.

SYSTEM FOR THE INFLUENCE OF THE SPEED OF A MOTOR VEHICLE

Hybrid vehicle drive system

SYSTEM AND METHOD FOR ESTIMATING THE DRIVING STYLE OF A VEHICLE

The present invention relates to a system (1) for estimating the driving style of a vehicle, comprising: - a device for measuring the longitudinal acceleration (ax) and lateral acceleration (ay) of a vehicle along a measuring path; - a memory module (7) in which pairs of the admissible limit values of the longitudinal and lateral accelerations are stored. Such values implement an admissible acceleration curve, closed in a longitudinal acceleration-lateral acceleration plane; - an elaboration module (6) configured for: - associating to each measured longitudinal acceleration - lateral acceleration pair of the vehicle a corresponding longitudinal acceleration - lateral acceleration pair on said admissible acceleration curve; - providing an indication of the driving style on the basis of the trend of position of the measured longitudinal acceleration - lateral acceleration pair with respect to the corresponding longitudinal acceleration - lateral acceleration pair on the admissible acceleration ...

VEHICLE ROLL ANGLE ESTIMATION DEVICE

To provide a device that can stably and accurately estimate the roll angle of a vehicle body during various states of movement of the vehicle body. A roll angle estimate value calculation portion calculates an estimate value of the roll angle by integrating a value obtained by correcting an estimate value of roll angle velocity of a vehicle body by use of a correction value, or by correcting a value obtained by integrating an estimate value of roll angle velocity by use of a correction value. The correction value is calculated by use of a detection value of speed of the vehicle body in the traveling direction, detection values of angular velocity and acceleration detected by sensors mounted on the vehicle body, a previous estimate value of the roll angle, and a previous estimate value of the pitch angle of the vehicle body.

VEHICLE ROLL ANGLE ESTIMATION DEVICE

To provide a device that can stably and accurately estimate the roll angle of a vehicle body during various states of movement of the vehicle body. A roll angle estimate value calculation portion calculates an estimate value of the roll angle by integrating a value obtained by correcting an estimate value of roll angle velocity of a vehicle body by use of a correction value, or by correcting a value obtained by integrating an estimate value of roll angle velocity by use of a correction value. The correction value is calculated by use of a detection value of speed of the vehicle body in the traveling direction, detection values of angular velocity and acceleration detected by sensors mounted on the vehicle body, a previous estimate value of the roll angle, and a previous estimate value of the pitch angle of the vehicle body.

PROCEDE POUR PREPARER UNE COMPOSITION DE POLYUREEURETHANE ELASTIQUE.

Driver assistance system and methods for collision avoidance

Electronic stability program for a land vehicle

The invention relates to an electronic stability program (10) for a land vehicle, which is designed for steering engagement (20) and brake engagement (30) and to which a sensor array (15) is allocated. The sensor array (15) detects the yaw velocity and/or the transversal acceleration for a steering engaging mechanism (20) and a brake system (30) that builds up braking forces independently of or in addition to the driver and feeds said yaw velocity and/or transversal acceleration to the steering engaging mechanism (20) and the brake system (30).

Driving stability control system

CONTROL UNIT AND METHOD FOR EMERGENCY STEERING SUPPORT FUNCTION

Travel control device

机动二轮车的发动机控制装置

... 一种机动二轮车的发动机控制装置，可以早期检测到翻倒后的车辆已被拉起并可以再次发动发动机。把检测轴沿车体的左右方向的加速度传感器(12)内装在ECU7内再安装在车体上。加速度传感器(12)的输出被加权后而被平均化，当该平均值反复超过了翻倒判断值时，在翻倒判断部(17)中判断为翻倒。另外，当加速度传感器(12)的输出被判断为低于恢复判断值且该判断重复出现时，被判定为已从翻倒恢复。根据翻倒判断使发动机停止，根据恢复判断可以起动发动机。特别是判断的基准值被设定成能早期进行恢复判断。 ...

System and method for improving understeer of rear-drive and four-wheel-drive vehicle

DRIVING EVALUATION SYSTEM, DRIVING EVALUATION METHOD, PROGRAM, AND MEDIUM

System to influence the dynamics of walk of a motor vehicle.

CONTROL SYSTEM OF the BEHAVIOR ON the GROUND Of a VEHICLE COMPRISING a DETERMINATION OF the SLOPE OF the GROUND OF BEARING 1

PROCESS AND AUTOMATIC DEVICE Of ACTIVATION Of a SPEED REGULATOR POURVEHICULE

METHOD FOR PREVENTIVE DETECTION OF MOTION SICKNESS AND VEHICLE IMPLEMENTING SAID METHOD

METHOD AND DEVICE FOR RISK PREVENTION ROAD

PROCESS AND DEVICE OF DETECTION Of a DISPLACEMENT IN CURVE Of a VEHICLE

Procédé et dispositif pour détecter le déplacement en courbe d'un véhicule ou pour déterminer l'accélération transversale (ay) d'un véhicule, un signal indiquant un déplacement en courbe du véhicule, une valeur pour le rayon de la courbe ou l'accélération transversale (ay) du véhicule étant produit à l'aide d'une vitesse de référence (vS , vSL , vSR) pour au moins un côté du véhicule, la vitesse de référence (vS , vSL , vSR) pour un côté du véhicule étant déterminée en fonction du ralentissement d'au moins une roue dudit côté du véhicule.

APPARATUS FOR ASSISTING A DRIVER OF A VEHICLE FOR PERFORMING PHYSICAL EXERCISES CONNECTED TO A REMOTE SERVER

DEVICE AND PROCESS OF ORDERING OF the DISTRIBUTION OF the ENGINE TORQUE Of a FOUR-WHEELED VEHICLE DRIVING

L'invention concerne un dispositif et un procédé de commande de la répartition du couple moteur, entre le train principal et le train secondaire d'un véhicule à quatre roues motrices. Ce dispositif comprend un actionneur électromécanique (2) pour faire varier la répartition dudit couple entre le train principal et le train secondaire, en réponse à un signal de commande fourni par des moyens électroniques de calcul (1). Conformément à l'invention, il comprend : - un dispositif (7) de calcul du potentiel µ utilisé par le train principal au moment du décollage dudit véhicule, - un dispositif de calcul (6) du couple d'anticipation à transférer sur le train secondaire pour anticiper le glissement du train principal, - un dispositif de comparaison (91) dudit potentiel µ avec un seuil d, qui active ledit actionneur (2) pour qu'il délivre ledit couple d'anticipation au train secondaire, lorsque ledit potentiel µ est supérieur audit seuil d, et qui le désactive dans le cas contraire.

차량 및 그 제어 방법

... 본 발명의 차량은 차대; 차대의 방향을 조절하는 조향부; 차대의 제동력을 조절하는 제동부; 차대의 이동 정보를 검출하는 검출부; 검출된 이동 정보에 기초하여 차대의 이동의 변화율을 확인하고 확인된 변화율이 기준 범위를 벗어나면 조향부와 제동부의 동작을 자동 제어하는 제어부를 포함한다. 본 발명은 충돌이 발생하면 운전자를 대신해 조향 제어, 편 제동 제어, 댐핑 제어 및 적어도 하나의 제어를 자동으로 수행함으로써 2차 충돌을 방지할 수 있고 추가적인 상해 발생률을 줄일 수 있으며, 보다 안정적으로 차량을 감속 또는 정지시킬 수 있고, 안전한 차로로 이동시킬 수 있어 차량의 안정화 시점을 단축시킬 수 있다.

운전자 변속 패턴 및 반응속도를 반영한 4륜 구동 차량의 토크 분배 제어 장치 및 방법

... 본 발명은 운전자 변속 패턴 및 반응속도를 반영한 4륜 구동 차량의 토크 분배 제어 장치 및 방법에 관한 것이다. 본 발명의 일 실시예에 따르면, 차량의 주변 환경을 감지하여 주변환경 정보를 수집하는 주변환경 감지부, 운전자의 조작을 감지하여 운전자 조작 정보를 수집하는 운전자 감지부, 주변환경 정보 및 운전자 조작정보를 바탕으로 운전자의 변속 패턴과 반응속도를 분석하고 분석된 데이터에 맞는 변속 모드를 추천하는 판단부, 및 판단부의 제어에 따라 차량의 4륜에 미리 설정된 값으로 토크를 인가하는 구동부를 포함하는, 운전자 변속 패턴 및 반응속도를 반영한 4륜 구동 차량의 토크 분배 제어 장치를 제공한다.

Bedömningsmetod och system avseende acceleration

VEHICLE CONTROL SYSTEM

A vehicle control system includes a control portion (28) configured to determine a single parameter based on a running condition of a vehicle, and determine control amounts for a plurality of actuators provided in the vehicle based on the parameter. A relation of the control amount for each of the plurality of actuators to the parameter is predetermined. The control portion (28) is configured to, when the parameter is determined,, determine the control amounts for the respective actuators based on the parameter, and control the actuators based on the determined control amounts.

METHOD FOR KEEPING A VEHICLE IN A LANE

The invention relates to a method for keeping a vehicle (1) in a lane (6) by means of a lane-keeping system (9), in which the vehicle (1) is guided in the lane (6) by means of automatic steering interventions. In order to warn the driver in good time about a failure of the lane-keeping system it is proposed to evaluate data (4) relating to a section (2) of the route lying ahead and to determine therefrom whether a predefined system limit of the lane keeping system (9) will be exceeded when the section (2) of the route is travelled through, and to output a signal to the driver if it is detected that the predefined system limit is expected to be exceeded.

VEHICLE CONTROL DEVICE

A vehicle control device for setting vehicle control characteristics so as to conform to the driving preferences of a driver, the vehicle control device being configured so that intentional operations of the driver are detected on the basis a pattern of variation in the operation speed of operations by the driver for changing the travel state of the vehicle, and so that the driving preferences are determined on the basis of: a correlation of operation preferences in which the correlation between the operation amount, operation time, and operation preference is set in advance; the operation amount of intentional operations; and the operation time of intentional operations. Therefore, when the driver performs an operation so as to modify the travel state, the driving preferences can be immediately determined on the basis of the time and amount of the operation, and the driving preferences can be rapidly reflected in the control characteristics of the vehicle.

DEVICE AND METHOD FOR CONTROLLING THE DRIVING DYNAMICS OF A VEHICLE AND VEHICLE HAVING SUCH A DEVICE

The invention relates to a device for controlling the driving dynamics of a vehicle (2) comprising a driver's cab (4) spring mounted with respect to a frame (8) of the vehicle (2), and to a corresponding method and to a vehicle having said device. According to the invention, the yaw rate and deflection of the driver's cab are detected. The yaw rate sensor is arranged in the driver's cab (4). The yaw rate (GRe) of the vehicle frame (8) is estimated or calculated from the yaw rate and deflection of the driver's cab. If the difference between the estimated or calculated yaw rate (GRe) of the vehicle frame (8) and a desired yaw rate (GRs) exceeds a limit value, the brake system and/or the drive are actuated.

METHOD FOR REGULATING THE SPEED OF A VEHICLE

The invention relates to a method for regulating the speed of a vehicle (1). According to said method, at least one vehicle (9) which is driving ahead in the same traffic lane (3) is detected within a radar acquisition range (7), using a radar sensor (6) and the lateral acceleration of the vehicle (1) whose speed is to be regulated is determined. The acceleration or a modification to the acceleration of the vehicle (1) whose speed is to be regulated is restricted, if in addition to, or instead of a lateral acceleration, the method evaluates that the boundary of the radar acquisition range (7) of the vehicle (1) whose speed is to be regulated has been reached and/or that the vehicle (9) driving ahead has left the radar acquisition range (7), excluding a change of traffic lane.

METHOD AND APPARATUS FOR DETERMINING DEPLOYMENT OF A SAFETY RESTRAINT DEVICE IN AN OCCUPANT RESTRAINING SYSTEM

A vehicle occupant restraining system includes a plurality of safety restraint devices and utilizes a main controller and a safing controller to determine whether or not conditions are proper for deploying each safety restraint device. The system discriminates between front, side, rear, and roll-over impact events and determines which safety restraint devices should be deployed in response to an impact event. The system also independently determines whether to activate a fuel cut-off switch in response to an impact event. The main and safing controllers utilize vehicle data from a main center tunnel sensor assembly and various satellite sensors to make deployment decisions. The safing controller is used to independently verify whether or not the safety restraint should be deployed.

METHOD AND APPARATUS FOR DETERMINING DEPLOYMENT OF A SAFETY RESTRAINT DEVICE IN AN OCCUPANT RESTRAINING SYSTEM

A vehicle occupant restraining system includes a plurality of safety restraint devices and utilizes a main controller and a safing controller to determine whether or not conditions are proper for deploying each safety restraint device. The system discriminates between front, side, rear, and roll-over impact events and determines which safety restraint devices should be deployed in response to an impact event. The system also independently determines whether to activate a fuel cut-off switch in response to an impact event. The main and safing controllers utilize vehicle data from a main center tunnel sensor assembly and various satellite sensors to make deployment decisions. The safing controller is used to independently verify whether or not the safety restraint should be deployed.

METHOD AND DEVICE FOR DETECTING LONGITUDINAL AND TRANSVERSAL ACCELERATION OF A VEHICLE

The invention relates to a method for detecting longitudinal and transversal acceleration of a vehicle. At least two sensors (51, 52) determine acceleration components which are orientated in an essentially perpendicular manner in relation to each other. Said method is characterised in that the acceleration components have an angle of between 10 °C and 80 °C in relation to the longitudinal direction of displacement of the vehicle. The invention also relates to a device which is suitable for carrying out said method.

MOTOR VEHICLE CONTROL SYSTEM

The invention relates to a motor vehicle control system for controlling a motor vehicle with a hybrid drive system comprising an internal combustion engine and an electric motor, wherein the motor vehicle control system comprises a plurality of functional components subdivided into at least three subcomponents (8, 9, 10), which is to say a strategy subcomponent (8), a control subcomponent (9) and an actuator subcomponent (10), said functional components including at least one internal combustion engine functional component (2) for controlling the internal combustion engine, a transmission functional component (3) for controlling a transmission, and a hybrid functional component (4) for controlling the electric motor, and with a clutch connected between the internal combustion engine and the electric motor, wherein at least the strategy subcomponent (8) of the hybrid functional component (4) comprises a torque specification module that transmits at least one desired value for a torque distribution ...

PROCESS FOR CONTROLLING A MOTOR VEHICLE AUTOMATIC GEAR

A process is disclosed for controlling a motor vehicle automatic gear. In order to improve the vehicle performance before curves and during braking, an overrun function is initiated to stop a gear shift or change in speed ratio as soon as the gas pedal is quickly released. This overrun function is maintained until a traction mode of operation is again recognized and the vehicle is accelerated. A stopping time is afterwards started, during which the overrun function is started again as soon as the vehicle goes into overrun. This process is suitable for multiple step reduction gear as well as for infinitely variable change-speed gears.

METHODS AND MEANS FOR MONITORING DRIVER ALERTNESS AND DISPLAY MEANS FOR DISPLAYING INFORMATION RELATED THERETO

The present invention relates to a method and a device of measuring the interaction between a driver and a vehicle in use to decide the security coefficient for vehicles and/or for drivers, and an instrument showing said safety coefficients. The invention is characterised in that a measuring/registering and maybe calculating parasite system (16) is connected to the steering system (12) of the vehicle for a registering measurement of the signal activity (19) between driver (14) and vehicle (18), that implementing a known measuring impulse in the steering system in the ordinary noise during the manoeuvring of the vehicle, whereby the response from the driver on said measuring impulse will be registered by the parasite system (16) which also compare the difference between an induced impulse and the response pulse from the driver and presents said difference on a graphic display unit, as a characteristic sound, or store it in a memory device.

Vehicle Behavior Transmission Device

A vehicle behavior transmission device is capable of presenting in advance vehicle behavior in such a way as to allow an occupant to easily and intuitively understand the vehicle behavior which occurs during automated driving control. The vehicle behavior transmission device in an automated driving vehicle capable of automatically controlling the vehicle behavior includes: a vehicle behavior calculation unit which calculates the vehicle behavior during the automated driving control; an emission pattern determination unit which determines a pattern of emission according to the calculated vehicle behavior; and an indication unit which includes a light source disposed on a steering wheel and indicates a direction in which the vehicle behavior occurs by causing the light source to emit light according to the pattern of emission.

Lane-keeping system for automated vehicles

A lane-keeping system suitable for use on an automated vehicle includes a camera, an inertial-measurement-unit, and a controller. The camera is configured to detect a lane-marking of a roadway traveled by a vehicle. The inertial-measurement-unit is configured to determine relative-motion of the vehicle. The controller in communication with the camera and the inertial-measurement-unit. When the lane-marking is detected the controller is configured to steer the vehicle towards a centerline of the roadway based on a last-position, and determine an offset-vector indicative of motion of the vehicle relative to the centerline of the roadway. When the lane-marking is not detected the controller is configured to: determine an offset-position relative to the last-position based on information from the inertial-measurement-unit, determine a correction-vector used to steer the vehicle from the offset-position towards the centerline of the roadway based on the last-position and the offset-vector, and ...

Torque distribution control system for four wheel drive vehicle

A driving torque distribution control system for a four wheel drive vehicle includes a torque distributing clutch provided in a drive path for the front wheels, and a controller for controlling a driving torque transmitted to the front wheels through the clutch, in accordance with a corrected front and rear wheel speed difference which is a difference resulting from subtraction of a dead band from a sensed actual front and rear wheel speed difference. In order to improve the controllability near the cornering limits of the vehicle without deteriorating the driving ability in a low lateral acceleration cornering operation, the controller sets the dead band so that the dead band increases as the lateral acceleration of the vehicle increases.

