Abstract: A vehicle maneuvering system, comprising a processor; and a memory communicatively coupled to the processor, the memory having stored therein computer-executable instructions, comprising a steer-by-wire component configured to receive steering wheel input and navigate the vehicle in reverse mode, also a hitch angle component that estimates hitch angle of a trailer coupled to the vehicle, and estimate an angular rate of the hitch angle through the data gathered from the hitch angle component and a controller that controls speed of the vehicle and steering wheel angle input to maintain the hitch angle within a stable range.

Abstract: A trailer backup assist system and method are disclosed that utilize a steer-by-wire architecture and advanced control algorithms to enable intuitive and stable trailer reversing. A hitch angle determination module measures or estimates the angular relationship between a towing vehicle and a trailer. A proportional controller computes a desired hitch angle rate based on the difference between a target and current hitch angle, and a processing unit converts this rate to a front wheel steering angle using a linearized kinematic model. The system includes a trailer length estimator that passively infers trailer geometry during motion, and optionally applies torque feedback to the steering wheel to guide the driver. Sensor fusion from inertial sensors, mechanical linkages, or vision-based systems enables flexible hitch angle estimation. Experimental results demonstrate that the system stabilizes trailer motion with reduced driver input and prevents jackknifing through adaptive control.

Abstract: A double cardan joint assembly including an input universal joint, an output universal joint, and a resilient member disposed between the input universal joint and the output universal joint. The resilient member is positioned between the input universal joint and the output universal joint by attachment to either an arc guard of each universal joint or a cross-member of each universal joint, for example. The resilient member is adapted to center and align the double cardan joint assembly. Thus, the double cardan joint assembly does not necessarily include a conventional aligning ball-joint.

Abstract: A method is described for estimating longitudinal velocity of a vehicle on a road surface. The method includes obtaining a measured value of vehicle acceleration, which is dependent on longitudinal acceleration of the vehicle and vertical acceleration of the vehicle when a slope of the road surface is non-zero. The method includes determining an initial estimate of the slope. The method includes determining a difference between the initial estimate of the slope and a prior estimate of the slope and, based on the difference, setting a current estimate of the slope to be equal to the initial estimate or the prior estimate. The method includes estimating the longitudinal velocity of the vehicle based on the current estimate of the slope and the measured value of vehicle acceleration. The method includes controlling at least one wheel of the plurality of wheels based on the estimated longitudinal velocity of the vehicle.

Abstract: A method is described for estimating longitudinal velocity of a vehicle on a road surface. The method includes obtaining a measured value of vehicle acceleration, which is dependent on longitudinal acceleration of the vehicle and vertical acceleration of the vehicle when a slope of the road surface is non-zero. The method includes determining an initial estimate of the slope. The method includes determining a difference between the initial estimate of the slope and a prior estimate of the slope and, based on the difference, setting a current estimate of the slope to be equal to the initial estimate or the prior estimate. The method includes estimating the longitudinal velocity of the vehicle based on the current estimate of the slope and the measured value of vehicle acceleration. The method includes controlling at least one wheel of the plurality of wheels based on the estimated longitudinal velocity of the vehicle.

Abstract: A method is described for estimating longitudinal velocity of a vehicle on a road surface. The method includes obtaining a measured value of vehicle acceleration, which is dependent on longitudinal acceleration of the vehicle and vertical acceleration of the vehicle when a slope of the road surface is non-zero. The method includes determining an initial estimate of the slope. The method includes determining a difference between the initial estimate of the slope and a prior estimate of the slope and, based on the difference, setting a current estimate of the slope to be equal to the initial estimate or the prior estimate. The method includes estimating the longitudinal velocity of the vehicle based on the current estimate of the slope and the measured value of vehicle acceleration. The method includes controlling at least one wheel of the plurality of wheels based on the estimated longitudinal velocity of the vehicle.

Abstract: A method is described for estimating longitudinal velocity of a vehicle on a road surface. The method includes obtaining a measured value of vehicle acceleration, which is dependent on longitudinal acceleration of the vehicle and vertical acceleration of the vehicle when a slope of the road surface is non-zero. The method includes determining an initial estimate of the slope. The method includes determining a difference between the initial estimate of the slope and a prior estimate of the slope and, based on the difference, setting a current estimate of the slope to be equal to the initial estimate or the prior estimate. The method includes estimating the longitudinal velocity of the vehicle based on the current estimate of the slope and the measured value of vehicle acceleration. The method includes controlling at least one wheel of the plurality of wheels based on the estimated longitudinal velocity of the vehicle.

Abstract: A hybrid vehicle is provided with a drive mechanism for transmitting torque to at least a first and a second output member as well as to such a drive mechanism. The drive mechanism includes, but is not limited to a torque generating drive member operably coupled to the first and second output members, a switching element operably coupled to the drive member for selectively coupling the drive member with the first and second output members either in a propulsion mode or in a vector mode. In the propulsion mode, the drive member's torque is inducted to first and second output members uni-directionally and in the vector mode, the drive member's torque is inducted to first and second output members in opposite directions.

Abstract: A hybrid vehicle is provided with a drive mechanism for transmitting torque to at least a first and a second output member as well as to such a drive mechanism. The drive mechanism includes, but is not limited to a torque generating drive member operably coupled to the first and second output members, a switching element operably coupled to the drive member for selectively coupling the drive member with the first and second output members either in a propulsion mode or in a vector mode. In the propulsion mode, the drive member's torque is inducted to first and second output members uni-directionally and in the vector mode, the drive member's torque is inducted to first and second output members in opposite directions.

Abstract: A method and a system are provided for estimating a cornering limit of an automotive vehicle and a computer program product with a computer method code for carrying out the method. The method includes, but is not limited to sensing vehicle operating conditions and a vehicular yaw rate {dot over (?)}; detecting a lateral acceleration ay of the vehicle calculating vehicle parameters a yaw rate reference value {dot over (?)}ref, and a yaw rate error {dot over (?)}error on the basis of the yaw rate reference value {dot over (?)}ref and the vehicular yaw rate {dot over (?)}. If the lateral acceleration ay is determined as being unequal to zero, it is estimated whether the vehicle operating conditions, the vehicle parameters and the yaw rate error {dot over (?)}error are within a predetermined range of given thresholds.