Abstract: An electric vehicle is presented. The electric vehicle may include a front motor for driving a front wheel; a rear motor for driving a rear wheel; a target torque determiner for determining a target torque of the front motor and a target torque of the rear motor, based on at least a displacement amount of an accelerator operation member operated by a driver; and a motor controller for controlling the front motor and the rear motor to cause the front motor to output the target torque and the rear motor to output the target torque.

Abstract: A vehicle includes a first disconnect disposed between a prime mover of the vehicle and a certain one of the vehicle drive wheels. The first disconnect is operable to connect and disconnect the prime mover to and from the certain one of the drive wheels. A second disconnect is disposed between the powertrain and the certain one of the drive wheels, and is operable to connect and disconnect the certain one of the drive wheels to and from the powertrain when the first disconnect is engaged. A control system and method are configured to control operation of at least the first and second disconnects. Through selective control of the disconnects, the system can be automatically placed in a four-wheel-drive mode based on predetermined criteria, or the desirability of the four-wheel-drive mode can be indicated to the vehicle operator in a passive version of the control system and method.

Abstract: A traction control device for a motorcycle eliminates a need for a waiting time for detecting an amount of change in a vehicle state and a subsequent prediction time, and can execute quick traction control. The traction control device includes an engine driving force control unit, for calculating a real slip ratio of the motorcycle, setting a target slip ratio according to a driving state of the motorcycle, and controlling a driving force of an engine so that the real slip ratio becomes the target slip ratio. The traction control device also includes a throttle grip opening degree sensor for detecting an opening degree of a throttle grip; and a bank angle sensor for detecting a bank angle of the motorcycle. The engine driving force control unit calculates the target slip ratio on a basis of the throttle opening degree and the bank angle of the motorcycle.

Abstract: A mobile robot configured to move on a ground. The mobile robot including a contact angle estimation unit estimating contact angles between wheels of the mobile robot and the ground and uncertainties associated with the contact angles, a traction force estimation unit estimating traction forces applied to the wheels and traction force uncertainties, a normal force estimation unit estimating normal forces applied to the wheels and normal force uncertainties, a friction coefficient estimation unit estimating friction coefficients between the wheels and the ground, a friction coefficient uncertainty estimation unit estimating friction coefficient uncertainties, and a controller determining the maximum friction coefficient from among the friction coefficients such that the maximum friction coefficient has an uncertainty less than a threshold and at a point of time when the torque applied to each of the wheels changes from an increasing state to a decreasing state, among the estimated friction coefficients.

Abstract: A system and a method of controlling vehicle starting may include a wheel speed sensor detecting a speed of at least one wheel among wheels of the vehicle, a vehicle speed detector detecting a vehicle speed, an acceleration detector detecting a vehicle acceleration, a vertical acceleration sensor detecting a vertical acceleration of the vehicle, a wheel torque detector calculating a wheel torque, an ambient temperature sensor detecting an ambient temperature, and a controller. The controller may calculate a wheel slip amount based on the speed of at least one wheel, the vehicle speed and the vehicle acceleration, determine whether a wheel slip occurs by comparing the wheel slip amount with a first predetermined wheel slip amount, determine a road state based on the ambient temperature and the vertical acceleration of the vehicle if the wheel slip occurs, and perform a starting control according to the road state.

Abstract: Systems and methods for detecting the onset of wheel skids and controlling brake torque to achieve efficient and smooth braking performance are described herein. A brake control system may utilize an algorithm, along with substantially real-time measured values to assist with controlling brake torque to achieve efficient and smooth braking performance. A history of wheel speed information, such as wheel speed information associated with one or more landing event, may also be used to iteratively estimate tire/runway friction properties.

Abstract: In general, the subject matter described in this specification can be embodied in methods, systems, and program products for performing vehicle traction control. Time intervals between points of rotation of a rotating vehicle output shaft are measured. Indicators of shaft rotation rate are generated using, for each generated indicator, a set of one or more of the time intervals. The generated indicators of shaft rotation rate are used to determine a value indicative of a rate of change of shaft rotation rate. An indicator of a maximum allowable output shaft rotation rate is computed. A current indicator of output shaft rotation rate is determined to exceed the maximum allowable output shaft rotation rate. In response to determining that the current indicator exceeds the maximum allowable output shaft rotation rate, a signal to trigger application of a traction control mechanism is output.

