Abstract: Methods, apparatuses, and computer-readable media are described. In one example, a method of controlling a vehicle comprises: receiving, using one or more sensors, a first set of measurements of a set of physical attributes of the vehicle in a motion; determining, based on a motion data model that defines a set of relationships among the set of physical attributes of the vehicle in the motion and based on the first set of measurements, a set of expected measurements of the set of physical attributes; determining whether to use an entirety of the first set of measurements to control an operation of the vehicle based on comparing the first set of measurements and the set of expected measurements; and responsive to determining not to use the entirety of the first set of measurements, controlling the operation of the vehicle based on a second set of measurements.

Abstract: To control vehicular congestion at intersections, a method includes detecting a group of two or more vehicles stopped at an intersection regulated by a traffic light, where for each of the vehicles in the group, movement through the intersection in response to a change in a state of the traffic light is affected by movement of at least one other vehicle in the group. The method further includes determining a time when the state of the traffic light changes to allow the group of vehicles to start moving through the intersection, determining acceleration parameters for a certain vehicle in the group in view of potential and/or actual movement of the other vehicles in the group through the intersection, and providing guidance to a device operated by a driver of the certain vehicle regarding the determined acceleration parameters, in accordance with the determined time.

Abstract: A method for controlling an electric motor is described herein. The method includes setting a current limit, a speed limit and a torque limit. The method also includes sensing a DC link current, comparing the sensed DC link current with the current limit and adjusting the torque limit based on the comparison with the current limit to provide an adjusted torque limit. The method also includes sensing the speed of the electric motor, comparing the speed with the speed limit and further adjusting the adjusted torque limit based on the comparison with the speed limit.

Abstract: Methods and systems for a differential assembly are provided herein. In one example, a method is provided that includes operating a clutch motor coupled to a differential locking clutch to place the differential locking clutch in a locked configuration. The method further includes, after the differential locking clutch is placed in the locked configuration, reducing electric power delivered to the clutch motor at a first rate and increasing the electric power delivered to the clutch motor when it is determined that clutch disengagement is occurring based on outputs from a motor position sensor or outputs from shaft speed sensors coupled to a pair of shafts coupled to the differential locking clutch.

Abstract: A four-wheel drive force distribution apparatus for distributing drive forces to the wheels of a four-wheel drive vehicle, in which the distribution of drive force to the front inside wheel (2a) and the distribution of drive force to the rear inside wheel (3a) are adjusted based on a ground load of the front inside wheel (2a) and a ground load of the rear inside wheel (3a) when the vehicle is turning, and the distribution of drive force to the front inside wheel (2a) compared with distribution of drive force to the rear inside wheel (3a) is reduced the smaller the ratio of the ground load of the front inside wheel (2a) to the ground load of the rear inside wheel (3a) during turning.

Abstract: A method for assessing contamination of a rail, in particular for a railway vehicle, comprises the steps of imposing a first sliding value lower than a first threshold between the wheels of a first controlled axle and the rail, the first controlled axle being the head axle of the railway vehicle, imposing a second sliding value greater than a second threshold between the wheels of a second controlled axle and the rail, the second axle following the first axle and the second threshold being greater than the first threshold, and determining the trend of an adhesion curve between the wheels belonging to a plurality of controlled axles and the rail, based on a first adhesion value between the wheels of the first axle and the rail, and a second adhesion value between the wheels of the second axle and the rail.

Abstract: A power generation amount of a power generator disposed on a vehicle is appropriately controlled by ordering the power generator a required power generation amount so as to control the power generator, driving a drive motor configured to drive a driving wheel of the vehicle using at least part of electric power generated by the power generator according to the required power generation amount, storing at least part of surplus power left in the electric power generated by the power generator in a storage device, detecting a slip of the driving wheel, and, executing reduction processing of a power generation amount for further reducing a required power generation amount that reflects a reduction amount of the electric power for driving the drive motor due to the slip of the driving wheel, if the detected extent of the slip is larger than a predetermined threshold.

Abstract: A vehicle control system including: a driving operator on which an operation used for manual driving is performed by a vehicle occupant; an output device that outputs information; an automated driving controller that executes automated driving automatically controlling at least one of acceleration/deceleration and steering of a vehicle; and a switching controller that causes the output device to output request information for requesting an operation on the driving operator when automated driving using the automated driving controller ends and is switched to manual driving and sets a control gain for the operation performed on the driving operator to be lower in at least a predetermined period after causing the output device to output the request information to than in a period other than the predetermined period.