Torque splitting device with an improved curve turning property

In a torque splitting device for distributing an input torque applied to an input member to a pair of output members adapted to be coupled with right and left driven wheels of a vehicle at an adjustable distribution ratio, the distribution ratio is determined in such a way that the understeer and oversteer tendencies of the vehicle under a positive or negative drive condition while turning a curve is appropriately controlled. In particular, it is highly desirable to prevent an understeer tendency from appearing while turning a curve. Therefore, when the vehicle is under a positive drive condition while tuning a curve, a yaw moment is produced by an appropriate torque distribution which assists the vehicle to turn in such a way that the understeerg condition is canceled. Furthermore, when the vehicle moves on from a positively drive condition to a negative drive condition while turning a curve, a slight oversteer tendency is produced with a minimum time delay so as to avoid any transient ...

SYSTEMS AND METHODS FOR PREDICTING TRAFFIC PATTERNS IN AN AUTONOMOUS VEHICLE

Systems and method are provided for controlling a vehicle. In one embodiment, a method of predicting traffic patterns includes providing, within an autonomous vehicle, a first set of prediction policies. The method further includes receiving traffic pattern data associated with an object observed by the autonomous vehicle, the traffic pattern data including a kinematic estimate for the object, a position sequence for the object, and road semantics associated with a region near the object. A predicted path for the object is determined based on the first set of prediction policies and the traffic pattern data, and an actual path for the object is determined. A new prediction policy for the object is determined if the difference between the predicted path and the actual path is above a predetermined threshold. A second set of prediction policies is produced based on the first set of prediction policies and the new policy.

Center-of-mass height estimation device

A center-of-mass height estimation device includes a roll moment calculation unit for calculating roll moment of a sprung portion in a vehicle on the basis of bearing capacities of left and right suspensions provided on the vehicle, a lateral acceleration measurement unit for measuring lateral acceleration, which is acceleration in a width direction of the vehicle, a mass measurement unit for measuring mass of the sprung portion, a transfer function calculation unit for calculating a transfer function of the roll moment with respect to the lateral acceleration, and a center-of-mass height calculation unit for dividing the gain of the transfer function by the mass of the sprung portion to calculate a height from a roll center of the vehicle to a center of mass of the sprung portion.

Device for estimating state quantity of skid motion of vehicle

A device for estimating the state quantity of a skid motion of a vehicle is provided with an element which finds road surface reaction force model values of respective wheels and a skid motion state quantity model value using a vehicle model including a friction characteristic model between the wheels and the road surface, an element which finds the deviation between the lateral acceleration model value generated in a predetermined position of the vehicle by the resultant force of the road surface reaction force model values and the lateral acceleration detected value indicated by the output of an actual lateral acceleration detecting means, and an element which determines, as the estimated value of the skid motion state quantity, a value obtained by adding a value obtained by passing the deviation through a filter having a high-cut characteristic to the skid motion state quantity model value.

Control system for vehicle

A control system for a vehicle, includes: a controller that is configured to obtain an index on the basis of a running condition of the vehicle, to vary a running characteristic of the vehicle on the basis of the index, and to vary details output from an effect producing device, which applies a stimulus to at least part of five senses of a driver of the vehicle, on the basis of the index, wherein when a variation in the running characteristic because of a variation in the index decreases, quickness of a behavior of the vehicle, the variation in the index in response to a variation in the running condition is relatively delayed, as compared with when the variation in the running characteristic because of the variation in the index increases quickness of the behavior of the vehicle.

Device for estimating turning characteristic of vehicle

A device for estimating turning characteristic of a vehicle estimates a stability factor indicating the turning characteristic of a vehicle. The device for estimating the turning characteristic calculates the transient yaw rate of a vehicle involved in the relationship of a primary delay relative to the steady-state standard yaw rate of a vehicle, and calculates the deviation between the transient yaw rate of the vehicle and the actual yaw rate of the vehicle. The device for estimating the turning characteristic corrects the estimated value of the stability factor so as to approach the true stability factor by correcting the initial value of the stability factor supplied to the calculation of the standard yaw rate of the vehicle on the basis of the relationship between the deviation of the yaw rate and the lateral acceleration of the vehicle so that the transient yaw rate of the vehicle approaches the true yaw rate.

System and method for adjusting braking pressure

A vehicle control system includes a forward vehicle sensor transmitting a forward vehicle message based on a distance to a forward vehicle. An adaptive cruise controller receives the forward vehicle message and receives at least one additional message indicating a respective status of the vehicle, the adaptive cruise controller sets a braking pressure for an adaptive cruise controller braking event above a default braking pressure if the adaptive cruise controller determines, based on the at least one of the additional messages, that the vehicle will maintain stability during the adaptive cruise controller braking event.

Motion Control Unit for Vehicle Based on Jerk Information

In a motion control system for a vehicle including control means for controlling a yaw moment of the vehicle; first detection means for detecting a longitudinal velocity (V) of the vehicle; second detection means for detecting a lateral jerk (Gy_dot) of the vehicle; and third detection means for detecting a yaw angular acceleration (r_dot) of the vehicle, the yaw moment of the vehicle is controlled by the control means so that a difference between the yaw angular acceleration (r_dot) detected by the third detection means and a value (Gy_dot/V) obtained by the lateral jerk (Gy_dot) of the vehicle detected by the second detection means by the longitudinal velocity (V) detected by the first detection means becomes small.

Method and apparatus for speed estimation and control

A system and method for determining a speed profile for a vehicle travelling along a road in which a curve speed estimation unit receives inputs indicating a position of the vehicle relative to a curve ahead of the vehicle, and inputs related to vehicle velocity, curve geometry, road surface conditions, vehicle-specific data; and driver preferences. The curve sped estimation unit use at least some of the above-listed inputs to determine a speed profile for the curve by generating an acceleration limit map which depends on a relationship between a maximum possible longitudinal acceleration and a maximum possible lateral acceleration.

Control Module for a Vehicle System, the Vehicle System and a Vehicle Having this Vehicle System

A control module for a vehicle system has: a lateral acceleration sensor for measuring a lateral acceleration and outputting a lateral acceleration measurement signal, a yaw rate sensor for detecting a yaw rate and outputting a yaw rate measurement signal, and a central control device for receiving the yaw rate measurement signal and the lateral acceleration measurement signal and determining a lateral acceleration of the vehicle at its center-of-gravity. The central control device determines the center-of-gravity lateral acceleration from a sensor distance of the lateral acceleration sensor from the vehicle center-of-gravity and the yaw rate measurement signal, forming a derivative over time. The central control device filters the yaw rate measurement signal with a low-pass filter and subsequently forms a derivative over time and determines the sensor distance on an up-to-date basis.

System and method for preventing vehicle from rolling over in curved lane

The present invention proposes a system and method for preventing a vehicle from rolling over in curved lane. The road images captured by the image capture devices are used to calculate road information. The road information together with the vehicular dynamic information, such as the speed and acceleration of the vehicle are used to predict the rollover angle and lateral acceleration of the vehicle moving on the curved lane. The height of the gravity center and critical rollover speed of the vehicle moving on the curved lane are worked out and used to define a vehicular rollover index. If the vehicular rollover index exceeds a preset value, the system warns the driver or directly controls the speed of the vehicle to prevent the vehicle from rolling over in the curved lane.

APPARATUS AND METHOD FOR PREDICTING MOVEMENT OF USER OF VEHICLE

Disclosed herein is an apparatus for predicting movement of a user of a vehicle. The apparatus may include an acceleration sensor that senses an acceleration of the vehicle, a braking controller that automatically controls a deceleration of the vehicle, a steering controller that automatically controls a direction of the vehicle, and a control circuit electrically connected to the acceleration sensor, the braking controller, and the steering controller, where the control circuit may monitor an operation of the braking controller, and predict a movement of the user of the vehicle based on a longitudinal acceleration of the vehicle sensed by the acceleration sensor and a first predetermined parameter when braking by the braking controller is detected. 1. An apparatus for predicting movement of a user of a vehicle , comprising:an acceleration sensor configured to sense an acceleration of the vehicle;a braking controller configured to automatically control a deceleration of the vehicle;a steering controller configured to automatically control a direction of the vehicle; and monitor an operation of the braking controller, and', 'predict a movement of the user of the vehicle based on a longitudinal acceleration of the vehicle sensed by the acceleration sensor and a first predetermined parameter when braking by the braking controller is detected., 'a control circuit electrically connected to the acceleration sensor, the braking controller, and the steering controller, wherein the control circuit is configured to2. The apparatus of claim 1 , wherein the control circuit is further configured to detect an operation of the braking controller by monitoring an operation command signal of the braking controller.3. The apparatus of claim 1 , wherein the control circuit is further configured to:monitor an operation of the steering controller, andpredict the movement of the user of the vehicle based on the longitudinal acceleration and a second predetermined parameter when steering ...

Method for Combined Determining of a Momentary Roll Angle of a Motor Vehicle and a Momentary Roadway Cross Slope of a Curved Roadway Section Traveled by the Motor Vehicle

A method and device for the combined determining of a momentary vehicle roll angle of a motor vehicle and a momentary roadway cross slope of a curved roadway section traveled by the motor vehicle is disclosed. The momentary vehicle roll angle and momentary roadway cross slope are determined from chassis data and transverse dynamics data of the motor vehicle. 15-. (canceled)6. A method for combined determining of a momentary vehicle roll angle of a motor vehicle and a momentary roadway cross slope of a curved roadway section traveled by the motor vehicle , comprising the steps of:determining the momentary vehicle roll angle and the momentary roadway cross slope from chassis data and transverse dynamics data of the motor vehicle.7. The method according to claim 6 , wherein the chassis data comprises a momentary chassis roll angle of a chassis of the motor vehicle and/or a momentary tire roll angle of tires of the motor vehicle and wherein the transverse dynamics data comprises a momentary transverse acceleration of the motor vehicle.8. The method according to :{'b': '1', 'sub': A', 'y', 'x, 'sup': 'Sensor', 'claim-text': {'br': None, 'sub': A', 'y', 'x, 'i': g', '−v', 'd/dt ψ', 'g, 'sup': 'Sensor', 'φ=(1/)(a), where is gravitational acceleration;'}, 'wherein the step of determining the momentary vehicle roll angle includes a step (S) of calculating the momentary vehicle roll angle (φ) from the momentary transverse acceleration (a), a momentary speed (v) of the motor vehicle, and a momentary yaw speed (d/dt ψ) of the motor vehicle according to the following equation{'sub': FB', 'A', 'R, 'b': '1', 'claim-text': {'br': None, 'sub': FB', 'A', 'R, 'i': '−w−φ', 'φ=φ.'}, 'and wherein the step of determining the momentary roadway cross slope includes calculating the momentary roadway cross slope (φ) from the momentary vehicle roll angle (φ) calculated in step S, the momentary chassis roll angle (w), and the momentary tire roll angle (φ) according to the following equation9. A ...

ELECTRONIC STABILITY SYSTEM FOR A VEHICLE HAVING A STRADDLE SEAT

A vehicle has a frame, at least two wheels, a motor, a straddle seat defining a driver seat portion and a passenger seat portion at least partially rearward of the driver seat portion, left and right passenger footrests connected to the frame, the left and right passenger footrests each being movable between a stowed position and a deployed position, a passenger footrest position sensor for sensing a position of at least one of the left and right passenger footrests, and an electronic stability system electronically connected to the passenger footrest position sensor for receiving a signal from the passenger footrest position sensor indicative of the position of the at least one of the left and right passenger footrests. An output of the electronic stability system is defined at least in part on the signal from the passenger footrest position sensor. 1. A vehicle comprising:a frame;at least two wheels attached to the frame;a motor operatively connected to at least one of the wheels;a straddle seat supported by the frame, the straddle seat defining a driver seat portion and a passenger seat portion at least partially rearward of the driver seat portion;left and right passenger footrests connected to the frame, the left and right passenger footrests each being movable between a stowed position and a deployed position;a passenger footrest position sensor for sensing a position of at least one of the left and right passenger footrests; andan electronic stability system electronically connected to the passenger footrest position sensor for receiving a signal from the passenger footrest position sensor indicative of the position of the at least one of the left and right passenger footrests, an output of the electronic stability system being defined at least in part on the signal from the passenger footrest position sensor.2. The vehicle of claim 1 , wherein:the output of the electronic stability system is based at least in part on a calibration;the calibration being a ...

VEHICLE YAW RATE ESTIMATION SYSTEM

A yaw rate estimation system for a vehicle includes a camera, a yaw rate sensor, wheel sensors, an accelerometer and a steering sensor. A control includes a processor that estimates the actual yaw rate of the vehicle by processing (i) a first yaw rate derived from yaw rate data provided by the yaw rate sensor, (ii) a second yaw rate derived from wheel sensor data provided by the wheel sensors, (iii) a third yaw rate derived from acceleration data provided by the accelerometer, and (iv) a fourth yaw rate derived from steering data provided by the steering sensor. The vehicular control system utilizes (i) image data captured by the camera as the vehicle is being driven along a road and (ii) the estimated actual yaw rate of the vehicle as the vehicle is being driven along the road. 1. A yaw rate estimation system for a vehicle equipped with a vehicular control system , said yaw rate estimation system comprising:a camera disposed at a vehicle equipped with said yaw rate estimation system, wherein said camera is disposed at a windshield of the equipped vehicle and views through the windshield and forward of the equipped vehicle;wherein the vehicular control system of the equipped vehicle comprises one of (i) a collision avoidance system, (ii) a collision mitigation system and (iii) a lane keeping system;a yaw rate sensor disposed at the equipped vehicle;wheel sensors disposed at wheels of the equipped vehicle;an accelerometer disposed at the equipped vehicle and operable to determine acceleration of the equipped vehicle;a steering sensor disposed at the equipped vehicle and operable to determine steering of the equipped vehicle;a control disposed at the equipped vehicle, said control comprising a processor that estimates the actual yaw rate of the equipped vehicle by processing (i) a first yaw rate derived from yaw rate data provided to said control by said yaw rate sensor of the equipped vehicle, (ii) a second yaw rate derived from wheel sensor data provided to said ...

VEHICULAR CONTROL SYSTEM RESPONSIVE TO YAW RATE ESTIMATION

A vehicular control system includes a camera, a yaw rate sensor, wheel sensors, an accelerometer and a steering sensor. A control includes a processor that estimates the actual yaw rate of the vehicle based on (a) a first yaw rate derived from yaw rate data provided by the yaw rate sensor, and (b) at least one selected from the group consisting of (i) a second yaw rate derived from wheel sensor data provided by the wheel sensors, (ii) a third yaw rate derived from acceleration data provided by the accelerometer, and (iii) a fourth yaw rate derived from steering data provided by the steering sensor. The vehicular control system at least in part controls the vehicle based on (i) image data captured by the camera as the vehicle travels along a road and (ii) the estimated actual yaw rate of the vehicle. 1. A vehicular control system , said vehicular control system comprising:a camera disposed at a vehicle equipped with said vehicular control system, wherein said camera is disposed at a windshield of the equipped vehicle and views through the windshield and forward of the equipped vehicle;a yaw rate sensor disposed at the equipped vehicle, said yaw rate sensor generating yaw rate data as the equipped vehicle travels along a road;wheel sensors disposed at wheels of the equipped vehicle, said wheel sensors generating wheel sensor data as the equipped vehicle travels along the road;an accelerometer disposed at the equipped vehicle, said accelerometer generating acceleration data as the equipped vehicle travels along the road;a steering sensor disposed at the equipped vehicle, said steering sensor generating steering data as the equipped vehicle travels along the road;a control disposed at the equipped vehicle, said control comprising a processor that estimates an actual yaw rate of the equipped vehicle based on (a) a first yaw rate calculated at said control by processing yaw rate data generated by said yaw rate sensor and (b) at least one selected from the group consisting ...

VEHICLE MOTION STATE ESTIMATION DEVICE, VEHICLE MOTION STATE ESTIMATION METHOD, AND VEHICLE

An object of the present invention is to provide a vehicle motion state estimation device and method that can estimate the vertical motion state amount with high accuracy by taking into consideration vertical force in which the frictional force acting in the front-rear direction or lateral direction of the wheel acts on the vehicle body due to the geometry of suspension. A vehicle motion state estimation device in a vehicle in which a wheel and a vehicle body are coupled via a suspension, the vehicle motion state estimation device including: a vertical motion-caused wheel speed component estimation unit that estimates a wheel speed component caused by vertical motion of the vehicle; a vertical force estimation unit that calculates vertical force in which frictional force of the wheel caused by motion of the vehicle acts on the vehicle body by geometry of the suspension; and a vertical motion estimation unit that estimates a state amount of vertical motion of a vehicle, in which the vertical motion estimation unit estimates a state amount of vertical motion of the vehicle based on a wheel speed component from the vertical motion-caused wheel speed component estimation unit and vertical force acting on the vehicle body from the vertical force estimation unit. 1. A vehicle motion state estimation device in a vehicle in which a wheel and a vehicle body are coupled via a suspension , the vehicle motion state estimation device , comprising:a vertical motion-caused wheel speed component estimation unit that estimates a wheel speed component caused by vertical motion of the vehicle;a vertical force estimation unit that calculates vertical force in which frictional force of the wheel caused by motion of the vehicle acts on the vehicle body by geometry of the suspension; anda vertical motion estimation unit that estimates a state amount of vertical motion of the vehicle,wherein the vertical motion estimation unit estimates a state amount of vertical motion of the vehicle ...

Control system and control method for driving device, and recording medium

In a control system and control method for a driving device, opposite distribution control is performed (e.g., steps 1, 4 to 7 ), whereby a left driving force and a right driving force are controlled such that a yaw moment in a direction opposite to a turning direction of the vehicle acts on the vehicle, whereby a left-right driving force difference is generated which is a difference between the left driving force and the right driving force. During performance of the opposite distribution control, when deceleration of the vehicle is obtained, limit control is performed (e.g., step 8 ), whereby the left driving force and the right driving force are controlled such that a change in the left-right driving force difference becomes smaller than a change in a left-right driving force sum, which is the sum of the left driving force and the right driving force.

