Abstract: Scenario generation includes establishing a communicative coupling between a computer-generated business continuity management user interface and a selected large language model (LLM). Scenario generation includes specifying an adverse event in the user interface and querying a database of scenario description records for an organization with the specified adverse event in order to receive a vector of relevant data to the specified adverse event. Scenario generation further includes first tuning a pre-determined LLM prompt with the vector to produce a specific LLM prompt for the specified adverse event and then submitting the specific LLM prompt to the selected LLM from over the communicative coupling. The selected LLM returns to the user interface scenario text referring to a plausible instance of the specified adverse event. Finally, scenario generation includes persisting the scenario text into persistent storage in connection with a specific scenario for use in a scenario simulation engine.

Abstract: Scenario generation includes establishing a communicative coupling between a computer-generated business continuity management user interface and a selected large language model (LLM). Scenario generation includes specifying an adverse event in the user interface and querying a database of scenario description records for an organization with the specified adverse event in order to receive a vector of relevant data to the specified adverse event. Scenario generation further includes first tuning a pre-determined LLM prompt with the vector to produce a specific LLM prompt for the specified adverse event and then submitting the specific LLM prompt to the selected LLM from over the communicative coupling. The selected LLM returns to the user interface scenario text referring to a plausible instance of the specified adverse event. Finally, scenario generation includes persisting the scenario text into persistent storage in connection with a specific scenario for use in a scenario simulation engine.

Abstract: A feed forward method for controlling the distribution of torque between the front and rear axle in a four wheel drive vehicle where the slope of a hill upon which the vehicle is traveling is calculated based on measured vehicle longitudinal acceleration and estimated longitudinal acceleration. The hill slope estimation is made and implemented before the wheels of the vehicle begin to slip due to the slope and low friction coefficient of the road surface. Under conditions of high vehicle speeds or sever vehicle turning, the change of torque distribution is not implemented because there is a lesser tendency for the vehicle to slip on the hill surface.

Abstract: The present invention provides a method for improving cornering performance. From a given vehicle speed and lateral acceleration, in instances of a decrease in drive torque, individual wheel torque is shifted from inside wheels to outside wheels to increase vehicle yaw forces and counteract the understeer phenomenon. Similarly, in instances of increasing drive torque, individual wheel torque is shifted from outside wheels to inside wheels on a common axle to reduce vehicle yaw forces and counteract the oversteer phenomenon. Actual implementation of side-to-side torque shifting is done using a correction factor multiplied by other factors within a general torque shift equation.

Abstract: A method for deploying torque commands from a vehicle stability assist control system to a four wheel drive system in a vehicle that includes utilizing a firewall within a four wheel drive system electronic control unit to analyze commands sent from a vehicle stability assist electronic control unit to the four wheel drive electronic control unit. Additionally, the commands from the vehicle stability assist electronic control unit, when the vehicle control system is in operation, are integrated with commands independently generated by the four wheel drive electronic control unit, and resultant wheel torque commands are generated to be provided to each individual wheel in the four wheel drive system.

Abstract: A method of calculating feed-forward lateral acceleration of a moving vehicle is provided. The method includes the use of a corrected steering angle of the vehicle. The steering angle is corrected by using the Ackerman steer angle of the vehicle. Depending upon the speed at which the vehicle is traveling the steering angle may be corrected using the full Ackerman steer angle, a fraction of the Ackerman steer angle or not at all.

Abstract: A method of cooperative vehicle control in which a high level controller includes a high level algorithm that manages the overall control strategy of the vehicle and decides which vehicle subsystems to control, with what timing and with what authority. Depending on the given situation at hand, including existing or potential conflict between sub-algorithms in the high level controller, the status of the various subsystems and the effectiveness of additional change of these subsystems, desired intervention speed, and environmental repercussions in the total vehicle system, the high level controller may decide to use differing control strategies to meet performance characteristics of the total vehicle system as well as maintain control of vehicle stability, traction characteristics and overall body motions.

Abstract: A method and system for performing the method of controlling vehicle braking where the wheel slip of individual vehicle wheels is calculated and the load upon individual vehicle wheels is determined. A first brake line correction factor is calculated based on the determined loads upon the vehicle wheels. A second brake line correction factor is calculated based on the calculated wheel slip and the first and second load brake line correction factors are used to modulate a pressure supplied to individual wheel calipers during braking of the vehicle.

Abstract: A cooperative traction control system wherein individualized control over each wheel's longitudinal slip and/or lateral skidding is provided. The system uses a combination of an existing traction and stability module linked with a drive torque actuator capable of modulating the amount of drive torque at a given wheel on a specified axle. The system permits drive torque at the slipping and/or laterally skidding wheel to be controlled, either alone or in combination with brake actuation and throttle angle control, to reduce or control wheel slip and/or lateral skid and/or vehicle motion.

Abstract: A method and system for inhibiting torque steer in a vehicle equipped with steerable wheels that are power driven. The method determines a maximum engine torque limit, determines an estimated driver-desired torque, and controls the actual torque, by adjustment of the throttle angle, to be the smaller of the maximum engine torque limit and the estimated driver-desired torque. Sensors measure steering angle and transmission gear position and a calculator determines the maximum engine torque limit based upon the steering angle and transmission gear position. Further sensors measure engine speed, throttle angle, and atmospheric pressure, and a calculator estimates driver-desired torque based upon the measured engine speed, throttle angle, and atmospheric pressure. A comparator selects the lower of the maximum engine torque limit and the driver-desired engine torque and uses the selected torque to control throttle angle to inhibit torque steer.