Abstract: A regenerative brake control system for a vehicle includes a vehicle controller, a driveline torque distribution device interfacing with the vehicle controller, an electric machine interfacing with the driveline torque distribution device, a plurality of wheels coupled to the electric machine and at least one traction condition input indicating traction of the plurality of wheels provided to the vehicle controller. The vehicle controller engages the driveline torque distribution device and the electric machine apportions regenerative brake torque to the wheels in proportion to the traction of the wheels. A regenerative brake control method for a vehicle is also disclosed.

Abstract: A motorcycle sets a target slip value based on an accelerator operation by a driver, and prevents a significant decrease in the output torque of the drive power source during execution of traction control to provide a comfortable ride. The motorcycle includes a target slip value calculating section that calculates a target slip value, based on an accelerator operation by a driver; and an actual slip value calculating section that calculates an actual slip value, based on the difference between the rotation speed of the front wheel and the rotation speed of the rear wheel. The motorcycle further includes a drive power source controller arranged and programmed to reduce the output torque of the drive power source, based on the difference between a criterion value different from the target slip value and the actual slip value when the actual slip value is lower than the target slip value.

Abstract: A railcar control apparatus comprises a synchronous slide/slip detector which determines that the axles are synchronously sliding/slipping if an absolute value of axle's speed difference is less than a synchronous slide/slip speed difference threshold and an absolute value of axle's acceleration is greater than a predetermined synchronous slide/slip acceleration threshold.

Abstract: A method for controlling a continuously variable ratio transmission is described. The method may include controlling a continuously variable ratio unit (“variator”) having rotary input and output members through which the variator is coupled between an engine and a driven component, the variator receiving a primary control signal and being constructed and arranged to exert upon its input and output members torques which correspond directly to the control signal. The method may also include determining a target engine acceleration, determining settings of the variator's primary control signal and of an engine torque control for providing the required engine acceleration and adjusting the control signal and/or the engine torque control based on these settings, predicting a consequent engine speed change, allowing for engine and/or transmission characteristics, and correcting the settings of the control signal and engine torque based on a comparison of actual and predicted engine speeds.

Abstract: A method of stabilizing a vehicle is provided. The vehicle is travelling at a forward speed and a lateral speed, and comprises a lateral acceleration sensor, a yaw sensor adapted to detect an actual yaw rate of the vehicle around a central axis, a steering mechanism adapted to steer the vehicle by a steered yaw rate, and an electronic stability control system.

Abstract: A safety system for a motor vehicle having at least a front wheel arrangement having one or more wheels and rear wheel arrangement having one or more wheels, the arrangement having: a control unit; and one or more vehicle inertial sensors to detect acceleration experienced by the vehicle, the inertial sensors being connected to the control unit so the control unit receives output signals from the inertial sensors; and one or more vehicle safety systems which may be activated by the control unit, wherein the control unit is configured to process the signals received from the inertial sensors and to determine whether at least one of the wheels of the front and rear wheel arrangements is not in contact with the surface over which the vehicle is driven.

Abstract: A hydrostatic drive system includes an anti-slip control unit having a hydraulic pump which supplies a plurality of hydraulic motors of a plurality of axles with pressure medium. Based on a detected slip, a control device switches over between a two-wheel and a multiple-wheel drive and controls the driving torque. Optimal distribution of driving torque and traction between the axles or wheels of the drive system is set in the drive system. A method for anti-slip control of a hydrostatic drive system includes reacting to a slip situation by activating a hydraulic motor for axles or wheels which until then were not driven, or driven only with low driving torque or by increasing the driving torque of wheels which until then did not slip. The capacity of the hydraulic motor of the axles or wheels is raised to enable the activation/increase.

Abstract: Disclosed is a technique for controlling the stability of a vehicle via in-wheel motors. More specifically, a steering angle, a wheel speed, a lateral G-Force, and a yaw rate calculated, and the lateral G-Force is compared with a predetermined lateral G-Force threshold. Next, a predetermined yaw rate control threshold is compared with a difference between an actual yaw rate and a demand yaw rate based on the calculated steering angle and wheel speed. The demand yaw rate and the actual yaw rate are then compared when the difference between the demand yaw rate and the actual yaw rate is greater than the yaw rate control threshold, and a final torque value is generated according to the difference between the demand yaw rate and the actual yaw rate.

Abstract: A drive system has a switched reluctance motor (SR motor) and a control system configured to determine an estimated total torque of SR motor as a function of the phase voltages and phase currents of the phases of the SR motor.