TURNING CONTROL SYSTEM AND METHOD FOR VEHICLE

A turning control system for a vehicle having a driving motor to generate driving power may include: an error calculation unit that calculates an error between a lateral acceleration of the vehicle and a reference lateral acceleration; and a reduction torque calculation unit that calculates a torque reduction of the driving motor in order to reduce the error calculated by the error calculation unit. 1. A turning control system for a vehicle having a driving motor to generate driving power , the turning control system comprising:an error calculation unit configured to calculate an error between a lateral acceleration of the vehicle and a reference lateral acceleration; anda reduction torque calculation unit configured to calculate a torque reduction of the driving motor to reduce the error calculated by the error calculation unit.2. The turning control system of claim 1 , further comprising a turning determination unit configured to determine whether to perform a turning control for the vehicle claim 1 , based on a steering angle and a velocity of the vehicle.3. The turning control system of claim 2 , wherein when a steering angle of the vehicle falls within a preset reference steering angle range and the velocity of the vehicle is equal to or greater than a preset reference vehicle velocity claim 2 , the turning determination unit determines to perform the turning control.4. The turning control system of claim 2 , wherein when the vehicle is being braked claim 2 , an Anti-lock Brake System (ABS) or a Traction Control System (TCS) installed in the vehicle is enabled claim 2 , or gears of the vehicle are being shifted claim 2 , the turning determination unit determines not to perform the turning control.7. The turning control system of claim 1 , wherein the reduction torque calculation unit comprises a controller configured to calculate the torque reduction for reducing the error.8. The turning control system of claim 7 , wherein the reduction torque calculation unit ...

VEHICLE CONTROL METHOD AND APPARTUS

The present disclosure relates to a powertrain controller () for controlling a torque distribution between a front axle () and a rear axle () of a vehicle (). The powertrain controller () includes a processor () and a memory device (). The processor () is configured selectively to implement first and second torque distribution profiles (TDP TDP) defining the torque distribution between the front axle () and the rear axle (). The processor () determines when one or more vehicle dynamics parameter (VDPn) is within one or more predefined stability margin (VSMn) and when the one or more vehicle dynamics parameter (VDPn) is outside the one or more predefined stability margin (VSMn). A torque request signal (STQR) is monitored to identify a change in a torque request (TQR). The first torque distribution profile (TDP) is implemented when the one or more vehicle dynamics parameter (VDPn) is within the one or more predefined stability margin (VSMn). The second torque distribution profile (TDP) is implemented when the one or more vehicle dynamics parameter (VDPn) is outside the one or more predefined stability margin (VSMn) and the identified change in the torque request (TQR) comprises a decrease in the torque request (TQR). The present disclosure also relates to a vehicle including a powertrain controller (); a method of controlling a torque distribution between the front and rear axles () of a vehicle (); and a non-transitory computer-readable medium. 112. A powertrain controller for controlling a torque distribution between a front axle and a rear axle of a vehicle , the powertrain controller comprising a processor and a memory device , the processor being configured selectively to implement first and second torque distribution profiles (TDP , TDP) defining the torque distribution between the front axle and the rear axle wherein the processor is configured to:determine when one or more vehicle dynamics parameter (VDPn) is within one or more predefined stability margin ( ...

SYSTEMS AND METHODS TO IMPROVE RIDE COMFORT FOR USERS WITHIN A VEHICLE DURING OPERATION OF THE VEHICLE

Systems and methods to improve ride comfort for users within a vehicle during operation of the vehicle are disclosed. Exemplary implementations may: generate output signals; determine the current operational information regarding the vehicle; determine a current set of forces operating on one or more of the vehicle and one or more of the users within the vehicle; compare a characteristic of the current set of forces to a comfort threshold level; and responsive to the characteristic breaching the comfort threshold level, effectuate a modification in the operation of the vehicle such that a subsequent change in the characteristic that corresponds to the modification reduces and/or remedies the breach of the comfort threshold level. 1. A vehicle configured to improve ride comfort for users within the vehicle during operation of the vehicle , the vehicle comprising:a set of sensors configured to generate output signals, wherein the output signals convey current operational information regarding the vehicle; and determine sets of forces operating on one or more of the vehicle and one or more of the users within the vehicle, wherein individual sets of forces correspond to potential future vehicle states; and', 'determine a vehicle envelope of the vehicle, wherein the vehicle envelope represents a subset of the potential future vehicle states such that operation of the vehicle within the subset is predicted to be desirable on account of ride comfort for the one or more of the users within the vehicle and further such that operation of the vehicle outside of the subset is predicted to be undesirable on account of the ride comfort for the one or more of the users within the vehicle,', 'wherein determination of the vehicle envelope is based on the individual sets of forces., 'one or more hardware processors configured by machine-readable instructions to2. The vehicle of claim 1 , wherein a prediction of the potential future vehicle states is within a maximum prediction period ...

CONTROLLING A DRIVE TORQUE AND DRIVE TRAIN ASSEMBLY

A drive torque of an electric motor for driving a driveline included in a driveline assembly of a motor vehicle can be controlled as a function of the vehicle speed in such a way that, when the vehicle speed is below a predetermined threshold value, the electric motor is controlled in a high torque mode and, when the vehicle speed is above the threshold value, the electric motor is controlled in a low torque mode. 112.-. (canceled)13. A method for controlling a motor torque of an electric motor in a driveline of a motor vehicle , the driveline comprising a first side shaft for driving a first vehicle wheel , a second side shaft for driving a second vehicle wheel , a controllable first friction clutch which is associated with the first side shaft , and a controllable second friction clutch which is associated with the second side shaft , and a drive member arranged in a power path between the electric motor and at least one of the first and second friction clutch; wherein the method comprises:obtaining a drive speed value representing the rotation speed of the drive member;obtaining a first wheel speed value representing the rotation speed of the first vehicle wheel;obtaining a second wheel speed value representing the rotation speed of the second vehicle wheel;determining a transmittable first clutch torque for the first friction clutch as a function of the first wheel speed value relative to the drive speed value; anddetermining a transmittable second clutch torque for the second friction clutch as a function of the second wheel speed value relative to the drive speed value;obtaining a vehicle speed value representing the vehicle speed and determining that the vehicle speed value is one of above or below a predetermined speed threshold value; andselecting one of a high torque mode or a low torque mode according to the vehicle speed value being below the predetermined speed threshold value or above the predetermined speed threshold value;wherein in the high torque ...

Single speed and two-speed disconnecting axle arrangements

A disconnectable driveline arrangement for an all-wheel drive vehicle includes a power take-off unit having a disconnect mechanism, a rear drive module having a torque transfer device providing a disconnect function, a speed synchronization function and a torque biasing function, and a control system for controlling actuation of the disconnect mechanism and the torque transfer device. The power take-off unit and the rear drive module can each be equipped with a two-speed range shift unit which, under the control of the control system, permits establishment of high and low speed drive connections.

Virtual Moving Safety Limits For Vehicles Transporting Objects

Example systems and methods are disclosed for implementing vehicle operation limits to prevent vehicle load failure during vehicle teleoperation. The method may include receiving sensor data from sensors on a vehicle that carries a load. The vehicle may be controlled by a remote control system. The load weight and dimensions may be determined based on the sensor data. In order to prevent a vehicle load failure, a forward velocity limit and an angular velocity limit may be calculated. Vehicle load failures may include the vehicle tipping over, the load tipping over, the load sliding off of the vehicle, or collisions. The vehicle carrying the load may be restricted from exceeding the forward velocity limit and/or the angular velocity limit during vehicle operation. The remote control system may display a user interface indicating to a remote operator the forward velocity limit and the angular velocity limit. 1. A method comprising:receiving sensor data from one or more sensors on a vehicle that is moving within an environment while carrying a load;determining, by a processor, a load weight and one or more load dimensions based on the sensor data;determining, by the processor based on the load weight and the one or more load dimensions, an envelope of permissible pairs of angular velocity values and forward velocity values for the vehicle while carrying the load to prevent vehicle load failure; andpreventing, by the processor, operation of the vehicle outside of the envelope of permissible pairs of angular velocity values and forward velocity values.2. The method of claim 1 , further comprising providing for display of a graphical representation of the envelope with a first axis representative of angular velocity and a second axis representative of forward velocity.3. The method of claim 2 , further comprising providing for display of a current pair of forward velocity and angular velocity values within the graphical representation of the envelope.4. The method of ...

TURNING CONTROL SYSTEM OF VEHICLE AND TURNING CONTROL METHOD THEREOF

A turning control system of a vehicle includes: a database storing road information; a sensor part to detect a steering angle of a vehicle, a wheel speed of the vehicle, whether the vehicle is accelerated, whether the vehicle is braking, and whether a speed gear of the vehicle is shifted; and a controller that determines whether the vehicle enters a turning section based on one or more pieces of the information detected by the sensor part and the road information stored in the database. In particular, when the vehicle is entering the turning section, the controller sets a target speed of the vehicle and controls a speed of the vehicle to be decelerated to the set target speed. 1. A turning control system of a vehicle , the turning control system comprising:a database configured to store road information;a sensor part configured to detect at least one of a steering angle of the vehicle, a wheel speed of the vehicle, whether the vehicle is accelerated, whether the vehicle is braking, and whether a gear of the vehicle is shifted; and determine whether the vehicle enters a turning section based on one or more pieces of information detected by the sensor part and the road information stored in the database,', 'when the vehicle is determined as entering the turning section, set a target speed of the vehicle, and', 'control a speed of the vehicle to be decelerated to the target speed., 'a controller configured to2. The turning control system of claim 1 , wherein the controller includes:a determination part configured to determine whether the vehicle enters the turning section;a setting part configured to set the target speed of the vehicle when the vehicle is determined as entering the turning section;a deceleration rate determination part configured to determine a deceleration rate of the vehicle based on a current speed of the vehicle, which is detected by the sensor part, and the target speed; anda speed controller configured to decelerate the speed of the vehicle ...

METHOD FOR ADJUSTING AT LEAST ONE OPERATING PARAMETER OF A TRANSPORTATION VEHICLE, SYSTEM FOR ADJUSTING AT LEAST ONE OPERATING PARAMETER OF A TRANSPORTATION VEHICLE, AND TRANSPORTATION VEHICLE

A method for adapting at least one operating parameter of a transportation vehicle during a driving maneuver of the transportation vehicle, wherein the at least one operating parameter of the transportation vehicle is set by at least one driver assistance system of the transportation vehicle, wherein the method detects at least one activity by a transportation vehicle occupant during the driving maneuver in response to the driving maneuver by a detection device and adapts the at least one operating parameter of the transportation vehicle in response to the detected activity by the transportation vehicle occupant by activating the at least one driver assistance system using a control system. 1. A transportation vehicle with a system for adapting at least one operating parameter of the transportation vehicle during a driving maneuver of the transportation vehicle , the system comprising:at least one driver assistance system configured to set the at least one operating parameter, wherein, a detection device is configured to detect at least one activity by a transportation vehicle occupant during the driving maneuver in reaction to the driving maneuver; anda control system configured to adapt the at least one operating parameter of the transportation vehicle in response to the detected activity by the transportation vehicle occupant by activating the at least one driver assistance system.2. The transportation vehicle of claim 1 , wherein the heart rate and/or the respiratory rate and/or the brain activity and/or the drowsiness of at least one transportation vehicle occupant is detected as the activity.3. The transportation vehicle of claim 2 , wherein a predetermined action by at least one transportation vehicle occupant that indicates an intervention by the transportation vehicle occupant in the driving maneuver is detected as the activity claim 2 , wherein a foot movement by the transportation vehicle occupant that indicates an actuation of a brake pedal or an ...

SYSTEM FOR AND METHOD OF DETERMINING ANGULAR POSITION OF A VEHICLE

A system for and method of determining angular position (e.g. pitch) of a vehicle. In accordance with an embodiment, a first angular rate of rotation of the vehicle about a first axis of rotation is detected using a first angular rate sensor mounted to the vehicle. A second angular rate of rotation of the vehicle about a second axis of rotation is detected using a second angular rate sensor mounted to the vehicle. The second axis of rotation is substantially orthogonal to the first axis of rotation. The angular position of the vehicle is determined based on a ratio of the first angular rate of rotation of the vehicle and the second angular rate of rotation of the vehicle. 1. A method of determining an angular position of a vehicle , comprising:detecting a first angular rate of rotation of the vehicle about a first axis of rotation using a first angular rate sensor mounted to the vehicle;detecting a second angular rate of rotation of the vehicle about a second axis of rotation using a second angular rate sensor mounted to the vehicle, the second axis of rotation being substantially orthogonal to the first axis of rotation; andestimating the angular position of the vehicle based on a ratio of the first angular rate of rotation of the vehicle and the second angular rate of rotation of the vehicle.2. The method according to claim 1 , wherein the angular position comprises a pitch of the vehicle.3. The method according to claim 1 , wherein the angular position comprises roll of the vehicle.4. The method according to claim 1 , wherein said first axis of rotation coincides with a roll axis of the vehicle and said second axis of rotation coincides with a yaw axis of the vehicle.5. The method according to claim 1 , wherein said detecting the first angular rate of rotation of the vehicle and said detecting the second angular rate of rotation of the vehicle are performed simultaneously while the vehicle experiences significant rate of change of rotation about the second axis.6 ...

Driving-torque distribution control apparatus of four-wheel drive vehicle

A controller to control a driving-torque distribution to a front wheel and a rear wheel comprises an obtainment portion to obtain a vehicle's lateral acceleration, an engine's output torque, and a vehicle's turning radius during turning of a vehicle, a determination portion to determine a rear-wheel driving-torque distribution rate denoting a rate of the driving torque to be transmitted to the rear wheel relative to the driving torque corresponding to the engine's output torque based on the obtained vehicle's lateral acceleration, engine's output torque, and vehicle's turning radius, and a control-signal output portion to output a control signal to a driving-torque transmission device to adjust the driving torque transmitted to the rear wheel such that the driving torque to be distributed to the rear wheel is controlled according to the determined rear-wheel driving-torque distribution rate.

Vehicle control device

In a vehicle control device, detection of an object around a vehicle is performed, in a case where it is determined that there is a possibility that the vehicle may collide with the object, whether or not a collision can be avoided by braking control of the vehicle is determined, and in a case where it is determined that a collision cannot be avoided by the braking control, steering and braking control to avoid a collision by both steering of the vehicle and braking of the vehicle is performed, flashing of a direction indicator is started, and in a case where the vehicle has stopped, flashing of hazard flashing indicators is performed.

Vehicle controller for avoiding collision and method thereof

A vehicle controller for avoiding a collision of a vehicle and a method thereof are provided. The vehicle controller includes a drive motor that supplies electric power for a behavior of a vehicle, sensors that obtain information outside the vehicle and information inside the vehicle, and a controller that estimates, when detecting evasive steering of a driver in a collision situation based on the information outside the vehicle and the information inside the vehicle, a front wheel slip angle and a rear wheel slip angle, and controls the drive motor based on the front wheel slip angle and the rear wheel slip angle.

Information processing apparatus, mobile apparatus, method, and program

To achieve an information processing apparatus and a mobile apparatus that individually calculate an inclination of the mobile apparatus itself and an inclination of a traveling surface. A measurement value of an air pressure sensor that measures an air pressure of a tire of the mobile apparatus is received, and the inclination of the mobile apparatus is calculated on the basis of the tire air pressure. Furthermore, a measurement value of an absolute pressure sensor attached to the mobile apparatus is received, and an angle of the traveling surface on which the mobile apparatus travels and a position of the mobile apparatus are calculated on the basis of a horizontal movement amount of the mobile apparatus and a vertical movement amount that is calculated on the basis of the measurement value of the absolute pressure sensor. Furthermore, a plurality of different state values such as inclination information of the traveling surface that changes with time transition is input to a Kalman filter, and state values that have already been acquired are updated on the basis of the newly input state values to generate and output the latest state values.

METHOD FOR DETECTING AND CHARACTERIZING A DRIVING BEHAVIOR OF A DRIVER OR AN AUTOPILOT IN A TRANSPORTATION VEHICLE, CONTROL UNIT AND TRANSPORTATION VEHICLE

A method for detecting and characterizing a driving behavior of a driver or an autopilot in a transportation vehicle which has at least one acceleration sensor used to record data points which indicate a lateral acceleration and a longitudinal acceleration of the transportation vehicle over a time interval, and a control unit used to generate an image space as a GG diagram from the data points of at least one sub-section of the time interval. The image space is transformed by the control unit by a transformation into a parameter space and coordinates of accumulation points in the parameter space are acquired by the control unit. From the coordinates of the accumulation points, by using a classification algorithm, the control unit determines a classification value and/or a classification profile relating to the driving behavior. 1. A control unit comprising:a processor; and generating an image space as a GG diagram from data points of at least one sub-section of a time interval, wherein the data points are recorded by at least one acceleration sensor and indicate a lateral acceleration and a longitudinal acceleration of the transportation vehicle over the time interval;', 'transforming the image space by a transformation into a parameter space;', 'acquiring coordinates of accumulation points in the parameter space; and', 'determining a classification value and/or a classification profile relating to the driving behavior using a classification algorithm based on the coordinates of the accumulation points., 'a program having a program code for carrying out a method for detecting and characterizing a driving behavior of a driver or an autopilot in a transportation vehicle when the program code is executed on the processor, the method comprising2. The control unit of claim 1 , wherein the coordinates of the parameter space are parameters of a straight line.3. The control unit of claim 1 , wherein the coordinates of the parameter space are coordinates of a center of a ...

