Abstract: Systems, methods, and other embodiments described herein relate to emergency lateral maneuvers using brake-induced tire sliding. In one embodiment, a method includes determining a vehicle state for a vehicle according to sensor data about a surrounding environment. The method includes computing, using the sensor data and the vehicle state, lateral accelerations that are yaw-free for the vehicle. The method includes, in response to detecting that the vehicle state is associated with an emergency event, selecting a maneuver from the lateral accelerations. The method includes controlling the vehicle according to the maneuver.

Abstract: The present invention relates to an autonomous driving control apparatus and an autonomous driving control method, and an exemplary embodiment of the present invention provides the autonomous driving control apparatus including: a driver seating sensor configured to recognize whether or not the driver is seated; a driver monitoring device configured to recognize whether a driver is looking ahead; and a processor configured to determine whether control authority is switchable for activating an autonomous driving control function based on sensing results of the driver seating sensor and the driver monitoring device.

Abstract: The invention relates to a method for simulation-based analysis and/or optimization of a motor vehicle, preferably having the following working steps: simulating (SIOI) a driving operation of the motor vehicle (I) on the basis of a model (M) with at least one manipulated variable for acquiring values of at least one simulated variable which is suitable for characterizing an overall vehicle behaviour, in particular a driving capability, of the motor vehicle (I), wherein the model has at least one partial model, in particular a torque model, and wherein the at least one partial model is based on a function and preferably characterizes the operation of at least one component, in particular of an internal combustion engine of the motor vehicle (I); and—outputting (S I03) the values of the at least one simulated variable.

Abstract: A first device comprises at least one amplifier. The at least one amplifier is configured to receive a plurality of sensor signals from a plurality of sensors. The at least one amplifier is configured to amplify at least two of the sensor signals to generate a plurality of amplified signals. Each of the amplified signals corresponds to one of the sensor signals. The first device comprises a plurality of modulators. Each of the modulators is configured to modulate one of the amplified signals to a distinct center frequency through employment of a Voltage Controlled Oscillator (VCO) to generate a modulated signal. The first device comprises an adder configured to create a composite signal. The composite signal comprises the modulated signal from each modulator. The composite signal is configured for transmission to a second device.

Abstract: A method and a device for determining wheel slip information of an electrically driven wheel of a motor vehicle, according to which during travel, the speed (nE-motor) of an electric motor driving the wheel is detected and the detected speed (nE-motor) of the electric motor is used to determine the wheel slip information.

Abstract: A vehicle includes a transmission, a powerplant, an inertial measurement unit, and a controller. The transmission has an input shaft and an output shaft. The powerplant is configured to generate and deliver torque to the input shaft. The inertial measurement unit is configured to measure inertial forces exerted onto the vehicle. The controller is programmed to, in response to a demanded torque at the output shaft and a non-transient condition of the vehicle, control the torque at the output shaft based on a torque at the input shaft and a gear ratio of the step-ratio transmission. The controller is further programmed to, in response to the demanded torque at the output shaft and a transient condition of the vehicle, control the torque at the output shaft based on the inertial forces and a vehicle velocity.

Abstract: Disclosed is a travel control apparatus for a four-wheel drive vehicle in which the states of engagements between a drive output part for secondary drive wheels and left and right secondary drive wheel axles are each changed to a torque transmission state or a torque transmission interruption state. The ratio of rotational speed of the drive output part to the average of rotational speeds of primary drive wheels is greater than 1. When the engagement states corresponding to the secondary drive wheels on the outer and inner sides of a turning locus have been set to the torque transmission state and the torque transmission interruption state, respectively, the engagement state having been set to the torque transmission state is changed to the torque transmission interruption state upon determination that an accelerator pedal is not operated and the magnitude of lateral acceleration is equal to or greater than a predetermined threshold.

Abstract: Systems and methods for managing communications equipment of a vehicle. The vehicle includes a first modem and a second modem coupled to the first modem. Responsive to the second modem wireless receiving first data for the first modem when the vehicle is in an inactive state, the first modem is in an off state, and the second modem is in a low power state, the vehicle is configured to wake the first modem from the off state, and process the first data via the first modem.

Abstract: A device for controlling access to a vehicle, the device including: a housing, the housing including a transmitter, a receiver, a microcontroller and an unlocking mechanism, wherein the housing is configured to be mounted to a vehicle and, in response to a triggering event at the unlocking mechanism, the microcontroller is configured to advertise itself to allow a previously linked remote device to connect and, once a connection is established with the remote device, the transmitter is configured to send an unlock signal to an electronic control unit inside the vehicle to unlock a door of the vehicle.

Abstract: Vehicle state estimation methods include measuring torque, using the measured torque to formulate a vehicle state estimation for vehicle control and applying the vehicle state estimation to control the vehicle.

Abstract: A hybrid vehicle and method of control include an internal combustion engine and at least one traction motor operated in an automatic mode such that the combined wheel torque is a function of accelerator pedal position and vehicle speed. In a select shift mode, wheel torque is also a function of 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. The vehicle transitions into select shift mode in response to driver activation of a downshift selector. When the transition occurs, an initial virtual gear number is selected to ensure that wheel torque increases.

