УСТРОЙСТВО И СПОСОБ ОБРАБОТКИ ИНФОРМАЦИИ

Группа изобретений относится к устройству и способу обработки информации. Устройство, осуществляющее способ обработки информации, включает в себя блок хранения, выполненный с возможностью хранения местоположения секции запрета автономного вождения на карте в связи с условием освобождения, установленным на основании состояния движения транспортного средства. Блок управления, выполненный с возможностью получения состояния движения транспортного средства, включающего в себя местоположение транспортного средства на карте от транспортного средства посредством связи. Причем блок управления выполнен с возможностью определения, освобождать ли секцию запрета автономного вождения на основании полученного состояния движения транспортного средства, местоположения секции запрета автономного вождения и условия освобождения секции запрета автономного вождения. Обеспечивается освобождение секции запрета автономного вождения, когда причины установления секций запрета автономного вождения устранены. 2 н.

УСТРОЙСТВО УПРАВЛЕНИЯ ДЛЯ ПРИВОДНОГО АГРЕГАТА ТРАНСПОРТНОГО СРЕДСТВА

Изобретение относится к транспортным средствам. Устройство управления для приводного агрегата транспортного средства, который включает в себя источник энергии, бесступенчатую трансмиссию и сцепление, содержит электронный блок управления, сконфигурированный для получения значения температуры гидравлического масла для управления бесступенчатой трансмиссией и сцеплением. Блок управляет сцеплением так, что когда температура масла равна или ниже заданной температуры, то допустимая величина крутящего момента сцепления становится меньше, чем допустимая величина крутящего момента, который устанавливается в случае, когда температура масла выше заданной температуры масла. Либо блок управляет бесступенчатой трансмиссией так, что когда температура масла равна или ниже заданной температуры, то передаточное число бесступенчатой трансмиссии становится равным или больше установленного заранее нижнего предела. Предотвращается проскальзывание ремня в трансмиссии при низкой температуре. 5 з.п. ф-лы, 10 ил ...

ЭЛЕКТРОННОЕ УСТРОЙСТВО УПРАВЛЕНИЯ ДЛЯ ПРИВОДА ТРАНСПОРТНОГО СРЕДСТВА

... 1. Электронное устройство (26) управления для привода транспортного средства, в особенности самоходной уборочной сельхозмашины (1) с полным приводом, состоящим из главного двигателя (2), гидронасоса (5) и, по меньшей мере, одного гидромотора (9, 10, 11, 12), который приводит, по меньшей мере, одно колесо (19, 20, 24, 25), находящееся в сцеплении с основанием, отличающееся тем, что оптимизация тяги и предотвращение проскальзывания, по меньшей мере, на одном колесе (19, 20, 24, 25) осуществляются посредством задания величины крутящего момента на гидромоторе (9, 10, 11, 12) в зависимости от условий эксплуатации. ! 2. Электронное устройство управления для привода транспортного средства по п.1, отличающееся тем, что задание крутящего момента на гидромоторе (9, 10, 11, 12) в зависимости от условий эксплуатации осуществляется путем задания удельного объемного расхода гидромотора (9, 10, 11, 12). ! 3. Электронное устройство управления для привода транспортного средства по п.2, отличающееся тем, ...

СПОСОБ УПРАВЛЕНИЯ ТРОГАНИЕМ ТРАНСПОРТНОГО СРЕДСТВА С МЕСТА

РАБОЧАЯ МАШИНА С РЕГУЛИРОВАНИЕМ ПРЕДЕЛА МОЩНОСТИ, С ИСПОЛЬЗОВАНИЕМ БЕССТУПЕНЧАТОЙ ТРАНСМИССИИ

... 1. Рабочая машина, содержащая: ! двигатель внутреннего сгорания; ! бесступенчатую трансмиссию, соединенную с двигателем внутреннего сгорания, при этом бесступенчатая трансмиссия содержит регулируемый модуль и механический модуль и имеет регулируемое входное/выходное передаточное отношение; ! муфту, соединенную с механическим модулем и имеющую выход; ! регулируемое оператором устройство ввода, обеспечивающее выходной сигнал, регулирующий предел мощности; ! по меньшей мере, одну электрическую цепь обработки данных, соединенную с регулируемым оператором устройством ввода и выполненную с возможностью регулирования выбранной комбинации входного/выходного передаточного отношения и выхода муфты, в зависимости от выходного сигнала, переданного регулируемым оператором устройством ввода. ! 2. Машина по п.1, в которой регулируемое оператором устройство ввода представляет собой ножную педаль. ! 3. Машина по п.2, в которой, по меньшей мере, одна электрическая цепь обработки данных сопоставляет выходной ...

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 elektrischen Antriebsmoduls

Die vorliegende Lehre stellt ein Verfahren zur Steuerung der Übertragung einer Kraft auf einen Satz Fahrzeugräder bereit. Das Verfahren kann ein Bereitstellen eines Antriebsmoduls, das aufgebaut ist, einen Betrag eines Antriebsmoment zum Antrieb des Fahrzeugrädersatzes bereitzustellen, umfassen. Das Verfahren kann ein Bestimmen einer Giergeschwindigkeit des Fahrzeugs und eines ersten Satzes von Fahrzeugparametern umfassen. Das Verfahren kann ein Bestimmen einer Bezugsgiergeschwindigkeit des Fahrzeugs auf Grundlage des ersten Satzes von Fahrzeugparameter umfassen. Das Verfahren kann ein Berechnen eines Giergeschwindigkeitsfehlers auf Grundlage der Giergeschwindigkeit und der Bezugsgiergeschwindigkeit umfassen. Das Verfahren kann ein Verringern des Betrags des vom Antriebsmodul für die Fahrzeugräder bereitgestellten Antriebsmoments auf Grundlage des Giergeschwindigkeitsfehlers umfassen.

Antiblockiersteuerungsvorrichtung für ein Fahrzeug

Fahrerassistenzsystem mit Anfahrhinweisfunktion

Fahrerassistenzsystem für Kraftfahrzeuge, mit einer Sensoreinrichtung (10, 22) zur Erkennung einer Situation, in der ein Anfahren des Fahrzeugs möglich ist, und einer Steuereinrichtung (30) zur Ausgabe eines Anfahrhinweises an den Fahrer, dadurch gekennzeichnet, daß die Steuereinrichtung (30) dazu ausgebildet ist, bei Erkennung einer Anfahrsituation einen haptischen Anfahrhinweis (48) oder zunächst einen optischen Anfahrhinweis und dann mit zeitlicher Verzögerung einen akustischen und/oder haptischen Anfahrhinweis (44, 48) auszugeben. Bei einem Abstandsregelsystem besteht optischer Anfahrhinweis in einem Blinken oder einer Animation eines Zielobjektanzeige (40).

Fahrzeugsteuerungssystem und -verfahren

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.

Steuerungsvorrichtung für ein Fahrzeug mit Vierradantrieb

Steuerungsvorrichtung für ein vierradangetriebenes Fahrzeug, umfassend:eine Antriebskraft-Verteilungseinrichtung (15), die vorgesehen ist zwischen einer Hauptantriebsachse (13fl, 13fr), welche entweder eine Vorderachse (13fl, 13fr) oder eine Hinterachse (13rl, 13rr) ist, und einer Hilfsantriebsachse (13rl, 13rr), welche die jeweils andere der Vorderachse oder Hinterachse (13fl, 13fr, 13rl, 13rr) ist, wobei die Antriebskraft-Verteilungseinrichtung (15) dahingehend konfiguriert ist, die Antriebskraftverteilung variabel zu ändern zwischen der Hauptantriebsachse (13fl, 13fr) und der Hilfsantriebsachse (13rl, 13 rr),Kupplungen (171, 17r), die an der Hilfsantriebsachse (13rl, 13rr) bereitgestellt sind, um die Übertragung von Antriebskraft zu einem linken Rad (14rl) und einem rechten Rad (14rr) in Eingriff zu bringen oder zu lösen, anstelle eines Differenzialmechanismus zwischen dem rechten Rad (14rr) und dem linken Rad (14rl), wobei die Kupplungen (171, 17r) eine linke Radkupplung (171), die ...

Fahrzeugsteuerungsvorrichtung

Es wird eine geeignete Fahrzeugstabilitätssteuerung in einem Fahrzeug ermöglicht, das konfiguriert ist, eine Regenerationsverbesserungssteuerung auszuführen. Eine Vorhersageverlangsamungs-Unterstützungssteuerungseinheit (70) ist konfiguriert, eine Position, an der vorhergesagt wird, dass das Fahrzeug eine Verlangsamung beendet, als eine Sollverlangsamungsendposition einzustellen, und einen Fahrer zum Freigeben eines Fahrpedals anzuleiten, so dass die Verlangsamung des Fahrzeugs an der Sollverlangsamungsendposition beendet wird, wodurch eine Regenerationsverbesserungssteuerung unter einem Zustand ausgeführt wird, bei dem das Fahrpedal freigegeben ist, um eine größere Verlangsamung als in einem normalen Zustand zu erzeugen. Die Vorhersageverlangsamungs-Unterstützungssteuerungseinheit (70) ist konfiguriert, ein Fahrzeugstabilitätssteuerungs-Flag (F) aus einer Brems-ECU (60) zu lesen, und die Regenerationsverbesserungssteuerung zu stoppen, wenn die Fahrzeugstabilitätssteuerung ausgeführt wird ...

Zustandserfassungsvorrichtung, Verfahren zum Erfassen eines Zustands sowie Fahrzeug

Zustandserfassungsvorrichtung, umfassend eine Bilderfassungsvorrichtung, die an einem Fahrzeug angeordnet ist und ausgebildet ist, einen Bereich eines Außenraums des Fahrzeugs in einem Bild zu erfassen, wobei der Bereich des Außenraums einen Teil des Untergrunds des Fahrzeugs und einen Teil des Fahrzeugs selbst umfasst, eine Auswertungsvorrichtung, die ausgebildet ist, das erfasste Bild auszuwerten und einen Antriebszustand des Fahrzeugs zu erkennen, und eine Steuervorrichtung, die ausgebildet ist, einen Antriebsparameter des Fahrzeugs in Erwiderung auf den erkannten Antriebszustand des Fahrzeugs zu verändern.

Verfahren und Vorrichtung zur Schlupfregelung eines Fahrzeugrades

Die Erfindung betrifft ein Verfahren zur Schlupfregelung eines über einen elektrischen Antrieb angetriebenen Fahrzeugrades, mit mindestens folgenden Schritten:- Ansteuerung des elektrischen Antriebs des Fahrzeugrades mit einem Ist-Antriebsmoment (M2) in einer Moment-Steuerung in einem Moment-Steuerungsschritt (St1),- Ermittlung einer Raddrehzahl (n) und eines Radschlupfes (s) des Fahrzeugrades und Bewertung des Radschlupfes (s) durch ein Instabilitätskriterium (K1), ob eine Instabilität vorliegt (St3),- bei Erkennung einer Instabilität direkter oder indirekter Übergang in eine Schlupfregelung des Radschlupfes (s) auf einen Soll-Schlupf (s-soll) durch Ansteuerung des elektrischen Antriebs (St4, überlagerter Schlupfregel-Schritt),- Ermittlung, ob ein Endkriterium (K3) zur Beendigung der Schlupfregelung erfüllt ist (St5),- falls das Endkriterium (K3) erfüllt ist, Rückführung zu der Moment-Steuerung in dem Moment-Steuerungsschritt (St1) ...

Antriebsschlupfregelungsvorrichtung

Eine Antriebsschlupfregelungsvorrichtung, die eine Ausgangsleistung einer Motoreinheit zu Unterdrückung eines Spins eines Antriebsrades eines Motorrades reduziert, umfasst: eine Spindetektionsseinheit, die einen Spin eines Hinterrades detektiert, basierend auf einer Kraftfahrzeuggeschwindigkeit berechnet aus einer Drehung eines Vorderrades, das ein angetriebenes Rad, an das eine Antriebskraft von der Motoreinheit nicht übertragen wird, darstellt, und einer Kraftfahrzeuggeschwindigkeit berechnet aus einer Drehung des Hinterrades, das das Antriebsrad, an das die Antriebskraft übertragen wird, darstellt; und eine zweite Spindetektionseinheit, die den Spin des Hinterrades detektiert, basierend auf einer Kraftfahrzeuggeschwindigkeit berechnet aus der Drehung des Vorderrades und einer Kraftfahrzeuggeschwindigkeit berechnet aus einer Drehung der Motoreinheit.

Fahrbahnmarkierungsbezogene Fahrassistenz

Die Erfindung betrifft ein Fahrassistenzverfahren für ein Straßenfahrzeug, insbesondere für ein Kraftfahrzeug, Dabei wird auf der Basis von Daten welche die räumliche Lage einer Fahrbahnmarkierung im Fahrzeugvorfeld kennzeichnen, festgestellt, ob das Fahrzeug bei einem schon eingeleiteten oder geplanten Fahrmanöver die Fahrbahnmarkierung voraussichtlich mit wenigstens einem Fahrzeugrad überfahren wird. Wenn dies der Fall ist, wird wenigstens eines der folgenden Signale am Fahrzeug ausgegeben: ein Warnsignal für den Fahrer; wenigstens ein Steuersignal an eine oder mehrere Fahrzeugkomponenten zur automatischen Beeinflussung des Fahrmanövers so, dass dabei die erkannte Fahrbahnmarkierung nicht oder nur in gegenüber dem Fall ohne eine solche Beeinflussung reduziertem Maße von einem Rad des Fahrzeugs überfahren wird. Die Erfindung umfasst auch entsprechendes Fahrassistenzsystem sowie ein damit ausgerüstetes Straßenfahrzeug.

Verfahren und Vorrichtung zum Erkennen durchdrehender Räder während eines Beschleunigungsvorgangs

Die Erfindung bezieht sich auf ein Verfahren und eine Vorrichtung, bei dem durch Vergleich einer gemessenen Radwinkelbeschleunigung mit einer ermittelten vermuteten Radwinkelbeschleunigung auf Basis einer sensorisch erfassten translatorischen Längsbeschleunigung das Durchdrehen eines oder mehrerer Räder detektiert wird. Durch Anwendung der Bewegungsgleichung des Antriebs lässt sich zudem bestimmen, ob der Haftungsabriss des Rades oder der Räder gewollt oder ungewollt ist, um darauf aufbauend in einer Sicherheitsfunktion gegebenenfalls die Abschaltung des Antriebs einzuleiten.

Verfahren zum Einstellen des Anfahrmoments in einem Fahrzeug

Bei einem Verfahren zum Einstellen des Anfahrmoments während des Anfahrens in einem Fahrzeug wird der Anstieg des tatsächlich wirkenden Ist-Antriebsmoments auf einen Maximalanstieg begrenzt.

Elektronische Steuerung für die Antriebseinheit eines Fahrzeugs

Die vorliegende Erfindung bezieht sich allgemein auf das Gebiet der Landwirtschaft und der Verarbeitung von Ernteerzeugnissen. Hierzu werden Fahrzeuge, insbesondere selbstfahrende landwirtschaftliche Erntemaschinen, welche zur Aufnahme der Ernte und zur Verarbeitung des Gutes dienen, eingesetzt. Bei den selbstfahrenden landwirtschaftlichen Erntemaschinen handelt es sich in der Regel um Mähdrescher, Feldhäcksler und alle Arten von Rodern, die mit elektronischen Steuerungseinrichtungen für Antriebseinheiten ausgestattet sind. Einige Antriebseinheiten betreffen den Fahrantrieb, wobei der Fahrantrieb aus einem Allradantrieb besteht, der auf alle, den Boden berührende Räder und/oder Raupenlaufwerk einwirkt. Elektronische Steuerungen und Aktoren übernehmen das Steuern und Regeln der aus hydraulischen Motoren bestehenden Antriebseinheiten, die sowohl Vorder- wie Hinterräder mittels hydrodynamischer Kraftübertragung antreiben. Um eine gute Traktion und geringen Schlupf der Räder zur Bodenfläche ...

Verfahren zur Ansteuerung einer Quersperre

Verfahren zur Ansteuerung einer Quersperre eines Mobilfahrzeugs, welche zum Betätigen im Schließsinne neben der Geschwindigkeit des Fahrzeugs die Gaspedalstellung und den Gradienten des Drehmoments am Getriebeeingang verwendet.

Traction control method

Powertrain control system and method

Controller and method

Vehicle speed control system and method

Apparatus and method for vehicle recovery

Launch control of a hybrid electric vehicle

A method for controlling a hybrid electric vehicle launch is disclosed in which an engine 14 is operated such that a magnitude of torque at an output 32 of a transmission 16 is substantially equal to a desired transmission output torque and a magnitude of torque produced by a first electric machine 18 is adjusted such that a magnitude of torque at an input 20 of the transmission 16 is substantially equal to a desired torque at the transmission input 20. The method may prevent slippage between crankshaft speed and clutch speed and may include clutch torque capacity determination according to a desired transmission output torque and a current gear ratio, noting that prior art systems may experience engine stall, excessive clutch slip, dead pedal feel and inconsistent response.

Drive force distribution controlling method

Vehicle control systems

SLIP-CONTROLLED BRAKE SYSTEM FOR ALL-WHEEL DRIVEN ROAD VEHICLES

Methods and systems for automatically detecting and responding to dangerous road conditions

Vehicle and method of control thereof

A vehicle speed control system

A vehicle speed control system for a vehicle 100 having a plurality of wheels 111, 112, 114, 115 is provided. The vehicle speed control system comprises: means for receiving a user input of a target speed at which the vehicle is intended to travel; means for detecting a slip event between one or more of the wheels and the ground over which the vehicle is travelling and for providing a slip detection output signal; and means for commanding application of torque to one or more wheels of the vehicle. The system is configured such that when it is required to accelerate the vehicle to achieve the target speed and the system detects a wheel slip event, the system is operable temporarily to suspend further acceleration of the vehicle.

Vehicle control system and method

System and method for controlling vehicle speed to enhance occupant comfort

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

Vehicle traction control

A method implemented by a control system launches a vehicle (10 see figure 1) and maintains motion over a driving surface, with brake torque continuing to be applied after motion starts. The method comprises initiating motion control, including application of brake torque and drive torque to one or more wheels such that the vehicle (10) is held stationary, and subsequently initiating motion from rest whilst wheel brake torque continues to be applied. Ongoing slip between at least one wheel and the ground is maintained by the system. The strategy can maintain vehicle progress on low friction surfaces. Sensed precipitation and can be used in friction coefficient estimation. The driver may be commanded via a human machine interface (18 see figure 1) to vary a control input, such as accelerator pedal (1 see figure 1) position, to facilitate the maintaining of progress. The invention is of assistance when a driver has not correctly determined the terrain type such as snow, gravel, mud or sand ...

Controller and method

Motor vehicle controller capable of receiving surface friction signal, indicating coefficient of friction between wheel and road surface (surface_friction), and accelerator position, accel_ctrl_pos. Uses surface_friction to determine a powertrain torque limit, PT_TQ_MAX, at which wheel slip exceeds a predetermined amount, and determines instant torque, PT_TQ, depending on predetermined / mapped relationship with accel_ctrl_pos, where the torque to accelerator relationship is modified to reduce instant torque when demand is close to torque limit. Torque may also be reduced when accelerator position is in a predetermined range / proportion. Predetermined wheel slip value may depend on surface friction, vehicle speed (ref_speed), and/or nature of terrain / road surface. A signal indicating nature of terrain may also indicate amount of drag and vehicle driving mode. Driving mode may be selected manually or automatically, and may correspond to various control modes for vehicle subsystems such ...

Infrastructure-centric vehicle mode selection

Methods and apparatus for infrastructure-centric vehicle mode selection are provided. An example vehicle includes a GPS receiver 106 to provide a location of the vehicle 100, memory storing instructions, and a processor forming part of a driving mode manager 108. The example processor, when executing the instructions, causes the vehicle 100 to (a) when the vehicle 100 is in a vicinity of an infrastructure of interest 102, determine a low traction anomaly value, and (b) in response to the a low traction anomaly value satisfying a threshold, change a driving mode of the vehicle 100. The driving modes are a collection of settings for the ECUs 104a-104d to change the driving performance of the vehicle 100. In another example the driving mode manager communicatively couples to a beacon 112 installed on the infrastructure of interest 102 via a communication module 110. The driving mode manager 108 receives the coordinates of the infrastructure of interest 102 from the beacon 112.

Drive force distribution controlling method

Vehicle control system and method of controlling a vehicle

Vehicle speed control system

A vehicle speed control system for a vehicle 100 having a plurality of wheels 111, 112, 114, 115 is provided. The vehicle speed control system comprising: means for receiving a user input of a target speed at which the vehicle is intended to travel; and means for commanding application of torque to one or more wheels 111, 112, 114, 115 of the vehicle 100. The system is configured such that when it is required to accelerate the vehicle to achieve the target speed and a wheel slip event is detected, the system is operable temporarily to suspend an increase in net torque applied to one or more wheels, receive a user input of an increase in target speed during the suspension of increase in net torque applied to the one or more wheels, and resume an increase in net torque applied to the one or more wheels to accelerate the vehicle to the increased target speed, when the suspension of an increase in net torque is lifted.