Vehicular control system with autonomous braking

A vehicular vision system includes a camera and a radar sensor disposed at the equipped vehicle. The system includes an electronic control unit (ECU) and, as the equipped vehicle travels along a road, the ECU, via processing of image data and processing of sensor data, determines other vehicles present on the road ahead of the equipped vehicle. The ECU, responsive to determining the presence of a plurality of other vehicles present on the road, fuses the image data captured by the camera and the sensor data captured by the radar sensor. The ECU, based on the fused data, determines a threat level for each vehicle of the plurality of other vehicles and, when the threat level for one or more vehicles of the plurality of other vehicles exceeds a threshold value, generates a braking command. The ECU transmits the braking command to a braking system of the equipped vehicle.

DRIVING EVALUATION SYSTEM, DRIVING EVALUATION METHOD, PROGRAM, AND MEDIUM

A driving evaluation system evaluates driving skills of a vehicle by a driver, and includes an in-turn data acquisition unit that acquires in-turn data including time series data of longitudinal acceleration and lateral acceleration in a turning scene; and a turning scene evaluation unit that evaluates driving skills in the turning scene on the basis of a shape of a trajectory of time series data from a starting point at which the longitudinal acceleration becomes a maximum to an ending point at which an absolute value of the lateral acceleration becomes a maximum, among the in-turn data in a case in which the longitudinal acceleration upon deceleration is positive. 1. A driving evaluation system that evaluates driving skills of a vehicle by a driver , the system comprising:an in-turn data acquisition unit configured to acquire in-turn data including time series data of longitudinal acceleration and lateral acceleration in a turning scene; anda turning scene evaluation unit configured to evaluate driving skills in the turning scene on a basis of a shape of a trajectory of time series data from a starting point at which the longitudinal acceleration becomes a maximum to an ending point at which an absolute value of the lateral acceleration becomes a maximum, among the in-turn data in a case in which the longitudinal acceleration upon deceleration is positive.2. The driving evaluation system according to claim 1 , wherein the turning scene evaluation unit includes:a first evaluation value calculation unit that calculates a first evaluation value on a basis of the shape of the trajectory of the time series data from the starting point to the ending point;a second evaluation value calculation unit that calculates, on a basis of the in-turn data, time series data of a jerk vector having longitudinal jerk and lateral jerk as components, and calculates a second evaluation value on a basis of a minimum value of the jerk vector;a third evaluation value calculation unit that ...

METHODS AND SYSTEMS FOR DETERMINING A VEHICLE SPIN-OUT CONDITION

Methods and systems are provided for determining vehicle spin-out conditions including conditions indicative of a vehicle spin-out ahead of the vehicle actually spinning-out. The methods and systems receive motion parameters of a vehicle based on sensed signals from at least one vehicle sensor of an electronic power steering system and an inertial measurement unit. The method and systems estimate pneumatic trail based on a rate of change of self-aligning torque with respect to axle lateral force. The methods and systems determine vehicle spin-out conditions based on the estimated pneumatic trail. The methods and systems control at least one feature of a vehicle in response to the determined vehicle spin-out conditions. 1. A computer implemented method for determining at least one vehicle spin-out condition , comprising:receiving at least one motion parameter of a vehicle based on sensed signals from at least one vehicle sensor;estimating pneumatic trail for at least one tire of the vehicle using the at least one motion parameter;determining at least one vehicle spin-out condition based on the estimated pneumatic trail.2. The computer implemented method of claim 1 , comprising estimating self-aligning torque and at least one lateral axle force based on the at least one motion parameter and estimating the pneumatic trail using the self-aligning moment and the at least one lateral axle force.3. The computer implemented method of claim 1 , the method comprising claim 1 , in response to the determined at least one vehicle spin-out condition claim 1 , performing at least one of: shutting down at least one function of a vehicle control system claim 1 , automated vehicle control to counteract vehicle spin-out claim 1 , and output of a vehicle spin-out warning for a driver of the vehicle.4. The computer implemented method of claim 1 , comprising determining a state of decreasing pneumatic trail and determining a first vehicle spin-out condition in response to the state of ...

Vehicle traveling control device and vehicle traveling control method

In the vehicle traveling control device, a host vehicle location specification unit specifies a host vehicle location on a map. A first peripheral information detector detects a location of a planimetric feature or characteristics of a road in a periphery of the host vehicle on the basis of map data and the host vehicle location on the map specified by the host vehicle location specification unit. A second peripheral information detector detects a location of a planimetric feature or characteristics of a road in the periphery of the host vehicle on the basis of information acquired by a camera, a sensor, or a road-vehicle communication device mounted on the host vehicle. When the detection result from the first peripheral information detector and the detection result from the second peripheral information detector do not coincide, an automatic driving restriction unit restricts performance of automatic driving of the host vehicle.

VEHICLE CONTROL SYSTEM USING NONLINEAR DYNAMIC MODEL STATES AND STEERING OFFSET ESTIMATION

Methods and systems for autonomously steering a moving vehicle are disclosed. A processor determines a longitudinal velocity, a longitudinal acceleration, a lateral acceleration, and a yaw rate of the vehicle. The processor estimates, based on the longitudinal velocity, lateral acceleration, and yaw rate of the vehicle, a change in lateral velocity over time. The processor estimates, based on the change in the lateral velocity over time, the yaw rate, a distance between the front axle of the vehicle and a center of gravity of the vehicle, and a distance between the rear axle of the vehicle and the center of gravity of the vehicle, a lateral front velocity of the vehicle and a lateral rear velocity of the vehicle. Using calculations, a state estimation model for the vehicle is updated by the processor using a lateral acceleration bias. The updated state estimation model is used to autonomously steer the vehicle. 1. A method for autonomously steering a moving vehicle , the method comprising:determining, by a processor, a longitudinal velocity, a longitudinal acceleration, a lateral acceleration, and a yaw rate of the vehicle;estimating, based on the longitudinal velocity, lateral acceleration, and yaw rate of the vehicle, a change in a lateral velocity over time;estimating, based on the change in the lateral velocity over time, the yaw rate, a distance between the front axle of the vehicle and a center of gravity of the vehicle, and a distance between the rear axle of the vehicle and the center of gravity of the vehicle, a lateral front velocity of the vehicle and a lateral rear velocity of the vehicle;calculating, based on the lateral front velocity of the vehicle, the lateral rear velocity of the vehicle, a steering angle measurement, and the longitudinal velocity, a front tire slip angle and a rear tire slip angle;calculating, based on the front tire slip angle and the rear tire slip angle, a front tire lateral force and a rear tire lateral force;calculating, based ...

DELIVERY SYSTEM, DELIVERY METHOD, AND PROGRAM

A delivery system includes an autonomously-moving-type delivery vehicle configured to deliver an article to a delivery destination thereof, and a transportation vehicle configured to carry and transport the delivery vehicle. A control unit configured to control an operation of the delivery vehicle acquires information about an acceleration of the transportation vehicle from the transportation vehicle, and controls the operation of the delivery vehicle based on the information about the acceleration so that a displacement that is predicted to occur in the delivery vehicle due to the acceleration of the transportation vehicle is reduced.

Ground load estimation device, control device, and ground load estimation method

The present invention achieves a technique that makes it possible to estimate a ground contact load of a vehicle with sufficiently high accuracy. A ground contact load estimation device ( 100 ) acquires a wheel angular speed, a steady load, and an inertia load of a vehicle, uses the steady load and the inertia load to cause a first gain calculation section ( 122 ) to calculate a first gain, multiplies a variation in wheel angular speed by a second gain so as to cause a tire effective radius variation calculation section ( 121 ) to calculate a tire effective radius variation, and multiplies the tire effective radius variation by the first gain so as to estimate a road surface load.

DEVICE AND METHOD FOR DETECTING FAILURE OF ACTUATOR OF VEHICLE

A device for detecting a failure of an actuator of a vehicle includes: a training device that trains a model using training data comprising behavior data of the vehicle and a steering compensation angle, and a controller that detects the failure of the actuator in the vehicle based on the model. 1. A device for detecting a failure of an actuator of a vehicle , the device comprising:a training device configured to train a model using training data comprising a steering compensation angle, lateral data, and a failure probability value of the actuator; anda controller configured to detect the failure of the actuator in the vehicle based on the model.2. The device of claim 1 , wherein the steering compensation angle is an output value of a preprocessing model which receives behavior data of the vehicle and outputs the steering compensation angle.3. The device of claim 2 , wherein the behavior data includes at least one of a steering angle of the vehicle claim 2 , a longitudinal speed of the vehicle claim 2 , or a longitudinal acceleration of the vehicle.4. The device of claim 3 , wherein the behavior data further includes a tractor yaw rate and a hitch angle.5. The device of claim 1 , wherein the model receives the steering compensation angle and the lateral data and outputs the failure probability value of the actuator.6. The device of claim 1 , wherein the lateral data includes at least one of a lateral acceleration of the vehicle or data on a lateral error on a travel route of the vehicle.7. The device of claim 1 , wherein the actuator includes at least one of a steering actuator claim 1 , a driving actuator claim 1 , or a braking actuator.8. The device of claim 1 , wherein the controller is configured to alert a driver when the failure of the actuator has occurred.9. The device of claim 1 , wherein claim 1 , when the vehicle is an autonomous vehicle claim 1 , the controller is configured to request the autonomous vehicle to perform redundancy travel when the failure ...

METHOD AND ADJUSTMENT SYSTEM FOR KEEPING A VEHICLE ON COURSE DURING ROLL MOVEMENTS OF A VEHICLE BODY

A method for keeping a vehicle on course by determining a lateral acceleration of the vehicle; establishing a desired lateral inclination of the vehicle depending on the lateral acceleration determined in step a); adjustment of at least one actuator of an active chassis device of the vehicle, so the vehicle takes on the desired lateral inclination determined in step b); and c) carrying out a compensatory engagement by adjustment of at least one actuator of an active chassis device of the vehicle, so the vehicle takes on the desired lateral inclination determined in step b), wherein, in step d), at least one additional compensatory engagement is carried out by an additional active chassis device for the at least partial compensation of a yaw movement of the vehicle caused by the adjustment of the at least one actuator of the active chassis device. 1. A method for keeping a vehicle on course comprising the following steps:a) determining a lateral acceleration of the vehicle:b) establishing a desired lateral inclination of the vehicle depending on the lateral acceleration determined in step a); 'wherein in that, d), at least one additional compensatory engagement is carried out by means of an additional active chassis device for at least partial compensation of a yaw movement of the vehicle caused by the adjustment of the at least one actuator of the active chassis device.', 'c) carrying out a compensatory engagement by adjustment of at least one actuator of an active chassis device of the vehicle, so that the vehicle takes on the desired lateral inclination determined in step b),'}2. The method according to claim 1 , wherein in that the at least one additional compensatory engagement is carried out synchronously in time with carrying out step c).3. The method according to claim 1 , wherein in that the at least one additional compensatory engagement is carried out based on an adjustment between a yaw rate measured using at least one sensor and a yaw rate that is ...

METHOD AND SYSTEM FOR CONTROLLING A VEHICLE

A vehicle has an accelerator pedal in communication with a prime mover, a transmission, and a controller. The controller is configured to, in response to receiving a first input indicative of a vehicle state and a second input indicative of a curve along a vehicle path within a predetermined time interval, downshift the transmission and modify a driver torque request map associated with the accelerator pedal to reduce a percentage of pedal travel associated with positive drive torque. A method of controlling a vehicle includes downshifting a transmission and modifying a driver torque request map associated with an accelerator pedal to reduce a percentage of pedal travel associated with positive drive torque when a vehicle state and a curve from an electronic horizon system predict a vehicle lateral acceleration in the curve being above a first threshold value. 1. A vehicle comprising:an accelerator pedal in communication with a prime mover;a transmission;an electronic horizon system; anda controller in communication with the prime mover and the accelerator pedal, the transmission, and the electronic horizon system, the controller configured to, in response to receiving a first input indicative of a vehicle state and a second input indicative of a curve along a vehicle path within a predetermined time interval from the electronic horizon system, downshift the transmission and modify a driver torque request map associated with the accelerator pedal to reduce a percentage of pedal travel associated with positive drive torque when the first and second inputs predict a vehicle lateral acceleration in the curve above a first threshold value.2. The vehicle of wherein the controller is further configured to claim 1 , in response to receiving the first input and the second input claim 1 , downshift the transmission without modifying the driver torque request map when the first and second inputs predict the vehicle lateral acceleration in the curve below the first threshold ...

Method for the Traction Control of a Single-Track Motor Vehicle Taking the Slip Angle of the Rear Wheel Into Consideration

A method for determining a slip angle λof a rear wheel of a single-track motor vehicle for the purpose of traction control of the rear wheel of the single-track motor vehicle by means of a closed loop control Is provided. The slip angle λof the rear wheel is determined as a feedback value of the closed loop using at least one of three model-based steps. A slip angle λ, λor λis determined by one of the three steps representing the slip angle λor the slip angle λis determined from at least two of the slip angles λ, λand λ. 115.-. (canceled)16. A method for determining a slip angle λof a rear wheel of a single-track motor vehicle for the traction control of the rear wheel of the single-track motor vehicle by a control loop , comprising the acts of:{'sub': 'r', 'claim-text': [{'sub': 'r1', 'determining a first slip angle λusing a first state estimator, wherein input variables of the first state estimator are at least one steering angle δ on a front wheel of the single-track motor vehicle and an orientation of the single-track motor vehicle in space,'}, {'sub': 'r2', 'determining a second slip angle λusing a second state estimator, wherein input variables of the second state estimator are at least one steering angle δ on the front wheel of the single-track motor vehicle and a movement vector of the single-track motor vehicle in a mass center of gravity of the single-track motor vehicle, and'}, {'sub': r3', 'r3', 'f', 'r3, 'determining a third slip angle λ, wherein the third slip angle λis determined from a predetermined relationship for a single-track model between the steering angle δ, an Ackermann angle ΔA, a slip angle λof a front wheel, and the third slip angle λ'}], 'determining the slip angle λof the rear wheel as a feedback variable of the control loop by at least one of'} [{'sub': f', 'f, 'the slip angle λis determined from a predetermined ratio of the slip angle λto a vehicle status, and'}, {'sub': r1', 'r2', 'r3', 'r', 'r', 'r1', 'r2', 'r3, 'the first slip ...

TRAVELING PARAMETER OPTIMIZATION SYSTEM AND TRAVELING PARAMETER OPTIMIZATION METHOD

An optimization system includes an optimization server and a management server, and the management server controls an AGV. The AGV transports a cargo and notifies the management server of a traveling state during traveling. The management server stores the traveling state of the AGV in a database. The optimization server estimates the traveling parameter to be used for the subsequent experimental traveling and repeats an experiment based on an experiment design for experimental traveling and the number of times of back-and-forth sway and the right-and-left sway width of the AGV when the AGV travels by using the traveling parameter estimated from the default value of the traveling parameter and an experiment result of the experimental traveling of the AGV. After the experiment ends, the optimization server optimizes the traveling parameter for each traveling state of the AGV based on the experiment result. 1. A traveling parameter optimization system that optimizes a traveling parameter of an automatic traveling device that travels in accordance with a traveling instruction , by conducting experimental traveling for optimizing the traveling parameter of the automatic traveling device , the traveling parameter optimization system comprising:the automatic traveling device;an experimental traveling design creation device that creates an experimental traveling design for the experimental traveling;a traveling instruction device that transmits the traveling instruction to the automatic traveling device based on the experimental traveling design created by the experimental traveling design creation device;an acquisition device that acquires a measurement value that reflects a traveling state of the automatic traveling device;an evaluation value calculation device that calculates an evaluation value based on the measurement value acquired by the acquisition device; anda traveling parameter optimization device that calculates an optimized traveling parameter based on the ...

Vehicle Control Device and Method

The present invention provides a vehicle control device and method capable of ensuring steering accuracy. In a vehicle provided with a left-right pair of steered wheels for which the braking/driving forces can each be controlled, and a steering force generation device that generates steering force for the steered wheels and controls the steering angle of the steered wheels, this vehicle control device and method control the steering force and the steering reaction force from the steering force generation device by controlling the braking/driving force of each of the steered wheels on the basis of the lateral force acting on the steered wheels. 1. A vehicle control device that controls a vehicle , the vehicle comprising: a left-right pair of steered wheels of which braking/driving forces can be controlled for each of left and right; and a steering force generation device that generates a steering force for the steered wheels and controls a steering angle of the steered wheels ,wherein the vehicle control device controls the steering force or steering reaction force of the steering force generation device by controlling the braking/driving forces for each of the steered wheels on the basis of a lateral force acting on the steered wheels.2. The vehicle control device according to claim 1 , wherein the lateral force is calculated on the basis of the steering angle of the steered wheels and a vehicle speed of the vehicle.3. The vehicle control device according to claim 1 , wherein the lateral force is calculated on the basis of a lateral acceleration of the vehicle.4. The vehicle control device according to claim 1 , wherein the vehicle control device controls the braking/driving forces on the basis of the lateral force and a predetermined target value of the steering force or the steering reaction force of the steering force generation device.5. The vehicle control device according to claim 1 , wherein the vehicle control device controls the braking/driving forces such ...

CONTROL SYSTEM FOR HYBRID VEHICLE

A control system for hybrid vehicles to properly select an operating mode during autonomous operation is provided. An operating mode of the hybrid vehicle is selected from a hybrid mode and an electric vehicle mode. A controller that is configured to: determine an existence of a passenger in a vehicle compartment; select the electric vehicle mode in a case that the hybrid vehicle is operated autonomously while carrying the passenger; and select the hybrid mode in a case that the hybrid vehicle is operated autonomously without carrying the passenger. 1. A control system for a hybrid vehicle comprising a prime mover including an engine and a motor , that is configured to operate the hybrid vehicle autonomously , and to select an operating mode of the hybrid vehicle from a hybrid mode in which the hybrid vehicle is powered at least by the engine , and an electric vehicle mode in which the hybrid vehicle is powered by the motor while stopping the engine , comprising:a controller that is configured to:determine an existence of a passenger in a vehicle compartment;select the electric vehicle mode in a case that the hybrid vehicle is operated autonomously while carrying the passenger; andselect the hybrid mode in a case that the hybrid vehicle is operated autonomously without carrying the passenger.2. The control system for a hybrid vehicle as claimed in claim 1 ,wherein the hybrid vehicle may also be operated manually by a driver, andwherein the controller is further configured to:set a lower limit threshold value of a state of charge level of a battery connected to the motor;select the hybrid mode in a case that the state of charge level of the battery falls below the lower limit threshold value;set the lower limit threshold value to a first lower limit threshold value in a case that the hybrid vehicle is operated manually; andset the lower limit threshold value to a second lower limit threshold value that is lower than the first lower limit threshold value in the case ...