Abstract: A braking system for a vehicle, which includes a control system configured to: actuate a pressure generation device in accordance with a braking request signal to generate the brake pressure; ascertain an operational state of the pressure generation device; ascertain a position of a displacement piston of a brake master cylinder based on the braking request signal; and couple a pressure modulation device to a brake master cylinder volume and actuate the device so that the pressure modulation device conveys brake fluid out of the brake master cylinder volume into the wheel brake circuit, if the operational status of the pressure generation device is ascertained to be nonoperational and the displacement piston is in the idle position.

Abstract: Provided is a control apparatus, a control method, and a control system for an electric vehicle that can prevent or reduce an unnecessary torque fluctuation on a wheel not targeted for slip control. A control apparatus for an electric vehicle limits a torque to be output to a non-target wheel according to a torque output to a target wheel after target wheel slip control is started, and updates a limit value of the torque to be output to the non-target wheel when a fluctuation range of the torque output to the target wheel falls within a predetermined range during the limitation.

Abstract: A method of determining clutch torque for a limited slip differential gear mechanism on a vehicle includes obtaining an estimated driveline torque. A desired bias torque is established. A necessary clutch torque required to achieve the desired bias torque is determined. The necessary clutch torque is commanded based on the estimated driveline torque to achieve the desired bias torque.

Abstract: An information providing apparatus, for a vehicle, includes a skill level determining unit, a driving load determining unit, and an information provision controller. The skill level determining unit is configured to determine a driving skill level of a driver of the vehicle when the vehicle is traveling. The driving load determining unit is configured to determine a driving load on the driver. The information provision controller is configured to control provision of information to the driver on the basis of the driving skill level and the driving load.

Abstract: Technical features of a steering system include a control module that dynamically determines an operating mode based on a set of input signal values such as lateral acceleration signal values and corresponding handwheel position values. The control module dynamically determines and learns classification boundaries between multiple operating modes based the input signal values. The control module further calibrates the steering system according to operating mode that is determined using the classification boundaries.

Abstract: 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.

Abstract: Disclosed is a system for estimating the speed of a vehicle. The system includes a plurality of wheel rotation sensors, a grade sensor, an acceleration sensor, an accelerator pedal deflection sensor, a brake pedal deflection sensor, and a processor. The processor is configured to compute a linear wheel speed, an upper limit of vehicle speed, and a lower limit of vehicle speed, based on the grade information, the pedal deflection information, and the acceleration, and then compute an estimated speed of the vehicle based on the linear wheel speed, the upper limit of vehicle speed, and the lower limit of vehicle speed.

Abstract: A vehicle includes a power source configured to provide drive torque, a front axle, a rear axle, and a transfer case configured to distribute drive torque from the power source between the front axle and the rear axle. The vehicle additionally includes a clutch arranged between the front axle and the transfer case. The clutch has a disengaged state and an engaged state drivingly coupling the transfer case and the front axle. The vehicle also includes a regenerative braking system configured to, in response to a braking request, provide regenerative braking torque to the rear axle. The vehicle further includes a controller. The controller is configured to, in response to a braking request and the clutch being in the disengaged state, control the clutch to shift into the engaged state to couple the regenerative braking system to the front axle and provide regenerative braking torque to the front axle.

Abstract: A control method for an electronic limited slip differential of a vehicle includes: determining by a controller, whether the vehicle is in an understeer state or an oversteer state when the vehicle is turning; and performing driving force movement control by the controller. In particular, when the vehicle is in the understeer state and an actual driving force of an inner wheel of the vehicle is greater than an allowable driving force of inner wheel, the controller increases the control torque of the electronic limited slip differential and transfers the inner wheel driving force to the outer wheel of the vehicle.

Abstract: A vehicle control system configured to control a braking operation of a hitch ball to a coupler on a trailer. The system may comprise a vehicle brake control system, a maneuvering system, an image sensor configured to capture an image data, and a velocity sensor. The system may also comprise a vehicle mass sensor configured to detect a vehicle mass and a controller. The controller may be configured to control the maneuvering system of the vehicle along a vehicle path. The controller may also identify a coupler distance based on the image data depicting a coupler of the trailer. The controller may also calculate a stopping distance for the braking operation based on a plurality of braking parameters, wherein the braking parameters comprise the velocity, the brake pressure, and the vehicle mass.