Abstract: A two wheeled vehicle includes a main body, a first wheel that is coupled to the main body, and a second wheel that is coupled to the main body. The vehicle also includes a motor that is supported by the main body and that drives at least one of the first and second wheels in rotation relative to the main body. Moreover, the vehicle includes a controller assembly including a controller and a controller housing. The controller is operable to control the motor to thereby control driving rotation of the at least one of the first and second wheels. The controller is housed within the controller housing, and the controller housing is coupled to the main body. The controller and the motor are in severable but operable communication when the controller housing is coupled to the main body.

Abstract: A brake control method for a hydraulic brake device equipped with an actuator that automatically regulates braking liquid pressure in a wheel cylinder of a vehicle without driver intervention. The method includes: (a) calculating a time period in which holding or decreasing brake hydraulic pressure is continuously performed to the wheel cylinder; and (b) controlling the actuator such that, an increasing pressure and decreasing pressure to the wheel cylinder after the calculated time period has reached a predetermined time, the amount of the pressure increase and the amount of the pressure decrease are the same.

Abstract: The utilization in a vehicle of the third derivative of rotational speed differences to enable early detection of the likely development or actual initiation of a condition involving wheel slip or loss of traction between the wheel and the surface over which it is traveling and to provide information to means to prevent the development of or reduce, inhibit, limit, eliminate, or control that condition is materially superior to the previously-disclosed methods intended for those purposes. The utilization of the third derivative of rotational speed differences for the indicated purposes produces highly useful and unexpected results and effectively addresses the problem of the detection of slip or loss of traction by means of a method of analysis not previously recognized or applied to that problem.

Abstract: Control to inhibit a slip of a wheel by controlling braking/driving force generated at the wheel is performed when a slip ratio of the wheel of a vehicle according to a running state of the vehicle becomes larger than a slip ratio threshold value set in advance or when a ratio between wheel acceleration of the wheel and a vehicle speed of the vehicle according to the running state of the vehicle becomes larger than a ratio threshold value. Therefore, it is possible to improve control accuracy when controlling a slip state of the wheel by decreasing an effect of operation by a driver and a road surface and the like, for example.

Abstract: A method is described for stabilizing a vehicle during a braking maneuver, in which the vehicle is steered at the same time. In order to bring the vehicle back again into a controlled state as rapidly as possible, the driving state is monitored with respect to a driving situation in which the wheel slip of the front wheels is greater than a specified threshold value, and besides that, a steering requirement is present. If such a driving situation has been detected, the brake pressure is first reduced at a first front wheel and after that at a second front wheel on the other side of the vehicle, until the wheel start-up pressure is reached. Because of that, the first wheel starts up substantially faster than in response to a simultaneous pressure reduction.

Abstract: The invention proposes a system that uses a novel method to analyze the surface being about to be traversed by a vehicle. The system can be used to enhance vehicle safety and control. The system makes use of AER cameras such as the Silicon Retina. The Silicon Retina is used monitor the surface to be traversed, and a processing unit analyzes the surface based on the signal provided by the Silicon Retina. The proposed surface analysis method carried out by the system surpasses state-of-art analysis methods.

Abstract: A method for detecting a burnout state during which driven wheels of a motor vehicle are caused to spin is provided. The method includes detecting a rotational wheel speed of a first driven wheel and a rotational wheel speed of a second driven wheel and comparing the rotational wheel speed of the faster turning wheel with a first constant. A vehicle speed is detected and compared with a second constant. An engine rotational speed is detected and compared with a third constant. The burnout state is detected when the rotational wheel speed of the faster turning wheel is greater than the first constant, the vehicle speed is less than the second constant, and the engine rotational speed is greater than the third constant.

Abstract: A vehicle comprises a trailer angle detection apparatus and a trailer backup control system coupled to the trailer angle detection apparatus. The trailer angle detection apparatus is configured for outputting a signal generated as a function of an angle between the vehicle and a trailer towably attached to the vehicle. The trailer backup control system includes a jackknife enabling condition detector and a jackknife counter-measures controller. The jackknife counter-measures controller alters a setting of at least one vehicle operating parameter for alleviating an adverse jackknife condition during backing of the trailer by the vehicle when the jackknife enabling condition detector determines that a jackknife enabling condition has been attained at a particular point in time during backing of the trailer by the vehicle.

Abstract: A method for determining the yaw tendency of a vehicle is hereby presented. The method comprises the steps of determining the propulsion states of one or several wheels of said vehicle, and estimating yaw moment variations of a vehicle from said propulsion states, wherein said yaw moment variations are induced from altered propulsion states between at least two of the wheels of said vehicle.