AUTOMATIC CRAB STEERING ON SIDE HILLS

Steering a vehicle in an electronic steering mode of operation that includes a front axle steering system, a rear axle steering system, one or more vehicle environment sensors, and a controller operatively coupled with the front axle steering system, the rear axle steering system, and the vehicle environment sensors. Commanding the vehicle to operate at a desired vehicle speed, detecting a lateral force acting on the vehicle in response to input from the vehicle environment sensors, and determining an actual lateral acceleration of the vehicle and a predicted lateral acceleration of the vehicle from the desired vehicle speed. Determining a lateral acceleration error by comparing the predicted lateral acceleration to the actual lateral acceleration, and determining if the lateral acceleration error exceeds a lateral acceleration limit, then turning both of the front axle steering system and the rear axle steering system to a crab steering correction angle. 1. A system comprising:a vehicle including a front axle steering system, a rear axle steering system, one or more vehicle environment sensors, and a controller operatively coupled with the front axle steering system, the rear axle steering system, and the one or more vehicle environment sensors, wherein the controller is configured to:operate the vehicle in an electronic steering mode of operation at a desired vehicle speed;detect presence of a lateral force on the vehicle in response to input from the one or more vehicle environment sensors;in response to detection of the lateral force on the vehicle and based on the desired vehicle speed, determine an actual lateral acceleration of the vehicle and a predicted lateral acceleration of the vehicle;determine a lateral acceleration error by comparing the predicted lateral acceleration to the actual lateral acceleration; anddetermine if the lateral acceleration error exceeds a lateral acceleration limit, then compensate for the lateral force acting on the vehicle by ...

Method of road vehicle trajectory planning

The present disclosure relates to a method of trajectory planning for maneuvers for an ego vehicle (E) equipped with a sensor systems, a prediction systems, a control system, and a decision-making system. The method includes determining possible lateral motion trajectories of a requested maneuver, longitudinal safety critical zones which correspond to each of the determined possible lateral motion trajectories, a longitudinal motion trajectory of the requested maneuver, lateral safety critical zones which correspond to the determined longitudinal motion trajectory of the requested maneuver, and a lateral motion trajectory of the requested maneuver. The present disclosure also relates to a driver assistance system arranged to perform the method and a vehicle including such a system.

Apparatus for controlling motor of a vehicle and method thereof

A vehicle motor control apparatus includes: a processor configured to determine whether a state of a vehicle is an over-steer state or an under-steer state, to determine a driving control mode or a braking control mode of a motor based on a determination result of the state of the vehicle, to calculate a target yaw moment of based on a tire force by using the over-steer state or the under-steer state, and to determine a motor control amount that follows the target yaw moment; and a storage configured to store data and algorithms driven by the processor.

Wheel load estimation method for four-wheel drive vehicle

A wheel load estimation method of a four-wheel drive vehicle driven by a rotational driving device comprises a correlation relationship setting step for previously setting a correlation relationship between a total weight and at least one of the front wheel load and the rear wheel load by variously changing a movable load of the vehicle, a total vehicle weight computation step for calculating a current total vehicle weight from an output torque of the rotational driving device and a longitudinal acceleration of the vehicle corresponding to the output torque, and a wheel load estimation step for estimating the wheel load of at least a driving wheel from the correlation relationship and the total vehicle weight.

REACTIVATION OF DRIVER ASSIST MODE

A computer that includes a processor and memory. The memory may store instructions executable by the processor. The instructions may include: following a driver-initiated trigger to deactivate a driver assist mode, to reactivate the mode when, for a dwelling period, each of a plurality of conditions equal respectively predetermined value. 1. A computer , comprising: 'following a driver-initiated trigger to deactivate a driver assist mode, reactivate the mode when, for a dwelling period, each of a plurality of conditions equal respectively predetermined values.', 'a processor and memory storing instructions executable by the processor, the instructions comprising, to2. The computer of claim 1 , wherein the plurality comprises: a steering wheel rotational rate claim 1 , a lateral offset claim 1 , and a driver hand-engagement.3. The computer of claim 2 , wherein: the rate is +/−15 degrees/second; the offset claim 2 , with respect to roadway markings claim 2 , is +/−0.6 meters; and the engagement is detected.4. The computer of claim 2 , wherein the plurality further comprises at least one of: a closing rate claim 2 , a longitudinal acceleration claim 2 , a standard deviation of lateral offset claim 2 , a heading angle claim 2 , and a lateral acceleration.5. The computer of claim 2 , wherein the plurality further comprises at least three of: a closing rate claim 2 , a longitudinal acceleration claim 2 , a standard deviation of lateral offset claim 2 , a heading angle claim 2 , a lateral acceleration value claim 2 , and a vehicle speed.6. The computer of claim 2 , wherein the plurality further comprises each of: a closing rate claim 2 , a longitudinal acceleration claim 2 , a standard deviation of lateral offset claim 2 , a heading angle claim 2 , a lateral acceleration value claim 2 , and a vehicle speed.7. The computer of claim 1 , wherein at least some of the values are within respectively predetermined ranges of values.8. The computer of claim 1 , wherein the ...

SYSTEM OF DETERMINING POWER GENERATION MARGIN FOR VEHICLE, CONTROL METHOD THEREOF AND POWER CONTROL APPARATUS

A vehicle includes: an electrical load; a generator; a battery; and a controller configured to, control the operation of the generator based on the charging rate of the battery, identify a power generation margin representing a ratio of the power that the generator can output to a maximum power based on the duty ratio of the input voltage applied to the generator, and reduce power consumption of the electrical load based on a comparison between the power generation margin and a target margin. The vehicle can prevent or minimize the voltage drop phenomenon of the generator by using the power generation margin of the generator. 1. A vehicle comprising:an electrical load;a generator;a battery; and{'claim-text': ['control an operation of the generator based on a charging rate of the battery,', 'identify, based on a duty ratio of an input voltage applied to the generator, a power generation margin representing a ratio of a power that the generator is operable to output to a maximum power, and', 'reduce power consumption of the electrical load based on a comparison between the power generation margin and a target margin.'], '#text': 'a controller configured to:'}2. The vehicle according to claim 1 , wherein the controller is configured to set the target margin based on at least one of the charging rate of the battery claim 1 , a driving state of the vehicle claim 1 , a type of the electrical load claim 1 , or the duty ratio of the input voltage.3. The vehicle according to claim 2 , wherein the controller is configured to set the target margin using a sum of a first target margin based on the charging rate of the battery claim 2 , a second target margin based on the driving state of the vehicle claim 2 , a third target margin based on a type of the electrical load claim 2 , and a fourth target margin based on the duty ratio of the input voltage.4. The vehicle according to claim 2 , wherein the controller is configured to increase the target margin based on a decrease in ...

ROAD SURFACE RECOGNITION APPARATUS, VEHICLE HAVING THE SAME, AND METHOD OF CONTROLLING VEHICLE

A vehicle having a road surface recognition apparatus, may perform obtaining, by a controller, sound data for a sound detected by a sound detector while driving; obtaining, by the controller, driving data for driving information detected by a driving information detector; recognizing, by the controller, a type of road surface based on the obtained sound data and the obtained driving data; and controlling, by the controller, a traction control system based on information related to the recognized type of the road surface. 1. A road surface recognition apparatus comprising:a sound data obtainer configured to obtain sound data for a sound detected by a sound detector;a driving data obtainer configured to obtain driving data of a vehicle for driving information detected by a driving information detector; anda road surface recognizer configured to recognize a type of road surface according to the sound data and the driving data.2. The road surface recognition apparatus according to claim 1 , further including:a frequency transform device configured to transform the obtained sound data into sound data in a frequency domain;a first feature vector device configured to obtain a first feature vector using longitudinal acceleration data and driving speed data among the driving data, and the sound data in the frequency domain; anda first classifier configured to classify the type of the road surface using the first feature vector and a first classifier model.3. The road surface recognition apparatus according to claim 1 , further including:a second feature vector device configured to obtain a second feature vector according to a plurality of wheel speed data, longitudinal acceleration data, steering angle data, lateral acceleration data, and yaw rate data among the driving data; anda second classifier configured to classify the type of the road surface using the second feature vector and a second classifier model.4. The road surface recognition apparatus according to claim 1 , ...

AUTOMOTIVE ELECTRONIC LATERAL DYNAMICS CONTROL SYSTEM FOR A SELF-DRIVING MOTOR VEHICLE

An automotive electronic lateral dynamics control system of an autonomous motor vehicle, comprising a lateral driving path planner designed to plan a lateral driving path of the autonomous motor vehicle and defined by a reference curvature of the autonomous motor vehicle; an automotive electronic driving stability control system designed to control an automotive braking system to apply to the autonomous motor vehicle a yaw torque to hinder a driving instability condition of the autonomous motor vehicle; and an automotive electronic steering control system designed to control an automotive steering system to apply to the autonomous motor vehicle a steering angle or torque to cause the autonomous motor vehicle to follow the lateral driving path planned by the lateral driving path planner. The automotive electronic lateral dynamics control system is designed to cause an intervention of the automotive electronic steering control system to take account of an intervention of the automotive electronic driving stability control system. 1. An automotive electronic lateral dynamics control system of an autonomous motor vehicle , comprising:{'sub': ref', 'ref', 'l', {'sub2': 'ref'}], 'a lateral driving path planner designed to plan a lateral driving path of the autonomous motor vehicle and defined by a reference curvature (ρ), a reference heading (∈), and a reference lateral position (y) of the autonomous motor vehicle;'}{'sub': sw', {'sub2': 'ref'}], 'an automotive electronic driving stability control system designed to control an automotive braking system to apply to the autonomous motor vehicle a yaw torque (δ) to hinder a driving instability condition of the autonomous motor vehicle; and'}{'sub': sw', {'sub2': 'ref'}, 'sw', {'sub2': 'ref'}], 'an automotive electronic steering control system designed to control an automotive steering system to apply to the autonomous motor vehicle a steering angle or torque (δ, T) to cause the autonomous motor vehicle to follow the lateral ...

SYSTEM AND METHOD FOR REDUCING UNCERTAINTY IN ESTIMATING AUTONOMOUS VEHICLE DYNAMICS

A system and a method for controlling an autonomous driving vehicle. The system includes vehicle sensors and a controller. The controller has a processor and a storage device storing computer executable code. The computer executable code, when executed at the processor, is configured to: receive vehicle parameters from the vehicle sensors; obtain a vehicle dynamic model by adding a dynamics error bound to a state space model, wherein the dynamics error bound is estimated using linear least square; minimize a linear quadratic regulator cost function based on the vehicle dynamic model; and control the vehicle using control input obtained from the minimized cost function. 1. A system for controlling an autonomous vehicle , comprising vehicle sensors and a controller installed on the autonomous vehicle , wherein the controller comprises a processor and a storage device storing computer executable code , and the computer executable code , when executed at the processor , is configured to:receive state parameters of the autonomous vehicle from the vehicle sensors;quantify a dynamics error bound based on the state parameters using linear least square;determine a state space model of the autonomous vehicle by incorporating the dynamics error bound in the state space model;minimize cost function of a linear quadratic regulator based on the state space model to obtain control input; andcontrol the autonomous vehicle using the control input.4. The system of claim 2 , wherein the state parameters of the autonomous vehicle comprise lateral position error claim 2 , lateral position error rate claim 2 , yaw angle error claim 2 , and yaw angle error rate.5. The system of claim 2 , wherein the control input of the autonomous vehicle comprise torque applied to wheels of the autonomous vehicle to accelerate or brake the autonomous vehicle claim 2 , and yaw moment applied to steering wheel of the autonomous vehicle to adjust yaw angle.6. The system of claim 1 , wherein the controller ...

ACTIVE ROLL CONTROL APPARATUS AND METHOD

An active roll control apparatus is provided. The apparatus includes a first actuator that is disposed adjacent to front wheels or rear wheels and is configured to adjust roll stiffness. A controller operates the first actuator in a reverse phase control manner in a roll angle increasing direction when a vehicle is in a low-friction turning driving state. 1. An active roll control apparatus , comprising:a first actuator disposed adjacent to front wheels or rear wheels, and configured to adjust roll stiffness; anda controller configured to operate the first actuator in a reverse phase control manner in a roll angle increasing direction when a vehicle is in a low-friction turning driving state.2. The active roll control apparatus of claim 1 , further comprising:a vehicle sensor configured to generate vehicle state information,wherein the controller is configured to determine whether the vehicle is in the low-friction turning driving state using the vehicle state information.3. The active roll control apparatus of claim 1 , wherein the first actuator is disposed adjacent to the rear wheels.4. The active roll control apparatus of claim 1 , further comprising:a second actuator disposed adjacent to the front wheels or the rear wheels, and configured to adjust roll stiffness,wherein the controller is configured to operate the second actuator in a roll angle reducing direction at a control rate greater than a control rate used when the vehicle is in a normal turning driving state.5. The active roll control apparatus of claim 4 , wherein the second actuator is disposed adjacent to the front wheels.6. The active roll control apparatus of claim 2 , wherein the vehicle state information includes a vehicle speed claim 2 , a steering angle claim 2 , and a lateral acceleration claim 2 , and wherein the determination of whether the vehicle is in the low-friction turning driving state is performed by comparing a preset reference value and an estimation error between an actual ...

CONTINUOUSLY VARIABLE TRANSMISSION AND SYSTEM AND METHOD OF CONTROL FOR HIGH TORQUE EVENTS

A continuously variable transmission, a transmission control system, and a method is provided. The control system is configured to command an initial minimum clamping pressure to be applied to the variator assembly to achieve a desired torque capacity. The control system determines one or more vehicle operation parameters and determines a vehicle condition based on the vehicle operation parameter(s). The vehicle condition is selectable from at least a base condition, an elevated condition, and a high condition. The control system selects a compensation strategy based on the vehicle condition. If an elevated compensation strategy has been selected and a predetermined condition has been met, the control system commands an elevated clamping pressure to be applied to the variator assembly. If a high compensation strategy has been selected, the control system commands a high clamping pressure to be applied to the variator assembly. 1. A method for controlling a continuously variable transmission (CVT) including a variator assembly for a motor vehicle , the method comprising:commanding an initial minimum clamping pressure to be applied to the variator assembly to achieve a desired torque capacity;determining at least one vehicle operation parameter;determining a vehicle condition based on the at least one vehicle operation parameter, the vehicle condition being selectable from at least a base condition, an elevated condition, and a high condition;selecting a compensation strategy based on the vehicle condition, the compensation strategy being selectable from at least a base compensation strategy, an elevated compensation strategy, and a high compensation strategy, the base compensation strategy being selected when the base condition has been determined, the elevated compensation strategy being selected when the elevated condition has been determined, and the high compensation strategy being selected when the high condition has been determined;if the elevated compensation ...

Systems and Methods for Generating Basis Paths for Autonomous Vehicle Motion Control

Systems and methods for basis path generation are provided. In particular, a computing system can obtain a target nominal path. The computing system can determine a current pose for an autonomous vehicle. The computing system can determine, based at least in part on the current pose of the autonomous vehicle and the target nominal path, a lane change region. The computing system can determine one or more merge points on the target nominal path. The computing system can, for each respective merge point in the one or more merge points, generate a candidate basis path from the current pose of the autonomous vehicle to the respective merge point. The computing system can generate a suitability classification for each candidate basis path. The computing system can select one or more candidate basis paths based on the suitability classification for each respective candidate basis path in the plurality of candidate basis paths. 1. A computer-implemented method for generating one or more basis paths for an autonomous vehicle , the method comprising:obtaining, by a computing system comprising one or more processors, a target nominal path;determining, by the computing system, a current pose for the autonomous vehicle;determining, by the computing system, one or more merge points on the target nominal path;for each respective merge point in the one or more merge points, generating, by the computing system, a candidate basis path from the autonomous vehicle to the respective merge point, such that a plurality of candidate basis paths are generated;generating, by the computing system, a suitability classification for each candidate basis path; andselecting, by the computing system, one or more candidate basis paths based on the suitability classification for each respective candidate basis path in the plurality of candidate basis paths.2. The computer-implemented method of claim 1 , wherein the current pose for the autonomous vehicle includes a current location and a current ...

VEHICLE CONTROL SYSTEM

A vehicle control system is provided to ensure acceleration response while improving energy efficiency in an autonomous vehicle in which an operating mode is selected from an autonomous mode and a manual mode. A switching device is disposed between a motor and drive wheels to switch a driving mode between a direct drive mode and a differential drive mode. A controller executes a motor-idling control to keep a speed of the motor to a standby speed during propulsion in a motor-standby mode. The controller is configured to select a first standby speed of a motor idling control in a case that the vehicle is propelled in the manual mode, and to select a second standby speed that is lower than the first standby speed in a case that the vehicle is propelled in the autonomous mode. 1. A vehicle control system that is applied to a vehicle comprising:a motor having an output shaft that serves as a prime mover;a drive wheel rotated at least by the motor;a power transmission route between the motor and the drive wheel;a rotary shaft that is disposed on the power transmission route in the drive wheel side; anda switching device that switches a driving mode of the vehicle between a direct drive mode in which the output shaft and the rotary shaft are rotated integrally or cooperatively at a predetermined speed ratio, and a differential drive mode in which the output shaft and the rotary shaft are rotated relatively or at different speeds;wherein the driving mode of the vehicle is further selected from a motor-running mode in which the vehicle is powered by the motor in the direct drive mode, and a motor-standby mode in which the vehicle is powered other than the motor in the differential drive mode, andwherein an operating mode of the vehicle is selected from a manual mode in which the vehicle is operated by a manual operation executed by a driver, and an autonomous mode in which the vehicle is operated autonomously in line with a travel plan determining a prospective required ...