Abstract: This vehicle turning control device controls the turning characteristic of a vehicle having braking/driving sources capable of independently controlling a braking/driving torque for each wheel. The vehicle turning control device includes a yaw moment control device for controlling a yaw moment occurring in the vehicle, and a slip determination device for determining a road surface state from the angular velocity and the angular acceleration of the wheel and the vehicle speed. The yaw moment control device includes a control gain calculator for calculating a control gain, a target yaw rate calculator for calculating a target yaw rate from the vehicle speed, the steering angle, and the control gain, and a yaw moment calculator for calculating the braking/driving torque for each wheel in accordance with the target yaw rate. The control gain calculator calculates the control gain on the basis of a determination result of the slip determination device.

Abstract: A driving force distribution control device mounted on a four-wheel drive vehicle is provided. A coupling mechanism controller connects a drive shaft with an auxiliary driving wheel and sets a fastening force as a first fastening force, when an increase rate in an accelerator opening becomes more than a given value and a vehicle speed is below a given first speed, and changes the fastening force from the first fastening force to a second fastening force, when a slip of at least one of main driving wheels is detected after the fastening force is set to the first fastening force, and before a given time period has lapsed from the setting of the fastening force, or before the vehicle speed becomes faster than a given second speed. The second fastening force at least immediately after the change of the fastening force is a value larger than the first fastening force.

Abstract: A road friction is determined for a road location based on a traffic speed determined from respective speeds of each of a plurality of vehicles. A vehicle can be operated based on the determined road friction.

Abstract: Provided is a vehicle control system capable of controlling the behavior of a vehicle, in conformity to a tire longitudinal spring constant, to improve responsivity and linear feeling of the vehicle behavior with respect to a steering manipulation. The vehicle control system comprises a steering angle sensor (8) and a PCM (14). The PCM is configured to set, based on a detection value of the steering angle sensor, an additional deceleration to be added to a vehicle (1), and control the vehicle to generate the set additional deceleration in the vehicle, wherein the additional deceleration is set to be larger when a tire longitudinal spring constant (Kt) of each road wheel of the vehicle is relatively small than when it is not relatively small.

Abstract: A method of determining wheel slippage condition in a work vehicle includes moving the work vehicle from a first position to a second position, determining a drivetrain ground speed of the work vehicle using a drivetrain component, determining a predicted ground speed of the work vehicle using a sensor, detecting a wheel slippage condition by comparing the drivetrain ground speed to the predicted ground speed, and generating a driveline modification command to adjust propulsion power of the drivetrain component until the wheel slippage condition reaches a specified target. A method of adjusting acceleration for a work vehicle includes measuring a drivetrain acceleration, measuring an absolute acceleration, using the absolute acceleration to predict a ground speed, determining a steady state condition based on the commanded machine motion, the drivetrain speed, and the absolute acceleration, and modifying the predicted ground speed based on determination of the steady state condition.

Abstract: Vehicle alert and control systems and methods taking into account a detected road friction at a following vehicle and a predicted road friction by the following vehicle. The detected road friction between the following vehicle tires and the road surface may be assessed using a variety of methodologies and is used to compute a critical safety distance between the following vehicle and the preceding vehicle and a critical safety speed of the following vehicle. The predicted road friction ahead of the following vehicle may also be assessed using a variety of methodologies (lidar, camera, and cloud-based examples are provided) and is used to compute a warning safety distance between the following vehicle and the preceding vehicle and a warning safety speed of the following vehicle. These functionalities may be applied to vehicle/stationary object warning and response scenarios as well.

Abstract: In a method for drive optimization in a motor vehicle including at least two drivable wheels at a vehicle axle having individually settable drive torque, to increase the propelling force, the drive torque at at least one wheel is increased in such a way that an increased longitudinal slip of at least 20% results at the wheel.

Abstract: A vehicle includes a tandem axle system having an inter-axle differential and clutching assembly, a forward or first axle assembly, and a rear or second axle assembly. The inter-axle differential and clutching assembly includes a differential mechanism having first and second side gears and a clutch mechanism having a clutch member and an actuator assembly. At least one of the first axle assembly and the second axle assembly is in selective driving engagement with the inter-axle differential and clutching assembly.