Vehicle control system and method

A method of controlling a vehicle take-off from rest

VEHICLE DRIVE CONTROL SYSTEM

Motor vehicle controller and method

A motor vehicle controller 110 is provided. The controller 110 comprises: means for receiving a drive demand signal indicative of an amount of net drive to be applied to one or more driving wheels 11, 12, 14, 15 of a vehicle 1; means for estimating a value of a parameter indicative of a surface coefficient of friction between one or more driving wheels 11, 12, 14, 15 and a driving surface, surface_friction, at least in part in dependence on a net torque applied to one or more driving wheels 11, 12,14, 15 and a speed of one or more driving wheels 11, 12,14, 15; and means for applying a net torque to one or more wheels 11, 12, 14, 15 of a vehicle 1. The amount of net torque applied is determined in dependence at least in part on the received drive demand signal. The controller 110 is configured automatically to increase momentarily an amount of net torque applied to one or more driving wheels 11, 12, 14, 15 independently of the drive demand signal and to update an estimate of parameter surface_friction ...

Vehicle speed control system

PROCEDURE AND ARRANGEMENT FOR THE AUTOMATED CONTROLLING OF A CAR GEARING COURSE

VEHICLE WITH MEANS FOR DETERMINING AN INCLINATION, ON WHICH IT MOVES

Vehicle control based on soil compaction

... 1 VEHICLE CONTROL BASED ON SOIL COMPACTION 4 Mobile machine characteristics and position are sensed to obtain an indication of the 5 compactive effect of a mobile machine on a worksite. A soil compaction stress map is generated 6 and control signals are generated, for controlling controlled systems, based upon the soil 7 compaction stress map.

NONLINEAR ACTIVE BRAKING CONTROLLER: OPTIMAL SLIP AND TRACTION MODELLING APPROACH

Active brake control systems are able to use more accurate control designs on the real-time knowledge of wheel slip such as tire braking forces and external momentums. A multi-objective trade off optimization approach is used to evaluate the inconsistent points of the optimization design namely those of minimizing the directional deviation while achieving maximum braking forces on wheels. Moreover, the optimal target slip values defined by the braking purposes like as shorter stopping distance and stability increment by keeping the vehicle in the straight line. This gets by the control of the longitudinal and lateral slip dynamics of each wheel concerning to the road conditions. A controller is optimally brought up by manipulating optimal control law with weights of two control inputs with mathematical and analytical characterization. The possibility of critical response levels is used to directly control the vehicle directional stability. An impressive simulation technique based on nonlinear ...

TRACTION CONTROL SYSTEM USING TORQUE SENSOR FOR ADAPTIVE ENGINE THROTTLE CONTROL

A method and system for controlling engine throttle are provided. A torque sensor and a speed sensor are adapted to sense the speed of the non-driven wheels. The engine throttle is controlled based on the torque signal and the wheel speed signal. A desired throttle value is determined using an engine torque and a target engine speed to prevent driven wheel slip.

WORK MACHINE WITH POWER LIMIT CONTROL USING AN INFINITELY VARIBLE TRANSMISSION

A work machine includes an internal combustion (IC) engine, and an infinitely variable transmission (IVT) coupled with the IC engine. The IVT includes an adjustable module and a mechanical module, with an adjustable input/output (I/O) ratio. A clutch is coupled with the mechanical module and has an output. An adjustable operator input device provides an output signal representing a power limit control. At least one electrical processing circuit is coupled with the operator input device and configured for controlling a selected combination of the I/O rati o and the clutch output, dependent upon the output signal from the operator input device.

TRUCK

The present invention relates to a truck, in particular to a bulk goods dump truck of the so-called large dump truck type, having a chassis with wheels of which a plurality of wheels each have a single wheel drive and having a control device for the control of the speed and/or of the torque of the single wheel drives. In order also to be able to operate the vehicle in the optimal wheel slip range under difficult ground conditions, provision is made for the control device to have a separate controller train for each single wheel drive and to divide a desired torque set by the operator to the controller trains, with each controller train having a differential controller which corrects the divided desired torque in dependence on a steering angle and provides a correspondingly corrected desired torque as well as having a wheel slip controller which corrects the divided desired torque or the desired torque value corrected by the differential controller in dependence on its wheel slip and provides ...

CONTROL METHOD, COMPUTER PROGRAM AND CONTROL DEVICE OF A TRACKED VEHICLE

A control method of a tracked vehicle (1) having a track belt (3, 4) and configured to advance the tracked vehicle (1) provides for acquiring the driving speed (VV) of the tracked vehicle (1); acquiring the speeds (VT1, VT2 ) of the tracks (3, 4) with respect to the tracked vehicle (1); calculating a range of expected values of traveling speed (VV) as a function of speed (VT1; VT2) of the track (3, 4); and varying the speed (VT1; VT2 ) of the track (3, 4) when the traveling speed (VV) of the tracked vehicle (1) is outside the range of expected values.

PROCEDURE AND DEVICE FOR THE SUPPRESSION OF THE SLIP AT A VEHICLE.

Wheel rotor and method for controlling wheel rotor

In the present invention, when traction control is in an on state, a traction control unit of a wheel rotor causes a maximum traction to decrease with respect to the maximum traction when traction control is in an off state. The traction control unit increases the maximum traction when determination conditions are satisfied while traction control is in the on state. The determination conditions include: that the work situation is excavation; that the amount of operation of an accelerator operation member is at least a predetermined operation threshold; and a boom angle is at least a predetermined angle threshold.

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

Traction control for hybrid electric power transmission system

Operation of the method and of the driving device control apparatus for the driving device

Motor vehicle, has monitoring unit monitoring rotational speed of wheels, and processing unit measuring gradient of vehicle by measuring acceleration of vehicle running along gradient, when engine is disengaged

Procédé de détermination de la pente sur laquelle se déplace un véhicule automobile, comprenant une étape (44) de détection d'un débrayage, une étape (46) de mesure de la variation de la vitesse du véhicule sur la pente à l'occasion du débrayage, une étape (48) d'estimation de la charge véhicule, et une comparaison (50) à des courbes d'étalonnage enregistrées en mémoire et fournissant des valeurs de décélération pour différentes pentes et différentes charges de véhicules à différentes vitesses de véhicule.

METHOD FOR MANAGING THE SLIPPING OF A DRIVING WHEEL OF A MOTOR VEHICLE

MOTOR VEHICLE HAVING HYDRAULIC TORQUE MOTOR

MEASUREMENT OF THE SLIPPAGE RATIO

Ce procédé de mesure du taux de patinage d'un véhicule automobile (12) au cours du déplacement de ce véhicule (12), comporte les étapes suivantes : - la mesure d'une vitesse de déplacement réelle Vr du véhicule (12) par rapport au sol (26) ; - la mesure de la vitesse de rotation d'au moins une roue (16) du véhicule (12) ; - la détermination d'une vitesse théorique de roulement Vth, produit de la vitesse de rotation d'au moins une roue (16) du véhicule (12) par la circonférence de ladite roue (16) du véhicule (12) ; - le calcul du taux de patinage Tpat selon la formule : Tpat = 1 - Vr/ Vth.

MOTOR CONTROL SYSTEM FOR A MOTOR VEHICLE AND CONTROL METHOD THEREOF

SYSTEM AND PROCESS OF LIMITATION OF ENGINE TORQUE Of a FOUR-WHEELED VEHICLE DRIVING

CONTROL DEVICE Of an ACTUATOR OF TRANSFER OF COUPLE HAS MULTIPLE OPERATING PROCESSES.

Système de commande d'un actionneur (5) de transfert de couple pour un véhicule automobile à quatre roues motrices, comprenant des moyens de détermination (1) et un système d'antiblocage des roues, caractérisé en ce qu'il comprend : un moyen de commande (2) d'antiblocage des roues et un moyen de commande (3) de l'actionneur de transfert de couple aptes à coopérer afin d'émettre la commande de transfert de couple à destination de l'actionneur (5) de transfert de couple.

VEHICLE EQUIPPED WITH A HYDRAULIC DRIVING ASSIST SYSTEM, AND HYDRAULIC ASSIST SYSTEM INTENDED FOR THIS PURPOSE

VEHICLE, AND METHOD AND SYSTEM OF CONTROLLING A VEHICLE

In one aspect of the invention there is provided a motor vehicle having: a prime mover; at least first and second groups of one or more wheels; and a driveline to connect the prime mover to the first and second groups of one or more wheels such that the first group of one or more wheels is driven by the prime mover when the driveline is in a first mode of operation and the second group of one or more wheels is additionally driven by the prime mover when the driveline is in a second mode of operation, the driveline including an auxiliary driveline comprising releasable torque transmitting means operable to connect the second group of one or more wheels to the prime mover when the driveline transitions between the first mode and the second mode, wherein when in the first mode the driveline is operable to transition to the second mode responsive to an output of a reactive evaluator and a predictive evaluator, the output of the reactive evaluator being responsive to a determination whether ...

DEVICE FOR INCREASING THE SAFETY IN ROAD TRAFFIC

The invention is substantially characterized in that through a driver health calculation module, which calculates for example a respective intervention situation with higher importance from signals of health data sensors, an intervention module, which converts the respective intervention situation into corresponding reactions and measures, and a vehicle control module, which reports vehicle data to the intervention module and emits commands to individual vehicle subsystems on request of the intervention module, for example if the state of health of a driver deteriorates suddenly, automatically measures for minimizing the risks or the necessary rescue measures are initiated.

METHOD FOR CONTROLLING A DUAL CLUTCH TRANSMISSION

The invention relates to a method for controlling a dual clutch transmission in which two partial drive trains can each be coupled to an internal combustion engine by means of a clutch and transmit a moment to an output member. In said method, the moment of at least one clutch is reduced when a moment is transmitted by means of both clutches and in accordance with an occurring brake slip.

VEHICLE CONTROL METHOD

In response to detection of a slip occurring on left and right front wheels (62a, 62b) caused by spin of one of the left and right front wheels (62a, 62b), the control technique of the invention restricts a torque output from a motor (22) to a drive shaft (28), while activating a hydraulic brake (54a) or (54b) corresponding to the spinning wheel to output a brake torque, so as to distribute the output torque of the motor (22) practically equally into the left and right front wheels (62a, 62b). This arrangement desirably improves the starting performance and the accelerating performance of a vehicle with the left and right front wheels (62a, 62b) running on the road surface of different frictional coefficients.

Apparatus and method for controlling torque reduction of hybrid electric vehicle

A method for controlling torque reduction of a hybrid electric vehicle including a motor and an engine as a power source includes: determining whether a traction control system (TCS) is operating; calculating a demand torque of the TCS when the TCS is operating; determining an engine operating point according to the demand torque of the TCS; maintaining an engine torque according to the engine operating point; comparing a difference between the demand torque of the TCS and the engine torque according to the engine operating point with a charging limit torque of the motor; and performing torque reduction using a motor torque and the engine torque based on a result of the comparison.

METHOD TO CONTROL A ROAD VEHICLE FOR THE EXECUTION OF A STANDING START

A method to control a road vehicle for the execution of a standing start; the control method comprises the steps of: engaging a gear in a transmission while a corresponding clutch is open; progressively closing the clutch causing the clutch to transmit a torque that causes the rotation of at least a pair of drive wheels; determining a target slip of the drive wheels; cyclically determining a real slip of the of the drive wheels; and continuously modulating the torque transmitted by the clutch during the closing of the clutch based of a difference between the target slip of the drive wheels and the real slip of the of the drive wheels.

Control system for a motor vehicle having an electronic control unit by which the drive torque of a drive unit can be variably distributed, as required, on at least two axles

A control system and method are provided for a motor vehicle having an electronic control unit, by which the drive torque of a drive unit can be variably distributed, as required, to at least two axles. A drive-oriented control can be specified for the purpose of a primarily single-axle drive. By way of a comparison unit, preferably on the basis of a circle of forces, a driving-dynamic desired parameter demanded particularly on a basis of the driver's intention is compared with a driving-dynamic potential parameter. A change from the drive-oriented control to a driving-dynamics-oriented control for the purpose of a primarily multi-axle drive takes place only when a defined threshold value, for example, 70%, is exceeded relative to the driving-dynamic potential parameter, for example, a limit range of the circle of forces.

FOUR-WHEEL DRIVE COMBINE WITH SLIP CONTROL

An agricultural combine has a variable displacement pump connected to four drive motors that drive four wheels. An electronic controller monitors the speed of each wheel and reduces the torque of the motor that drives the wheel when the wheel slips. The controller reduces the torque by reducing the specific displacement of the slipping motor. Once the wheel has ceased slipping, the controller increases the specific displacement of the motor back to its original displacement.

DEVICE AND METHOD FOR OPTIMIZING THE ELECTRICAL POWER GENERATED BY AN ELECTRIC MACHINE IN THE COASTING MODE OF A VEHICLE

A device for optimizing the electrical power generated by an electric machine in the coasting mode of a vehicle includes a module for computing a total regenerative torque or a variable proportional thereto, on the basis of which the electric machine is operated in generator mode. The module is configured to: compare the wheel slip that is present at at least one wheel of the vehicle to a predefined threshold value; reduce the total regenerative torque by a small amount when the ascertained wheel slip is less than the predefined threshold value; and increase the total regenerative torque by a small amount when the ascertained wheel slip is greater than the predefined threshold value. The reduction or increase takes place iteratively with multiple successive iteration steps.

Drive assist system, drive assist method, and drive assist device

A drive assist system includes: a movable body (20) in which drive assist is performed by an assist device (40, 50, 60) and which includes a movable body holding unit (23); an external holding unit (14) located outside the movable body (20); and a controller (22) configured to determine whether or not an operation position where the assist device (40, 50, 60) operates is related to the operation of the assist device (40, 50, 60), select the external holding unit (14) as a unit in which the operation result of the assist device (40, 50, 60) is to be held when it is determined that the operation position is not related to the operation of the assist device (40, 50, 60), and select the movable body holding unit (23) as the unit in which the operation result of the assist device (40, 50, 60) is to be held when it is determined that the operation position is related to the operation of the assist device (40, 50, 60).

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.

ELECTRONIC ALL-WHEEL-DRIVE ESCAPE SYSTEMS AND METHODS

A method for an assist mode in a motorized vehicle includes receiving signals from a plurality of vehicle sensors monitoring respective conditions of the vehicle; an assist mode circuit determining whether a loss-of-traction condition is being experienced by the vehicle using information in the signals received from at least one of the plurality of vehicle sensors; activating an assist mode of the vehicle if the assist mode circuit determines that a loss-of-traction condition is being experienced, wherein the assist mode alters vehicle drive train characteristics.

Automobile and control apparatus, and power train system of automobile

... [Subject]To avoid wheel slip with high response and keep down worsening of exhaust irrespective of the engine performance. [Means of Solving the Problems] To be equipped with gear type transmission comprising the first torque transfer path between the input and output shafts formed by mesh type clutches 19, 20 and 21 and second torque transfer path between the input and output shafts formed by transfer torque variable systems 203 and 204, and actuators 27 and 205 for selecting the torque transfer path, wherein, when wheel slips while the automobile is driving using the first torque transfer path, the actuators 27 and 205 are so controlled that at least part of the torque being transferred via the first torque transfer path is transferred via the second torque transfer path.

TOW DAMPING SYSTEM

A vehicle includes a trailer hitch, an axle having an electronic limited slip differential, and a controller. The electronic limited slip differential includes a variable torque capacity lockup clutch. The controller is programmed to, in response to detecting the presence of a trailer connected to the trailer hitch and an increase in vehicle speed, increase the lockup clutch torque by a first torque adjustment.

Control apparatus and control method of vehicle

A control apparatus for a vehicle including a three-phase AC motor and a power converter, the control apparatus includes an ECU. The ECU is configured to determine whether a rotation speed of the three-phase AC motor is equal to or less than a predetermined threshold and whether a stopping operation of the vehicle is performed, to determine that the vehicle stops when the rotation speed is equal to or less than the predetermined threshold and the stopping operation is performed, to determine whether the vehicle skids, and to switch a state of the power converter to a state where all on one side of the first and second switching elements are turned off and at least one on the other side of the first and second switching elements is turned on when the ECU determines that the vehicle stops and that the vehicle does not skid.

METHOD FOR HAVING A VEHICLE FOLLOW A DESIRED CURVATURE PATH

The present invention relates to a method for having a vehicle (100) follow a desired curvature path (C1), said vehicle (100) comprising at least one differential (10, 20, 30) with a differential lock connected to at least one driven wheel axle (40, 50) of said vehicle (100), said method comprising at least the following steps: —providing (S1) information regarding state of said differential lock, said state being either that said differential lock is activated or unlocked, and when said differential lock is activated: —calculating (S2) a yaw moment, Mdiff, of said vehicle (100), caused by said differential lock; and —compensating (S3) for a deviation from said desired curvature path (C1) caused by said yaw moment, Mdiff, such that a resulting steering angle is equal to or less than a maximum allowed steering angle of said vehicle (100), whereby said compensation is a feed forward compensation. The invention also relates to a control unit, a vehicle, a computer program and a computer readable ...

SYSTEM AND METHOD FOR ADAPTING PARAMETERS USED IN TARGET SLIP ESTIMATION

Systems and methods are provided for generating adapted tuning parameters for target slip estimation, the parameters being adapted to real-time road surface conditions. The method includes, receiving, from a road surface detection module, a road surface condition, Sn, from among N road surface conditions S, range of friction, mu, and a confidence level, Ci. The method receives sensor system data from a sensor system, and determines, as a function of Sn, range of mu, and Ci, initial estimator values including an estimated initial frictional force {circumflex over (Θ)}(0), an initial gain, P0, and an initial projected range of signal bounds, (Pu) and (Pl). The method tunes (i.e., adapts) the initial estimator values to generate therefrom adapted tuning parameters based on received inputs. The method outputs adapted tuning parameters.

Vehicle

A vehicle includes a friction clutch located between an engine and a driving wheel; a clutch actuator arranged to disengage and engage the friction clutch; a clutch actuator control section arranged and programmed to control the clutch actuator; a slip detection section arranged to detect a slip of the driving wheel; and an engine control section arranged and programmed to decrease an output of the engine when the slip of the driving wheel is detected by the slip detection section. When the friction clutch is in a half clutch state and the slip of the driving wheel is detected at the time of starting of the vehicle, the clutch actuator control section controls the clutch actuator so as to change a pushing force of the friction clutch and thus to keep the rotation speed of the engine at a fixed level.

Negative wheel slip control systems and methods

An engine control system comprises a derivative module and a slip remediation module. The derivative module determines a mathematical derivative of a driven wheel speed of a vehicle. The slip remediation module, when the mathematical derivative is more negative than a predetermined deceleration, at least one of disables regenerative braking being performed by one or more electric motors, increases an axle torque request, and unlocks a torque converter.

Vehicle driving force control device

A driving force control device includes an individual-wheel friction-circle limit-value calculating portion that calculates friction-circle limit-values of individual wheels, an individual-wheel requested-resultant-tire-force calculating portion that calculates requested resultant tire forces of the individual wheels, an individual-wheel resultant-tire-force calculating portion that calculates resultant tire forces of the individual wheels, an individual-wheel requested-excessive-tire-force calculating portion that calculates requested excessive tire forces of the individual wheels, an individual-wheel excessive-tire-force calculating portion that calculates excessive tire forces of the individual wheels, an excessive-tire-force calculating portion that calculates an excessive tire force, an over-torque calculating portion that calculates an over-torque, and a control-amount calculating portion that calculates a control amount that is output to an engine control unit.

CONTROL UNIT AND A METHOD FOR CONTROLLING A WHEEL ON A VEHICLE

The invention relates to a control unit for controlling torque applied to a vehicle wheel provided with a tyre, wherein the control unit comprises or is operatively connected to a data storage, which data storage has a stored tyre model for the tyre, wherein, in the tyre model, longitudinal tyre force is represented as at least a function of longitudinal wheel slip, longitudinal wheel slip being dependent on rotational speed of the wheel and velocity of the vehicle. The control unit is configured to correct said function based on a tyre parameter input and to convert a wheel torque request to a wheel rotational speed request based on the corrected function, and to send the wheel rotational speed request to an actuator for providing a rotational speed of the wheel corresponding to said wheel rotational speed request. The invention also relates to a method and to a kit. 1. A control unit for controlling a vehicle wheel provided with a tyre , wherein the control unit comprises or is operatively connected to a data storage , which data storage has a stored tyre model for the tyre , wherein , in the tyre model , longitudinal tyre force is represented as at least a function of longitudinal wheel slip , longitudinal wheel slip being dependent on rotational speed of the wheel and velocity of the vehicle , receive at least one tyre parameter input, which tyre parameter input includes a measured value of at least one parameter which affects the longitudinal slip stiffness of the tyre,', 'correct said function in the stored tyre model based on the received tyre parameter input,', 'obtain or generate a wheel torque request,', 'convert the obtained or generated wheel torque request to a wheel rotational speed request based on the corrected function, and', 'send the wheel rotational speed request to an actuator for providing a rotational speed of the wheel corresponding to said wheel rotational speed request., 'wherein the control unit is configured to2. The control unit ...

Trailing vehicle traction control system with force increase control

A traction control system for a trailing vehicle includes an electric machine, a ground engaging apparatus in contact with a ground surface, a speed sensor measuring the speed of the ground engaging apparatus, and a controller providing a traction control signal to the electric machine. The controller is in communication with a force increase control. The controller provides a temporary increase in tractive force of the electric machine when the force increase control is activated either manually or automatically. The amount of temporary increase in the tractive force can be variable and adjustable.