ELECTRICAL EQUIPMENT OF A VEHICLE HAVING REDUNDANT ABS AND DRIVING DYNAMICS CONTROL

A vehicle-electrical-apparatus, including: a) a service-brake-device having an electropneumatic service-brake-device, which is an electronically-brake-pressure-regulated-brake-system, having an electropneumatic-service-brake-valve-device (ESBVD), a first-electronic-brake-control-device (EBCD), electropneumatic-modulators and pneumatic-wheel-brake actuators; b) a sensor-device to deliver sensor-signals, including: at least one wheel-rotational-speed-sensor, a longitudinal-acceleration-sensor, a transverse-acceleration-sensor, a yaw-rate-sensor, and/or a steering-wheel-angle-sensor, wherein: c) the first-EBCD electrically controls the electropneumatic-modulators, which generate pneumatic-brake-pressures or brake-control-pressures for the pneumatic-wheel-brake-actuators, and d) the ESBVD has a service-brake-actuation-member and, within at least one electrical-service-brake-circuit, at least one electrical-channel containing at least one electrical-brake-value-transmitter, actuate-able by the service-brake-actuation-member, for coupling out actuation-signals depending on actuation of the service-brake-actuation-member, and at least one second-EBCD, receiving the actuation-signals and independent of the first-EBCD, which second-ECBD couples brake-request signals into the first-EBCD depending on the actuation-signals, and, within at least one pneumatic-service-brake-circuit, at least one pneumatic-channel in which at least one control-piston of the service-brake-valve-device is loaded with a first-actuation-force by actuating the service-brake-actuation-member based on a driver-brake-request, and the control-piston directly/indirectly controls at least one double-seat valve, containing an inlet-seat/outlet-seat, of the service-brake-valve-device to generate pneumatic-brake-pressures or brake-control-pressures for the pneumatic-wheel-brake-actuators; e) a means to generate a second-actuation-force that acts on the at least one control-piston in the same/opposite direction ...

Apparatus and method for controlling autonomous driving

A method of controlling autonomous driving is provided. The method includes collecting driving information of a driver and curvature information of a road and generating a driving pattern of the driver, defined by associating behaviors in longitudinal and lateral directions of the vehicle based on the driving information. The driving pattern is then set to a constraint condition for driving torque and brake pressure and the vehicle is operated based thereon.

TURN ASSIST DEVICE FOR VEHICLE, TURN ASSIST METHOD FOR VEHICLE, AND COMPUTER-READABLE MEDIUM STORING TURN ASSIST PROGRAM

A turn assist device is configured to execute a turn assist process that assists turning of a vehicle in a case in which a steering operation of a steering wheel is in progress in a situation in which collision prediction time is shorter than or equal to determination prediction time. The turn assist process includes: an in-phase process that outputs a command for steering a rear wheel in the same direction as a steering direction of a front wheel, and a counter-phase process that outputs a command for steering the rear wheel in a direction opposite to the steering direction of the front wheel when a difference between an actual value of the lateral acceleration of the vehicle and a lateral acceleration target value exceeds a difference determination value during execution of the in-phase process. 1. A turn assist device for a vehicle , the vehicle including wheels including a front wheel and a rear wheel , a rear wheel steering device that adjusts a steered angle of the rear wheel , and a steering wheel , the front wheel being configured to be steered in accordance with a steering operation of the steering wheel , the turn assist device comprising processing circuitry configured to execute:a time obtaining process that obtains collision prediction time, the collision prediction time being a predicted value of an amount of time before the vehicle collides with an obstacle in a case in which the vehicle is approaching the obstacle;a target value obtaining process that obtains a lateral acceleration target value based on a vehicle speed and a steering angle of the steering wheel, the lateral acceleration target value being a target value of a lateral acceleration of the vehicle; anda turn assist process in a case in which the steering operation of the steering wheel is in progress in a situation in which the collision prediction time is shorter than or equal to determination prediction time, the turn assist process assisting turning of the vehicle by outputting a ...

CONTROL SYSTEM AND METHOD OF CONTROLLING A DRIVELINE

Some embodiments of the present invention provide a control system configured to control a driveline of a motor vehicle to operate in a selected one of a plurality of configurations, the system being configured to receive a signal indicative of a location of the vehicle, the system being configured to cause the driveline to operate in a configuration selected in dependence at least in part on the signal indicative of the location of the vehicle. 1. A control system configured to control a driveline of a motor vehicle to operate in a first configuration in which the driveline is configured such that a first group of one or more wheels and in addition a second group of one or more wheels are arranged to be driven or a second configuration in which the first group of one or more wheels and not the second group are arranged to be driven , the control system comprising:receiver means operable to receive a location signal indicative of a location of the vehicle,means to determine a predicted path of travel of the vehicle using the location signal,means to predict an amount of lateral acceleration that will be experienced by the vehicle in dependence at least in part on the predicted path of travel of the vehicle,a comparator operable to compare the predicted amount of lateral acceleration with a threshold lateral acceleration value anda controller operable to cause the driveline to operate in either the first or the second configuration in dependence at least in part on whether the predicted amount of lateral acceleration exceeds the threshold lateral acceleration valuewherein the first or the second group of one or more wheels comprises a plurality of wheels, the system being configured to set a predetermined amount of locking torque between at least a pair of wheels of the plurality of wheels of the first group and/or at least a pair of wheels of the plurality of wheels of the second group in dependence at least in part on the predicted amount of lateral acceleration.2. ...

Vehicle and method of controlling the same

A vehicle includes an inertial measurement unit (IMU); and a controller electrically connected to the IMU. The controller is configured to receive an output signal including at least one of an angular velocity and an acceleration from the IMU, to identify a driving state of the vehicle according to at least one of the output signal, a steering angle of the vehicle, a steering angular velocity of the vehicle, a number of gear stages of the vehicle, a wheel speed of the vehicle, and a braking pressure of the vehicle, to identify an offset and an offset reliability of the output signal according to the driving state of the vehicle, and to transmit a signal from which the offset is removed from the output signal according to the offset and the offset reliability.

METHOD AND SYSTEM FOR CONTROLLING A HYBRID VEHICLE

A method for controlling a hybrid vehicle includes the following steps: (a) monitoring, via a controller, a magnitude and direction of a lateral acceleration, longitudinal acceleration, and longitudinal deceleration of the hybrid vehicle; (b) determining, via the controller, vehicle operating conditions in which a hybrid powertrain is allowed to operate in a regenerative state based, at least in part, on the magnitude and direction of the lateral acceleration, longitudinal acceleration, and longitudinal deceleration of the hybrid vehicle; and (c) commanding, via the controller, the hybrid powertrain to operate in the regenerative state when the hybrid vehicle is operating in the determined vehicle operating conditions. The vehicle operating conditions depend, at least in part, on operator commands and the current SOC of the energy storage system. 1. A method of controlling a hybrid vehicle , the hybrid vehicle including a hybrid powertrain , the hybrid powertrain including an energy storage system , a driveline , an internal combustion engine , and an electric machine electrically connected to the energy storage system , the method comprising:monitoring, via a controller, a magnitude and direction of lateral acceleration, longitudinal acceleration, and longitudinal deceleration of the hybrid vehicle;determining, via the controller, vehicle operating conditions in which the hybrid powertrain is allowed to operate in a regenerative state based, at least in part, on the magnitude and direction of the lateral acceleration, longitudinal acceleration, and longitudinal deceleration of the hybrid vehicle, wherein, when the hybrid powertrain operates in the regenerative state, torque is transferred from the driveline to the electric machine, the electric machine operates as a generator in order to convert kinetic energy received from the driveline into electric energy, and the electric machine transmits the electric energy to the energy storage system; andcommanding, via the ...

VEHICLE STOP SUPPORT SYSTEM

Provided is a vehicle stop support system for supporting vehicle stop in an emergency condition. The vehicle stop support system sets an allowable lateral acceleration, based on a physical abnormality of a driver; detects a plurality of stop point candidates in a traveling direction of a vehicle; estimates a lateral acceleration to be generated during traveling of the vehicle to each of the candidates; estimates a rear-end collision risk that the vehicle will be rear-ended by a following vehicle; sets a stop point; and controls the vehicle to travel to the stop point and stop at the stop point. The system is operable to set, as the stop point, one of the candidates which satisfies a condition that the lateral acceleration estimated with respect thereto is equal to or less than the allowable lateral acceleration and which is lowest in terms of the rear-end collision risk. 1. A vehicle stop support system for supporting stop of a vehicle which is traveling , comprising:an abnormality detection part for detecting a physical abnormality of a driver;an allowable value setting part for setting an allowable lateral acceleration, based on the abnormality detected by the abnormality detection part;a candidate detection part for detecting a plurality of stop point candidates which exist in a traveling direction of the vehicle;an acceleration estimation part for estimating a lateral acceleration to be generated during traveling of the vehicle to each of the stop point candidates;a risk estimation part for estimating a rear-end collision risk which is a risk that, when assuming that the vehicle stops at each of the stop point candidates, the vehicle will be rear-ended by a following vehicle;a stop point setting part for setting a stop point; anda vehicle control part for controlling the vehicle to travel to the stop point and stop at the stop point,wherein the stop point setting part is operable to set, as the stop point, one of the plurality of stop point candidates which ...

AUTOMATIC DRIVING CONTROLLING SYSTEM AND METHOD

Enclosed are an automatic driving controlling system and a method thereof. The automatic driving controlling system may include: a speed sensor that detects a vehicle speed; a yaw rate sensor that detects a yaw rate of the vehicle; a yaw rate calculating unit that calculates a target yaw rate that is required to drive the vehicle to a determined target point and calculates a real-time target yaw rate that is required to drive the vehicle to the target point by comparing a yaw rate that is detected by the yaw rate sensor in real time with the target yaw rate; a lateral acceleration calculating unit that calculates a target lateral acceleration that is required to drive the vehicle to the target point by using the vehicle speed and the target yaw rate, and calculates a real-time target lateral acceleration that is required to drive the vehicle to the target point by using the vehicle speed and the real-time target yaw rate; and a control determination unit that determines whether or not the real-time target lateral acceleration, which is calculated by the lateral acceleration calculating unit, is out of the range between a predetermined upper limit threshold value and a predetermined lower limit threshold value of the lateral acceleration while an automatic driving mode that automatically controls the driving of the vehicle is in progress. According to this, the driver's intention for the driving control may be recognized more accurately so that the driver can release the automatic driving mode at any time the driver desires while the active driving control mode is in progress to thereby enhance the convenience and satisfaction of the driver. 1. An automatic driving controlling system comprising:a speed sensor that detects a vehicle speed;a yaw rate sensor that detects a yaw rate of the vehicle;a yaw rate calculating unit that calculates a target yaw rate that is required to drive the vehicle to a determined target point and calculates a real-time target yaw rate that ...

Travel Control Device for Vehicle

Provided is a travel control device for a vehicle such that comfortable and safe control for the vehicle is possible without disturbing the driver. The travel control device for the vehicle is provided with a control command computation unit for calculating a steering assist amount for assisting the steering of the vehicle and an acceleration command value for controlling braking and driving forces of the vehicle. The control command computation unit calculates an estimated lateral position of the vehicle at a gaze distance ahead of the vehicle; calculates a lateral displacement amount of the vehicle at the estimated lateral position from a target traveling path and a lateral displacement speed; calculates a steering assist amount on the basis of the lateral displacement amount and the lateral displacement speed; calculates a lateral acceleration and lateral jerk generated by the vehicle according to the steering assist amount; and calculates an acceleration command value based on the lateral acceleration and the lateral jerk. 1. A travel control device for a vehicle comprising:a control command computation unit configured to calculate a steering assist amount for assisting steering of the vehicle and an acceleration command value for controlling braking and driving forces of the vehicle, whereinthe control command computation unitcalculates an estimated lateral position of the vehicle at a front gaze distance of the vehicle,calculates a lateral displacement amount from a target traveling path and a lateral displacement speed, of the vehicle at the estimated lateral position,calculates the steering assist amount on the basis of the lateral displacement amount and the lateral displacement speed,calculates lateral acceleration and lateral jerk generated in the vehicle according to the steering assist amount, andcalculates the acceleration command value according to the lateral acceleration and the lateral jerk.4. The travel control device for a vehicle according to ...

TRAVELING CONTROL APPARATUS OF VEHICLE

A traveling control apparatus of vehicle includes a lane change controller, a position detector, and a lane detector. The lane change controller includes first and second course generators that respectively generate first and second courses as target courses of a vehicle in first and second lanes. The first and the second course generators respectively calculate first and second target movement amounts, in width directions of the first and the second lanes, of the vehicle when the vehicle is moved along the first and the second courses, and respectively generate the first and the second courses on a basis of the first and the second target movement amounts and first and second jerks. The first and the second jerks are each a rate of change of acceleration of the vehicle in the width direction of the first lane in the first course or the second lane in the second course. 1. A traveling control apparatus of vehicle , the traveling control apparatus comprising:a lane change controller configured to execute a lane change control, the lane change control causing a vehicle that travels in a first lane to make a lane change from the first lane to a second lane that adjoins to the first lane;a position detector configured to detect a position of the vehicle; anda lane detector configured to detect the first lane and the second lane,the lane change controller including a first course generator configured to generate a first course and a second course generator configured to generate a second course, the first course being a target course of the vehicle in the first lane, the second course being a target course of the vehicle in the second lane,the first course generator being configured to calculate a first target movement amount on a basis of a result of the detection performed by the position detector and a result of the detection performed by the lane detector, the first target movement amount being an amount of movement, in a width direction of the first lane, of the ...

SYSTEM AND METHOD FOR AVOIDING CONTACT BETWEEN AUTONOMOUS AND MANNED VEHICLES CAUSED BY LOSS OF TRACTION

A control system for preventing vehicle collisions may include a vehicle location determination module, a terrain determination module, a terrain surface coefficient of friction estimation module, and a sensing system configured to generate signals indicative of vehicle speed, vehicle pose, vehicle size, vehicle weight, vehicle tire type, vehicle load, vehicle gear ratio, weather characteristics, and road conditions for a vehicle operating at a job site. A manned vehicle trajectory determination module may receive location information and plot a first travel path for a manned vehicle based at least in part on a location, heading, and speed of the manned vehicle and a desired destination for the manned vehicle. An autonomous vehicle trajectory determination module may receive location information, terrain information, and terrain surface coefficient of friction information, plot a second travel path for an autonomous vehicle, and determine projected slide trajectories for the autonomous vehicle at successive positions along the second travel path where the autonomous vehicle is predicted to lose traction based at least in part on signals received from the sensing system. 1. A control system for preventing vehicle collisions , the control system comprising:a vehicle location information determination module;a terrain determination module;a terrain surface coefficient of friction estimation module;a sensing system configured to generate signals indicative of data representing one or more of vehicle speed, vehicle pose, vehicle size, vehicle weight, vehicle tire type, vehicle load, vehicle gear ratio, weather characteristics, and road conditions for a vehicle operating at a job site;a manned vehicle trajectory determination module configured to receive location information from the vehicle location information determination module and plot a first travel path for a manned vehicle based at least in part on a location, heading, and speed of the manned vehicle and a ...

Method and Apparatus for Performing Driving Assistance

The present invention relates to methods and apparatuses for performing driving assistance for a controlled vehicle, involving determining a first longitudinal acceleration target value on the basis of a lateral acceleration of the controlled vehicle, determining a second longitudinal acceleration target value on the basis of a target speed of the controlled vehicle, determining a third longitudinal acceleration target value based on a minimum value of the first longitudinal acceleration target value and the second longitudinal acceleration target value, and controlling a longitudinal acceleration of the controlled vehicle on the basis of the determined third longitudinal acceleration target value.

COLLISION AVOIDANCE ASSISTANCE DEVICE

Disclosed is a collision avoidance assistance device including: an assistance region setting unit is configured to set an assistance region in the vicinity of a vehicle based on a set lateral acceleration determined according to a vehicle speed during steering; and an assistance control unit is configured to permit collision avoidance assistance for the vehicle when an obstacle is detected within the assistance region. 1. A collision avoidance assistance device comprising:an assistance region setting unit configured to set an assistance region in the vicinity of a vehicle based on a set lateral acceleration determined according to a vehicle speed during steering; andan assistance control unit configured to permit collision avoidance assistance for the vehicle when an obstacle is detected within the assistance region.2. The collision avoidance assistance device according to claim 1 ,wherein the assistance region setting unit is configured to further set the assistance region based on a time until a lateral acceleration of the vehicle reaches the set lateral acceleration.3. The collision avoidance assistance device according to claim 1 ,wherein the assistance region setting unit is configured to further set the assistance region based on a lateral interval set in a vehicle width direction.4. The collision avoidance assistance device according to claim 1 , claim 1 ,wherein the assistance region setting unit is configured to set the assistance region based on a turning locus of the vehicle.5. The collision avoidance assistance device according to claim 4 ,wherein the assistance region setting unit is configured to set the assistance region based on an approximate equation of a clothoid curve.6. The collision avoidance assistance device according to claim 5 , {'br': None, 'i': y=Gyd·x', 'T·Vs', 'W, 'sup': 3', '3, '/(6)−'}, 'wherein the assistance region setting unit is configured to set the assistance region based on the following equationwhere y represents a distance ...