Abstract: A drive force transmission apparatus is mountable on a four-wheel drive vehicle switchable between a four-wheel drive mode that transmits a drive force of an engine to front wheels and rear wheels, and a two-wheel drive mode that transmits the drive force to only the front wheels. The drive force transmission apparatus allows adjustment of the drive force to the rear wheels, and includes a multi-plate clutch, a piston for axially pressing the multi-plate clutch, an actuator for axially moving the piston, and a control unit for controlling the actuator. Upon satisfaction of a predetermined condition that indicates a high probability of the vehicle needing to be switched from the two-wheel drive mode to the four-wheel drive mode, the control unit causes the actuator to displace the piston by a predetermined amount with respect to an initial position of the piston toward the multi-plate clutch.

Abstract: A braking control method according to friction of road surface includes computing a real-time wheel speed according to a signal received from a wheel speed sensor; storing the real-time wheel speed as a wheel initial velocity when a braking event occurs; determining a relative-peak value according to the real-time wheel speed; estimating a vehicle deceleration according to the relative-peak value and the wheel initial velocity; computing an adjustment parameter according to the vehicle deceleration and a tire slip threshold, wherein the adjustment parameter reflects friction coefficient of road surface; and adjusting time length of an enhancement stage in an enhance-pressure control period of a stepped pressure-increasing phase according to the adjustment parameter; or adjusting time length of a reduction stage in a reduce-pressure control period of a stepped pressure-decreasing phase according to the adjustment parameter.

Abstract: A method for regulating a vehicle-actual-deceleration in a vehicle with an ABS brake system includes detecting the vehicle-actual-deceleration; determining a target vehicle deceleration and detecting at least one actual wheel rotational behavior. The method further includes calculating actuation times for actuation of pressure control valves of the ABS brake system associated with the wheels of the first vehicle axle and the wheels of the further vehicle axle and determining correction actuation times if at least one of the respective calculated actuation times is less than a minimum actuation time associated with the respective pressure control valve. Calculation of each of the respective actuation times is carried out at least for all of a first number of pressure control valves with which wheels are associated whose rotational behavior follows the at least one actual wheel rotational behavior.

Abstract: A vehicle includes: a plurality of wheels; a motor for providing a driving force to the plurality of wheels based on electrical energy stored in a battery; a modulator for controlling a number of rotations of the motor; and a controller for controlling the modulator based on a first control value at a coasting control and controlling the modulator based on a second control value when a wheel slip occurs in a safety control.

Abstract: A control apparatus for a vehicle includes: a first road surface friction coefficient calculator; a second road surface friction coefficient calculator; and a braking and driving force controller. The first road surface friction coefficient calculator calculates a first road surface friction coefficient that is a friction coefficient of a road surface in a contact with a wheel. The second road surface friction coefficient calculator calculates a second road surface friction coefficient on a basis of a detection value from a contactless sensor that contactlessly detects a road surface state.

Abstract: In a pneumatically sprung vehicle (1) with a front steering axle (A), one rear drive axle (TA) and one trailing axle (SA), traction is controlled by an air suspension system (36), having a “pressure ratio control” mode maintaining a parametrised ratio of air pressures in supporting bellows (2, 4) of the drive axle (TA) compared to air pressures in supporting bellows (3, 5) of the trailing axle (SA); a “relieve loading of trailing axle” mode checking whether relieving of the loading of the trailing axle (SA) is possible without overloading the drive axle (TA); and an “optimum traction” control mode increasing the pressure in the supporting bellows (2, 4) of the drive axle (TA) and reducing the pressure in the supporting bellows (3, 5) of the trailing axle (SA) without exceeding the maximum permissible axle load of the drive axle (TA) while maintaining residual pressure of the trailing axle (SA).

Abstract: A controller includes a control circuit configured to calculate a target corresponding steered angle that is a target value of a corresponding steered angle based on the transmission ratio associated with the vehicle speed. The corresponding steered angle is a rotation angle of a rotation shaft, which is convertible to the steered angle whose magnitude is changed relative to a value indicating the steering angle. The control circuit is configured to control the actuation of the motor so that an actual corresponding steered angle is a final target corresponding steered angle that is based on the target corresponding steered angle. The control circuit is configured to calculate the target corresponding steered angle by adjusting the transmission ratio based on a value indicating acceleration or deceleration of a vehicle.