Method for controlling a braking system of a motor vehicle

A method for controlling a braking system of a motor vehicle that includes a plurality of wheels, at least one electric motor as a drive, a service brake and a vehicle dynamic control system. The wheels can be braked by a deceleration torque applied by the service brake and at least partially by a deceleration torque (ME) applied by the electric motor where slippage which arises as a result of braking and/or of intervention by the vehicle dynamic control system is regulated at least primarily through adjustment of the deceleration torque applied by the electric motor. When necessary, a drive torque is applied to regulate slippage or to cause a locked wheel to rotate by the electric motor.

METHOD FOR TRACTION CONTROL OF A MOTOR VEHICLE AND TRACTION CONTROL SYSTEM

Post impact safety system with vehicle contact information.

A system for providing post-impact signals in a vehicle is provided. The vehicle includes at least one impact zone with a passive safety sensor positioned at designated sections of the vehicle. The system comprises a plurality of passive safety sensors, a passive safety controller, and an active safety controller. The passive safety controller determines the impact location, impact direction and intensity. The passive safety controller transmits a passive output signal indicative of the impact intensity, impact direction and impact location. The active safety controller stabilizes the vehicle post-impact in response to the passive output signal.

A METHOD FOR CONTROLLING A WORKING MACHINE, AND A WORKING MACHINE

Technique for detecting shifted cargo

TOTAL WHEEL DRIVING TYPE CAR

UNG EINES FAHRZEUGGETRIEBEZUGS

Transmission device operating method for vehicle, involves supplying drive torque to vehicle drive axis by slowly rotating drive wheel into periphery increasing traction in region of drive wheels of drive axis

The method involves changing reinforcement factors of overriding drive devices based on negotiability of switching elements. Negotiability of the switching elements is adjusted during a start-up procedure of a vehicle (1) by occurrence of a rotary speed difference between drive wheels (5A, 5B) or by forecasting of the rotary speed difference at a value. A drive torque supplied to a vehicle drive axis (5) by the slowly rotating drive wheel is supplied into a periphery increasing traction of the vehicle in a region of the drive wheels of the drive axis. An independent claim is also included for a device for operating a transmission device of a vehicle.

Traction Control Device

The invention provides a traction control device capable of ensuring a sufficient acceleration and course traceability during the turning of a vehicle irrespective of the type of driving system or a road surface condition. A traction control device of the invention includes: a control-start determiner that determines whether or not to control a braking mechanism; and a traction force estimating section that estimates a traction force between each of wheels and the road surface. The traction force estimating section includes: a control condition determining section that determines a control condition of the braking mechanism based on a result of the determination of the control-start determiner; a traction force initial value setting section that sets an initial value in accordance with a result of the determination of the control condition determining section; and a traction force modifying section that modifies the traction force based on a control deviation.

Control method and apparatus for a vehicle

In an aspect of the invention there is provided a control method for a vehicle travelling on a surface, the vehicle having a vehicle powertrain for generating and delivering power to the vehicle wheels, the method including: measuring one or more parameters associated with motion of the vehicle on the surface; comparing the or each of the measured parameters with a predetermined threshold for said measured parameter that is indicative of a level at which wheel slip of the vehicle may occur; and in circumstances in which one or more of the measured parameters exceeds the predetermined threshold, controlling the torque applied by the powertrain to the vehicle wheels to prevent wheel slip.

Method for operating a vehicle and vehicle

In a method for operating a vehicle which has a first axle, a second axle, a unit for determining slipping of at least one wheel of the second axle on a ground surface, and a braking device associated with the wheel, a drive torque is applied to the first axle and the second axle via a central differential, and, in the event of slipping of the wheel, a braking torque required to prevent the slipping being determined. A setpoint braking torque is set on the braking device, which is less than the required braking torque, and the part of the drive torque supplied to the first axle is increased.

Vehicle systems control for improving stability

Improved methods of controlling the stability of a vehicle are provided via the cooperative operation of vehicle stability control systems such as an Active Yaw Control system, Antilock Braking System, and Traction Control System. These methods use recognition of road surface information including the road friction coefficient (mu), wheel slippage, and yaw deviations. The methods then modify the settings of the active damping system and/or the distribution of drive torque, as necessary, to increase/reduce damping in the suspension and shift torque application at the wheels, thus preventing a significant shift of load in the vehicle and/or improving vehicle drivability and comfort. The adjustments of the active damping system or torque distribution temporarily override any characteristics that were pre-selected by the driver.

Traction Control System Using Torque Sensor For Adaptive Engine Throttle Control

A system and method using a vehicle drive shaft torque coupled to a driven wheel and a non-driven wheel speed for a vehicle throttle control system includes reading first and second torque values generated by the torque sensor. The method identifies when a sustained drop occurs between the first and second torque values. Another step determines if a change occurred between the first and second torque value readings in any of: a throttle position; a gear setting; and a brake pressure. A detected traction loss is signaled when the sustained drop occurred with no change between the first and second torque value readings in the throttle position, gear setting, and brake pressure. A desired throttle value is calculated using an engine torque and a target engine speed to prevent driven wheel slip. A throttle command signal changes an existing throttle value to the desired throttle value.

VEHICLE CONTROLLER AND METHOD FOR CONTROLLING VEHICLE

A vehicle controller includes a wheel speed sensor, a skid sensor, an upper limit calculator, and a motive power controller. The wheel speed sensor is configured to detect rotational speed of driving wheels. The skid sensor is configured to determine whether or not the driving wheels are skidding based on an output of the wheel speed sensor. The upper limit calculator is configured to calculate an upper limit of rotational speed of the driving wheels if the skid sensor determines that the driving wheels are skidding. The motive power controller is configured to control motive power output from the driving source so that rotational speed of the driving wheels is equal to or smaller than the upper limit calculated by the upper limit calculator. 1. A vehicle controller comprising:a wheel speed sensor configured to detect rotational speed of driving wheels to which motive power is transmitted from a driving source through a power transmission mechanism including an input shaft and an output shaft, the input shaft being connected to the driving source, the output shaft being connected to the input shaft through a gear;a skid sensor configured to determine whether or not the driving wheels are skidding based on an output of the wheel speed sensor;an upper limit calculator configured to calculate an upper limit of rotational speed of the driving wheels if the skid sensor determines that the driving wheels are skidding; anda motive power controller configured to control motive power output from the driving source so that rotational speed of the driving wheels is equal to or smaller than the upper limit calculated by the upper limit calculator.2. The vehicle controller according to claim 1 , wherein the driving source is inseparably connected to the driving wheels through the power transmission mechanism.3. The vehicle controller according to claim 2 ,wherein the wheel speed sensor is configured to detect rotational speed of driven wheels, and an allowable torque calculated ...

Method for Operating a Compressed Air Brake System

A method for operating a compressed air brake system in a motor vehicle equipped with a brake control device includes regulating the generation of compressed air and/or the supply of compressed air into a storage container and, in particular, the regeneration of an air conditioning system, using a compressor controller, and carrying out calculations for the compressor control in the brake control device. 1. A method for operating a vehicle compressed air brake system equipped with a brake control device , the method comprising regulating at least one of the generation of compressed air by a compressor and the supply of compressed air into a storage container using a compressor controller; and effecting calculations for the compressor controller at least in part in the brake control device.2. The method as claimed in claim 1 , further comprising obtaining data from sensors connected to the brake control device; and basing the calculations on the data.3. The method as claimed in claim 1 , further comprising measuring air pressure in the compressed air brake system; comparing the measured air pressure with a lower limit value calculated in the brake control device; and when the limit value is undershot claim 1 , automatically switching on the compressor independently of the energy efficiency of the generation of compressed air or of the state of the vehicle to feed compressed air into one of the storage container and the compressed air brake system.4. The method as claimed in claim 3 , wherein the lower limit value is dynamically adaptable based on at least one of: (i) rotational speeds of wheels of the vehicle claim 3 , (ii) changes in rotational speed of the wheels claim 3 , (iii) differences in rotational speed between the wheels claim 3 , (iv) current data for roadway inclination and bends claim 3 , (v) historical data for roadway inclination and bends claim 3 , (vi) current velocity of the vehicle claim 3 , (vii) frictional state of the roadway claim 3 , (viii) ...

Driving Assist Device, Driving Assist Method, and Driving Assist System

The invention ensures a proper vehicle attitude even if a friction coefficient of a contacted road surface with respect to wheels is small. A driving assist device obtains a first moment that is a moment necessary for an subject vehicle to follow a running course, on the basis of information about a running coursed of an subject vehicle, which is obtained on the basis of external environment information of the subject vehicle, which is acquired by an external environment recognition portion, a first physical quantity associated with a motion state of the subject vehicle, which is inputted by a vehicle motion state detection sensor, and specifications of the subject vehicle, further obtains a second moment that is a moment that can be generated in the subject vehicle on the basis of a friction coefficient of a contacted road surface with respect to the wheels of the subject vehicle, which is acquired by a road surface condition acquisition portion, and a second physical quantity associated with a motion state of the subject vehicle, which is inputted by the vehicle motion state detection sensor, and outputs to a braking control device a command to implement control for making a braking force generated in rear wheels of the wheels greater than a braking force generated in front wheels when the second moment is smaller than the first moment. 1. A driving assist device configured to:obtain a first moment that is a moment necessary for an subject vehicle to follow a running course, on the basis of information about the subject vehicle's running course obtained on the basis of information about an external environment around the subject vehicle, which is acquired by an external environment recognition portion, a first physical quantity associated with a motion state of the subject vehicle, which is inputted by a vehicle motion state detection sensor, and specifications of the subject vehicle,obtain a second moment that is a moment that can be generated in the subject ...

VEHICLE SPEED CONTROL SYSTEM AND METHOD

A vehicle control system comprising a speed control system and a traction control (TC) system, the TC system being operable to cause a reduction in speed of one or more wheels when a speed of the one or more wheels exceeds a TC system intervention threshold value, the speed control system being operable in an active state in which the speed control system causes the vehicle to operate in accordance with a target speed value, wherein when the speed control system is in the active state, the TC system intervention threshold value is set to a value selected in dependence at least in part on the target speed value. 1. A vehicle control system comprising a speed control system and a traction control system ,the traction control system being operable to cause a reduction in speed of one or more wheels when a speed of the one or more wheels exceeds a traction control system intervention threshold value,the speed control system being operable in an active state in which the speed control system causes the vehicle to operate in accordance with a target speed value,wherein when the speed control system is in the active state, the traction control system intervention threshold value is set to a value selected in dependence at least in part on the target speed value.2. A system according to configured to determine a vehicle reference speed value claim 1 , the vehicle reference speed value being an estimated speed of the vehicle over ground and wherein when the speed control system is active the traction control system intervention threshold value is set to a value determined in dependence on the value of the lower of the target speed value and the vehicle reference speed value.3. (canceled)4. A system according to wherein when the speed control system is not controlling vehicle speed the traction control system intervention threshold value is set to a first traction control system intervention threshold value.5. A system according to wherein when the speed control system is not ...

CONTROLLER AND METHOD FOR CONTROLLING A MOTOR VEHICLE

A motor vehicle controller that carries out a method which includes: receiving a signal indicative of a surface friction parameter, surface_friction, the surface friction parameter corresponding to a coefficient of friction between a road wheel and a driving surface; receiving a signal indicative of a position of an accelerator control with respect to an allowable range of positions, accel_ctrl_pos; determining a critical powertrain torque limit value PT_TQ_CRIT in dependence at least in part on the value of surface_friction; and providing a traction warning indication to a driver in dependence on the value of accel_ctrl_pos and PT_TQ_CRIT. 1. A motor vehicle controller comprising:means for receiving a signal indicative of a surface friction parameter, said surface friction parameter corresponding to a coefficient of friction between a road wheel and a driving surface;means for receiving a signal indicative of a position of an accelerator control with respect to an allowable range of positions;means for determining a critical powertrain torque limit value in dependence at least in part on the signal indicative of a surface friction parameter; andmeans for providing a traction warning indication to a driver in dependence on the signal indicative of a position of an accelerator control and the critical powertrain torque limit value.2. A controller according to wherein the means for determining the critical powertrain torque limit value is configured to determine the critical powertrain torque limit value in dependence on an amount of torque required to cause slip of one or more driving wheels to exceed a predetermined amount.3. A controller according to configured wherein the predetermined amount of slip is determined by the data processing apparatus in dependence at least in part on the surface friction parameter.4. A controller according to configured to receive a signal indicative of instant vehicle speed claim 3 , the controller being configured to determine the ...

CONTROL APPARATUS OF SELF-DRIVING VEHICLE

A control apparatus of a self-driving vehicle with a self-driving capability including a slip detector detecting a slip generated at four drive wheels, a direction detector detecting a direction of a vehicle body, and a microprocessor and a memory. The microprocessor is configured to perform: calculating target torques of the four drive wheels in accordance with an action plan; correcting the target torques so as to decrease the target torque of the first drive wheel when the slip of the first drive wheel is detected, and thereafter so as to increase the target torque of the second drive wheel and decrease the target torque of the fourth drive wheel when a deviation of the detected direction from a target traveling direction is greater than or equal to a predetermined deviation; and controlling a driving part in accordance with the corrected target torque. 1. A control apparatus of a self-driving vehicle with a self-driving capability , the self-driving vehicle including a driving part configured to individually drive four drive wheels in a front and rear direction and a left and right direction , the four drive wheels being a first drive wheel , a second drive wheel on a same side of the first drive wheel in the left and right direction and on an opposite side of the first drive wheel in the front and rear direction , a third drive wheel on an opposite side of the first drive wheel in the left and right direction and on a same direction of the first drive wheel in the front and rear direction , and a fourth drive wheel on the opposite side of the first drive wheel in the left and right direction and on the opposite side of the first drive wheel in the front and rear direction ,the apparatus comprising:a slip detector configured to detect a slip generated at each of the four drive wheels;a direction detector configured to detect a direction of a vehicle body of the self-driving vehicle; andan electronic control unit having a microprocessor and a memory, whereinthe ...

VEHICLE CONTROL SYSTEM AND METHOD

Embodiments of the present invention provide a vehicle control system comprising a speed control system, the speed control system being configured automatically to attempt to cause a vehicle to operate in accordance with a target speed value by causing a first vehicle speed value determined according to a first predetermined method to become or be maintained substantially equal to the predetermined target speed value at least in part by causing application of positive drive torque to one or more wheels by means of a powertrain, wherein the speed control system is configured to impose a constraint on the amount of driving torque that may be demanded of the powertrain in dependence on the target speed value and a second vehicle speed value determined according to a second predetermined method, said a second predetermined method being based on the mean speed of the driven wheels of the vehicle. 1. A vehicle control system comprising a speed control system ,the speed control system being configured automatically to attempt to cause a vehicle to operate in accordance with a target speed value by causing a first vehicle speed value determined according to a first predetermined method to become or be maintained substantially equal to the predetermined target speed value at least in part by causing application of positive drive torque to one or more wheels by means of a powertrain,wherein the speed control system is configured to impose a constraint on the amount of driving torque that may be demanded of the powertrain in dependence on the target speed value and a second vehicle speed value determined according to a second predetermined method, said a second predetermined method being based on the mean speed of the driven wheels of the vehicle.2. A system according to wherein the speed control system is configured to constrain the amount of driving torque that may be demanded of a powertrain when a predetermined condition is met in respect of the target speed value and ...

DEVICE FOR OPERATING AN ALL-WHEEL-DRIVE AGRICULTURAL COMMERCIAL VEHICLE

A device for operating an all-wheel-drive agricultural commercial vehicle with a driven rear axle and a front axle that can be engaged for performing an all-wheel-drive mode. A control unit determines, during the all-wheel-drive mode, a front wheel slip parameter that characterizes a drive wheel slip occurring on the front axle of the agricultural commercial vehicle. The control unit deactivates the all-wheel-drive mode independent of the driver if this unit detects that the determined front wheel slip parameter is greater than a specified threshold value. 1. A device for operating an all-wheel-drive agricultural commercial vehicle , comprising:a driven rear axle and a front axle engageable for performing an all-wheel-drive mode; anda control unit configured to determine during the all-wheel-drive mode a front wheel slip parameter (μ), the front wheel slip parameter being a function of a drive wheel slip occurring on the front axle of the agricultural commercial vehicle;{'sub': 'lim', 'wherein, the control unit deactivates the all-wheel-drive mode independent of a driver input if the determined front wheel slip parameter (μ) is greater than a specified threshold value (μ).'}2. The device of claim 1 , wherein the control unit calculates the front wheel slip parameter (μ) from the ratio between an instantaneous driving speed of the agricultural commercial vehicle and a wheel circumferential speed on the front axle during the all-wheel-drive mode.3. The device of claim 1 , wherein the control unit determines the front wheel slip parameter (μ) from the ratio of a computed drive powers (P claim 1 , P) between the front and rear axles during the all-wheel-drive mode.4. The device of claim 1 , wherein the control unit determines the drive moment (M) applied to the front axle for computing the drive power (P) of the front axle.5. The device of claim 4 , further comprising a torque sensor for determining the drive moment (M) applied to the front axle.6. The device of claim 4 ...

SYSTEM AND METHOD FOR CONTROLLING TORQUE INTERVENTION OF HYBRID ELECTRIC VEHICLE

A system and a method for controlling torque intervention of a hybrid electric vehicle including a motor and an engine as power sources that includes: a driving information detector detecting a running state of the vehicle and demand information of a driver of the vehicle; a transmission control unit (TCU) requesting torque reduction while shifting of the vehicle based on a signal from the driving information detector; a traction control system (TCS) requesting torque reduction by outputting an intervention torque for preventing a wheel slip of the vehicle; and a controller controlling torque intervention by dividing a request amount of torque reduction into the engine and the motor when receiving the torque reduction request from the TCU or the TCS, wherein the controller firstly reduces a motor assist torque when a state of the motor before the torque intervention is an assist state, maintains a motor charging torque when the state of the motor before torque intervention is a charging state, and divides an additional reduction requirement in proportion to an available reduction range of the engine and an available reduction range of the motor. 1. A system for controlling torque intervention of a hybrid electric vehicle including a motor and an engine as power sources , comprising:a driving information detector detecting a running state of the vehicle and demand information of a driver of the vehicle;a transmission control unit (TCU) requesting torque reduction while shifting of the vehicle based on a signal from the driving information detector;a traction control system (TCS) requesting torque reduction by outputting an intervention torque for preventing a wheel slip of the vehicle; anda controller controlling torque intervention by dividing a request amount of torque reduction into the engine and the motor when receiving the torque reduction request from the TCU or the TCS,wherein the controller firstly reduces a motor assist torque when a state of the motor ...

CONTROLLER AND METHOD

A motor vehicle controller comprising data processing apparatus, the data processing apparatus configured to carry out the steps of: receiving a surface friction signal indicative of a coefficient of friction between a road wheel and a driving surface; receiving an accelerator position signal indicative of a position of an accelerator control with respect to an allowable range of positions; determining a powertrain torque limit value corresponding to an amount of powertrain torque at which slip of a driving wheel is expected to exceed a predetermined amount, the powertrain torque limit value being determined at least in part in dependence on the surface friction signal; and determining and outputting a powertrain torque demand signal corresponding to an instant amount of torque to be developed by a powertrain, the powertrain torque demand signal being determined in dependence at least in part on the accelerator position signal according to a predetermined relationship. 1. A motor vehicle controller comprising data processing apparatus , the data processing apparatus comprising:means for receiving a surface friction signal indicative of a coefficient of friction between a road wheel and a driving surface;means for receiving an accelerator position signal indicative of a position of an accelerator control with respect to an allowable range of positions;means for determining a powertrain torque limit value corresponding to an amount of powertrain torque at which slip of a driving wheel is expected to exceed a predetermined amount, the powertrain torque limit value being determined at least in part in dependence on the surface friction signal; andmeans for determining and outputting a powertrain torque demand signal corresponding to an instant amount of torque to be developed by a powertrain, the powertrain torque demand signal being determined in dependence at least in part on the accelerator position signal according to a predetermined relationship, the controller ...

Method for operating a motor vehicle, control device, and motor vehicle

A method for operating a motor vehicle, the motor vehicle has a control device and a drive train. The drive train includes as components a motor, a clutch, and at least one wheel. The motor is coupled to the at least one wheel via the clutch. The control device controls a rotational speed of the at least one wheel based on a rotational speed specification using a model mapping the drive train of the motor vehicle. A torque generated by the motor is influenced as the manipulated variable as a function of at least one state variable of the drive train determined on the basis of the model.

DRIVE CONTROL APPARATUS FOR DRIVE SYSTEM OF VEHICLE

A drive control apparatus is applied to a drive system that is mounted to a vehicle, drives wheels of the vehicle by a motor, and brakes the wheels by a brake apparatus. The drive control apparatus determines a road-surface state of a travel road of the vehicle. The drive control apparatus suppresses slipping of the vehicle by correcting a drive torque by correcting at least either of a motor torque and a brake torque. When determined that the drive torque is to be corrected, the drive control apparatus adjusts a correction amount of the drive torque by adjusting the motor torque with higher priority than the brake torque in response to be determined that the road-surface state is rough. 1. A drive control apparatus for a drive system that is mounted to a vehicle , drives wheels of the vehicle by a motor , and brakes the wheels by a brake apparatus , the drive control apparatus comprising:a road surface determining unit that determines a road-surface state of a travel road of the vehicle;a slip suppressing unit that suppresses slipping of the vehicle by correcting a drive torque that drives a drive shaft of the wheels by correcting at least either of a motor torque with which the motor drives the wheels and a brake torque with which the brake apparatus brakes the wheels; anda correction amount adjusting unit that adjusts, when the slip suppressing unit determines that the drive torque is to be corrected, a correction amount of the drive torque by adjusting the motor torque with higher priority than the brake torque in response to the road surface determining unit determining that the road-surface state is rough.2. The drive control apparatus according to claim 1 , wherein:the road surface determining unit calculates a degree of roughness of the road-surface state; andthe correction amount adjusting unit adjusts the correction amount of the drive torque based on the degree of roughness.3. The drive control apparatus according to claim 2 , wherein:the correction ...