COLLISION AVOIDANCE PLANNING SYSTEM

Techniques for controlling a vehicle based on a collision avoidance algorithm are discussed herein. The vehicle receives sensor data and can determine that the sensor data represents an object in an environment through which the vehicle is travelling. A computing device associated with the vehicle determines a collision probability between the vehicle and the object at predicted locations of the vehicle and object at a first time. Updated locations of the vehicle and object can be determined, and a second collision probability can be determined. The vehicle is controlled based at least in part on the collision probabilities.

Method and apparatus for capturing road curve properties and calculating maximum safe advisory speed

This invention relates generally to the field of Highway signage and more specifically to a device for automatically capturing road curve properties and a process for automating calculating the maximum safe Advisory Speed of Roads. This invention is a new device that automates the accurate measurement of road curve/Railway radius and super elevation. This information is assembled to automatically report the recommended curve speed, or Curve Advisor Speed (CAS) for a particular curve. The device is assembled into a single, compact, low power and transportable case which can be driven at normal road speeds in a car.

METHOD AND SYSTEM FOR COLLISION AVOIDANCE

The present invention relates to a method for collision avoidance for a host vehicle, the method comprising: detecting a target in the vicinity of the vehicle; determining that the host vehicle is travelling on a collision course with the target; detecting a user initiated steering action for steering the vehicle towards one side of the target; determining a degree of understeering of the host vehicle; when the degree of understeering exceeds a first understeering threshold, controlling a steering control system of the vehicle to counteract the user initiated steering action to thereby reduce the degree of understeering. The invention further relates to an evasive steering system. 1. A method for collision avoidance for a host vehicle , the method comprising:detecting a target in the vicinity of the vehicle;determining that the host vehicle is travelling on a collision course with the target;detecting a user initiated steering action for steering the vehicle towards one side of the target;determining a degree of understeering of the host vehicle;when the degree of understeering exceeds a first understeering threshold, controlling a steering control system of the host vehicle to counteract the user initiated steering action to thereby reduce the degree of understeering.2. The method according to claim 1 , comprising:determining the time duration of the understeering, wherein counteracting the user initiated steering action is only performed when the time duration of the understeering has exceeded a first threshold time duration.3. The method according to claim 2 , wherein counteracting the user initiated steering action is only performed as long as the time duration of the understeering is within a second threshold time duration which exceeds the first threshold time duration.4. The method according to claim 1 , comprising:determining a stability parameter value indicative of the driving stability of the host vehicle, wherein counteracting the user initiated steering ...

INTEGRATED CHASSIS CONTROL SYSTEM

An integrated chassis control system includes a first sensor configured to sense a first vehicle driving in a lane adjacent to a lane in which an own vehicle is driving and to sense behavior information of the first vehicle, a second sensor configured to sense a variation in behavior of the own vehicle, a first determinator configured to determine a degree of influence of a side wind, which is predicted to occur due to the first vehicle, based on the behavior information of the first vehicle, a second determinator configured to determine a variance in abnormal behavior of the own vehicle based on information sensed by the second sensor, a first controller configured to perform a semi-active chassis system control, and a second controller configured to perform an active chassis system control. 1. An integrated chassis control system comprising:a first sensor configured to sense a first vehicle driving in a lane adjacent to a lane in which an own vehicle is driving and to sense behavior information of the first vehicle;a second sensor configured to sense a variation in behavior of the own vehicle;a first determinator configured to determine a degree of influence of a side wind, which is predicted to occur due to the first vehicle, based on the behavior information of the first vehicle;a second determinator configured to determine a variance in abnormal behavior of the own vehicle based on information sensed by the second sensor;a first controller configured to perform a semi-active chassis system control when the degree of influence of the side wind, which is predicted by the first determinator, is greater than or equal to a predetermined setting value; anda second controller configured to perform an active chassis system control by calculating a control value for stabilizing the behavior of the own vehicle according to the variance in abnormal behavior of the own vehicle which is determined by the second determinator.2. The integrated chassis control system of claim ...

METHOD AND APPARATUS FOR CONTROLLING A SAFETY DEVICE OF A VEHICLE, AND SAFETY SYSTEM FOR A VEHICLE

A method for controlling a safety device of a vehicle. The safety device reacts to an imminent collision of the vehicle with a collision object by way of an intervention in a longitudinal and/or lateral guidance of the vehicle. The method includes reading in environment data and trip data regarding the collision object and of the vehicle, and intervention data regarding a planned intervention of the safety device; ascertaining a first expected impingement region of the collision object on the vehicle, and a second expected impingement region of the collision object on the vehicle; executing an evaluation of a location of the first expected impingement region and of a location of the second expected impingement region relative to subregions referred to the vehicle, using reference data; generating, depending on a result of the evaluation, a control signal for the safety device. 1. A method for controlling a safety device of a vehicle , the safety device being configured to react to an imminent collision of the vehicle with a collision object by way of an intervention in a longitudinal and/or lateral guidance of the vehicle , the method comprising the following steps:reading in: (i) from an interface to at least one environment sensor of the vehicle, environment data regarding a position of the collision object, and/or a velocity of the collision object, and/or an acceleration of the collision object, in an environment of the vehicle, (ii) from an interface to at least one trip data sensor of the vehicle, trip data regarding a position of the vehicle, and/or a velocity of the vehicle, and/or an acceleration of the vehicle, and (iii) from an interface to the safety device, intervention data regarding a planned intervention of the safety device;ascertaining: (i) a first expected impingement region of the collision object on the vehicle using the environment data and the trip data, and (ii) a second expected impingement region of the collision object on the vehicle using ...

METHOD AND APPARATUS FOR CONTROLLING A SAFETY DEVICE OF A VEHICLE, AND SAFETY SYSTEM FOR A VEHICLE

A method for controlling a safety device of a vehicle. The safety device reacts to an imminent collision of the vehicle with a collision object by an intervention in a longitudinal and/or lateral guidance of the vehicle. The method includes reading in environment data and trip data regarding the collision object and the vehicle, and intervention data regarding the intervention of the safety device; ascertaining a first expected impingement point of the collision object on the vehicle using the environment data and the trip data, and a second expected impingement point of the collision object on the vehicle using the environment data, the trip data, and the intervention data; executing an evaluation of a location of the first expected impingement point and of a location of the second expected impingement point relative to subregions referred to the vehicle, using reference data; and generating a control signal for the safety device. 1. A method for controlling a safety device of a vehicle , the safety device being configured to react to an imminent collision of the vehicle with a collision object by way of an intervention in a longitudinal and/or lateral guidance of the vehicle , the method comprising the following steps:reading in: (i) from an interface to at least one environment sensor of the vehicle, environment data regarding a position of the collision object, and/or a velocity of the collision object, and/or an acceleration of the collision object, in an environment of the vehicle, (ii) from an interface to at least one trip data sensor of the vehicle, trip data regarding a position of the vehicle, and/or a velocity of the vehicle, and/or an acceleration of the vehicle, and (iii) from an interface to the safety device, intervention data regarding the intervention of the safety device;ascertaining; (i) a first expected impingement point of the collision object on the vehicle using the environment data and the trip data, and (ii) a second expected impingement ...

METHOD AND APPARATUS FOR CONTROLLING A SAFETY DEVICE OF A VEHICLE, AND SAFETY SYSTEM FOR A VEHICLE

A method for controlling a safety device of a vehicle. The safety device reacts to an imminent collision by an intervention in a longitudinal and/or lateral guidance of the vehicle. The method includes reading in environment data and trip data regarding the collision object in an environment of the vehicle and the vehicle, and seat occupancy data regarding an occupancy state of at least one seat of the vehicle; ascertaining: an expected impingement side of the collision object on the vehicle; a velocity change of the vehicle in the context of the collision; and a seat occupancy distribution in the vehicle, using the seat occupancy data; executing an evaluation of the velocity change with regard to a threshold value and/or of the seat occupancy distribution relative to the expected impingement side; generating, depending on a result of the evaluation, a control signal for the safety device. 1. A method for controlling a safety device of a vehicle , the safety device being configured to react to an imminent collision of the vehicle with a collision object by way of an intervention in a longitudinal and/or lateral guidance of the vehicle , the method comprising the following steps:reading in: (i) from an interface to at least one environment sensor of the vehicle, environment data regarding a position of the collision object, and/or a velocity of the collision object, and/or a mass of the collision object, and/or an acceleration of the collision object, in an environment of the vehicle, (ii) from an interface to at least one trip data sensor of the vehicle, trip data regarding a position of the vehicle, and/or a velocity of the vehicle, and/or an acceleration of the vehicle, and (iii) from an interface to at least one seat occupancy sensor of the vehicle, seat occupancy data regarding an occupancy state of at least one seat of the vehicle by occupants;ascertaining: (i) an expected impingement side of the collision object on the vehicle, using the environment data and ...

VEHICLE SPEED CONTROL METHOD AND APPARATUS

A vehicle speed control method, the method comprises: when a vehicle body is in a normal state, determining a first vehicle speed of the vehicle body based on road safety information; acquiring a driving segment of the vehicle body, and determining a pose variation amount of the vehicle body within the driving segment; determining a tangential acceleration of the vehicle body within the driving segment according to a correlation between the pose variation amount of the vehicle body and the tangential acceleration of the vehicle body; when the tangential acceleration of the vehicle body reaches a preset maximum tangential acceleration, determining a second vehicle speed of the vehicle body; and determining whether the second vehicle speed is smaller than the first vehicle speed, and if the second vehicle speed is smaller than the first vehicle speed, determining the second vehicle speed to be a target vehicle speed. 1. A vehicle speed control method , comprising:in response to a vehicle body being in a normal state, determining a first vehicle speed of the vehicle body based on road safety information;acquiring a travel section for the vehicle body to determine a pose variation amount of the vehicle body in the travel section;determining a tangential acceleration of the vehicle body in the travel section, according to a correspondence between the pose variation amount of the vehicle body and the tangential acceleration of the vehicle body;in response to the tangential acceleration of the vehicle body reaching a preset maximum tangential acceleration, determining a second vehicle speed of the vehicle body;judging whether the second vehicle speed is smaller than the first vehicle speed; andin response to the second vehicle speed being smaller than the first vehicle speed, determining the second vehicle speed as a target vehicle speed, and in response to the second vehicle speed being greater than the first vehicle speed, determining the first vehicle speed as the ...

METHODS AND APPARATUSES FOR CONTROLLING AN ELECTRIC VEHICLE

There is provided a method for controlling an electric vehicle. The method includes receiving a regenerative braking activation indicator. If the regenerative braking activation indicator is affirmative, the method includes applying regenerative braking at an initial level to an electric motor of the electric vehicle. The method also includes obtaining a vehicle motion parameter of the electric vehicle measured when the regenerative braking is being applied. In addition, the method includes changing the regenerative braking to a modified level based on the vehicle motion parameter. 1. A method for controlling an electric vehicle , the method comprising:receiving a regenerative braking activation indicator,if the regenerative braking activation indicator is affirmative, applying regenerative braking at an initial level to an electric motor of the electric vehicle;obtaining a vehicle motion parameter of the electric vehicle measured when the regenerative braking is being applied; andchanging the regenerative braking to a modified level based on the vehicle motion parameter.2. The method of claim 1 , wherein:the vehicle motion parameter comprises an acceleration of the electric vehicle;the obtaining the vehicle motion parameter comprises obtaining the acceleration; andthe changing the regenerative braking comprises setting the modified level to be greater than the initial level if the acceleration is greater than an acceleration threshold.3. The method of claim 2 , further comprising:obtaining the acceleration when the regenerative braking is being applied at the modified level; andif the acceleration is greater than the acceleration threshold, changing the regenerative braking to a further modified level being greater than the modified level.4. The method of claim 3 , further comprising:if the acceleration is equal to or less than the acceleration threshold, changing the regenerative braking to the initial level.5. The method of claim 1 , wherein:the vehicle motion ...

Driver state detection device

A driver state detection device that accurately detects a state of a driver, such as fatigue and nodding off. A driver state detection device includes an acceleration sensor installed in a vehicle, a center-of-gravity movement amount detection unit that is attached to a component constituting the vehicle and detects a center-of-gravity movement amount of a body of a driver on the vehicle, and a driver state determination unit that determines a state of the driver based on magnitude of an amount of deviation between an acceleration of the vehicle obtained by the acceleration sensor and the center-of-gravity movement amount of the body of the driver detected by the center-of-gravity movement amount detection unit.

METHOD FOR ESTIMATING TIRE FORCES FROM CAN-BUS ACCESSIBLE SENSOR INPUTS

A tire state estimation method is provided for estimating normal force, lateral force and longitudinal forces based on CAN-bus accessible sensor inputs, including deploying a normal force estimator generating the normal force estimation from a summation of longitudinal load transfer, lateral load transfer and static normal force using as inputs lateral acceleration, longitudinal acceleration and roll angle derived from the input sensor data; deploying a lateral force estimator estimating lateral force using as inputs measured lateral acceleration, longitudinal acceleration and yaw rate; and deploying a longitudinal force estimator estimating the longitudinal force using as inputs wheel angular speed and drive/brake torque derived from the input sensor data. 1. A method for estimating a tire state including normal force , lateral force , and longitudinal force on a tire mounted to a wheel and supporting a vehicle , comprising:accessing a vehicle CAN-bus for vehicle sensor-measured information;equipping the vehicle with a plurality of CAN-bus accessible, vehicle mounted sensors providing by the CAN-bus input sensor data, the input sensor data including acceleration and angular velocities, steering wheel angle measurement, angular wheel speed of the wheel, roll rate, pitch rate, yaw rate;deploying a normal force estimator operable to estimate a normal force on the tire from a summation of longitudinal load transfer, lateral load transfer and static normal force using as inputs lateral acceleration, longitudinal acceleration and roll angle derived from the input sensor data;deploying a lateral force estimator operable to estimate a lateral force on the tire from a planar vehicle model using as inputs measured lateral acceleration, longitudinal acceleration and yaw rate derived from the input sensor data;deploying a longitudinal force estimator operable to estimate a longitudinal force on the tire from a wheel rotational dynamics model using as inputs wheel angular speed ...

Lane departure suppressing apparatus

A lane departure suppressing apparatus is provided with: a supporter configured to perform departure suppression support for suppressing departure of a vehicle from a driving lane on which the vehicle is currently traveling; a detector configured to detect an adjacent area adjacent to the driving lane; a calculator configured to calculate an adjacent margin width, which is width of an area in which the vehicle can perform an avoidance action, out of the adjacent area; and a controller configured to control the supporter to increase intensity of the departure suppression support as the avoidance margin width becomes smaller.

METHOD AND SYSTEM FOR COMPUTING A ROAD FRICTION ESTIMATE

A method is described for computing a friction estimate between a road surface and a tire of a vehicle when the vehicle is in motion along a course, the tire being arranged on a steerable wheel of the vehicle, and the vehicle including two front wheels and two rear wheels and an axle rack pivotably attached to a linkage arm connected to the steerable wheel such that a translational motion of the axle rack causes the linkage arm to rotate about a kingpin element such that the linkage arm causes a turning motion of the steerable wheel. A corresponding system and vehicle are also described. 1. A method for computing a friction estimate between a road surface and a tire of a vehicle when the vehicle is in motion along a course , the tire being arranged on a steerable wheel of the vehicle , the steerable wheel being one of two front wheels and two rear wheels of the vehicle , the vehicle further comprising an axle rack pivotably attached to a linkage arm connected to the steerable wheel such that a translational motion of the axle rack causes the linkage arm to rotate about a kingpin element such that the linkage arm causes a turning motion of the steerable wheel , the method comprising:applying a first drive torque to a first wheel of the two front wheels and the two rear wheels to thereby cause a yaw torque for the first wheel about a kingpin element of the first wheel;applying a second drive torque to at least a second wheel of the two front wheels and the two rear wheels, wherein the relation between the second drive torque and the first drive torque is such that a longitudinal net force on the vehicle caused by any one of the first drive torque or the second drive torque is compensated for by the other one of the first drive torque and the second drive torque;applying a steering force, or a braking torque or a propulsion torque to at least a third wheel of the two front wheels and the two rear wheels of the vehicle such to cause a second vehicle yaw torque to at ...

SYSTEM AND METHOD FOR AUTONOMOUS CONTROL OF A VEHICLE

An automotive vehicle includes an actuator configured to control vehicle steering, acceleration, or shifting, a sensor configured to provide signals indicative of a lateral distance between a current vehicle location relative to a desired path, and a controller. The controller is configured to, in response to a determination that the lateral distance exceeds a threshold, automatically control the actuator according to an interstitial path. The interstitial path is automatically defined by the controller, and is based on a b-spline defined by a first position boundary condition at the current vehicle location, a second position boundary condition at a merge location relative to the desired vehicle path, a first curvature boundary condition based on a current vehicle yaw rate, and a second curvature boundary condition based on a curvature of the desired vehicle path at the merge location. The interstitial path is further optimized based on a cost function. 1. An automotive vehicle comprising:at least one actuator configured to control vehicle steering, acceleration, or shifting;at least one sensor configured to provide signals indicative of a current vehicle location relative to a desired path;at least one controller configured to, in response to a determination that a lateral distance between the current vehicle location and the desired vehicle path exceeds a threshold, automatically control the at least one actuator according to an interstitial path defined by the controller, the interstitial path comprising a B-spline defined by a first position boundary condition at the current vehicle location, a second position boundary condition at a merge location relative to the desired vehicle path, a first curvature boundary condition based on a current vehicle yaw rate, and a second curvature boundary condition based on a curvature of the desired vehicle path at the merge location, the interstitial path being further optimized based on a cost function.2. The vehicle of ...