Abstract: A control device of a vehicle including an engine, a power transmission device, a shift operation device, and a switching device includes: a shift-switching control portion outputting the control command signal when it is determined that the shift switching is permitted, and not outputting the control command signal when it is determined that the shift switching is prohibited, at the time of a shift switching operation; and an engine-starting control portion outputting a first signal causing the shift-switching control portion to determine that the shift switching is prohibited and initiating starting of the engine after determining that the shift switching is not being performed when it is determined that the shift switching is permitted at the time of an engine starting operation performed by the driver for starting the engine, and immediately initiating the engine when it is determined that the shift switching is prohibited.

Abstract: A braking force control device is provided which has a control unit that controls an upstream braking actuator that generates a common upstream pressure for four wheels and a downstream braking actuator that individually controls the braking pressure supplied to each wheel using the upstream pressure. The control unit controls the upstream pressure so that the braking pressure of the front wheels is permitted to be higher than a lock pressure of the rear wheels but does not become higher than a lock pressure of the front wheels, and suppresses an increase of the braking pressure of the rear wheels so that the braking pressure does not become higher than the lock pressure of the rear wheels, in a situation where the upstream pressure can be supplied to each braking force generating device but the braking pressure of any one of the wheels cannot be decreased.

Abstract: The motor vehicle comprises a first motor configured to drive front wheels; a second motor configured to drive rear wheels; and a control device configured to control the first motor and the second motor, such that the motor vehicle is driven with a required torque for driving. The control device controls the first motor and the second motor to set a larger value to a rear wheel distribution ratio that is a ratio of a torque of the rear wheels to the required torque, when the motor vehicle runs on a low ? road having a road surface friction coefficient equal to or less than a predetermined value and is currently turned, compared with a value when the motor vehicle does not run on the low ? road or when the motor vehicle is not currently turned.

Abstract: A method for a speed controller for a motor vehicle, wherein a speed prescription is set by the driver and automatic adjustment of the speed to the speed prescription is carried out at least by setting an engine torque prescription, wherein at the start of the speed control the engine torque prescription is set to an initial value, wherein the initial value is determined in accordance with at least one parameter.

Abstract: A control device for a vehicle as at least one input for vehicle data of the vehicle and at least one output for manipulated values for actuators of the vehicle. The control device is configured to determine manipulated values for the actuators of the vehicle on the basis of a first single track model for the vehicle and of a second single track model for a reference vehicle in order to approximate the side forces of the vehicle in the first single track model to the side forces of the reference vehicle in the second single track model.

Abstract: A modified reference transformation removes weighting factor from predictive torque control, and a reduced order PI observer based disturbance rejection control (DOBC) is combined to improve transient response. The resulting scheme shows superior performance as compared to previously proposed methods. The superiority of the disclosed MPTC is demonstrated by lower load estimation error and effective current surge suppression at speed jumps while maintaining comparable inner loop performance. Moreover, removal of weighting factor from the cost function gives an additional benefit of optimal balance between flux and torque regulation as evident from simulation and experimental results.

Abstract: A transfer case with an actuator for operating a two-speed transmission (i.e., range mechanism) and a clutch (i.e., mode mechanism). The actuator employs a motor-driven cam structure that coordinates the movement of a first fork, which is associated with the range mechanism, and a second fork that is associated with the mode mechanism. A resilient coupling is employed to provide compliance between the motor and the cam structure in the event that tooth-on-tooth contact inhibits the range mechanism from changing from a high-range mode and a low range mode. Compliance is provided between the cam structure and the second fork in the event that tooth-on-tooth contact inhibits the mode mechanism from changing from a 2WD mode to a 4WD mode. A sensor system identifies the placement of the first and second forks in various positions and responsively generates associated sensor signals.

Abstract: Disclosed are various embodiments of lock devices, systems, and methods. A locking system includes a locking mechanism with a controller configured to provide an actuation signal to an electronic actuator to extend or retract a locking mechanism and to adjust an allowable peak current for operating the electronic actuator to throw the deadbolt based on whether the allowable peak current is sufficient for the locking mechanism to achieve its locked or unlocked positions. The allowable peak current can be adjusted over time between a minimum and maximum peak current, thus optimizing the actual current draw from the electronic actuator required to throw the locking mechanism and minimizing power consumption.

Abstract: A system includes a locator device and one or more processors operably connected to the locator device. The locator device determines a trailing distance between a trailing vehicle system that travels along a route and a leading vehicle system that travels along the route ahead of the trailing vehicle system in a same direction of travel. The one or more processors compare the trailing distance to a first proximity distance relative to the leading vehicle system. In response to the trailing distance being less than the first proximity distance, the one or more processors set a permitted power output limit for the trailing vehicle system to be less than a maximum achievable power output for the trailing vehicle system, the permitted power output limit being set based on a power-to-weight ratio of the leading vehicle system.