Method And Apparatus For Road Surface Grip Level Differentiation

A system and method for estimating road grip conditions. More particular, the invention relates to a system and method for computationally estimating a road condition of a road location using tire-road grip data received from at least one or a plurality of vehicles and transmitting this road condition via a network such that users may anticipate upcoming road conditions. 1. A method comprising:receiving a first data from a first vehicle indicating a first tire-road grip level value and a first location;receiving a second data from a second vehicle indication a second grip value and the first location;determining a road condition in response to the first grip value and the second grip value; andtransmitting the road condition and the first location to a third vehicle.2. The method of further comprises receiving a third data indicating a vehicle configuration from the third vehicle and wherein the transmitting of the road condition includes control data wherein the control data is determined in response to the vehicle configuration and the road condition.3. The method of wherein the road condition is also determined in response to weather data indicating weather conditions at the first location.4. The method of further comprising transmitting a control signal to the third vehicle in response to the road condition.5. The method of wherein the transmitting is performed in response to a request from the third vehicle.6. The method of wherein the transmitting is performed in response to a navigation route of the third vehicle.7. A method comprising:determining a tire-road grip level value of a road surface;determining a first location of the road surface;transmitting a first data indicating the grip level value and the first location; andreceiving a second data indicating a road condition at a second location.8. The method of further comprising:generating a control signal to couple to a traction control system in response to the road condition.9. The method of further ...

ELECTRIC VEHICLE

An electric vehicle includes a vehicle controller. The vehicle controller is capable of switching a traveling mode of the electric vehicle between a first traveling mode and a second traveling mode that applies driving-force maps for enhancing a rough-road capability from a rough-road capability in the first traveling mode. The vehicle controller is capable of switching the traveling mode to the second traveling mode in forward traveling and in backward traveling and is configured to apply, to the backward traveling in the second traveling mode, a first driving-force map of the driving-force maps, the first driving-force map having gentler characteristics than a second driving-force map of the driving-force map applied to the forward traveling in the second traveling mode. 1. An electric vehicle comprising:a vehicle controller capable of switching a traveling mode of the electric vehicle between a first traveling mode and a second traveling mode that applies driving-force maps for enhancing a rough-road capability from a rough-road capability in the first traveling mode,wherein the vehicle controller is capable of switching the traveling mode to the second traveling mode in forward traveling and in backward traveling and is configured to apply, to the backward traveling in the second traveling mode, a first driving-force map of the driving-force maps, the first driving-force map having gentler characteristics than a second driving-force map of the driving-force maps, the second driving-force map being applied to the forward traveling in the second traveling mode.2. The electric vehicle according to claim 1 , further comprising:an engine configured to drive a driving wheel;a drive motor configured to drive the driving wheel; anda continuously variable transmission configured to transfer power generated by the drive motor to the driving wheel,wherein the second traveling mode allows outputting of power generated by the engine alone to the drive wheel or both the ...

VEHICLE CONTROL DEVICE

Appropriate vehicle stability control is enabled in a vehicle configured to carry out regeneration enhancement control. A predictive deceleration support control unit is configured to set a position at which the vehicle is predicted to finish deceleration as a target deceleration end position, and guide a driver to release an accelerator pedal so that the deceleration of the vehicle is finished at the target deceleration end position, to thereby carry out regeneration enhancement control under a state in which the accelerator pedal is released so as to generate a larger deceleration than in a normal state. The predictive deceleration support control unit is configured to read a vehicle stability control flag from a brake ECU and stop the regeneration enhancement control when the vehicle stability control is being carried out. 1. A vehicle control device , which is to be applied to a vehicle , a regenerative braking device configured to generate electric power by a wheel rotated by an external force and to recover the generated electric power to an in-vehicle battery, to thereby apply a regenerative braking force to the wheel; and', 'a friction braking device configured to apply a friction braking force to the wheel through a brake hydraulic pressure,, 'the vehicle comprising position setting means configured to set, when the vehicle is predicted to decelerate based on position information of the vehicle, a position at which the deceleration is predicted to be finished as a target deceleration end position;', 'regeneration enhancement control means configured to carry out regeneration enhancement control, which is control of using the regenerative braking device to decelerate the vehicle so that electric energy recovered to the in-vehicle battery when an accelerator pedal is released increases during deceleration of the vehicle to which the target deceleration end position is set as compared to deceleration of the vehicle to which the target deceleration end position ...

Vehicle dynamics control in electric drive vehicles

Embodiments of the invention are directed toward a geared traction drive system configured to drive a wheel of a vehicle, comprising: a driveshaft for transmitting power to the wheel; an electric drive motor for driving the driveshaft, the electric drive motor configured to receive signals from a vehicle dynamic control system to command a required speed; a gear reduction component for reducing the speed of the motor by a predetermined factor to a lower speed suitable for driving the wheel; and a drive electronics component that works with the electric drive motor to drive the wheel to the speed commanded by the vehicle dynamic control system.

A System and a Method for Controlling an Electric Vehicle

A system for controlling an electric vehicle is disclosed. The electric vehicle has a main power supply for propulsion of the vehicle and at least one brake power supply for at least one brake actuator. The system includes a propulsion control unit for controlling at least one propulsion actuator, and at least one brake control unit for controlling the at least one brake actuator. The propulsion control unit is further configured to control one or more propulsion actuators to perform a backup braking or a backup steering. 115.-. (canceled)16. A system for controlling an electric vehicle , the electric vehicle comprising a main power supply for propulsion of the vehicle and at least one brake power supply for at least one brake actuator , comprising:a propulsion control unit for controlling at least one propulsion actuator; andat least one brake control unit for controlling the at least one brake actuator,wherein the propulsion control unit is further configured to control one or more propulsion actuators to perform a backup braking or a backup steering of the electric vehicle.17. The system according to claim 16 , whereinthe propulsion control unit is configured to cause to dissipate or to recuperate brake energy released during the backup braking.18. The system according to claim 16 , further comprising:a communication line between the propulsion actuators and the at least one brake control unit, whereinthe at least one brake control unit is further configured to control propulsion of the vehicle via the communication line.19. The system according to claim 16 , further comprising:a control line between the propulsion control unit and the at least one brake control unit for exchanging commands or information about a failure of one component and/or providing a backup control.20. The system according to claim 16 , whereinone or both of the propulsion control unit or the at least one brake control unit are configured to control propulsion actuators individually on each ...

CONTROLLING THE AUTOMATIC STARTING OF A MOTOR VEHICLE UPHILL IN A MU SPLIT SITUATION

A method is described for controlling the automatic starting of a motor vehicle comprising an electronically controllable locking differential, uphill in a split mu situation. The method comprises the following steps: determining the positive gradient of the underlying surface; defining an initial locking torque on the basis of the determined positive gradient and on the basis of a component of the torque which the vehicle requires to travel uphill with only the first driven wheel powered; calculating the slip ratio SRfor the first driven wheel xx according to SR=(V−V)/Vif the reference velocity Vis between 0 and a critical velocity V, and according to SR=(V−V)/Vif the reference velocity Vis higher than the critical velocity V; and defining the locking torque of the electronically controllable locking differential on the basis of the slip ratio of the first driven wheel. 1. A method for controlling a vehicle comprising:while the vehicle is stationary, setting an initial locking torque of an electronic limited slip differential based on a road gradient; andafter vehicle movement is detected, setting the locking torque based on a slip ratio of a slowest driven wheel.2. The method of further comprising calculating the slip ratio SRfor the slowest driven wheel according to{'sub': xx', 'xx', 'Ref', 'Crit', 'Ref', 'Crit, 'SR=(V−V)/Vin response to a reference velocity Vbeing between 0 and a critical velocity V, and according to'}{'sub': xx', 'xx', 'Ref', 'Ref, 'SR=(V−V)/Vin response to the reference velocity being greater than the critical velocity.'}3. The method of wherein the initial locking torque is greater than a lower limiting value of torque capacity required for the vehicle to travel uphill at the road gradient with only one driven wheel being powered.4. The method of wherein the initial locking torque is less than an upper limiting value of torque capacity such that powertrain torque does not cause the slowest driven wheel to spin.5. The method of wherein:the ...

VEHICLE AND CONTROL METHOD THEREOF

A vehicle includes a differential gear that transmits rotation of a propeller shaft to an axle. A differential lock switches the differential gear between a locked state and an unlocked state. A clutch is provided in a power transmission path between a prime mover and wheels of the vehicle. A controller controls an engaging force of the clutch during a moving start of the vehicle in accordance with which of the locked state and the unlocked state is selected by the differential gear. 1. A vehicle comprising:a prime mover;a pair of right and left wheels;a transmission including at least a high gear and a low gear, and that transmits a driving force of the prime mover to the pair of right and left wheels;a clutch provided in a power transmission path between the prime mover and the pair of right and left wheels; anda controller configured or programmed to execute a moving start control to increase the driving force of the prime mover during a moving start of the vehicle to be greater than that in a normal mode in which the moving start control is not executed by controlling an engaging force of the clutch; whereinthe controller is configured or programmed to control the engaging force of the clutch during the moving start of the vehicle in accordance with which of the high gear and the low gear is selected in the transmission.2. The vehicle according to claim 1 , wherein claim 1 , when the low gear is selected claim 1 , the controller is configured or programmed to set the moving start control in a restricted state to prevent the moving start control or reduce the driving force of the prime mover during the moving start control.3. The vehicle according to claim 2 , wherein claim 2 , when it is not decided which of the high gear and the lower gear is selected in the transmission claim 2 , the controller is configured or programmed to set the moving start control in the restricted state.4. The vehicle according to claim 2 , further comprising:an operator that is able to ...

METHOD, APPARATUS, AND SYSTEM FOR DETECTING A SLIPPERY ROAD CONDITION BASED ON A FRICTION MEASUREMENT

An approach is provided for detecting a slippery road condition based on a friction measurement. The approach, for example, involves receiving a traction loss of a vehicle traveling on the road link. The traction loss is detected using a first sensor. The approach also involves receiving a coefficient of friction between the vehicle and a road surface of the road link. The coefficient of friction is measured using a second sensor. The approach further involves fusing the traction loss with the coefficient of friction to detect the slippery road condition on the road link. The approach further involves providing the detected slippery road condition as an output. 1. A method for detecting a slippery road condition on a road link comprising:receiving a traction loss of a vehicle traveling on the road link, the traction loss detected using a first sensor;receiving a coefficient of friction between the vehicle and a road surface of the road link, the coefficient of friction measured using a second sensor;fusing the traction loss with the coefficient of friction to detect the slippery road condition on the road link; andproviding the detected slippery road condition as an output.2. The method of claim 1 , wherein the coefficient of friction is measured as a continuous range of values.3. The method of claim 1 , wherein the traction loss is detected as a point-based traction loss event associated with a location of the traction loss.4. The method of claim 3 , further comprising:converting the point-based traction loss event to a line-based traction loss event by extending a forward line, a backward line, or a combination thereof from the location of the traction loss.5. The method of claim 4 , further comprising:matching the line-based traction loss event to a coefficient of friction line based on location, wherein the coefficient of friction line represents a line on the road link over which the coefficient of friction value is below a threshold value; andgenerating a line ...

ESTIMATING WHEEL SLIP OF A ROBOTIC CLEANING DEVICE

A robotic cleaning device having a propulsion system to move the robot over a surface to be cleaned, a controller to control the propulsion system to cause the robot to perform a rotating movement, and an inertial measurement unit configured to measure a change in heading of the robotic cleaning device caused by the rotating movement. The controller is further configured to acquire signals from an odometry encoder arranged on each drive wheel of the propulsion system for measuring the change in heading of the robotic cleaning device caused by the rotating movement, and to determine a relation between the change in heading measured using odometry and the change in heading measured using the angle-measuring device, wherein a difference in the two measured changes in heading indicates an estimate of wheel slip that occurs on said surface. 1. A method , performed by a robotic cleaning device , of determining a wheel slip characteristic of a surface over which the robotic cleaning device moves , the method comprising:controlling the robotic cleaning device to perform a rotating movement;measuring, using an angle-measuring device, a first measured change in heading of the robotic cleaning device caused by the rotating movement;measuring, using odometry, a second measured change in heading of the robotic cleaning device caused by the rotating movement;determining a relation between the first measured change in heading and the second measured change in heading; anddetermining an estimate of wheel slip that occurs on said surface based on a difference between the first measured change in heading and the second measured change in heading.2. The method of claim 1 , wherein the measuring of the first measured change in heading and the second measured change in heading of the robotic cleaning device caused by the rotating movement comprises measuring a first rotating angle using the angle-measuring device and measuring a second rotating angle using odometry caused by the ...

CONTROLLING A VEHICLE THAT IS SKIDDING

Coordinates of a point, representing a current pair of states of a vehicle, can be determined to be outside of a first curve. An interior of the first curve, representing a first region of operation of the vehicle, can be characterized by values of forces produced by tires being less than a saturation force. A distance between the point and a second curve can be determined. An interior of the second curve, representing a second region of operation of the vehicle, can be characterized by an ability of an operation of a control system to cause the vehicle to change from being operated in the current pair of states to being operated in the first region of operation. A manner in which the vehicle changes from being operated in the current pair of states to being operated in a different pair of states can be controlled based on the distance. 1. A system for controlling a vehicle , the system comprising:one or more processors disposed in the vehicle;a data store communicably coupled to the one or more processors and storing coordinates of a plane, the plane being defined by a first axis and a second axis, the first axis representing a first measurable state of the vehicle, the second axis representing a second measurable state of the vehicle; and a current position module including instructions that when executed by the one or more processors cause the one or more processors to determine coordinates of a point on the plane, the coordinates of the point representing a current pair of states of the vehicle;', 'a first closed curve comparison module including instructions that when executed by the one or more processors cause the one or more processors to determine that the point is outside of a first closed curve on the plane, coordinates inside of the first closed curve representing a first region of dynamic operation of the vehicle, the first region of dynamic operation being characterized by values of forces produced by rear tires of the vehicle being less than a tire ...

SYSTEMS AND METHODS FOR TRACTION DETECTION AND CONTROL IN A SELF-DRIVING VEHICLE

Methods and systems are provided for traction detection and control of a self-driving vehicle. The self-driving vehicle has drive motors that drive drive-wheels according to a drive-motor speed. Traction detection and control can be obtained by measuring the vehicle speed with a sensor such as a LiDAR or video camera, and measuring the wheel speed of the drive wheels with a sensor such as a rotary encoder. The difference between the measured vehicle speed and the measured wheel speeds can be used to determine if a loss of traction has occurred in any of the wheels. If a loss of traction is detected, then a recovery strategy can be selected from a list of recovery strategies in order to reduce the effects of the loss of traction. 118.-. (canceled)19. A vehicle comprising:at least one wheel for moving the vehicle;at least one drive motor for driving the at least one wheel; and control the at least one drive motor to move the vehicle along a path within an environment;', 'determine that, at a pre-determined time in the future, the vehicle is predicted to experience a condition associated with traction loss;', 'based on the condition identified, select a traction-control strategy to apply at the pre-determined time; and', 'at the pre-determined time, implement a corrective action associated with the selected strategy., 'a processor in communication with the at least one drive motor, the processor configured to20. The vehicle of claim 19 , wherein:the condition is associated with a location along the path; anddetermining that the vehicle is predicted to experience the condition comprises determining, that at the pre-determined time, the vehicle is expected to navigate through the location.21. The vehicle of claim 20 , wherein the vehicle further comprises at least one memory coupled to the processor claim 20 , the at least one memory storing a map of the environment claim 20 , the map including information about the location and the associated condition claim 20 , and ...

CONTROL APPARATUS

A control apparatus to be applied to a vehicle includes an acquiring unit and an estimator. The acquiring unit is configured to acquire wheel speeds of respective wheels of the vehicle and a steering angle of the vehicle. The estimator is configured to estimate vehicle speeds at respective positions of the respective wheels, on the basis of a minimum wheel speed among the wheel speeds of the respective wheels and the steering angle. 1. A control apparatus to be applied to a vehicle , the control apparatus comprising:an acquiring unit configured to acquire wheel speeds of respective wheels of the vehicle and a steering angle of the vehicle; andan estimator configured to estimate vehicle speeds at respective positions of the respective wheels, on a basis of a minimum wheel speed among the wheel speeds of the respective wheels and the steering angle.2. The control apparatus according to claim 1 , wherein the estimator is configured to estimate the vehicle speeds at the respective positions of the respective wheels claim 1 , on a basis of a relationship between the steering angle and a turning radius of the vehicle claim 1 , and on a basis of a relationship between the turning radius and distances from a turning center of the vehicle to the respective wheels.3. The control apparatus according to claim 1 , further comprising a processor configured to control a slip rate of each of the respective wheels claim 1 , on a basis of the vehicle speeds at the respective positions of the respective wheels estimated by the estimator.4. The control apparatus according to claim 2 , further comprising a processor configured to control a slip rate of each of the respective wheels claim 2 , on a basis of the vehicle speeds at the respective positions of the respective wheels estimated by the estimator.5. The control apparatus according to claim 3 , wherein the processor is configured to refrain from performing a control of the slip rate that is based on the vehicle speeds at the ...

VEHICLE SPEED CONTROL SYSTEM

A vehicle speed control system for a vehicle having a plurality of wheels, the vehicle speed control system comprising one or more electronic control units configured to carry out a method that includes applying torque to at least one of the plurality of wheels, detecting a slip event between any one or more of the wheels and the ground over which the vehicle is travelling when the vehicle is in motion and providing a slip detection output signal in the event thereof. The method carried out by the one or more electronic control units further includes receiving a user input of a target speed at which the vehicle is intended to travel and maintaining the vehicle at the target speed independently of the slip detection output signal by adjusting the amount of torque applied to the at least one of the plurality of wheels. 1. A vehicle speed control system for a vehicle having a plurality of wheels , the vehicle speed control system configured to automatically control the speed of the vehicle to a target speed and comprising one or more electronic control units arranged to:control the application of torque to at least one of the plurality of wheels;detect a slip event between any one or more of the wheels and the surface over which the vehicle is travelling when the vehicle is in motion and provide a slip detection output signal in the event thereof;receive a user input of a target set-speed at which the vehicle is intended to travel; andcontrol the application of torque to the at least one of the plurality of wheels for maintaining the vehicle at the target speed independently of the slip detection output signal by requesting the application of increased net torque to the at least one of the plurality of wheels when the vehicle speed needs to be increased to maintain the vehicle at the target speed wherein the magnitude of the requested increased net torque is reduced when an identified external force acts on the vehicle in a direction so as to cause positive ...

METHOD FOR CONTROLLING GEAR SHIFTING OF A WORKING MACHINE

A method for controlling gear shifting of a working machine includes determining a representation of a first total tractive force of the working machine for the entire set of drive units; initiating a procedure for redistributing the tractive force while maintaining the first total tractive force, including decreasing, at least partly towards a level suitable for shifting gear, the torque and tractive force of at least the first drive unit down, and increasing, in a compensational manner, the torque and tractive force of at least one of the other drive units not subject to gear shifting; monitoring, during the redistribution procedure, a representation of a second total tractive force of the working machine for the other drive units not subject to gear shifting, and, provided that the second total tractive force exceeds a threshold limit that forms a function of the first total tractive force: decreasing the torque and tractive force of at least the first drive unit down to the level suitable for shifting gear and performing gear shifting for at least the first drive unit. 1. Method for controlling gear shifting of a working machine , wherein the working machine is provided with a set of drive units , each drive unit comprising at least one drive wheel and a drive motor capable of applying a torque to the drive wheel that results in a traction force of the drive wheel , and wherein at least a first drive unit comprises a gearbox providing at least two forward gears for the at least one drive wheel , the method comprising:determining a representation of a first total tractive force of the working machine for the entire set of drive units,initiating a procedure for redistributing the tractive force while maintaining the first total tractive force, comprisingdecreasing, at least partly down towards a level suitable for shifting gear, the torque and tractive force of at least the first drive unit, andincreasing, in a compensational manner, the torque and tractive force ...

METHOD FOR TRACTION-RELATED SPEED CONTROL OF A WORKING MACHINE

A method (A) for the traction-related control of a drive-train of a working machine () having a drive unit (), a transmission (), a control unit () and first and second vehicle axles () each supporting wheels (). At least one of the vehicle axles () being driven, and following the entry of a drive requirement relating to a driving speed, wheel slip is iteratively reduced by adapting a rotational speed of the wheels () of the driven vehicle axle ().

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.