Abstract: A method for adjusting braking in a vehicle having wheels and a regenerative braking system is provided. The method comprises the steps of providing regenerative braking torque for the vehicle via the regenerative braking system at a first level if a wheel slip of the vehicle is not present, and providing regenerative braking torque for the vehicle via the regenerative braking system at one of a plurality of modulated levels if the wheel slip is present. Each of the plurality of modulated levels is dependent on a magnitude, a location, or both, of the wheel slip. Each of the modulated levels is less than the first level.

Abstract: In a vehicular brake-by-wire braking system, during a four wheel simultaneous control mode when regeneration cooperative braking is implemented, a pair of electromagnetic isolation control valves and one of normally closed electromagnetic pressure relief valves corresponding to regeneration side left and right wheel brakes and normally closed electromagnetic pressure relief valves corresponding to non-regeneration side left and right wheel brakes are caused to operate to open and close, while the other of the normally closed electromagnetic pressure relief valves corresponding to the regeneration side left and right wheel brakes and the normally closed electromagnetic pressure relief valves corresponding to the non-regeneration side left and right wheel brakes are put in de-energized states in which the valves concerned are kept closed, and all normally open electromagnetic pressure supply valves are put in de-energized states in which the valves concerned are kept opened.

Abstract: A three-wheeled vehicle that includes: a single front wheel; two rear wheels; a passenger cabin; an electronic steering control unit; and a steering input device configured to send an electronic signal to the electronic steering control unit corresponding to an input received at the steering input device associated with turning the three-wheeled vehicle; wherein the electronic steering control unit is configured to counter-steer the front wheel in response to receiving the electronic signal, wherein the counter-steering of the front wheel initiates a leaning of the passenger cabin a direction of turning of the three-wheeled vehicle.

Abstract: A method for demanding safety reactions for a rail vehicle having a plurality of appliances each able to demand a safety reaction when required, namely a braking process or a traction inhibit or both for the rail vehicle, includes: a) identification of a state in which one of the safety reactions should be carried out by one of the appliances, b) demanding the safety reaction by the appliance through a data bus, and c) feeding back information to the demanding appliance that the safety reaction has been carried out or intervening in a safety loop to initiate the desired safety reaction, if the safety reaction is not carried out.

Abstract: A method of testing a braking device in a drivetrain of a vehicle which includes at least one tractive element coupled to a traction motor. The method includes: (a) applying the braking device to a tractive element of the vehicle; (b) using an electronic controller, causing the traction motor to apply a predetermined force to the tractive element; and (c) using the controller, monitoring the tractive element for movement while the force is being applied. A dynamic braking or “retarder” function may also be tested. A system for carrying out the method is provided.

Abstract: A method of controlling travel of a vehicle equipped with an antilock braking system, including the steps of determining potential for one or more wheels to lift off the ground, deactivating the system in respect of the wheels with the lift off potential so the speed of these wheels is not taken into consideration when determining if anti-lock braking is required, applying a low-level test braking force to one or more of the wheels that has the lift off potential, monitoring the speed of the one or more wheels, and if the test braking force causes the wheel speed to fall below a predetermined percentage of the vehicle speed, triggering a stability alarm signal and/or applying a controlled braking force to reduce the vehicle speed.

Abstract: In a method for operating an at least semi-active chassis of a vehicle, a height profile of a road course which lies ahead in driving direction of the vehicle is determined with at least one sensor unit and at least one actuating unit of the vehicle is proactively controlled with the control unit, wherein an actual obstacle of the road course, which is displayed in the determined height profile is assigned to one of multiple predefined and store categories and a predetermined control signal is transmitted to the at least actuating unit based on the assigned category, wherein the actuating unit executes the control signal.

Abstract: A method for optimizing the torque applied by each motor of a dual motor drive system of an all-electric vehicle is provided, the torque adjustments taking into account wheel slip as well as other vehicular operating conditions.

Abstract: A vehicle has a drive unit driving wheels of a vehicle axle and braking the vehicle via a drive train in drag mode, an electronic control unit measuring actual wheel rotational speeds of the wheels, and a brake booster for reducing the actuating force at the brake pedal. A test unit is assigned to the electronic control unit and performs a plausibility check of the actual wheel rotational speeds in drag mode, wherein the test unit activates during the plausibility check the vehicle brake of one of the vehicle wheels and detects, from the rotational speed behavior of the wheel with a non-activated vehicle brake, whether the measured actual wheel rotational speeds correlate with the actual vehicle speed. A brake booster can be actuated by the test unit during the plausibility check in order to activate the vehicle brake.