Abstract: A system for delivering fluid in a machine is provided. The system includes a pump, a first valve disposed downstream of the pump, a check valve disposed downstream of the first valve, at least one accumulator disposed downstream of the check valve, and an auxiliary system disposed upstream of the check valve. The system further includes a control unit configured to receive a signal indicative of a fluid demand from the auxiliary system. The control unit is also configured to selectively control the first valve in a first position to limit flow of the fluid from the pump to the auxiliary system, and in a second position to allow flow of the fluid from the pump to the auxiliary system based, at least in part, on the received signal. The check valve limits flow of a fluid from the at least one accumulator to the auxiliary system.

Abstract: A system for damping control for a vehicle includes a parameter component and a damping adjustment component. The parameter component is configured to determine one or more driving parameters of a vehicle. The one or more driving parameters include a velocity of the vehicle. The damping adjustment component is configured to adjust damping of suspension of the vehicle during driving based on the one or more driving parameters. The damping adjustment component is also configured to adjust damping of suspension at a zero velocity for a threshold time period in response to transitioning from a non-zero velocity to the zero velocity.

Abstract: Vehicle systems are disclosed. A vehicle system includes one or more sensors, a steering wheel, an accelerator pedal, a steering wheel actuator, an accelerator pedal actuator, and a controller. The controller is communicatively coupled to the one or more sensors and the steering sensitivity adjusting unit. The controller includes at least one processor and at least one memory module storing computer readable and executable instructions that, when executed by the processor, cause the controller to detect an object based on output from the one or more sensors, and send to the steering sensitivity adjusting unit an instruction for adjusting a sensitivity of the steering wheel in response to detecting the object.

Abstract: Self-propelled vehicles that include swiveling caster wheels and independent drive wheels are disclosed. The self-propelled vehicles are selectively steered in a caster wheel steering mode or a drive wheel steering mode. The vehicle includes a differential system that may include a differential valve that allows hydraulic fluid to be transferred between the left and right drive systems. The differential system may be operable during the caster wheel steering mode such as when the vehicle is driven for transport between sites.

Abstract: An alternative traction control system, in addition to a primary traction control system, is associated with an agricultural machine in which a user selectable input can allow wheels of an the agricultural machine to spin freely, such as for clearing debris from tires, until a predetermined deactivate condition occurs. Such a deactivate condition could comprise, for example, reaching a maximum rotation speed and/or temperature threshold with respect to a wheel. To minimize the risk of damage to propulsion components which may be caused by excessive rotation speeds and/or temperatures, upon reaching such a threshold, operation can return from the alternative traction control system to the primary traction control system. Such a system can therefore allow an “on the fly” change that would permit an operator to selectively spin the tires without damaging mechanical aspects of the agricultural machine.

Abstract: A vehicular behavior control apparatus in which a control unit that controls a driving device and a braking device is configured to calculate a target yaw moment and a target deceleration of the vehicle for ensuring stable behavior of the vehicle during non-braking turning, to calculate a first vehicle longitudinal force applied to a turning inner wheel to achieve the target yaw moment and a second vehicle longitudinal force necessary to achieve the target deceleration, to control, when the first vehicle longitudinal force is equal to or less than the second vehicle longitudinal force, the driving device so as to generate a driving force equal to a value obtained by subtracting the second vehicle longitudinal force from a driver-requested driving force and adding the first vehicle longitudinal force, and to apply the first vehicle longitudinal force to the turning inner wheel.

Abstract: 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.

Abstract: This driving assist apparatus for a vehicle sets target wheel speed of an inside rear wheel in turning to substantially zero when a state of a center differential apparatus is a locked state in a case where the vehicle is turned in an extremely low speed traveling control. Further, the apparatus sets target wheel speed of each of wheels other than the inside rear wheel in turning such that a mean value of target wheel speeds of front wheels is equal to a mean value of target wheel speeds of rear wheels and the mean value of target wheel speeds of front wheels is equal to target vehicle body speed. Furthermore, the apparatus adjusts driving force and braking force such that wheel speed of each of the wheels becomes equal to the target wheel speed set for each of the wheels.