TRACTION CONTROL BASED ON FRICTION COEFFICIENT ESTIMATION

Method and apparatus are disclosed for traction control based on friction coefficient estimation. An example vehicle includes a plurality of sensors to measure qualities of a surface of a road and an anti-lock brake system module. The anti-lock brake system module (a) estimates confidence values for different road surface types based on the qualities of the surface of the road, (b) estimates a coefficient of friction between the road and tires of the vehicle based on the confidence values, and (c) adapt a traction control system by altering a target slip based on the coefficient of friction. 1. A vehicle comprising:a plurality of sensors to measure qualities of a road surface; estimate confidence values for different road surface types based on the qualities of the road surface;', 'estimate a coefficient of friction between the road surface and tires of the vehicle based on the confidence values; and', 'control wheels of the vehicle by altering a target slip based on the coefficient of friction., 'a anti-lock brake system module to2. The vehicle of claim 1 , wherein each of the confidence values is representative of a likelihood that the road surface corresponds with a particular one of the different road surface types.3. The vehicle of claim 1 , wherein the plurality of sensors includes a camera.4. The vehicle of claim 3 , wherein to estimate the confidence values for the different road surface types claim 3 , the anti-lock brake system module is to:capture images of the road surface ahead of the vehicle; andcompare the images to reference images of the different road surface types.5. The vehicle of claim 3 , wherein to estimate the confidence values for the different road surface types claim 3 , the anti-lock brake system module is to:capture a series of images of the road surface ahead of the vehicle; andanalyze luminosity values and changes of the luminosity values within the series of images to determine the confidence values for the different road surface ...

SYSTEM AND METHOD FOR CHANGING GEAR RANGES OF A FOUR WHEEL DRIVE VEHICLE

Methods and system are described for changing a driveline gear range from a higher gear range to a lower gear range. The driveline may include two electric machines and four clutches in a four wheel drive configuration. The methods and systems permit a driveline to change from a higher gear range to a lower gear range without stopping a vehicle. 1. A method for operating a vehicle , comprising:decreasing output of a first electric machine coupled to a first axle and increasing output of a second electric machine coupled to a second axle in response to a request to disengage a higher gear in the first axle and engage a lower gear in the first axle.2. The method of claim 1 , further comprising opening a first clutch coupled to higher gear in response to the request to disengage the higher gear in the first axle.3. The method of claim 2 , further comprising closing a second clutch coupled to the lower gear in response to the request to disengage the higher gear in the first axle claim 2 , the second clutch included in the first axle.4. The method of claim 3 , where the first axle is a front axle and where the second axle is a rear axle.5. The method of claim 3 , where the first axle is a rear axle and where the second axle is a front axle.6. The method of claim 3 , further comprising adjusting output of the first electric machine to reduce slip of the second clutch after opening the first clutch.7. The method of claim 6 , where adjusting the output of the first electric machine includes increasing torque output of the electric machine when the first clutch and the second clutch are fully open.8. A method for operating a vehicle claim 6 , comprising:decreasing output of a first electric machine coupled to a first axle and increasing output of a second electric machine coupled to a second axle in response to a request to switch a driveline from a higher gear range to a lower gear range; anddecreasing output of the second electric machine and increasing output of a first ...

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 ...

VEHICLE TRAVELING CONTROLLER

Disclosed is a vehicle traveling controller that performs emergency evacuation traveling in the case of an emergency for proper traveling control. The vehicle traveling controller determines whether the vehicle traveling in accordance with a normal traveling rule is not dangerous and becomes proper traveling or not on the basis of environmental information around a vehicle (S), when it is determined that the vehicle traveling in accordance with the normal traveling rule becomes proper traveling, executes normal traveling control for instructing the vehicle to travel in accordance with the normal traveling rule (S), and when vehicle traveling in accordance with the normal traveling rule does not become proper traveling, executes emergency evacuation traveling control for instructing the vehicle to perform emergency evacuation traveling which is not in accordance with the normal traveling rule (S). Therefore, emergency evacuation traveling with high safety can be performed, as compared with vehicle traveling in accordance with the normal traveling rule, so the safety of vehicle traveling can be improved. 1. A vehicle traveling apparatus comprising:an electronic control unit configured to:instruct a vehicle to travel at a speed equal to or higher than a predetermined minimum speed based on a traffic rule;determine whether a vehicle traveling of the speed equal to or higher than the predetermined minimum speed is properly traveling or not based on a degree of danger in the vehicle traveling;instruct the vehicle to travel at the speed equal to or higher than the predetermined minimum speed when it is determined that the vehicle traveling of the speed equal to or higher than the predetermined minimum speed is properly traveling; andinstruct the vehicle to decelerate to less than the predetermined minimum speed or stop when it is determined that the vehicle traveling of the speed equal to or higher than the predetermined minimum speed is not properly traveling.2. The ...

QUICK MINI-SPARE DETECTION

A vehicle stability control system operates by detecting a wheel speed potentially indicative of the presence of a mini-spare wheel at a wheel location of a vehicle with a wheel speed sensor and determines that a mini-spare tire is present responsive to the wheel speed remaining within a predefined band for predefined time. A threshold value that triggers action by a vehicle stability control system is adjusted to provide the mini-spare wheel with a value different than a wheel speed threshold value indicative of wheel slipping for a standard wheel. 1. A method of operating a vehicle control system comprising:detecting a wheel speed potentially indicative of the presence of a mini-spare wheel at a wheel location of a vehicle with a wheel speed sensor;determining that a mini-spare tire is present responsive to the wheel speed remaining within a predefined band for predefined time, wherein the predefined band is a wheel speed greater than a wheel speed for a standard wheel installed within the vehicle; andadjusting a wheel speed threshold value utilized to identify a wheel slipping for the wheel location determined to include the mini-spare wheel to a value different than an original wheel speed threshold value indicative of wheel slipping for a standard wheel.2. The method as recited in claim 1 , wherein adjusting the threshold value includes increasing the threshold value in response to the detection of the wheel speed indicative of the presence of a mini-spare wheel.3. The method as recited in claim 2 , including compensating for the increased wheel velocity of the mini-spare wheel and returning the threshold value to the original threshold value4. The method as recited in claim 1 , wherein determining that a mini-spare wheel is present comprises monitoring a curve corrected wheel velocity for each wheel of the vehicle.5. The method as recited in claim 4 , wherein detecting a wheel speed potentially indicative of a mini-spare wheel comprises detecting that one of ...

VEHICLE POWER CONTROL SYSTEM AND VEHICLE POWER CONTROL METHOD

A vehicle power control system includes a driving force control unit configured to limit a driving force during acceleration of a vehicle when the vehicle is in a predetermined power control driving state. The driving force control unit includes a notification unit configured to tactilely notify a driver via a throttle manipulator that a driving force limit state occurs during the acceleration of the vehicle. 1. A vehicle power control system comprising a driving force control unit configured to limit a driving force during acceleration of a vehicle when the vehicle is in a predetermined power control driving state , whereinthe driving force control unit includes a notification unit configured to tactilely notify a driver via a throttle manipulator that a driving force limit state occurs during the acceleration of the vehicle.2. The vehicle power control system according to claim 1 , wherein:the notification unit includes an actuator installed on the throttle manipulator; andwhen the driving force limit state occurs during the acceleration of the vehicle, the actuator applies a resistive force to the throttle manipulator to resist further operation in a throttle opening direction.3. The vehicle power control system according to claim 1 , wherein:the driving force control unit includes a traction control system configured to limit the driving force during the acceleration of the vehicle when a driving wheel of the vehicle is in a required slip state; andthe traction control system actuates the notification unit at a time of traction control actuation and an actuation force of the notification unit is transmitted tactilely to the driver via the throttle manipulator.4. The vehicle power control system according to claim 3 , wherein:the traction control system is provided in an engine control unit (ECU) configured to accept input sensing information from sensors of the vehicle and control engine power of the vehicle; andat the time of traction control actuation, the ...

Apparatus and method for controlling vehicle

An apparatus for controlling a vehicle includes a vehicle additional yaw moment calculator that calculates, based on a yaw rate of a vehicle, a vehicle additional yaw moment to be applied to the vehicle independently of a steering system, a slipping condition determiner that makes a determination as to a slipping condition of the vehicle, and an adjustment gain calculator that calculates an adjustment gain to adjust the vehicle additional yaw moment so as to reduce the vehicle additional yaw moment additional yaw moment when the vehicle is determined to be in the slipping condition, and increases the adjustment gain in accordance with a degree of a slip of the vehicle when the vehicle is determined to recover from the slipping condition.

CONTROL SYSTEM AND METHOD

Embodiments of the present invention provide a system comprising: a first controller configured in each of a predetermined plurality of states to generate a torque request signal in order to cause a vehicle to operate in accordance with a target speed value, the system being configured, when the first controller is one of said plurality of states to generate a gear shift limit signal to cause a change in an engine speed at which a transmission controller is permitted to cause a gear downshift, the gear shift limit signal being generated in dependence on at least one traction indicator signal indicative of an amount of estimated traction between the vehicle and a driving surface. 1. A system comprising:a first controller configured in each of a predetermined plurality of states to generate a torque request signal in order to cause a vehicle to operate in accordance with a target speed value,the system being configured, when the first controller is one of said plurality of states to generate a gear shift limit signal to cause a change in an engine speed at which a transmission controller is permitted to cause a gear downshift, the gear shift limit signal being generated in dependence on at least one traction indicator signal indicative of an amount of estimated traction between the vehicle and a driving surface, wherein the gear shift limit signal is further configured to suspend a gear downshift if the estimated traction between the vehicle and a driving surface is below a first threshold.2. (canceled)3. A system according to wherein suspending a gear downshift comprises reducing the engine speed at which a transmission controller is permitted to cause a gear downshift to substantially zero claim 1 , whilst the vehicle is in motion.4. A system according to wherein the gear shift limit signal is configured to reduce the engine speed at which a transmission controller causes a downshift.5. A system according to wherein the gear shift limit signal is configured to ...

MOTOR VEHICLE CONTROLLER AND METHOD

A motor vehicle controller configured to: receive a drive demand signal indicating an amount of net drive to be applied to one or more driving wheels of a vehicle, estimate a value of a parameter indicative of a surface coefficient of friction between one or more driving wheels and a driving surface, and apply a net torque to one or more wheels of a vehicle. The amount of net torque applied is determined in dependence at least in part on the received drive demand signal. The controller is configured to increase an amount of net torque applied to one or more driving wheels independently of the drive demand signal and to update an estimate of the parameter in dependence on a change in speed of the at least one driving wheel when the amount of net torque applied to the at least one driving wheel is increased. 1. A motor vehicle controller comprising:means for receiving a drive demand signal indicative of an amount of net drive to be applied to one or more driving wheels of a vehicle;means for estimating a value of a parameter indicative of a surface coefficient of friction between one or more driving wheels and a driving surface, surface friction; andmeans for applying a net torque to one or more wheels of a vehicle, an amount of net torque applied being determined in dependence at least in part on the received drive demand signal,the controller being configured automatically to increase momentarily an amount of net torque applied to one or more driving wheels independently of the drive demand signal and to update an estimate of parameter surface friction in dependence at least in part on a change in speed of said at least one driving wheel when the amount of net torque applied to said at least one driving wheel is increased.2. A controller according to wherein the means for applying a net torque to one or more wheels of a vehicle comprises means for causing application of positive drive torque and negative brake torque to each of one or more driving wheels ...

HYBRID VEHICLE AND METHOD FOR CONTROLLING HYBRID VEHICLE

In a hybrid vehicle including an engine, a first motor, a differential unit, a second motor, a driving force split device, and a controller, the controller is configured to control the engine, the first motor, and the second motor such that the hybrid vehicle travels with the engine rotating within a range of an allowable maximum rotational speed for control or less. In this case, the controller is configured to set the allowable maximum rotational speed such that the allowable maximum rotational speed is higher when a main-side ratio is lower than when the main-side ratio is higher. The main-side ratio is a ratio of a driving force that is transmitted to main drive wheels to the total driving force that is transmitted from a drive shaft to the main drive wheels and sub drive wheels via the driving force split device. 1. A hybrid vehicle , comprising:an engine;a first motor;a differential unit including three rotary elements connected to a drive shaft, the engine, and the first motor;a second motor configured to output a driving force to the drive shaft;a driving force split device configured to transmit the driving force from the drive shaft to a main drive wheel and a sub drive wheel and to adjust a main-side ratio, the main-side ratio being a ratio of the driving force that is transmitted to the main drive wheel to a total driving force that is transmitted from the drive shaft to the main drive wheel and the sub drive wheel via the driving force split device; anda controller configured to control the engine, the first motor, and the second motor such that the hybrid vehicle travels with the engine rotating within a range of an allowable maximum rotational speed for control or less,wherein the controller is configured to set the allowable maximum rotational speed such that the allowable maximum rotational speed is higher when the main-side ratio is lower than when the main-side ratio is higher.2. The hybrid vehicle according to claim 1 , wherein the controller is ...

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 ...

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 , ...

METHOD AND DEVICE FOR INFORMING THE DRIVER OF A MOTOR VEHICLE EQUIPPED WITH A WHEEL SLIP CONTROL SYSTEM

A method for informing the driver of a motor vehicle equipped with a wheel slip control system about the instantaneous existence of an intervention or an imminent intervention of the wheel slip control system. The driver is informed via an activation of an information provider of a driving safety system or driving comfort system independent of the wheel slip control system. 1. A method for informing a driver of a vehicle equipped with a wheel slip control system about an instantaneous existence of an intervention or an imminent intervention of the wheel slip control system , comprising:informing the driver via an activation of an information provider of a driving safety system or vehicle comfort system independent of the wheel slip control system.2. The method as recited in claim 1 , wherein the wheel slip control system is a brake slip control system.3. The method as recited in claim 2 , wherein the wheel slip control system is an antilock braking system or a vehicle dynamics control system.4. The method as recited in claim 1 , wherein the driving safety system is an electrically assisted steering system or a lane keeping assist system claim 1 , and wherein the driver is informed a vibration of a steering wheel.5. The method as recited in claim 1 , wherein the vehicle comfort system is an audio system claim 1 , and wherein a driver information is acoustic information.6. The method as recited in claim 1 , wherein the vehicle comfort system is a massage seat claim 1 , and wherein the driver is informed by haptic feedback by the massage seat.7. The method as recited in claim 2 , wherein the activation of the information provider in case of the instantaneous existence of the intervention of the antilock braking system may be deactivated on the part of the driver or on the part of a repair shop.8. A device for informing a driver of a vehicle equipped with a wheel slip control system about an instantaneous existence of an intervention or an imminent intervention of the ...

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 ...

SYSTEM AND METHOD OF REACTING TO WHEEL SLIP IN A TRACTION VEHICLE

A vehicle fraction control system for a vehicle includes a prime mover, at least one wheel for providing tractive effort on a support surface, and a ground-engaging implement moveable relative to the support surface. The traction control system also includes a controller operable to monitor wheel slip of the at least one wheel. The controller is operable to move the ground-engaging implement at a rate proportional to an amount of wheel slip. 1. A vehicle traction control system for a vehicle having a prime mover , at least one wheel for providing tractive effort on a support surface , and a ground-engaging implement moveable relative to the support surface , the traction control system comprising:a controller operable to monitor wheel slip of the at least one wheel, wherein the controller is operable to move the ground-engaging implement at a rate proportional to an amount of wheel slip.2. The vehicle traction control system of claim 1 , wherein as the wheel slip increases claim 1 , the rate of movement of the ground-engaging implement increases.3. The vehicle traction control system of claim 1 , further comprising a wheel slip threshold claim 1 , wherein the controller is operable to move the ground-engaging implement away from the support surface when the wheel slip is above the wheel slip threshold.4. The vehicle traction control system of claim 3 , wherein the controller is operable to move the ground-engaging implement towards the support surface when the wheel slip is below the wheel slip threshold.5. The vehicle traction control system of claim 4 , wherein the ground-engaging implement moves at a determined rate towards the support surface.6. The vehicle traction control system of claim 1 , further comprising a user actuated control configured to manually move the ground-engaging implement at a plurality of rates.7. The vehicle traction control system of claim 6 , wherein when the user actuated control moves the ground-engaging implement claim 6 , the ...

SYSTEM AND METHOD OF DETECTING LOAD FORCES ON A TRACTION VEHICLE TO PREDICT WHEEL SLIP

A method of minimizing the occurrence of wheel slip in a traction vehicle includes a drivetrain, at least one wheel for providing tractive effort on a support surface, and a ground-engaging implement moveable relative to the support surface. The method includes estimating a first force acting against the ground-engaging implement, estimating a second force provided by the at least one wheel operable to move the vehicle on the support surface, and controlling the ground-engaging implement based on a difference between the first force and the second force. 1. A method of minimizing the occurrence of wheel slip in a traction vehicle having a drivetrain , at least one wheel for providing tractive effort on a support surface , and a ground-engaging implement moveable relative to the support surface , the method comprising:estimating a first force acting against the ground-engaging implement;estimating a second force provided by the at least one wheel operable to move the vehicle on the support surface; andcontrolling the ground-engaging implement based on a difference between the first force and the second force.2. The method of claim 1 , wherein controlling the ground-engaging implement includes moving the ground-engaging implement relative to the support surface.3. The method of claim 1 , wherein estimating the first force includes measuring a hydraulic pressure within an actuator operatively coupled to the ground-engaging implement.4. The method of claim 1 , further comprising determining a threshold force from the second force based at least in part upon a tractive condition of the support surface.5. The method of claim 4 , further comprising comparing the first force with the threshold force claim 4 , and wherein controlling the ground-engaging implement based on a difference between the first force and the second force includes controlling the ground-engaging implement based on a difference between the first force and the threshold force.6. The method of claim 5 , ...

SYSTEM AND METHOD OF REGULATING WHEEL SLIP IN A TRACTION VEHICLE

A vehicle traction control system for a vehicle, in which the vehicle has a prime mover, at least one wheel for providing tractive effort on a support surface, and a transmission having an input side operably coupled to the prime mover and an output side operably coupled to the at least one wheel, and in which the transmission has a controllable clutch pressure between the input side and the output side, includes a controller operable to monitor wheel slip of the at least one wheel. When wheel slip is detected the controller is operable to control the clutch pressure for modulating an output torque of the transmission for reducing the wheel slip. The clutch pressure can be controlled as a function of clutch slip. 1. A vehicle traction control system for a vehicle having a prime mover , at least one wheel for providing tractive effort on a support surface , and a transmission having an input side operably coupled to the prime mover and an output side operably coupled to the at least one wheel , the transmission having a controllable clutch pressure between the input side and the output side , the traction control system comprising:a controller operable to monitor wheel slip of the at least one wheel, wherein when wheel slip is detected the controller is operable to control the clutch pressure for modulating an output torque of the transmission for reducing the wheel slip.2. The vehicle traction control system of claim 1 , wherein the controller is operable to control the clutch pressure by alternating the clutch pressure between higher and lower amplitudes repeatedly.3. The vehicle traction control system of claim 1 , wherein the controller is operable to lower the clutch pressure for modulating the output torque of the transmission.4. The vehicle traction control system of claim 1 , wherein the controller is operable to monitor clutch slip and control the clutch pressure as a function of the clutch slip.5. The vehicle traction control system of claim 1 , wherein the ...

SYSTEM AND METHOD OF REACTING TO WHEEL SLIP IN A TRACTION VEHICLE

A vehicle fraction control system for a vehicle having a prime mover, at least one wheel for providing tractive effort on a support surface and being capable of slipping, and a transmission having an input side operably coupled to the prime mover and an output side operably coupled to the at least one wheel. The traction control system includes a controller operable to react to wheel slip by automatically activating a plurality of reactions for reducing wheel slip, wherein the plurality of reactions are tiered such that the controller activates each reaction sequentially in a predetermined order. 1. A vehicle traction control system for a vehicle having a prime mover , at least one wheel for providing tractive effort on a support surface and being capable of slipping , and a transmission having an input side operably coupled to the prime mover and an output side operably coupled to the at least one wheel , the fraction control system comprising:a controller operable to react to wheel slip by automatically activating a plurality of reactions for reducing wheel slip, wherein the plurality of reactions are tiered such that the controller activates each reaction sequentially in a predetermined order.2. The vehicle traction control system of claim 1 , wherein the predetermined order is preprogrammed into the controller.3. The vehicle traction control system of claim 1 , wherein the predetermined order is user-selectable.4. The vehicle traction control system of claim 1 , wherein each of the plurality of reactions is activated when wheel slip reaches a corresponding reaction threshold claim 1 , wherein the corresponding reaction thresholds are tiered to define the predetermined order of reaction activation.5. The vehicle traction control system of claim 1 , wherein the controller deactivates each reaction in a predetermined deactivation order.6. The vehicle traction control system of claim 1 , wherein the plurality of reactions include modulating at least one or more of ...

METHOD AND SYSTEM FOR VEHICLE ESC SYSTEM USING MAP DATA

An Electronic Stability Control (ESC) system for a vehicle is disclosed. An electronic control unit (ECU) is programmed to reduce vehicle lateral skidding by reducing differences between an intended vehicle direction and/or yaw rate and an actual vehicle direction and/or yaw rate by applying modifications to operation of the vehicle brakes and/or throttle. The ESC system receives inputs from wheel speed sensors, a steering wheel position sensor, a yaw rate sensor and a lateral acceleration sensor. The ESC system also receives input that indicates at least a property of the road upon which the vehicle is located, wherein the road upon which the vehicle is located is determined from a positioning system that uses a map database and the property is determined from the map database. The ESC system incorporates the road property information in determining when and/or how to modify operation of the vehicle to reduce vehicle skidding. 1. A system , comprising:an electronic control unit comprising a processor operable to execute programming functions stored in a memory coupled therewith, wherein said electronic control unit is operably coupled to at least one sensor operative to sense at least one aspect of operation of a vehicle and generate a signal indicative thereof, and further wherein said electronic control unit is operably coupled to a positioning system to receive information indicating the position and/or direction of the vehicle on a road and a property of a portion of the road upon which the vehicle is located that is ahead of the position of the vehicle; anda computer program stored in the memory and executable by the processor to cause the processor to receive the signal from the at least one sensor and the information from the positioning system that indicates the property of the portion of the road upon which the vehicle is located that is ahead of the position of the vehicle, the processor configured to determine how the vehicle is actually being operated ...