Abstract: A vehicle comprises a trailer angle detection apparatus and a trailer backup control system. The trailer angle detection apparatus is configured for outputting hitch angle information generated as a function of an angle between the vehicle and a trailer towably attached thereto. The trailer backup control system includes a jackknife enabling condition detector and a jackknife counter-measures controller coupled to the trailer angle detection apparatus. The jackknife enabling condition detector is coupled to the trailer angle detection apparatus for receiving the hitch angle information therefrom and for determining if a jackknife enabling condition has been attained at a particular point in time during backing of the trailer by the vehicle. The jackknife counter-measures controller implements a vehicle speed reducing action in response to the jackknife enabling condition detector determining that the jackknife enabling condition has been attained at the particular point in time during backing of the trailer.

Abstract: A method is provided for estimating the height of the gravity center of a vehicle having at least a front axle and a rear axle each carrying at least two wheels. The method includes determining a first braking period and a second braking period occurring along road portions having substantially the same slope, but where the first and second braking periods result in different vehicle decelerations, and during both braking periods, estimating at least the following variables: vehicle acceleration; the wheel slippage rate for the front and rear axles; the braking forces or braking torque at each of the front and rear axles, or a ratio thereof; and the slope of the corresponding road portion. The method also includes estimating, using only the foregoing estimations made during both periods, the vehicle center of gravity height.

Abstract: A method for ascertaining a wheel reference speed of a wheel of a vehicle having a hydrostatic drive which uses a transfer medium, the hydrostatic drive acting at least on the one wheel, and the hydrostatic drive having an oscillating motor which may be swiveled to a pumping mode via which a torque may be applied to the wheel, and a wheel speed sensor for detecting the particular wheel speed being situated near the wheel, and the oscillating motor being appropriately adjusted while the wheel speed sensor ascertains the wheel reference speed in order to allow resistance-free flow of the transfer medium through the oscillating motor. The exemplary embodiments and/or exemplary methods of the present invention further relates to a device having arrangements for carrying out the method, and configured as a hydraulic drive control unit, for example.

Abstract: A vehicle travel control apparatus executes turning facilitation control that controls wheel longitudinal force such that the longitudinal force of a turning path inner side wheel becomes smaller than the longitudinal force of a turning path outer side wheel, and vehicle dynamics control that controls wheel longitudinal force so as to stabilize the turning motion of the vehicle. The vehicle speed range in which to permit the turning facilitation control is lower than the vehicle speed range in which to permit the vehicle dynamics control.

Abstract: 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.

Abstract: In a skid detecting apparatus for a vehicle having an engine and a CVT changing an output of the engine in speed to drive front wheels and rear wheels, it is configured to detect rotational speeds of one of the front and rear wheels, sequentially calculate accelerations (wheel accelerations var1, var2) of the one of the wheels based on the detected rotational speeds, calculate a ratio (var1/var2) between two accelerations of the same wheel calculated at different time points among the sequentially-calculated accelerations (S10), compare the ratio between the two accelerations with a predetermined value (S16) and determine that the one of the wheels has skidded or some or all of the wheels including the one have skidded when the calculated ratio between the two accelerations exceeds the predetermined value (S18).

Abstract: A control device for controlling a front wheel drive force and a rear wheel drive force of a vehicle that includes a transmission comprises: a first controller for controlling a drive force of a main drive wheel and a drive force of an auxiliary drive wheel, the drive force of the main drive wheel being one of the front-wheel drive force and the rear-wheel drive force, and the drive force of the auxiliary drive wheel being another of the front-wheel drive force and the rear-wheel drive force; and a second controller for detecting whether a speed-change ratio of the transmission has changed. In a case that the second controller has detected that the speed-change ratio has changed, the first controller increases the drive force of the auxiliary drive wheel and reduces the drive force of the main drive wheel.

Abstract: A method for tuning a vehicle's performance may include measuring a plurality of parameters representing the vehicle's current handling condition and the vehicle's limit handling condition, determining a margin between the vehicle's current handling condition and limit handling condition, characterizing the driver's dynamic control of the vehicle based on the margin, and altering at least one tunable vehicle performance parameter based on the characterization.

