Abstract: A vehicle and a system and method of controlling the vehicle. The system includes a sensor and a processor. The sensor obtains a first estimate of a force on a tire of the vehicle based on dynamics of the vehicle. The processor is configured to obtain a second estimate of the force on the tire using a tire model, determine an estimate of a coefficient of friction between the tire and the road from the first estimate of the force and the second estimate of the force, and control the vehicle using the estimate of the coefficient of friction.

Abstract: A vehicle and a system and method of controlling the vehicle. The system includes a sensor and a processor. The sensor obtains a first estimate of a force on a tire of the vehicle based on dynamics of the vehicle. The processor is configured to obtain a second estimate of the force on the tire using a tire model, determine an estimate of a coefficient of friction between the tire and the road from the first estimate of the force and the second estimate of the force, and control the vehicle using the estimate of the coefficient of friction.

Abstract: Methods and systems are provided for controlling an autonomous vehicle. In one embodiment, a method includes: A method of controlling an autonomous vehicle, comprising: receiving, by a processor, a first set of data obtained from an inertial measurement unit of the vehicle; receiving, by the processor, a second set of data obtained from a global positioning system of the vehicle; receiving, by the processor, a third set of data obtained from a camera of the vehicle; determining, by the processor, at least two vehicle states relative to markings of a lane by processing the first set of data, the second set of data, and the third set of data as measurement with an extended Kalman filter; and controlling, by the processor, the vehicle based on the at least two vehicle states.

Abstract: A method for estimation of a vehicle tire force includes: receiving, by a controller of a vehicle, a measured vehicle acceleration of the vehicle; receiving, by the controller, a measured wheel speed and a measured yaw rate of the vehicle; forming, by the controller, inertia matrices based on an inertia of rotating components of the vehicle; calculating torques at corners of the vehicle using the inertia matrices; estimating tire forces of the vehicle based on the measured vehicle acceleration, the measured wheel speed, and the inertia matrices; and controlling, by the controller, the vehicle, based on the plurality of estimated longitudinal and lateral tire forces.

Abstract: A method for estimation of a vehicle tire force includes: receiving, by a controller of a vehicle, a measured vehicle acceleration of the vehicle; receiving, by the controller, a measured wheel speed and a measured yaw rate of the vehicle; forming, by the controller, inertia matrices based on an inertia of rotating components of the vehicle; calculating torques at corners of the vehicle using the inertia matrices; estimating tire forces of the vehicle based on the measured vehicle acceleration, the measured wheel speed, and the inertia matrices; and controlling, by the controller, the vehicle, based on the plurality of estimated longitudinal and lateral tire forces.

Abstract: A method of controlling an active aerodynamic system of a vehicle includes calculating a first spring force estimated value from at least one sensed vehicle handling characteristic, and a second spring force estimated value from a nominal spring characteristic curve. When a difference between the first and second spring force estimated values is equal to or greater than a spring threshold value, a nominal spring characteristic curve is adjusted to define an adjusted spring characteristic curve, and the active aerodynamic system is controlled using the adjusted spring characteristic curve. When the difference between the first and second spring force estimated values is equal to or greater than the spring threshold value, a signal may also be engaged to provide a service recommendation.

Abstract: A method of controlling an active aerodynamic system of a vehicle includes calculating a first spring force estimated value from at least one sensed vehicle handling characteristic, and a second spring force estimated value from a nominal spring characteristic curve. When a difference between the first and second spring force estimated values is equal to or greater than a spring threshold value, a nominal spring characteristic curve is adjusted to define an adjusted spring characteristic curve, and the active aerodynamic system is controlled using the adjusted spring characteristic curve. When the difference between the first and second spring force estimated values is equal to or greater than the spring threshold value, a signal may also be engaged to provide a service recommendation.

Abstract: A reduced-order fail-safe inertial measurement unit system. A first inertial measurement unit device includes a plurality of accelerometers measuring linear accelerations and gyroscopes measuring angular velocities. A second inertial measurement unit device includes a reduced number of accelerometers and gyroscopes relative to the first inertial measurement unit device measuring at least two linear accelerations and at least one angular velocity. A processor receives acceleration data from the first and second inertial measurement units. The processor detects faulty data measurements from the first inertial measurement unit. The processor supplements the faulty data measurements of the first inertial measurement unit with transformed data generated as a function of the measurement data from the second inertial measurement unit. The processor applies predetermined transformation solutions to transform the measurement data from the second inertial measurement unit into the transformed data.

Abstract: A system for use at a vehicle to estimate vehicle pitch angle and road grade angle, in real time and generally simultaneously. The system includes a sensor configured to measure vehicle pitch rate, a processor, and a computer-readable medium. The medium includes computer-executable instructions that, when executed by the processor, cause the processor to perform operations comprising estimating, using an observer and the vehicle pitch rate measured by the sensor, an estimated vehicle pitch rate. The operations further comprise estimating, using an observer and the measured vehicle pitch rate, the vehicle pitch angle, and estimating, based on the estimated vehicle pitch rate and the vehicle pitch angle estimated, the road grade angle.

Abstract: A system, for use at a vehicle to estimate vehicle roll angle and road bank angle, in real time and generally simultaneously. The system includes a sensor configured to measure vehicle roll rate, a processor; and a computer-readable medium. The medium includes instructions that, when executed by the processor, cause the processor to perform operations comprising estimating, using an observer and the vehicle roll rate measured by the sensor, a vehicle roll rate. The operations also include estimating, using an observer and a measured vehicle roll rate, the vehicle roll angle, and estimating, based on the vehicle roll rate estimated and the vehicle roll angle estimated, the road bank angle.