REAL TIME KINEMATICS POWER EQUIPMENT DEVICE WITH AUTO-STEERING

An automated steering device is provided usable in conjunction with power equipment machines. By way of example, the automated steering device can provide user-assisted steering for a power equipment machine to maintain tight parallel paths. The user-assisted steering can be defined relative to an initial vector traversed through user directed operation of the power equipment machine, independent of or at least in part independent of a predefined area of operation for the power equipment machine. Position location data refined by local terrestrial positioning system correction devices, or onboard rotational correction devices can be provided to obtain high positioning accuracy, and minimal path deviation. As a result, highly accurate pathing can be provided by way of the disclosed automated steering devices. 1. An automated steering apparatus for a power equipment device , comprising: a positioning device configured to wirelessly receive satellite-based location data of the power equipment device and to receive local positioning correction data from a terrestrial transmitter, the positioning device comprising a processing module to compute corrected location data of the power equipment device by adjusting the satellite-based location data according to the local positioning correction data;', 'a direction module configured to utilize the corrected location data calculated by the positioning device and second corrected location data, calculated by the positioning device from second satellite-based location data and from second local positioning correction data at a different time from the corrected location data, to identify a contemporaneous direction of motion of the power equipment device; and', 'a direction control module configured to compare the contemporaneous direction of motion to a target direction of motion and generate steering adjustment data configured to direct the power equipment device toward a target path of motion;, 'an auto steering and location ...

VEHICLE TRACTION CONTROL METHOD, SYSTEM, CONTROLLER AND VEHICLE WITH SUCH A SYSTEM

A vehicle control strategy provides for automatically controlled movement from rest with deliberate wheel slip to maximize thrust. Different wheel slip conditions are provided for different terrain types. Wheel slip may be progressively reduced as the vehicle reaches a steady state speed. The strategy may also be implemented to maintain vehicle progress on low friction surfaces. The vehicle driver may be commanded to vary a control input, such as accelerator pedal position. 1. A method of setting a vehicle in motion and/or maintaining motion of said vehicle , said method comprising:automatically attempting to maintain slip of one or more vehicle tires on the ground surface at a value that is in the range from a first value to a second value greater than the first.2. (canceled)3. A method according to comprising attempting to maintain slip substantially at a selected value in the range from the first value to the second value.4. A method according to comprising permitting a variation in the value of slip provided it remains at a value that is within the range from the first value to the second value.58-. (canceled)9. A method according to claim 1 , wherein the first value is substantially 5% and the second value is substantially 20%.10. A method according to claim 1 , and including one or more of the steps of: maintaining driving wheels of the same axle at a speed differential of less than 10% and maintaining all driving wheels of vehicle at a speed differential of less than 10%.1112-. (canceled)13. A method according to claim 1 , and including the step of automatically progressively reducing the percentage slip of tires with respect to the ground surface as vehicle and engine speeds become compatible.14. (canceled)15. A method according to claim 1 , wherein said method is ceased when actual vehicle speed is greater than 90% of a theoretical vehicle speed at the instant engine speed.16. A method according to claim 1 , and including the step of determining a maximum ...

VEHICLE CONTROL SYSTEM AND METHOD FOR SWITCHING BETWEEN POWERTRAIN CONTROL FUNCTIONS

A system and method for use with a vehicle to provide a vehicle launch assist (VLA) function that reduces wheel slip at lower speeds and to provide a fraction control (TC) function that reduces wheel slip at higher speeds. Each function affects operation of one or more vehicle subsystems that control at least one powertrain parameter. The VLA and TC functions operate in response to a driver accelerator request to generate a drive signal that controls torque delivered to at least one driven vehicle wheel. The VLA function generates the drive signal at a first value that limits the torque to below a requested torque value representing the driver accelerator request. The TC function generates the drive signal at a second value that limits the torque to below the requested torque value. And the control system outputs a powertrain drive signal based on the lesser of first and second values. 1. A vehicle control system for a motor driven vehicle , the system being operable to carry out a vehicle launch assist (VLA) function for reducing wheel slip at lower speeds and a traction control (TC) function for reducing wheel slip at higher speeds , each of the functions affecting operation of one or more vehicle subsystems that control at least one powertrain parameter , the VLA and TC functions operating in response to a driver accelerator request to generate a drive signal that controls torque delivered to at least one driven wheel of the vehicle , wherein the VLA function uses the driver accelerator request to generate the drive signal at a first value that limits the torque to below a requested torque value representing the driver accelerator request , wherein the TC function uses the driver accelerator request to generate the drive signal at a second value that limits the torque to below the requested torque value , and wherein the control system outputs a powertrain drive signal based on the lesser of first and second values.2. A vehicle control system as defined in claim ...

VEHICLE AUTOMATIC DRIVING CONTROL APPARATUS

A vehicle automatic driving control apparatus executes an automatic traveling control by performing setting on preset automatic-driving-required drive torque as target torque, and includes a traction-control-required drive torque setting unit that sets, when a preset operating condition of a traction control is satisfied, traction-control-required drive torque as the target torque to decrease drive torque and thereby suppress a drive wheel slip, an automatic-driving-required drive torque decreasing unit that gradually decreases, based on a preset amount, the automatic-driving-required drive torque when the traction control is operated, a torque comparing unit that compares the traction-control-required drive torque with the decreased automatic-driving-required drive torque, and an automatic-driving-required drive torque setting unit that completes the traction control and performs the setting again on the decreased automatic-driving-required drive torque as the automatic-driving-required drive torque for the automatic driving control, when the traction-control-required drive torque is determined as exceeding the decreased automatic-driving-required drive torque. 1. A vehicle automatic driving control apparatus that obtains traveling environment information and traveling information of an own vehicle , and executes an automatic traveling control by performing setting on preset automatic-driving-required drive torque as target torque , the automatic-driving-required drive torque being drive torque required for automatic driving , the vehicle automatic driving control apparatus comprising:a traction-control-required drive torque setting unit that sets, when a preset operating condition of a traction control is satisfied, traction-control-required drive torque as the target torque to decrease drive torque of the own vehicle and thereby suppress a slip of a drive wheel of the own vehicle, the traction-control-required drive torque being drive torque required for the ...

VEHICLE CONTROL APPARATUS AND METHOD

Vehicle control apparatus and method are disclosed. A method for controlling a vehicle control apparatus includes: measuring a vehicle speed to measure a first vehicle speed and a second vehicle speed of a vehicle, calculating an error rate to calculate an error rate of a vehicle speed using the first vehicle speed and the second vehicle speed measured in the measuring of the vehicle speed, and correcting a vehicle speed to correct a speed of the vehicle by calculating a third vehicle speed of the vehicle based on the error rate calculated in the calculating of the error rate. 1. A vehicle control method comprising:measuring a vehicle speed to measure a first vehicle speed and a second vehicle speed of a vehicle;calculating an error rate to calculate an error rate of a vehicle speed using the first vehicle speed and the second vehicle speed measured in the measuring of the vehicle speed; andcorrecting a vehicle speed to correct a speed of the vehicle by calculating a third vehicle speed of the vehicle based on the error rate calculated in the calculating of the error rate.2. The vehicle control method of claim 1 , further comprising determining a wheel abnormality to determine a wheel abnormality of the vehicle by comparing the third vehicle speed calculated in the correcting of the vehicle speed with the first vehicle speed.3. The vehicle control method of claim 1 , wherein the first vehicle speed is a speed of the vehicle measured by a wheel speed sensor claim 1 , and the second vehicle speed is a relative speed of an image captured by a camera with respect to the vehicle.4. The vehicle control method of claim 1 , wherein the error rate is proportional to the sum of the first vehicle speed and the second vehicle speed and is inversely proportional to the first vehicle speed.5. The vehicle control method of claim 1 , wherein the third vehicle speed is proportional to the first vehicle speed and a difference between a reference value and the error rate.6. The ...

Control Apparatus for Electric Vehicle, Control System for Electric Vehicle, and Control Method for Electric Vehicle

Provided is control apparatus for an electric vehicle, which is capable of suppressing simultaneous slip of front and rear wheels. The control apparatus for an electric vehicle controls a front electric motor and a rear electric motor so that a difference between a torque command value of the front electric motor and a torque command value of the rear electric motor is larger than a predetermined value. 1. A control apparatus for an electric vehicle including a front electric motor which outputs torque to front wheels of a vehicle and a rear electric motor which outputs torque to rear wheels of the vehicle , the control apparatus comprising:a torque command portion configured to output torque command values to the front electric motor and the rear electric motor; anda control portion configured to control the front electric motor and the rear electric motor so that a difference between the torque command value of the front electric motor and the torque command value of the rear electric motor is larger than a predetermined value while the torque command values changes.2. The control apparatus for an electric vehicle according to claim 1 ,wherein the control portion increases the difference as a longitudinal gradient of a road surface increases.3. The control apparatus for an electric vehicle according to claim 1 , further comprising:a calculation portion configured to calculate reference torque command values based on a preset reference torque distribution ratio of the front electric motor and the rear electric motor,wherein the control portion gradually restores the torque command values to the reference torque command values after a change amount of the torque command values becomes smaller than a predetermined value.4. The control apparatus for an electric vehicle according to claim 1 , further comprisinga calculation portion configured to calculate reference torque command values based on a preset reference torque distribution ratio of the front electric motor ...

SYSTEM AND METHOD FOR COORDINATING INDEPENDENT AXLES FOR CONTINUOUS WHEEL SLIP CONTROL

Methods and system are described for controlling wheel slip of a four wheel drive vehicle. The methods and system may be applied to an electric vehicle or a hybrid vehicle. The method and system provide for operating vehicle propulsion sources in speed and torque control modes to manage wheel slip. 1. A method for operating a vehicle , comprising:operating an electric machine of a first axle in a torque control mode via a controller; andexiting the torque control mode and entering the electric machine of the first axle in to a speed control mode via the controller in response to an indication of a wheel of the first axle slipping.2. The method of claim 1 , further comprising adjusting torque of the electric machine of the first axle in response to a driver demand torque in absence of the indication of the wheel of the first axle slipping.3. The method of claim 1 , where operating in the speed control mode includes adjusting torque of the electric machine of the first axle such that the electric machine of the first axle follows a requested speed.4. The method of claim 3 , where the requested speed is a function of accelerator pedal position and vehicle speed.5. The method of claim 3 , where the requested speed is a function of vehicle speed and a vehicle yaw rate.6. The method of claim 3 , where the requested speed is a function of vehicle speed and an estimated coefficient of friction.7. The method of claim 1 , where the speed control mode is a closed-loop speed control mode.8. A vehicle system claim 1 , comprising:a first electric machine coupled to a first axle;a second electric machine coupled to a second axle;a controller including executable instructions stored in non-transitory memory to operate the first electric machine in a first torque control mode and the second electric machine in a second torque control mode in response to absence of wheel slip, and to operate the first electric machine or the second electric machine in a speed control mode in response ...

CONTROL SYSTEM FOR VEHICLE

A control system for a vehicle control system that stabilizes behavior of the vehicle during propulsion on a slippery road, by preventing an abrupt change in drive torque and an occurrence of hunting of a motor. When a coefficient of friction of a road surface is equal to or lower than a threshold value, a controller calculates a target motor speed that can adjust a slip ratio of a wheel to a target slip ratio, and executes a first feedback control to motor control torque thereby adjusting a motor speed to a target speed. 1. A control system for a vehicle having a motor as a prime mover , that controls a torque of the motor based on a position of an accelerator pedal operated by a driver when a coefficient of friction of a road surface is equal to or higher than a threshold value , comprising:a controller that controls the vehicle,wherein the controller is configured todetermine whether the coefficient of friction of the road surface is equal to or lower than another threshold value,calculate a target speed of the motor that can adjust a slip ratio of a drive wheel to a target slip ratio when the coefficient of friction of the road surface is equal to or lower than the another threshold value, andexecute a first feedback control to control the torque of the motor thereby adjusting a speed of the motor to the target speed.2. The control system for the vehicle as claimed in claim 1 , wherein the first feedback control is executed based on a rotational angle of the motor detected by a resolver.3. The control system for the vehicle as claimed in claim 1 , wherein the controller is further configured todetermine whether the coefficient of friction of the road surface increases equal to or higher than the threshold value,calculate an upper limit torque of the motor based on the coefficient of friction of the road surface and a required torque calculated based on the position of the accelerator pedal, when the coefficient of friction of the road surface increases equal to ...

METHOD FOR CONTROLLING E-4WD HYBRID VEHICLE

A method for controlling an electric four wheel drive hybrid vehicle includes steps of: receiving, by a controller, a longitudinal acceleration of the hybrid vehicle corresponding to a demand torque of a driver of the hybrid vehicle; and determining, by the controller, a torque distribution ratio between a front wheel drive torque and a rear wheel drive torque of the hybrid vehicle based on a weight moving ratio of the hybrid vehicle corresponding to the received longitudinal acceleration. 1. A method for controlling an electric four wheel drive hybrid vehicle , comprising steps of:receiving, by a controller, a longitudinal acceleration of the hybrid vehicle corresponding to a demand torque of a driver of the hybrid vehicle; anddetermining, by the controller, a torque distribution ratio between a front wheel drive torque and a rear wheel drive torque of the hybrid vehicle based on a weight moving ratio of the hybrid vehicle corresponding to the received longitudinal acceleration.2. The method of claim 1 , further comprising:determining, by the controller, an initial torque distribution ratio between the front wheel drive torque and the rear wheel drive torque of the hybrid vehicle corresponding to the demand torque of the driver based on a weight moving characteristic of the hybrid vehicle between a weight of front wheels and a weight of rear wheels according to acceleration or deceleration of the hybrid vehicle before the controller receives the longitudinal acceleration.3. The method of claim 2 , wherein the rear wheel drive torque is greater than the front wheel drive torque in the initial torque distribution ratio when the hybrid vehicle is accelerated claim 2 , and the front wheel drive torque is greater than the rear wheel drive torque in the initial torque distribution ratio when the hybrid vehicle is decelerated.4. The method of claim 1 , further comprising:moving, by the controller, a value obtained by subtracting a value preventing a wheel slip of front ...

VEHICLE TRACTION CONTROL

A method of setting a vehicle in motion over a driving surface and/or maintaining motion of said vehicle over the driving surface implemented by a control system, said method comprising initiating motion control, initiating motion control comprising: commanding by the control system application of brake torque and drive torque to one or more wheels such that the vehicle is held stationary; subsequently initiating motion from rest whilst brake torque continues to be applied to the one or more wheels. The strategy may also be implemented to maintain vehicle progress on low friction surfaces. The vehicle driver may be commanded to vary a control input, such as accelerator pedal position, in order to facilitate the maintaining of progress. 139-. (canceled)40. A control system for setting a vehicle in motion over a driving surface and maintaining motion of said vehicle over the driving surface , the system being operable to initiate motion control by commanding application of brake torque and drive torque to one or more wheels such that the vehicle is held stationary and subsequently to initiate motion from rest while brake torque continues to be applied to the one or more wheels , the system being further configured to automatically maintain a value of slip of one or more vehicle wheels over the driving surface , wherein the value of slip maintained is within a predetermined range.41. A control system according to comprising:an electronic processor; andan electronic memory device electrically coupled to the electronic processor and having instructions stored therein,wherein the processor is configured to access the memory device and execute the instructions stored therein such that the system is operable to:initiate said motion control and automatically maintain said value of slip within said predetermined range.42. A control system according to wherein said processor comprises an input for receiving an electrical signal indicative of one or more characteristics of the ...

VEHICLE DRIVELINE CONTROL SYSTEM AND METHOD, AND MOTOR VEHICLE COMPRISING SUCH A SYSTEM

A control system for a vehicle operable to control a driveline of a vehicle to vary and amount of torque coupling between first and second groups of one or more wheels, the control system being operable automatically to cause application of brake torque to a wheel of the first or second groups of one or more wheels in response to detection of loss of traction of one or more wheels, wherein if the amount of brake torque or brake pressure of a braking system employed to apply the brake torque exceeds a threshold value in response to the detection of loss of traction, the control system is operable to cause the driveline to reduce the amount of torque coupling between the first and second groups of wheels. 1. A system for a vehicle , the system being operable to:control a driveline of a vehicle to vary an amount of driveline torque coupling between first and second groups of one or more wheels; andin response to a detection of a loss of traction of one or more wheels cause a stability control system to apply a brake torque to a wheel of the first or second groups of one or more wheels in order to induce a corrective yaw to the vehicle to maintain an intended path of travel;wherein the system is configured such that, when the brake torque applied and/or a brake pressure of a braking system employed to apply the brake torque exceeds a non-zero threshold value, the system causes the driveline to reduce the amount of driveline torque coupling between the first and second groups of wheels.2. A system according to wherein the threshold value is set in dependence on the substantially instant amount of coupling between the first and second groups of wheels.3. (canceled)4. A system according to wherein the driveline is configured in a first mode in which the first group of one or more wheels and not the second group is arranged to be driven by prime mover means and a second mode in which the first and second groups are coupled such that the first group and in addition the ...

VEHICLE DYNAMICS CONTROL IN ELECTRIC DRIVE VEHICLES

Embodiments of the invention are directed toward a geared traction drive system configured to drive a wheel of a vehicle, comprising: a driveshaft for transmitting power to the wheel; an electric drive motor for driving the driveshaft, the electric drive motor configured to receive signals from a vehicle dynamic control system to command a required speed; a gear reduction component for reducing the speed of the motor by a predetermined factor to a lower speed suitable for driving the wheel; and a drive electronics component that works with the electric drive motor to drive the wheel to the speed commanded by the vehicle dynamic control system. 1 'the first motor coupled to a first wheel;', 'a first motor electrically coupled to a first drive electronics module,'} 'the second motor coupled to a second wheel; and', 'a second motor electrically coupled to a second electronics module,'} the transmitted speed commands determined by causing the control processor to:', 'receive velocity data from at least one sensor,', 'receive driver data from at least one driver input sensor,', 'generate a first wheel speed and a second wheel speed from the driver data and the velocity data,, 'a control processor configured to control the first electrical motor and the second electric motor by transmitting speed commands to the first electronics drive and the second electronics modules,'}determine a steering condition, 'determine, using the at least one front slip angle and at least one rear slip angle, whether a current steering condition is understeering or oversteering in comparison with the determined steering condition,', 'calculate in response to the velocity data and driver data, at least one front slip angle and at least one rear slip angle,'}calculate, in response to determining the current steering condition is understeering, a first calculated wheel speed and a second calculated wheel speeds, the first calculated wheel speed and the second calculated wheel speed being the ...

ROAD FRICTION AND WHEEL SLIPPAGE ASSESSMENT FOR AUTONOMOUS VEHICLES

The disclosure relates to assessing and responding to wheel slippage and estimating road friction for a road surface. For instance, a vehicle may be controlled in an autonomous driving mode in order to follow a trajectory. A wheel of the vehicle may be determined to be slipping such that the vehicle has limited steering control. In response to determining that the wheel is slipping, steering of one or more wheels may be controlled in order to orient the one or more wheels towards the trajectory in order to allow the vehicle to proceed towards the trajectory when the wheel is no longer slipping. In addition, the road friction may be estimated based on the determination that the wheel is slipping. The vehicle may be controlled in the autonomous driving mode based on the estimated road friction. 1. A method of assessing and responding to wheel slippage , the method comprising:controlling, by one or more processors, a vehicle in an autonomous driving mode in order to follow a trajectory along a route to a destination;determining, by the one or more processors, that a wheel of the vehicle is slipping such that the vehicle has limited steering control; andin response to determining that the wheel is slipping, controlling, by the one or more processors, steering of one or more wheels to orient the one or more wheels towards the trajectory in order to allow the vehicle to proceed towards the trajectory when the wheel is no longer slipping.2. The method of claim 1 , wherein controlling the vehicle in order to follow a trajectory includes attempting to make a turn and wherein determining that the wheel is slipping is based on a difference between an actual yaw angle of the vehicle and an expected yaw angle of the vehicle during the attempt.3. The method of claim 2 , further comprising claim 2 , determining the expected yaw angle using a programmed driving sequence to establish a baseline performance for the vehicle.4. The method of claim 2 , further comprising claim 2 , ...

Regenerative braking/anti-lock braking control system

A vehicle includes an axle, an electric machine, a first wheel, a second wheel, a first friction brake, a second friction brake, and a controller. The controller is programmed to, in response to and during an anti-locking braking event, generate first and second signals indicative of a braking torque demand at the first and second wheels, respectively, based on a difference between a desired wheel slip ratio and an actual wheel slip ratio of the first and second wheels, respectively, adjust a regenerative braking torque of the electric machine based on a product of the first signal and a regenerative braking weighting coefficient, adjust a first friction braking torque based on a product of the first signal and a friction braking weighting coefficient, and adjust a second friction braking torque based on the second signal and dynamics of the first and second output shafts.