Abstract: A control apparatus for a vehicle is provided with a plurality of actuators which perform sprung vibration suppression control, a vertical acceleration sensor configured to detect sprung vertical acceleration, and a plurality of actuator attitude control units which control the respective actuators such that the vertical acceleration detected by the vertical acceleration sensor becomes vertical acceleration corresponding to a target sprung state.

Abstract: An abnormal torque evaluation apparatus is applied to an electrically driven vehicle configured to drive left and right driving wheels independently with respective electric motors and also configured to independently drive the left and right driving wheels by means of the electric motors driven responsively to respective torque commands. Also provided are a yaw jerk detection means for detecting a yaw jerk and an abnormal torque evaluator for evaluating, based on the yaw jerk, the presence or absence of the occurrence of abnormal motor torque at the electric motors.

Abstract: A front wheel differential lock control system for a straddle-ride type four-wheeled vehicle is provided that can reliably switch a differential locking mechanism into a lock state in a low vehicle-speed state. In an engine provided with a manual transmission having forward five-speed and reverse gears, only in a low gear ratio state (1st through 3rd gears) is actuation of a diff-lock actuator permitted to switch a front wheel differential mechanism into a differential lock state. When a diff-lock operation is operated on the time of selection of third-, fourth- or fifth-speed gear, engine rotation number control is exercised to allow an engine rotation number to converge on a predetermined upper limit value. In an engine provided with a start clutch or a torque converter, actuation of the diff-lock actuator is permitted only in a low engine rotation number state where drive force is not transmitted to the front wheels.

Abstract: An electric lawn tractor roll away prevention system includes a brushless DC electric motor powering a traction drive wheel on the electric lawn tractor. The motor is connected to phase wires and provides a back EMF voltage on the phase wires if the electric lawn tractor rolls and turns the traction drive wheel without electric power from the motor. A three phase inverter rectifies the back EMF voltage, turns on the traction controller if the rectified voltage reaches a pre-specified threshold, and applies a voltage to the phase wires to reduce the speed of the electric lawn tractor by regenerative braking.

Abstract: A vehicle control strategy provides for automatically controlled movement from rest with deliberate wheel slip to maximize thrust. Different wheel slip conditions are provided for different terrain types. Wheel slip may be progressively reduced as the vehicle reaches a steady state speed. The strategy may also be implemented to maintain vehicle progress on low friction surfaces. The vehicle driver may be commanded to vary a control input, such as accelerator pedal position.

Abstract: A method of controlling a differential lock. The method may include determining a target point for disengaging the differential lock and disengaging the differential lock when the vehicle reaches the target point.

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 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: When two (in particular electric) drives operate on wheels decoupled from each other in a motor vehicle, the drives should have an identical construction and the same properties. However, if one drive is stronger than the other, distribution factors other than 0.5 must define the target torque for the two drives, i.e. the fraction of a total torque, in order to provide a correction. The distribution factors are determined while the motor vehicle is in operation. For this purpose, a steering angle and an additional quantity such as the lateral acceleration or the yaw rate are determined and a check is performed to determine if the additional quantity has the correct functional dependency on the steering angle.

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 a backing vehicle includes if a back-up sensor indicates that an obstacle is present behind the vehicle and a gear selector is moved to a reverse position, delaying reverse gear engagement and producing a warning signal, and producing a transmission tie-up if brakes are applied insufficiently to stop the vehicle.

Abstract: A method of controlling at least one coupling in a powertrain of a motor vehicle includes the steps of: determining at least one slip value which represents an instantaneous slip between different axles of the motor vehicle or between different wheels of an axle; forming an absolute value of the slip value which corresponds to the amount of the slip value; summing the absolute value or a substitute value derived therefrom to a last-formed slip sum value to form an instantaneous slip sum value; comparing the instantaneous slip sum value with a slip sum threshold value: and generating a control signal for actuating the coupling if the instantaneous slip sum value reaches or exceeds the slip sum threshold value.

Abstract: A vehicle motion control device is provided. The vehicle motion control device includes a steering angle deviation calculating unit which calculates a steering angle deviation of the vehicle, a frictional coefficient calculating unit which calculates each of road surface frictional coefficients for a traveling road surface of four wheels; and a pressure increasing and reducing controlling unit which performs a split control including applying a pressure increasing limitation of a pressure increasing control in an anti-skid control to a front wheel at a side of the traveling road surface having higher road surface frictional coefficient between the right and left wheels based on an absolute value of the steering angle deviation such that a pressure increasing gradient in the pressure increasing control is smaller as the absolute value is larger.

Abstract: Systems and methods for detecting wheel-spinning situations of a vehicle. One system includes a controller. The controller is configured to determine a speed of each wheel of the vehicle based on information received from a plurality of wheel speed sensors, to identify a second slowest wheel of the vehicle based on the speed of each wheel, to calculate a vehicle acceleration torque based on an acceleration of the second slowest wheel of the vehicle and a mass of the vehicle, to calculate a torque ratio based on the vehicle acceleration torque and a wheel drive torque, and to activate a traction control system when the torque ratio is greater than a predetermined threshold.