Abstract: A reduced-order fail-safe inertial measurement unit system. A first inertial measurement unit device includes a plurality of accelerometers measuring linear accelerations and gyroscopes measuring angular velocities. A second inertial measurement unit device includes a reduced number of accelerometers and gyroscopes relative to the first inertial measurement unit device measuring at least two linear accelerations and at least one angular velocity. A processor receives acceleration data from the first and second inertial measurement units. The processor detects faulty data measurements from the first inertial measurement unit. The processor supplements the faulty data measurements of the first inertial measurement unit with transformed data generated as a function of the measurement data from the second inertial measurement unit. The processor applies predetermined transformation solutions to transform the measurement data from the second inertial measurement unit into the transformed data.

Abstract: A system, for use at a vehicle to estimate vehicle roll angle and road bank angle, in real time and generally simultaneously. The system includes a sensor configured to measure vehicle roll rate, a processor; and a computer-readable medium. The medium includes instructions that, when executed by the processor, cause the processor to perform operations comprising estimating, using an observer and the vehicle roll rate measured by the sensor, a vehicle roll rate. The operations also include estimating, using an observer and a measured vehicle roll rate, the vehicle roll angle, and estimating, based on the vehicle roll rate estimated and the vehicle roll angle estimated, the road bank angle.

Abstract: A system for use at a vehicle to estimate vehicle pitch angle and road grade angle, in real time and generally simultaneously. The system includes a sensor configured to measure vehicle pitch rate, a processor, and a computer-readable medium. The medium includes computer-executable instructions that, when executed by the processor, cause the processor to perform operations comprising estimating, using an observer and the vehicle pitch rate measured by the sensor, an estimated vehicle pitch rate. The operations further comprise estimating, using an observer and the measured vehicle pitch rate, the vehicle pitch angle, and estimating, based on the estimated vehicle pitch rate and the vehicle pitch angle estimated, the road grade angle.

Abstract: A method, and a system using the method, of controlling a towing vehicle that is connected to a vehicle trailer. The method includes sensing a set of vehicle targets and a set of vehicle conditions in response to the set of vehicle targets. The method also includes determining a plurality of differences between the set of vehicle targets and the set of vehicle conditions, determining a trend of the plurality of differences, generating at least one of a symmetric signal and an asymmetric signal based on the trend, and actuating a vehicle system with the at least one of a symmetric signal and an asymmetric signal.

Abstract: A trailer sway intervention system. The trailer sway intervention system includes a trailer having a plurality of wheels, each wheel having a brake, and a vehicle towing the trailer. The vehicle includes a plurality of sensors configured to sense operating characteristics of the vehicle, and a controller. The controller receives the sensed operating characteristics from the sensors, determines an error based on a difference between an expected yaw rate and a sensed yaw rate, asymmetrically applies braking forces to one or more trailer wheels based on the difference, and symmetrically applies braking forces to the trailer wheels when the absolute value of the difference between the expected yaw rate and the sensed yaw rate is declining.

Abstract: A cooperative traction control system that integrates throttle control and torque distribution. The system also uses dual slip controllers and methods that involve controlling the distribution of torque between wheels in the front and rear axles of a vehicle and a relatively small or no adjustment of the engine throttle (or, more generally, engine torque output) to reduce wheel slip. The control is cooperative in the sense that two controllers—a front axle torque controller and a rear axle torque controller—work together (or are controlled together) to reduce wheel slip and thereby achieve improved straight-line movement of a vehicle from a standstill.

Abstract: A trailer sway intervention system. The trailer sway intervention system includes a trailer having a plurality of wheels, each wheel having a brake, and a vehicle towing the trailer. The vehicle includes a plurality of sensors configured to sense operating characteristics of the vehicle, and a controller. The controller receives the sensed operating characteristics from the sensors, determines an error based on a difference between an expected yaw rate and a sensed yaw rate, asymmetrically applies braking forces to one or more trailer wheels based on the difference, and symmetrically applies braking forces to the trailer wheels when the absolute value of the difference between the expected yaw rate and the sensed yaw rate is declining.

Abstract: A cooperative traction control system that integrates throttle control and torque distribution. The system also uses dual slip controllers and methods that involve controlling the distribution of torque between wheels in the front and rear axles of a vehicle and a relatively small or no adjustment of the engine throttle (or, more generally, engine torque output) to reduce wheel slip. The control is cooperative in the sense that two controllers—a front axle torque controller and a rear axle torque controller—work together (or are controlled together) to reduce wheel slip and thereby achieve improved straight-line movement of a vehicle from a standstill.

Abstract: A method, and a system using the method, of controlling a towing vehicle that is connected to a vehicle trailer. The method includes sensing a set of vehicle targets and a set of vehicle conditions in response to the set of vehicle targets. The method also includes determining a plurality of differences between the set of vehicle targets and the set of vehicle conditions, determining a trend of the plurality of differences, generating at least one of a symmetric signal and an asymmetric signal based on the trend, and actuating a vehicle system with the at least one of a symmetric signal and an asymmetric signal.

Abstract: A device for implementing a method for controlling a switched-reluctance motor having a rotor and excitable phases is disclosed. The device comprises a controller and an interface for implementing a master control routine including a pre-alignment stage, a preliminary stage, and a primary stage. During the pre-alignment stage, the rotor is rotated to an initial position corresponding to one the phases being aligned. During the preliminary stage, the rotor is rotated from the initial position is rotated in a desired direction. During the primary stage, any operational losses are minimized when the rotor is positioned in a holding position.