Abstract: A vehicle has at least two drive wheels which can be driven in each case by single-wheel drive units which are in particular of structurally identical dimensions and which can be actuated by means of a control device, control device determines a target torque which, in a torque distribution unit, can be divided into a first target torque for the first drive unit and a second target torque for the second drive unit. The torque distribution unit is assigned an adjustment unit by means of which the first and/or the second target torque can be corrected with an adjustment factor which can be determined as a function of a torque difference, arising owing to manufacturing and/or component tolerances, between the drive units.

Abstract: In a method for adjusting the drive-off torque while driving off in a vehicle, the rise (?Mdr) of the effectively acting actual drive torque (Mist) is limited to a maximum rise (?Mmax).

Abstract: The procedure of slip detection computes a right wheel speed Vr from a rotation speed Nm2 of a motor MG2 determined according to a detection result of a rotational position detection sensor 44 and from a left wheel speed Vl measured by a wheel speed sensor 64b attached to a left wheel 62b. A right wheel acceleration ar is calculated from the computed right wheel speed Vr. When the calculated right wheel acceleration ar exceeds a preset reference value arslip, the procedure detects the occurrence of a slip of a right wheel 62a. When a left wheel acceleration al calculated from the obtained left wheel speed Vl exceeds a preset reference value alslip, the procedure detects the occurrence of a slip of the left wheel 62b.

Abstract: A method for controlling coupler nodes in a vehicle system includes monitoring coupler forces between vehicle units in the vehicle system. The vehicle units include plural propulsion-generating vehicles. The method also includes identifying one or more nodes in the vehicle system based on the coupler forces. The one or more nodes represent one or more respective locations in the vehicle system disposed between a tensile section of the vehicle system experiencing a tensile force and a compressive section of the vehicle system experiencing a compressive force. The method also includes independently controlling tractive operations of the propulsion-generating vehicles based on the one or more nodes that are identified in order to control at least one of a number of the one or more nodes that are identified in the vehicle system or the one or more locations of the one or more nodes.

Abstract: A hybrid vehicle and method of control are disclosed. An internal combustion engine and at least one traction motor are operated such that the combined output torque corresponds to one of a plurality of output torque functions, each output torque function having a distinct output torque at a maximum value of accelerator pedal position for an associated vehicle speed. The output torque function is selected based on a virtual gear number. The virtual gear number varies in response to driver activation of shift selectors or automatically in response to changes in vehicle speed.

Abstract: A materials handling vehicle is provided comprising: a frame; wheels supported on the frame; a traction motor coupled to one of the wheels to effect rotation of the one wheel; a speed control element operable by an operator to define a speed control signal corresponding to a desired speed of the traction motor; a system associated with a steerable wheel to effect angular movement of the steerable wheel; and control apparatus coupled to the speed control element to receive the speed control signal, and coupled to the traction motor to generate a drive signal to the traction motor in response to the speed control signal to control the operation of the traction motor. The control apparatus may determine an acceleration value for the traction motor based on at least one of an angular position of the steerable wheel, a speed of the traction motor and a current position of the speed control element as defined by the speed control signal.

Abstract: In accordance with exemplary embodiments, a system and method are provided for using tire temperature for dynamically adjusting active chassis systems of a vehicle. The method comprises determining a tire temperature value for at least one tire of a vehicle using at least one sensor and adjusting at least one active chassis system of the vehicle responsive to the tire temperature value. The system comprises a chassis having an engine providing power to tires to propel the vehicle. At least one active chassis system is configured to control braking, power applied or control inputs to the tires, and a controller is configured to determine a tire temperature value for adjusting the at least one active chassis systems. The at least one active chassis systems are adjusted responsive to the tire temperature value provided by the controller to control braking, power applied or control inputs to the tires.

Abstract: A yaw stability control system for a vehicle detects and eliminates the vehicle yaw angle resulting from a body-force-disturbance and returns the vehicle to a pre disturbance heading. A yaw rate module generates a signal indicative of the vehicle yaw rate error. A yaw angle error module is triggered in response to a body-force-disturbance being detected by a body-force-disturbance detection unit, and performs integrations of the yaw rate signals to calculate a yaw angle error in order to obtain a correction of the vehicle yaw angle resulting from the body-force-disturbance. A yaw control module uses the yaw angle error in combination with the yaw rate error for a limited time period to generate yaw control signals that are sent to the vehicle brakes and/or active steering system for performing vehicle yaw stability control operations a signal to perform a body-force-disturbance yaw stability control operation for.