VEHICLE CONTROL UNIT

The embodiment provides a vehicle control unit including a road surface friction coefficient estimation module. The road surface friction coefficient estimation module estimates a road surface friction coefficient based on a parameter other than a body speed. The vehicle control unit further includes first and second torque increment setting modules. The first second torque increment setting module sets an initial value of a torque increment to be used in the torque control when a start thereof is detected. The initial value of the torque increment is set based on the road surface friction coefficient. The second torque increment setting module sets a current value of the torque increment after the initial value has been set. The current value of the torque increment is set based on the previous value thereof and a change in the slip amount. 1. A vehicle control unit which contributes to a torque control in which drive torque for a wheel is controlled based on a slip amount of the wheel , including:a road surface friction coefficient estimation module which estimates a road surface friction coefficient based on a parameter other than a body speed;a determination module which determines whether or not the torque control can be executed;a first torque increment setting module which sets an initial value of a torque increment to be used in the torque control when the determination module determines that the torque control starts, the initial value of the torque increment being set based on the road surface friction coefficient; anda second torque increment setting module which sets a current value of the torque increment after the initial value has been set, the current value of the torque increment being set based on the previous value of the torque increment and a change in the slip amount.2. The vehicle control unit of claim 1 ,wherein the torque control is a drive source brake torque control in which drive source brake torque which is applied from a drive source to ...

METHOD AND DEVICE FOR DIGGING OUT A MOTOR VEHICLE

The invention relates to a method for digging out a motor vehicle at a standstill, in which the driver predefines a startup direction for the motor vehicle with the aid of an operating element; in which a reciprocating motion of the motor vehicle is generated with the aid of chronologically consecutive drive force pulses which are independent of the driver and have a first intensity; in which the spatial amplitude of the reciprocating motion is ascertained and compared to a predefined threshold value; and when the spatial amplitude of the reciprocating motion of the motor vehicle exceeds the threshold value, a startup movement of the motor vehicle is subsequently generated in the predefined startup direction using at least one drive force pulse which is directed in the predefined startup direction and which has a second intensity, which is greater than the first intensity. 19-. (canceled)10. A method for digging out a motor vehicle at a standstill , the method comprising:predefining, by a driver of the vehicle, a startup direction for the motor vehicle with the aid of an operating element;generating a reciprocating motion of the motor vehicle is generated using chronologically consecutive drive force pulses which are independent of the driver and have a first intensity;ascertaining a spatial amplitude of the reciprocating motion;comparing the ascertained spatial amplitude to a predefined threshold;when the spatial amplitude of the reciprocating motion of the motor vehicle exceeds the predefined threshold value, subsequently generating a startup movement of the motor vehicle in the predefined startup direction using at least one drive force pulse which is directed in the predefined startup direction and which has a second intensity, which is greater than the first intensity.11. The method as recited in claim 10 , wherein the drive force pulses of the first intensity are directed in the predefined startup direction.12. The method as recited in claim 10 , wherein the ...

SYSTEM AND METHOD FOR AUTOMATICALLY ADJUSTING A TARGET GROUND SPEED OF A MACHINE

A method for automatically adjusting a target ground speed of a machine includes receiving data from a sensor, at a work monitor unit of an electronic control module of the machine, analyzing the data received from the sensor on the work monitor unit, receiving the data from the work monitor unit at a target model unit of the electronic control module, calculating, at the target model unit based on the data, ground engagement data for the machine, receiving the ground engagement data for the machine at a work monitor library unit of the electronic control module, calculating, at the work monitor library unit, the target ground speed, and adjusting a speed of the machine to the target ground speed. 114-. (canceled)15. A system for automatically adjusting a target ground speed of a machine , the system comprising:an electronic control module having a processor and a memory configured to store a plurality of machine units;a deceleration control configured to provide a deceleration command to one of the machine units; andwherein the machine units are configured to determine, with the processor and based on the deceleration command, a target track pull, a target track speed, and a blade position.16. The system of claim 15 , wherein said machine units comprise:a work monitor unit configured to determine a raw target track pull and a raw target track speed based on data received from one or more sensors, wherein the data includes properties of a material on which the machine is operating;a target model unit configured to determine the target track pull and the target track speed based on the raw target track pull and the raw target track speed; anda work monitor library unit configured to determine the target ground speed based on the target track pull and the target track speed.17. The system of claim 16 , wherein the work monitor unit comprises:a material properties algorithm unit configured to analyze the properties of the material on which the machine is operating ...

Autonomous Convoys Maneuvering "Deformable" Terrain and "Deformable" Obstacles

The path of a lead autonomous vehicle moving through “deformable” terrain is shared between the lead autonomous vehicle and the following autonomous vehicles with a much lower cost. The lead autonomous vehicle records distances to 3D obstacles and whether to drive through them and the following autonomous vehicles will classify different “obstacles” that were driven through by the leader and allow the planner to drive through them. In “deformable” terrain, errors in wheel odometry will be recorded by the lead autonomous vehicle and the following autonomous vehicles are informed that similar problems will be encountered. These errors are sensed by discrepancies between odometry and inertial and visual odometry. The behavior of the following autonomous vehicles may preclude them from creating accelerations that may slip as experienced by the lead autonomous vehicle. A method for sharing navigation errors due to terrain slippage will be used between the lead autonomous vehicle and following autonomous vehicles and to feed-forward the predicted odometry errors of the following autonomous vehicles and improve overall localization. Another aspect is that while it is desired for the following autonomous vehicles to traverse the “deformable” terrain, it must also avoid other “new” obstacles encountered by the lead autonomous vehicle.

AUTOMATIC CLUTCH VEHICLE

It is preferable to reduce an uncomfortable feeling arising from an abrupt driving force generated in an automatic starting clutch in an automatic clutch vehicle. When an automatic clutch operating device is about to automatically engage a starting clutch, a brake controller drives a brake actuator to forcibly actuate a brake device, thereby braking a driving wheel WR. Here, a brake pressure to be applied to the driving wheel WR can be set as a brake pressure such as to change an expected driving torque which is accompanied by an uncomfortable feeling in the absence of control by the brake controller into a norm driving torque which is not accompanied by the uncomfortable feeling, taking into account the clutch capacity and an engine control output. 1] An automatic clutch vehicle comprising:a power source configured as an engine or a motor;a driving force transmission device provided between the power source and a driving wheel;a starting clutch which is provided in the driving force transmission device and which is engaged or disengaged to transmit or interrupt transmission of a rotating force of the power source to the driving wheel;an automatic clutch operating device which automatically performs an operation of engaging or disengaging the starting clutch;a brake device which is provided at the driving wheel and brakes the driving wheel;a brake actuator which operates the brake device; anda brake controller which controls the brake actuator,wherein the brake controller brakes rotation of the driving wheel by operating the brake actuator when the automatic clutch operating device automatically engages the starting clutch.2] The automatic clutch vehicle according to claim 1 , further comprising:a rotational speed sensor which detects a rotational speed of the power source, anda vehicle speed sensor which detects a vehicle speed of the vehicle,wherein the brake controller determines whether the vehicle speed detected by the vehicle speed sensor is nest more than a ...

VEHICLE MOTION MANAGEMENT SYSTEM AND A MOTION SUPPORT SYSTEM FOR A VEHICLE

The present disclosure relates to a vehicle motion management system as well as a motion support system for a vehicle. The vehicle motion management system and the motion support system are arranged to control operation of at least one actuator configured to apply a torque to at least one wheel of the vehicle. The vehicle motion management system is configured to transmit a control signal indicative of a desired torque and a wheel speed limit to the motion support system, whereby the motion support system is, based on the received signal, configured to transmit an actuator signal to the actuator for the actuator to generate an operating torque on the at least one wheel without exceeding an actuator rotational speed limit.

METHOD FOR SUPPORTING A TRACTION VEHICLE IN THE EVENT OF TRACTION LOSS

The disclosure relates to a method for assisting a towing vehicle in the event of a loss of traction via a trailer vehicle. The method includes determining a differential slip between a driven wheel and a driveless wheel of the towing vehicle via a brake control unit and generating an acceleration demand dependent on the determined differential slip. The method further includes transmitting the acceleration demand to a trailer brake control unit, generating an activation signal for an electric drive of the trailer vehicle in dependence upon the acceleration demand in the trailer brake control unit, transmitting an activation signal to the electric drive of the trailer vehicle and generating a drive torque via the electric drive in dependence upon the activation signal. The disclosure furthermore relates to a towing vehicle, a trailer vehicle, and a combination thereof for carrying out the method.

CONTROL SYSTEM OF FOUR-WHEEL DRIVE VEHICLE AND CONTROL METHOD OF FOUR-WHEEL DRIVE VEHICLE

A weight ratio of each driving wheel of the vehicle at the time of automatic driving is calculated, a front and rear distribution ratio of a driving force of the vehicle is calculated from the weight ratio, a rear wheel plan driving force is calculated from the front and rear distribution ratio and an action plan required driving force, and a temperature of a rear wheel motor is estimated. Then, when the estimated attainment temperature of the rear wheel motor is higher than the upper limit value of the temperature, the front and rear distribution ratio is changed within a range in which excessive slip does not occur at the front wheels, the rear wheel plan driving force is recalculated, and the automatic driving of the vehicle is implemented taking the rear wheel plan driving force as a target driving force. 1. A control system of a four-wheel drive vehicle which is capable of driving automatically and in which a driving source of rear wheels is a motor , comprising:a weight ratio calculation portion, which calculates a weight ratio of each driving wheel at the time of automatic driving;a front and rear distribution ratio calculation portion, which calculates a front and rear distribution ratio of a driving force of the vehicle from the weight ratio calculated by the weight ratio calculation portion;a rear wheel plan driving force calculation portion, which calculates a rear wheel plan driving force based on the front and rear distribution ratio obtained by the front and rear distribution ratio calculation portion and an action plan;a motor attainment temperature estimation portion, which estimates an attainment temperature of a rear wheel motor at the time of automatically driving with the rear wheel plan driving force obtained by the rear wheel plan driving force calculation portion;a motor temperature determination portion, which determines whether the attainment temperature of the rear wheel motor estimated by the motor attainment temperature estimation portion ...

Drive control system for electric motor and method of controlling electric motor

A drive control system for an electric motor includes a slippage determination device, a tentative vibration damper torque calculator, a vibration damper torque limit value setting device, a vibration damper torque setting device, and a control device. The vibration damper torque setting device is configured to set a control torque obtained by limiting a tentative vibration damper torque using a limit value set by the vibration damper torque limit value setting device. The control device is configured to control driving of the electric motor in accordance with a command value of a torque obtained by combining a requested torque for the electric motor with the control torque set by the vibration damper torque setting device.

Acceleration Slip Regulation Method and Vehicle

An acceleration slip regulation method includes determining a current control phase of a vehicle in an acceleration slip regulation state, determining a current road surface adhesion coefficient of the vehicle, determining, based on the current control phase and the current road surface adhesion coefficient, maximum torque allowed by a road surface, obtaining demand torque received by a drive motor of the vehicle and a wheel slip rate of the vehicle, and outputting adaptive feedforward torque for acceleration slip regulation based on the maximum torque allowed by the road surface, the demand torque, and the wheel slip rate, where the adaptive feedforward torque is used to perform the acceleration slip regulation on the vehicle. 1. An acceleration slip regulation method implemented by a vehicle on a road surface , comprising:determining a current control phase of a vehicle in an acceleration slip regulation state;determining a current road surface adhesion coefficient of the vehicle;determining a maximum torque allowed by the road surface based on the current control phase and the current road surface adhesion coefficient;obtaining, by a drive motor of the vehicle, a demand torque of the vehicle;determining a wheel slip rate of the vehicle; andoutputting an adaptive feedforward torque for acceleration slip regulation of the vehicle based on the maximum torque allowed by the road surface, the demand torque, and the wheel slip rate.2. The method according to claim 1 , wherein outputting the adaptive feedforward torque of the vehicle for the acceleration slip regulation based on the maximum torque allowed by the road surface claim 1 , the demand torque claim 1 , and the wheel slip rate comprises:determining the adaptive feedforward torque according to the demand torque, the maximum torque allowed by the road surface, and a torque modified based on the wheel slip rate.3. The method according to claim 2 , further comprising:determining whether the vehicle returns to a ...

Driving Surface Friction Estimations for Autonomous Vehicles

Systems and methods are provided for generating data indicative of a friction associated with a driving surface, and for using friction data as part of controlling autonomous vehicle operations. In one example, a computing system can detect an event including at least one of an acceleration, a deceleration, or a stop associated with an autonomous vehicle and obtain, in response to detecting the event, operational data associated with the autonomous vehicle during the event. The computing system can determine, based at least in part on the operational data, data indicative of a friction associated with a surface upon which the autonomous vehicle is traveling during the event. The computing system can control the autonomous vehicle based at least in part on the data indicative of the friction associated with the surface. 1. A computing system , comprising:one or more processors; and detecting an event including at least one of an acceleration, a deceleration, or a stop associated with an autonomous vehicle;', 'obtaining, in response to detecting the event, operational data associated with the autonomous vehicle during the event;', 'determining, based at least in part on the operational data, data indicative of a friction associated with a surface upon which the autonomous vehicle is traveling during the event; and', 'controlling the autonomous vehicle based at least in part on the data indicative of the friction associated with the surface., 'one or more non-transitory computer-readable media that collectively store instructions that, when executed by the one or more processors, cause the computing system to perform operations, the operations comprising2. The computing system of claim 1 , wherein controlling the autonomous vehicle based at least in part on the data indicative of the friction comprises at least one of:generating a motion plan based at last in part on the data indicative of the friction; orgenerating a route plan based at least in part on the data ...

METHOD FOR CONTROLLING AN ACTUATOR OF A VEHICLE

The present disclosure relates to a method for controlling at least one actuator of a vehicle, the actuator being configured to apply a torque on at least one wheel of the vehicle, wherein the applied torque is determined by a control function associated with a control bandwidth, the method comprising configuring the control function to control the applied torque to reduce a difference between a first parameter value related to a current rotational speed of the wheel and a second parameter value related to target rotational speed of the wheel; obtaining data indicative of a current operating condition of the vehicle; setting the control bandwidth of the control function in dependence of the current operating condition of the vehicle; and controlling the actuator using the control function. 1. A method for controlling at least one actuator of a vehicle , comprising:configuring, by an actuator control, a control function associated with a control bandwidth to control a torque applied to at least one wheel of a vehicle by an actuator to reduce a difference between a first parameter value related to a current rotational speed of the at least one wheel and a second parameter value related to a target rotational speed of the at least one wheel;obtaining, by the actuator control, data indicative of a current operating condition of the vehicle;setting, by the actuator control, the control bandwidth of the control function in dependence of the current operating condition of the vehicle; andcontrolling, by the actuator control, the actuator using the control function.2. The method of claim 1 , further comprising determining a first parameter value related to a current rotational speed of the wheel.3. The method of claim 2 , wherein the control function is configured to control a speed of the actuator.4. The method of claim 2 , wherein an increased bandwidth of the control function is associated with an increased torque response for the actuator.5. The method of claim 2 , ...

VEHICULAR CONTROL SYSTEM FOR EMERGENCY HANDLING

A vehicular control system includes a control disposed at a vehicle. A camera is disposed at the vehicle and has a field of view exterior and at least forward of the vehicle. The control is operable to at least partially control driving of the vehicle responsive to determination of an emergency driving condition. The control, responsive to determination of an emergency driving condition, determines a target stopping location ahead of the vehicle at a road along which the vehicle is traveling. The control determines the target stopping location responsive at least in part to processing of image data captured by the camera. The control, responsive to determination of the target stopping location, at least partially controls driving of the vehicle to the target stopping location. 1. A vehicular control system , said vehicular control system comprising:a control disposed at a vehicle equipped with said vehicular control system;a camera disposed at the vehicle and having a field of view exterior and at least forward of the vehicle;wherein said control is operable to at least partially control driving of the vehicle responsive to determination of an emergency driving condition;wherein said control, responsive to determination of an emergency driving condition, determines a target stopping location ahead of the vehicle at a road along which the vehicle is traveling;wherein said control determines the target stopping location responsive at least in part to processing of image data captured by said camera; andwherein said control, responsive to determination of the target stopping location, at least partially controls driving of the vehicle to the target stopping location.2. The vehicular control system of claim 1 , wherein claim 1 , responsive to an input from a driver of the vehicle that is indicative of the driver not wanting to stop the vehicle at the target stopping location claim 1 , said control does not stop the vehicle at the target stopping location.3. The ...

METHOD FOR MANAGING WHEEL SLIP IN A VEHICLE

A method of managing wheel slip in a vehicle. The vehicle has a frame, an internal combustion engine, front and rear wheels operatively connected to the engine, a throttle valve for controlling a supply of air to the engine, a steering assembly operatively connected to at least the front wheels for steering the vehicle, and an unassisted continuously variable transmission (CVT) operatively connecting the front wheels and the rear wheels to the engine. The method includes: determining a sensed deceleration of the vehicle; comparing the sensed deceleration of the vehicle to a threshold deceleration; and increasing a torque output of the engine from a current engine torque output value to an increased engine torque output value when the sensed deceleration of the vehicle is greater than the threshold deceleration. A method for managing wheel slip in accordance with a drive mode of the vehicle is also disclosed. 1. A method of managing wheel slip in a vehicle , the vehicle comprising:a frame;an internal combustion engine connected to the frame;front and rear wheels operatively connected to the engine;a throttle valve for controlling a supply of air to the engine;a steering assembly operatively connected to at least the front wheels for steering the vehicle; andan unassisted continuously variable transmission (CVT) operatively connecting the front wheels and the rear wheels to the engine; determining a sensed deceleration of the vehicle;', 'comparing the sensed deceleration of the vehicle to a threshold deceleration; and', 'increasing a torque output of the engine from a current engine torque output value to an increased engine torque output value when the sensed deceleration of the vehicle is greater than the threshold deceleration., 'the method comprising2. The method of claim 1 , wherein increasing the torque output of the engine from the current engine torque output value to the increased engine torque output value comprises increasing the torque output of the engine ...

Vehicle with brake traction control and method for controlling traction of a vehicle

A vehicle includes front suspension assemblies; rear suspension assemblies; a left driven wheel and a right driven wheel with first left and right brake assemblies; a left wheel and a right wheel with second left and right brake assemblies; an anti-lock braking system (ABS) module; a drive mode coupler connected between the transmission and the left and right wheels for changing between a 2×4 and a 4×4 drive configuration; and a drive mode switch for controlling the drive mode coupler, the ABS module selectively performing brake traction control of at least one wheel based on the position of the drive mode switch. A method for controlling traction of the vehicle includes sensing the drive mode switch position and when the drive mode changes from a 2×4 position to a 4×4 position, causing the ABS module to perform brake traction control on at least one wheel.

Multi-Sensor Precipitation-Classification Apparatus and Method

A vehicle is disclosed that uses data from different types of on-board sensors to determine whether meteorological precipitation is failing near the vehicle. The vehicle may include an on-board camera capturing image data and an on-board accelerometer capturing accelerometer data. The image data may characterize an area in front of or behind the vehicle. The accelerometer data may characterize vibrations of a windshield of the vehicle. An artificial neural network may run on computer hardware carried on-board the vehicle. The artificial neural network may be trained to classify meteorological precipitation in an environment of the vehicle using the image data and the accelerometer data as inputs. The classifications of the artificial neural network may be used to control one or more functions of the vehicle such as windshield-wiper speed, traction-control settings, or the like. 1. A vehicle comprising:a camera outputting image data;a windshield;an accelerometer outputting accelerometer data characterizing vibration of the windshield;an artificial neural network trained to classify meteorological precipitation in an environment of the vehicle using the image data and the accelerometer data as inputs; andat least one actuator controlling at least one function of the vehicle based on classifications made by the artificial neural network.2. The vehicle of claim 1 , wherein the camera is secured to the vehicle and oriented so as to be forward facing.3. The vehicle of claim 1 , wherein the camera is secured to the vehicle and oriented so as to be rearward facing.4. The vehicle of claim 1 , wherein the image data comprises multiple consecutive images captured by the camera over a period of less than ten seconds.5. The vehicle of claim 4 , further comprising at least one windshield wiper and wherein the at least one function comprises a speed of the at least one windshield wiper.6. The vehicle of claim 5 , further comprising a drivetrain having one or more tires.7. The ...

HYDROPLANING PREVENTION

A computer includes a processor and a memory storing instructions executable by the processor to detect a potential hydroplaning area of a roadway based on topographic data and based on vehicle sensor data, and to actuate a component of a vehicle based on a location of the potential hydroplaning area. 1. A computer comprising a processor and a memory storing instructions executable by the processor to:detect a potential hydroplaning area of a roadway based on topographic data and on vehicle sensor data; andactuate a component of a vehicle based on a location of the potential hydroplaning area.2. The computer of claim 1 , wherein the instructions further include to generate an alternate route in response to data indicating that the roadway is impassable from waterlogging.3. The computer of claim 1 , wherein actuating the component includes steering a vehicle around the potential hydroplaning area.4. The computer of claim 1 , wherein detecting the potential hydroplaning area includes determining that a portion of the roadway is at least a threshold depth below standing water based on the topographic data and on the vehicle sensor data.5. The computer of claim 1 , wherein the topographic data includes a slope of the roadway in a lateral direction from an edge of the roadway to a middle of the roadway.6. The computer of claim 1 , wherein the instructions further include to actuate a second component of the vehicle in response to determining that the roadway is passable.7. The computer of claim 6 , wherein actuating the second component includes at least one of disabling a cruise control claim 6 , shifting to a lower gear claim 6 , increasing a following distance claim 6 , or lowering a vehicle speed.8. The computer of claim 1 , wherein detecting the potential hydroplaning area occurs in response to a waterlogging trigger event.9. The computer of claim 8 , wherein the waterlogging trigger event is at least one of weather data indicating a flood warning claim 8 , weather ...