CALCULATION APPARATUS, CONTROL METHOD, PROGRAM AND STORAGE MEDIUM

In cases when it is determined that a measured yaw angle (Ψ) can be calculated on the basis of the output of a LIDAR (), a control unit () calculates the measured yaw angle (Ψ) as the estimated yaw angle (Ψ), and performs calibration processing on a gyro sensitivity coefficient (A), a gyro offset coefficient (B), a steering angle sensitivity coefficient (C) and a steering angle offset coefficient (D). Meanwhile, in cases when it has been determined that the measured yaw angle (Ψ) cannot be calculated, the control unit () calculates a gyro sensor-based yaw rate (Ψ) on the basis of the steering angle sensitivity coefficient (C) and the steering angle offset coefficient (D) while calculating a steering angle-based yaw rate (Ψ) on the basis of the steering angle sensitivity coefficient (C) and the steering angle offset coefficient (D), and weights these calculated values in accordance with the degrees of their reliabilities to thereby calculate an estimated yaw rate (Ψ) for calculating the estimated yaw angle (Ψ). 1. A calculation apparatus comprising:a correction unit configured to correct, on a basis of a first yaw rate and information associated with a moving body, calculation information to be used for calculation of a second yaw rate, the first yaw rate being acquired from information associated with surroundings of the moving body; and correct the calculation information while determining the first yaw rate as the second yaw rate in a case that the first yaw rate is obtainable and', 'calculate the second yaw rate based on the information associated with the moving body and the corrected calculation information in a case that the first yaw rate is not obtainable., 'a control unit configured to'}2. The calculation apparatus according to claim 1 , further comprising:a first calculation unit configured to calculate a third yaw rate of the moving body based on output of an angular speed sensor mounted on the moving body and the calculation information;a second ...

LANE DEPARTURE PREVENTING DEVICE

A lane departure preventing device includes at least one electronic control unit. The at least one electronic control unit is configured to: when there is a likelihood that a vehicle will depart from a traveling lane, calculate a prevention yaw moment, and control a brake actuator such that the prevention yaw moment is applied to the vehicle; acquire a lateral acceleration; determine whether the lateral acceleration is greater than an ideal value by a predetermined value; control the brake actuator such that the braking force matches a target braking force required to apply the prevention yaw moment to the vehicle, when the lateral acceleration is not greater than the ideal value by the predetermined value; and control the brake actuator such that the braking force is less than the target braking force, when the lateral acceleration is greater than the ideal value by the predetermined value. 1. A lane departure preventing device comprisingat least one electronic control unit configured to:when there is a likelihood that a vehicle will depart from a traveling lane in which the vehicle travels, calculate a prevention yaw moment, the prevention yaw moment for preventing departure of the vehicle from the traveling lane, and control a brake actuator configured to apply a braking force to a vehicle wheel such that the prevention yaw moment is applied to the vehicle;acquire a first lateral acceleration and a longitudinal acceleration, the first lateral acceleration and the longitudinal acceleration being generated in the vehicle when the prevention yaw moment is applied;determine whether the first lateral acceleration is greater than an ideal value of the first lateral acceleration by a first predetermined value, the ideal value of the first lateral acceleration being estimated, from motion characteristics of the vehicle, to be generated in the vehicle due to application of the prevention yaw moment when the longitudinal acceleration is generated in the vehicle due to ...

219-0150 METHOD FOR ESTIMATING THE NEED FOR ELECTRICAL ENERGY OF A MOTOR VEHICLE FOR A PREDEFINABLE TRAVEL ROUTE

Methods and systems are provided for a vehicle system. In one example, a method may include ascertaining a functional relationship between the driving resistance and the velocity vof a motor vehicle comprising an electrical machine as a torque source for the drive and a storage device for electrical energy. 1. A method , comprising:determining a vehicle road load based on a relationship between a driving resistance and a vehicle velocity;determining an energy consumption based on the vehicle road load; andcomparing the energy consumption to energy available in an energy storage device.2. The method of claim 1 , wherein the energy storage device is a battery and the energy consumption is electrical energy consumption claim 1 , the method further comprising adjusting a travel plan in response to the comparison.3. The method of claim 1 , wherein the vehicle road load is based on a drive power of an electric motor claim 1 , a mass of the vehicle claim 1 , and an acceleration of a vehicle.4. The method of claim 3 , wherein the vehicle road load is further based on a driving resistance force.5. The method of claim 4 , wherein the driving resistance force is based on a rolling resistance force claim 4 , an air resistance force claim 4 , and a slope force acting on the vehicle.6. The method of claim 5 , wherein the air resistance force is dependent on an air resistance coefficient and an area of the vehicle perpendicular to a velocity of the vehicle.7. The method of claim 1 , wherein determining the vehicle road load based on the relationship between the driving resistance and the vehicle velocity further comprises an equation system comprising a plurality of unknowns claim 1 , wherein the plurality of unknowns comprises a mass of the vehicle claim 1 , a rolling resistance claim 1 , a rolling resistance coefficient claim 1 , an air resistance force claim 1 , an air resistance coefficient claim 1 , an area of the vehicle claim 1 , and a roadway inclination.8. The method of ...

A METHOD FOR DETERMINING A DRIVABLE AREA BY A VEHICLE

A method for determining a drivable area by a vehicle. The method comprising; obtaining data related to a track of the vehicle, wherein the data comprises a plurality of corresponding positions, headings and articulation angles of the vehicle along the track, obtaining size information of the vehicle, determining a swept area of the vehicle for the track based on the data and on the size information of the vehicle, configuring a sensor on the vehicle to detect when the vehicle drives over an obstacle, recording any obstacles detected by the sensor, and determining the drivable area based on the swept area and on recorded obstacles. 1. A method for determining a drivable area by a vehicle , the method comprising;obtaining data related to a track of the vehicle, wherein the data comprises a plurality of corresponding positions and headings of the vehicle along the track, obtaining size information of the vehicle,determining a swept area of the vehicle for the track based on the data and on the size information of the vehicle,configuring a sensor on the vehicle to detect when the vehicle makes contact with an obstacle,recording any obstacles detected by the sensor,wherein the recording comprises determining a severity level associated with each detected obstacle, anddetermining the drivable area based on the swept area and on recorded obstacles.2. The method according to claim 1 , wherein the sensor is arranged in connection to a rear end of the vehicle to detect at least when the rear end of the vehicle drives over an obstacle and/or to detect a surface roughness level of the drivable area.3. The method according to claim 1 , wherein the sensor comprises a heading detection unit claim 1 , the method comprising detecting a heading of the rear end of the vehicle.4. The method according to claim 1 , wherein the heading detection unit comprises any of a compass or a global positioning system receiver claim 1 , GPS.5. The method according to claim 1 , wherein the vehicle ...

Apparatus and Method for Estimating Radius of Curvature of Vehicle

Disclosed is an apparatus and method for estimating a radius of curvature of a vehicle. An apparatus for estimating a radius of curvature of a vehicle includes a processor, a memory for storing a program to be executed in the processor. The program includes instructions for estimating a first radius of curvature of the vehicle based on a yaw rate of the vehicle, estimating a second radius of curvature of the vehicle based on a lateral acceleration of the vehicle, and determining a final radius of curvature of the vehicle by combining the first radius of curvature and the second radius of curvature.

Use of driver assistance collision mitigation systems with autonomous driving systems

Systems and methods for controlling a vehicle. The system includes one or more sensors positioned on the vehicle and configured to sense an environment surrounding the vehicle, a collision mitigation subsystem configured to control a braking system of the vehicle, and an autonomous driving subsystem communicatively coupled to the one or more sensors and the collision mitigation subsystem. The autonomous driving subsystem is configured to receive sensor information from the one or more sensors and generate, based on the sensor information, a model of the environment surrounding the vehicle. The autonomous driving subsystem is configured to determine, based on the model of the environment surrounding the vehicle, a plurality of possible trajectories for the vehicle and to select, from the plurality of possible trajectories, a travel path for the vehicle. The autonomous driving subsystem is configured to transmit the travel path to the collision mitigation subsystem.

FUZZY LOGIC BASED AND MACHINE LEARNING ENHANCED VEHICLE DYNAMICS DETERMINATION

Fuzzy logic based and machine learning enhanced vehicle dynamics determination is provided. A system can identify a previous longitudinal velocity and receive data from an inertia measurement unit. The system can determine a roll angle and a pitch angle. The system can determine a lateral acceleration and a longitudinal acceleration. The system can receive wheel speed sensor data, tire pressure sensor data, and steering angle sensor data, and use the data to determine a longitudinal velocity. The system can select one of a reduced-order non-linear Luenberger observer technique or a reduced-order Kalman filter technique. The system can determine a lateral velocity and a sideslip angle. The system can provide the lateral velocity and the sideslip angle to a vehicle controller. 1. A system to control vehicle dynamics , comprising:a data processing system comprising one or more processors and memory;a vehicle longitudinal and lateral observer (“VLLO”) component executed by the one or more processors to:identify, for a previous time interval, a previous longitudinal velocity of a vehicle;receive, for a current time interval, data from an inertia measurement unit of the vehicle;determine a roll angle for the vehicle for the current time interval and a pitch angle for the vehicle for the current time interval based on the data and the previous longitudinal velocity for the previous time interval;determine a lateral acceleration of the vehicle for the current time interval, a longitudinal acceleration of the vehicle for the current time interval, and a confidence index for the VLLO component for the current time interval based on the data from the inertia measurement unit, the roll angle, and the pitch angle;a vehicle longitudinal dynamics observer (“VLDO”) component executed by the one or more processors to:receive wheel speed sensor data for each of a plurality of wheels of the vehicle, tire pressure sensor data for each of the plurality of wheels of the vehicle, and ...

Vehicle control apparatus and vehicle control method

The travel control unit of this vehicle control apparatus executes lane keeping control, lane departure suppression control or tracking control, switching from one to another according to a vehicle-width-direction behavior of a preceding vehicle located at or around an intersection through which a host vehicle is going to pass traveling straight ahead on a traveling lane.

Attitude controller and saddle riding type vehicle having the same

An attitude controller eliminates a skid motion of a banked vehicle when travelling through a curve. The attitude controller includes a lateral acceleration sensor that obtains lateral acceleration, as rightward or leftward accelerations, acting on a vehicle of a motorcycle, a bank angle detector that detects a bank angle of the vehicle, and a longitudinal force controller that decreases, independently of each of the wheels, an absolute value of a longitudinal force as the sum of forward and backward forces acting on front and rear wheels based on the obtained lateral acceleration and the detected bank angle.

Tongue Weight Determination

In various example embodiments, a system and method for determining a tongue weight of a vehicle with a trailer and its load is disclosed. A method includes: providing predetermined calibration settings relating force to engine speed for a vehicle travelling at various speeds, altering accelerometer data based on filtered vehicle pitch and roll data, determining that one or more vehicle performance parameters fall within a threshold range, storing a plurality of data pairs that include longitudinal acceleration and drive force, and determining a slope of a line that linearly approximates the plurality of data pairs, the slope indicating a total weight, the total weight comprising a weight of the vehicle and a weight being hauled by the vehicle, determining tongue weight from vehicle weight, total weight and delta pitch, and transmitting the tongue weight to a display. 1. A method comprising:providing predetermined calibration settings relating force to engine speed for a vehicle travelling at various speeds;providing vehicle pitch measurements, roll measurements or a combination thereof;determining filtered data based on the combination of pitch and roll measurements;providing accelerometer data to determine vehicle velocity, acceleration and direction of travel;altering the accelerometer data based on the filtered data;determining by use of one or more processors, that one or more vehicle performance parameters fall within threshold ranges;storing, in response to the vehicle performance parameters being within the threshold ranges, a plurality of data pairs, each data pair comprising a longitudinal acceleration and a drive force, the drive force determined according to a calibrated polynomial for a current velocity of the vehicle;determining a slope of a line that linearly approximates the plurality of data pairs, the slope indicating a total weight, the total weight comprising a weight of the vehicle and a weight being hauled by the vehicle;determining tongue ...

CONTROL SYSTEM FOR DETERMINING ROAD SURFACE CONDITION

A control system configured to accurately determine a condition of a road surface on which a vehicle travels. A learned model estimates the road surface condition based on the travelling data collected during propulsion of the vehicle, and a controller determines the road surface condition based on the road surface condition estimated by the learned model. 1. A control system that determines a road surface condition based on travelling data collected during propulsion of a vehicle , comprising:a controller that determines the road surface condition on which the vehicle travels; anda learned model that has been built in advance based on the travelling data,wherein the learned model is configured to estimate the road surface condition based on the travelling data collected during propulsion of the vehicle, andthe controller is configured to determine the road surface condition based on the road surface condition estimated by the learned model.2. The control system as claimed in claim 1 , wherein the learned model was built by a supervised learning using claim 1 , as training data claim 1 , the travelling data which has been collected during test driving and data corresponding to the road surface condition on which the test driving was conducted.3. The control system as claimed in claim 1 , wherein the learned model is stored in the controller.4. The control system as claimed in claim 1 , a transmitter that transmits the travelling data to an external device, and', 'a receiver that receives the road surface condition estimated by the learned model stored in the external device, and, 'wherein the controller comprises'}the controller is further configured to determine the road surface condition based on the estimated road surface condition transmitted to the receiver from the external device.5. The control system as claimed in claim 1 , wherein the travelling data includes at least one of a lateral acceleration of the vehicle claim 1 , a longitudinal acceleration of the ...

METHOD AND APPARATUS THAT ADDRESS MOTION SICKNESS

A method and apparatus that address motion sickness are provided. The method includes receiving rider profile information, trip information, environmental information and vehicle dynamics information, determining a probability that a rider will suffer from motion sickness during a ride based on the rider profile information, the trip information, the environmental information and the vehicle dynamics information, in response to the probability being greater than a predetermined threshold probability corresponding to a rider, performing motion sickness mitigation functions, and in response to the probability being less than the predetermined threshold probability corresponding to the rider, monitoring the rider to detect rider response information indicating whether the rider will suffer from motion sickness during the ride. 1. A method that addresses motion sickness , the method comprising:receiving rider profile information, trip information, environmental information and vehicle dynamics information;determining a probability that a rider will suffer from motion sickness during a ride based on the rider profile information, the trip information, the environmental information and the vehicle dynamics information;in response to the probability being greater than a predetermined threshold probability corresponding to a rider, performing motion sickness mitigation functions; andin response to the probability being less than the predetermined threshold probability corresponding to the rider, monitoring the rider to detect rider response information indicating whether the rider will suffer from motion sickness during the ride.2. The method of claim 1 , wherein the monitoring the rider to determine whether the rider suffers from motion sickness during the ride comprises receiving the rider response information from one or more from among a camera claim 1 , a microphone claim 1 , a biometric sensor claim 1 , and a user input device.3. The method of claim 2 , further ...

Travel control apparatus for vehicle

In a travel control apparatus for a vehicle, a travel environment information acquisition unit acquires travel environment information on a travel environment of the vehicle. A travel information detector detects travel information on the vehicle in order to execute automatic driving control based on such information pieces. A lateral force generator generates lateral force to be applied to the vehicle during the automatic driving control. A torsion bar is interposed on a torque transmission path of a steering system. A steering wheel angle detector detects a steering wheel angle. A lateral force detector detects the lateral force acting on the vehicle. An intervening steering operation determination unit determines that a driver has performed an intervening steering operation when a characteristic of the detected steering wheel angle and lateral force differs from a reference characteristic that varies univocally when the steering wheel is in a no load condition.

VEHICLE CONTROL SYSTEM, VEHICLE CONTROL METHOD, AND VEHICLE CONTROL PROGRAM

A vehicle control system includes: a first switch that accepts an operation of an occupant of a vehicle; and a performance part that performs, when the first switch is operated, travel assist in a node in which an assist degree is the largest at that time point. 1. A vehicle control system , comprising:a first switch that accepts an operation of an occupant of a vehicle; anda performance part that performs, when the first switch is operated, travel assist in a mode in which an assist degree is the largest at that time point.2. The vehicle control system according to claim 1 , an automated driving control unit that performs automated driving in which at least one of acceleration/deceleration and steering of the vehicle is automatically controlled;', 'a travel assist control unit that performs travel assist in which a degree of travel assist is lower than that of the automated driving; and', 'a switching unit that switches between the automated driving and the travel assist,, 'wherein the performance part compriseswherein when accepting an operation of the first switch by the occupant and when automated driving of the vehicle is available, the switching unit performs automated driving of the vehicle by the automated driving control unit, andwherein when accepting an operation of the first switch by the occupant and when the automated driving is not available, the switching unit performs travel assist of the vehicle by the travel assist control unit.3. The vehicle control system according to claim 2 ,wherein when accepting an operation of the first switch in a state where travel assist by the travel assist control unit is performable, the performance part sets a current travel speed of the vehicle as a set speed of the vehicle in the travel assist, and when accepting an operation of the first switch again after a predetermined cancel operation is performed, the performance part causes a travel speed of the vehicle in the travel assist to return to the set speed.4. The ...

Off-road autonomous driving

A vehicle system includes a processor with access to a memory storing instructions executable by the processor. The instructions include determining whether an autonomous host vehicle can traverse an environmental obstacle, and if the autonomous host vehicle can traverse the environmental obstacle, controlling an active suspension system in accordance with the environmental obstacle and controlling the autonomous host vehicle to traverse the environmental obstacle.

Emergency control device for vehicle

The present invention relates to an emergency control device for a vehicle. The emergency control device for a vehicle according to the present invention includes a sensor configured to measure an area inside or outside the vehicle, a processor configured to process data collected by the sensor, and a controller configured to control the vehicle by reflecting the data processed by the processor, wherein the sensor detects whether a driver is inattentive, the processor determines the level of inattentiveness of the driver according to the detected state of the driver, and the controller controls the vehicle according to the level of inattentiveness of the driver.

Vehicle control including control over a rate of torque decrease

A method of controlling a vehicle includes determining whether control over a rate of torque decrease is desired in order to improve the vehicle behavior. The rate of torque decrease is controlled to stay within a range of a selected rate of change. A vehicle control system includes a controller configured to determine whether control over a rate of torque decrease is desired. The controller is also configured to control the rate of torque decrease to stay within a range of a selected rate of change.