Slip control system for an off-road vehicle

A slip control system for an off-road vehicle includes a control system configured to output a signal indicative of a first action if a magnitude of slippage of the off-road vehicle relative to a soil surface is greater than a first threshold value and less than or equal to a second threshold value. Furthermore, the control system is configured to output a signal indicative of a second action, different than the first action, if the magnitude of slippage is greater than the second threshold value.

VEHICLE DRIVING FORCE CONTROL DEVICE

The vehicle driving force control device comprises: a behavior control mechanism for reducing a driving force of an engine according to a steering speed; a driving force distribution mechanism for distributing the driving force of the engine to rear road wheels; and an ECU for controlling the mechanisms. The behavior control mechanism reduces the driving force by a target torque reduction amount set based on the steering speed, to thereby generate a deceleration, and the driving force distribution mechanism distributes the driving force to the front road wheels and the rear road wheels based on a distribution rate set for the rear road wheels depending on a traveling state, and the ECU corrects the distribution rate based on the target torque reduction amount during cornering of the vehicle. 1. A vehicle driving force control device , comprising:a steering angle sensor configured to detect a steering angle of a vehicle according to an operation of a steering wheel;a driving force distribution device configured to distribute a driving force of a drive source to a pair of front road wheels as main drive wheels and a pair of rear road wheels as subordinate drive wheels; anda controller configured to control the drive source and the driving force distribution device, to reduce the driving force by a target torque reduction amount which is set based on a steering speed according to the steering angle detected by the steering angle sensor, in order to generate a deceleration of the vehicle;', 'to distribute the driving force of the drive source to the pair of front road wheels and the pair of rear road wheels, on the basis of a target distribution amount which is set for the pair of rear road wheels depending on a traveling state; and', 'to correct the target distribution amount based on the target torque reduction amount when the vehicle turns., 'wherein the controller is configured2. The vehicle driving force control device according to claim 1 , wherein the controller ...

VEHICLE CONTROL SYSTEM AND CONTROL METHOD THEREOF

A vehicle control system and a control method thereof are disclosed. The vehicle control system according to an embodiment includes an inputter configured to receive a wheel speed of a vehicle; and a controller configured to determine a wheel spin based on the wheel speed, determine whether the vehicle passes over a pothole based on the tendency of the wheel spin, and cancel engine traction control entry for a time corresponding to the wheel speed when it is determined that the vehicle passes over the pothole. 1. A vehicle control system comprising:an inputter configured to receive a wheel speed of a vehicle; anda controller configured to determine a wheel spin based on the wheel speed, determine whether the vehicle passes over a pothole based on the tendency of the wheel spin, and cancel engine traction control entry for a time corresponding to the wheel speed when it is determined that the vehicle passes over the pothole.2. The vehicle control system according to claim 1 , wherein the controller is configured to determine the wheel spin based on the wheel speed and prematurely release the engine traction control upon passage over the pothole after the engine traction control entry based on the tendency of the wheel spin.3. The vehicle control system according to claim 1 , wherein the controller is configured to determine whether the vehicle passes the pothole based on the tendency of the wheel spin of a front wheel during forward travel of the vehicle claim 1 , and then cancel the engine traction control entry for the time corresponding to the wheel speed when it is determined that a rear wheel passes over the pothole.4. The vehicle control system according to claim 1 , wherein the controller is configured to determine whether the vehicle passes over the pothole based on the tendency of the wheel spin of a rear wheel during backward travel of the vehicle claim 1 , and then cancel the engine traction control entry for the time corresponding to the wheel speed when ...

VEHICLE DYNAMICS CONTROL IN ELECTRIC DRIVE VEHICLES

Embodiments of the invention are directed toward a geared traction drive system configured to drive a wheel of a vehicle, comprising: a driveshaft for transmitting power to the wheel; an electric drive motor for driving the driveshaft, the electric drive motor configured to receive signals from a vehicle dynamic control system to command a required speed; a gear reduction component for reducing the speed of the motor by a predetermined factor to a lower speed suitable for driving the wheel; and a drive electronics component that works with the electric drive motor to drive the wheel to the speed commanded by the vehicle dynamic control system. 1 'the first motor coupled to a first wheel;', 'a first motor electrically coupled to a first drive electronics module,'} 'the second motor coupled to a second wheel; and', 'a second motor electrically coupled to a second electronics module,'} the transmitted speed commands determined by causing the control processor to:', 'receive velocity data from at least one sensor,', 'receive driver data from at least one driver input sensor,', 'generate a first wheel speed and a second wheel speed from the driver data and the velocity data,, 'a control processor configured to control the first electrical motor and the second electric motor by transmitting speed commands to the first electronics drive and the second electronics modules,'}determine a steering condition, 'determine, using the at least one front slip angle and at least one rear slip angle, whether a current steering condition is understeering or oversteering in comparison with the determined steering condition,', 'calculate in response to the velocity data and driver data, at least one front slip angle and at least one rear slip angle,'}calculate, in response to determining the current steering condition is understeering, a first calculated wheel speed and a second calculated wheel speeds, the first calculated wheel speed and the second calculated wheel speed being the ...

TRAVEL CONTROL SYSTEM AND TRAVEL CONTROL METHOD

A travel control system for a vehicle provided with a drive source, a wheel having a wheel body connected to the drive source via a power transmission member and a tire mounted on the wheel body, and a braking device for braking the wheel includes: an estimation unit configured to estimate a tire torsional stiffness and a road surface friction coefficient based on at least the rotation speed of the drive source, the rotation speed of the wheel body, the vehicle body speed, and the torque applied to the wheel body; and a control unit configured to control at least one of the drive source and the braking device such that the tire does not exceed an adhesion limit derived from the tire torsional stiffness and the road surface friction coefficient. 1. A travel control system for a vehicle provided with a drive source , a wheel having a wheel body connected to the drive source via a power transmission member and a tire mounted on the wheel body , and a braking device for braking the wheel , the system comprising:a first rotation sensor configured to acquire a rotation speed of the drive source;a second rotation sensor configured to acquire a rotation speed of the wheel body;a vehicle body speed acquisition unit configured to acquire information related to a vehicle body speed;a torque acquisition unit configured to acquire a torque applied to the wheel body;an estimation unit configured to estimate a tire torsional stiffness, which is a stiffness of the tire, and a road surface friction coefficient, which is a friction property between the tire and a road surface, based on at least the rotation speed of the drive source, the rotation speed of the wheel body, the vehicle body speed, and the torque applied to the wheel body; anda control unit configured to control at least one of the drive source and the braking device such that the tire does not exceed an adhesion limit derived from the tire torsional stiffness and the road surface friction coefficient.2. The travel ...

System and method for controlling torque of hybrid vehicle

A system for controlling torque controls torque during traction control of a hybrid vehicle which uses a motor and an engine as power sources. The system for controlling torque may include: a traction control system (TCS) that detects wheel slip of a front wheel or a rear wheel when the hybrid vehicle is accelerated and requests an intervention torque; a battery sensor that measures state of charge (SOC) in real time; and a vehicle controller that determines a set value of a limit torque according to the SOC transmitted from the battery sensor when requesting the intervention torque and decreases a motor torque according to the set value of the limit torque when the SOC is lower than a predetermined threshold, and then increases an engine torque by as much as the motor torque is decreased.

Traction control device and traction control method

A parameter calculation part calculates an adaptive gain coefficient ‘k’ for the road surface conditions, based on frictional coefficient μ and a slip ratio λ from an acquisition part and a coefficient ‘b’ in a storage part. Subsequently, the parameter calculation part calculates an adaptive time constant τ by which the stability of traction control can be ensured, based on the gain coefficient ‘k’ and a coefficient ‘a’ within the storage part. Along with the calculated gain coefficient ‘k’ being set in a gain multiplication part, the calculated time constant τ is set in a filter part. According to these settings, model following control is executed by taking, as a reference model, an adhesion model in which the driving wheel does not slip. This enhances slip prevention performance while ensuring control stability, making stable travel possible while ensuring the required drive force in accordance with road surface state.

LONGITUDINAL FORCE CONTROL APPARATUS AND SADDLED VEHICLE HAVING THE SAME

Provided is a longitudinal force control apparatus. A lateral acceleration acquisition section acquires a lateral acceleration along a right-left direction acting on a vehicle. A bank angle acquisition circuit acquires a bank angle of the vehicle. A longitudinal force controller may decrease an absolute value of a longitudinal force at least with respect to a driving wheel of the vehicle based on the acquired lateral acceleration and the bank angle when it is determined that a calculated lateral-skid acceleration is equal to or greater than a predetermined threshold. The longitudinal force is a sum of forces along a front-rear direction acting on the driving wheel. 1. A longitudinal force control apparatus comprising:a lateral acceleration acquisition section configured to acquire a lateral acceleration, the lateral acceleration being an acceleration along a right-left direction acting on a vehicle;a bank angle acquisition circuit configured to acquire a bank angle of the vehicle; and a lateral-skid acceleration calculation circuit configured to at least calculate a lateral-skid acceleration of the driving wheel based on at least the acquired lateral acceleration and the bank angle, and', 'a judgment circuit configured to determine whether the calculated lateral-skid acceleration is equal to or greater than a predetermined threshold,', 'the longitudinal force controller determining first and second velocity ranges, the second velocity range being greater in velocity than the first velocity range, the threshold being greater when a velocity of travel of the vehicle is in the second velocity range than when the velocity of travel of the vehicle is in the first velocity range., 'a longitudinal force controller configured to decrease an absolute value of a longitudinal force at least with respect to a driving wheel of the vehicle based on the acquired lateral acceleration and the bank angle, the longitudinal force being a sum of forces along a front-rear direction ...

SLIP-RESPONSIVE VEHICLE DRIVE SYSTEM

A drive and control system is provided for a towing vehicle pulling a towed implement, such as a tractor pulling a scraper. The drive system includes an engine which drives a generator for generating electric power. A towing vehicle electric drive motor is connected to driven wheels of the towing vehicle through a transmission. An assist or implement electric drive motor is drivingly connected to driven wheels of the implement. A power distribution unit controls distribution of electric power from the generator to the towing vehicle and implement drive motors. A control unit controls the power distribution unit as a function of an operator set power split, an operator set maximum wheel slip, sensed wheel slip and other sensed parameters. 1. A drive system for a towing vehicle pulling a towed powered implement , the drive system comprising:power generating unit, including a generator for generating electrical power;an implement electric drive motor connected to a driven axle of the towed implement;a manually operable power distribution setting unit;a vehicle speed sensor for generating a vehicle speed signal;a wheel speed sensor for generating a wheel speed signal;a power distribution unit for controlling distribution of electric power from the generator to the implement electric drive motor; anda control unit connected to the setting unit, the speed sensors and the power distribution unit, the control unit determining wheel slip from the vehicle and wheel speed sensors, and the control unit controlling the power distribution unit in response to the setting unit and the wheel slip.2. The drive system of claim 1 , wherein:the drive system also comprises a vehicle electric drive motor connected to driven wheels of the towing vehicle; andif a maximum wheel slip is exceeded and generator power is at maximum capacity, then the control unit causes the vehicle electric drive motor to operate as a secondary generator and to deliver power to the implement electric drive motor ...

System and Method for Automatically Adjusting a Target Ground Speed of a Machine

A method for automatically adjusting a target ground speed of a machine includes receiving data from a sensor, at a work monitor unit of an electronic control module of the machine, analyzing the data received from the sensor on the work monitor unit, receiving the data from the work monitor unit at a target model unit of the electronic control module, calculating, at the target model unit based on the data, ground engagement data for the machine, receiving the ground engagement data for the machine at a work monitor library unit of the electronic control module, calculating, at the work monitor library unit, the target ground speed, and adjusting a speed of the machine to the target ground speed. 1. A method for automatically adjusting a target ground speed of a machine , the method comprising:receiving data from a sensor, at a work monitor unit of an electronic control module of the machine;analyzing the data received from the sensor on the work monitor unit;receiving the data from the work monitor unit at a target model unit of the electronic control module;calculating, at the target model unit based on the data, ground engagement data for the machine;receiving the ground engagement data for the machine at a work monitor library unit of the electronic control module;calculating, at the work monitor library unit, the target ground speed; andadjusting a speed of the machine to the target ground speed by adjusting an implement on the machine.2. The method of claim 1 , wherein calculating the ground engagement data includes calculating a target track pull and a target track speed claim 1 , and transmitting the target track pull and the target track speed to a track slip model unit in the work monitor library unit.3. The method of claim 2 , wherein calculating the ground engagement data includes calculating claim 2 , with a target operating model unit claim 2 , the target track pull and the target track speed based on an adjusted track pull and an adjusted track speed ...

VEHICLE ESCAPE

A map, including potential obstacles, can be generated by a computing device in a vehicle. An estimated coefficient of friction between the vehicle wheels and a roadway surrounding a stuck vehicle can be generated based on sensor data. A path can be determined based on the map, and the stuck vehicle can be operated based on the path and a determined slip ratio based on the vehicle wheels to unstick the stuck vehicle. 1. A method , comprising:generating a map including obstacles and an estimated coefficient of friction between vehicle wheels and a roadway surrounding a stuck vehicle based on sensor data;determining a path based on the map; andoperating the stuck vehicle based on the path and a slip control process based on the vehicle wheels.2. The method of claim 1 , wherein the estimated coefficient of friction between the vehicle wheels and the roadway is lower than a value that was empirically determined to permit operation of the stuck vehicle.3. The method of claim 2 , further comprising determining a slip ratio based on vehicle wheel motion parallel to the roadway and vehicle wheel rotation to determine the slip control process.4. The method of claim 3 , further comprising determining the slip control process to permit the stuck vehicle to operate based on the path and a determined slip ratio despite the estimated coefficient of friction.5. The method of claim 4 , further comprising matching a slip ratio of vehicle wheels to determine the stuck vehicle is unstuck.6. The method of claim 1 , further comprising generating the map including generating a first map based on vehicle sensor data including obstacles.7. The method of claim 6 , further comprising generating the map including generating a second map based on vehicle sensor data including estimating coefficients of friction for locations surrounding the stuck vehicle.8. The method of claim 7 , further comprising combining the first map and the second map and determining the path based on the combined first ...

Eco-friendly vehicle and a method of controlling motor torque of an eco-friendly vehicle

An eco-friendly vehicle includes a motor, and a motor torque of the eco-friendly vehicle is controlled by determining road surface characteristics based on wheel behavior characteristics when controlling starting of the eco-friendly vehicle and by controlling the torque of the motor before a significant wheel spin occurs when the vehicle is started based on road characteristic determination results. A method of controlling the motor torque of the eco-friendly vehicle includes determining a wheel behavior characteristic of the vehicle, determining a road surface characteristic of a road on which the vehicle is located based on the wheel behavior characteristic of the vehicle, and controlling the motor torque of the vehicle based on the road surface characteristic.

ESTIMATION OF VEHICLE SPEED IN ALL-WHEEL-DRIVE VEHICLE

A vehicle includes an electric machine and a controller. The controller is programmed to responsive to a threshold difference, indicative of wheel slip, between average wheel speed and a vehicle speed that is based on a difference between wheel acceleration and measured vehicle acceleration, command a speed to the electric machine to reduce the wheel slip. 1. A vehicle comprising:an electric machine; and responsive to a threshold difference, indicative of wheel slip, between average wheel speed and a vehicle speed that is based on a difference between wheel acceleration and measured vehicle acceleration, command a speed to the electric machine to reduce the wheel slip, and', 'otherwise, command a torque to the electric machine., 'a controller programmed to'}2. The electric machine of further comprising primary and secondary axles claim 1 , wherein the electric machine powers one of the primary and secondary axles.3. The electric machine of further comprising a second electric machine that powers the other of the primary and secondary axles.4. The electric machine of claim 3 , wherein the controller is further programmed toresponsive to a threshold difference between average wheel speed of the other of the primary and secondary axles and the vehicle speed, command a speed to the second electric machine to reduce the wheel slip of the other of the primary and secondary axles, andotherwise, command a torque to the second electric machine.5. The electric machine of claim 1 , wherein the vehicle speed is further based on wheel measured speed.6. The electric machine of claim 1 , wherein the vehicle speed is further based on a grade offset acceleration.7. The electric machine of claim 6 , wherein the grade offset acceleration is based on a derivate of a measured speed of a slowest wheel.8. The electric machine of further comprising speed sensors each associated with one of the wheels and configured to output a signal indicative of wheel speed.9. The electric machine of ...

METHOD AND SYSTEM FOR VEHICLE ESC SYSTEM USING MAP DATA

An Electronic Stability Control (ESC) system for a vehicle is disclosed. An electronic control unit (ECU) is programmed to reduce vehicle lateral skidding by reducing differences between an intended vehicle direction and/or yaw rate and an actual vehicle direction and/or yaw rate by applying modifications to operation of the vehicle brakes and/or throttle. The ESC system receives inputs from wheel speed sensors, a steering wheel position sensor, a yaw rate sensor and a lateral acceleration sensor. The ESC system also receives input that indicates at least a property of the road upon which the vehicle is located, wherein the road upon which the vehicle is located is determined from a positioning system that uses a map database and the property is determined from the map database. The ESC system incorporates the road property information in determining when and/or how to modify operation of the vehicle to reduce vehicle skidding. 1. A system comprising:a processor coupled to at least one sensor configured to sense at least one aspect of an operation of a vehicle including wheel speed, throttle position, steering wheel position, yaw rate and/or lateral acceleration, and generate a sensor signal indicative thereof, and further wherein the processor is operably coupled to a positioning system which is configured to generate positioning information indicating the position and/or direction of the vehicle on a road and a property of a portion of the road ahead of the vehicle position;a computer program stored in the memory and executed by the processor to cause the processor to receive the sensor signal and the positioning information, the processor configured to determine actual operation of the vehicle based on the sensor signal and to further determine that the actual operation of the vehicle is intended by determining that the actual operation of the vehicle is consistent with the property of the portion of the road ahead of the vehicle position; andthe computer program ...

TRACTION CONTROL DEVICE

A traction control device reducing an output of an engine unit for suppressing a spin of a driving wheel of a motorcycle, includes: a first spin detection unit detecting a spin of a rear wheel based on a vehicle speed calculated from a rotation of a front wheel being a driven wheel to which a driving force is not transmitted from the engine unit, and a vehicle speed calculated from a rotation of the rear wheel being the driving wheel to which the driving force is transmitted; and a second spin detection unit detecting the spin of the rear wheel based on a vehicle speed calculated from the rotation of the front wheel, and a vehicle speed calculated from a rotation of the engine unit. 1. A traction control device reducing an output of an engine for suppressing a spin of a driving wheel of a vehicle , comprising:a first spin detection unit detecting the spin of the driving wheel based on a vehicle speed calculated from a rotation of a driven wheel to which a driving force is not transmitted from the engine, and a vehicle speed calculated from a rotation of the driving wheel to which the driving force is transmitted from the engine; anda second spin detection unit detecting the spin of the driving wheel based on a speed of the vehicle calculated from the rotation of the driven wheel, and a speed of the vehicle calculated from a rotation of the engine.2. The traction control device according to claim 1 , further comprisinga traveling determination unit determining whether the vehicle is in a starting state or a traveling state, wherein:when the traveling determination unit determines that the vehicle is in the starting state, the first spin detection unit detects the spin of the driving wheel; andwhen the determination unit determines that the vehicle is in the traveling state, the second spin detection unit detects the spin of the driving wheel.3. The traction control device according to claim 2 , further comprisinga clutch connecting or disconnecting the transmission ...

VEHICLE AND CONTROL DEVICE FOR VEHICLE

When temperature of a second power source of a vehicle becomes higher than a threshold value during a first mode in which three rotating elements of a differential gear can make differential movement and when four-wheel drive is needed, switching is performed to a second mode in which the three rotating elements are unified, and when four-wheel drive is not needed even when the temperature of the second power source becomes higher than the threshold value during the first mode, output of the second power source is restricted, while the first mode is maintained. 1. A vehicle comprising a transmission system , a first input shaft to which motive power from a first power source is input;', 'a second input shaft to which motive power from a second power source is input;', 'a first output shaft that outputs the motive power to a first drive wheel;', 'a second output shaft that outputs the motive power to a second drive wheel;', a first rotating element to which the second input shaft is coupled,', 'a second rotating element to which the second output shaft is coupled, and', 'a third rotating element to which the first output shaft is coupled; and, 'a differential gear including, as three rotating elements,'}, 'an engagement device that selectively couples any two rotating elements of the three rotating elements, and, 'the transmission system includingthe transmission system being capable of switching between a first mode in which the engagement device is released and the three rotating elements can make differential movement, and a second mode in which the engagement device is engaged and the three rotating elements are mechanically unified,wherein when temperature of the second power source becomes higher than a threshold value during the first mode and when both the first drive wheel and the second drive wheel need to be driven, switching is performed from the first mode to the second mode, and when the first drive wheel and the second drive wheel do not both need to ...