Abstract: In a method for influencing the traction force during shifting operations of a manual transmission in vehicles having at least two drive axles, the drive system of the first axle is activated in such a way that the interruptions in traction force occurring at the second axle during shifting operations of the manual transmission are at least partially compensated for.

Abstract: A traction control device includes: rotation speed detectors provided to wheels; a control-start determiner that determines whether or not to control a braking mechanism and a differential adjusting mechanism based on rotation speeds; a braking mechanism controller that controls the braking mechanism based on a result of the determination of the control-start determiner; and a differential adjusting mechanism controller that controls the differential adjusting mechanism based on the result of the determination of the control-start determiner, in which the control-start determiner includes: a right-left-wheel rotation speed difference calculating section; a front-rear-wheel rotation speed difference calculating section; and a control-start determining section that determines whether or not to start controlling at least one of the braking mechanism and the differential adjusting mechanism when one of rotation speed differences reaches or exceeds a predetermined threshold.

Abstract: A vehicle motion control device and method computes a size of a using friction circle in each of wheels by multiplying a size of an each wheel friction circle indicating a maximum generating force in each of the wheel tires by a previously computed each wheel using percentage, computes the each wheel tire generating force and the each wheel using percentage indicating a rate with respect to an upper limit value of a ?-using efficiency in each of the wheels, and controls a vehicle motion in such a manner that the computed each wheel tire generating force is obtained on the basis of the computed each wheel tire generating force, thereby minimizing an upper limit of the ?-using efficiency in each of the wheels.

Abstract: Systems and methods for detecting wheel-spinning situations of a vehicle. One system includes a controller. The controller is configured to determine a speed of each wheel of the vehicle based on information received from a plurality of wheel speed sensors, to identify a second slowest wheel of the vehicle based on the speed of each wheel, to calculate a vehicle acceleration torque based on an acceleration of the second slowest wheel of the vehicle and a mass of the vehicle, to calculate a torque ratio based on the vehicle acceleration torque and a wheel drive torque, and to activate a traction control system when the torque ratio is greater than a predetermined threshold.

Abstract: A right-left driving force control system includes: a selecting unit which: selects an adjusting unit adjusting distribution of a driving force between right and left wheels, when a shifting direction in which the driving force is shifted between the wheels and which is related to a control amount is the same as a first direction towards one of the wheels which has a larger speed; selects a limiting unit adjusting a differential action limiting force, when the shifting direction is the same as a second direction towards one of the wheels which has a smaller speed, and a difference between the wheel speeds is equal to or larger than a threshold value; and maintains the adjusting unit or the limiting unit, which has been selected, when the shifting direction is the same as the second direction, and the difference between the wheel speeds is less than the threshold value; and a control unit which controls the adjusting unit or the limiting unit, which is selected or maintained by the selecting unit, based on the

Abstract: A method of controlling at least one coupling in a powertrain of a motor vehicle includes the steps of: determining at least one slip value which represents an instantaneous slip between different axles of the motor vehicle or between different wheels of an axle; forming an absolute value of the slip value which corresponds to the amount of the slip value; summing the absolute value or a substitute value derived therefrom to a last-formed slip sum value to form an instantaneous slip sum value; comparing the instantaneous slip sum value with a slip sum threshold value: and generating a control signal for actuating the coupling if the instantaneous slip sum value reaches or exceeds the slip sum threshold value.

Abstract: The invention relates to a method and a device for monitoring the operating conditions of motor vehicles, with a drive system with at least one differential that distributes drive torque to the driven wheels. To avoid unacceptable wear in the differential of the drive system, it is proposed that at least the output speeds of the differential, and, via a steering angle sensor, an at least approximate driving of the motor vehicle in a straight line are detected and are compared over a time interval, and that in the case where the differential speed of the output shafts is above a defined speed threshold and prevails over the time interval and the vehicle is driven in a straight line, a warning signal is generated.

Abstract: The present device relates to a method for regulating the driving dynamics of a vehicle, in which at least one wheel of the vehicle is acted upon by a torque on the basis of control of a clutch transmitting a torque to the wheel and/or on the basis of control of a differential distributing torque to the wheel and at least to one other wheel. The method is characterized in that a value of the torque is determined as a function of a first and a second value of a yaw moment.

Abstract: An electronic locking mechanism for a vehicle differential assembly includes a lock element movable in response to an actuation signal between an open position and a locked position. The lock element generally forces side gears of the differential assembly to turn generally at a same rate when the lock element is in the locked position. The electronic locking mechanism further includes a processor configured to determine a status of the differential assembly from a current profile that includes the actuation signal and an induced current. The determined differential assembly status is generally one of an “activated and locked” status, an “activated but unlocked” status, a “deactivated but locked” status, and a “deactivated and unlocked” status.

Abstract: A traction control device includes: rotation speed detectors provided to wheels; a control-start determiner that determines whether or not to control a braking mechanism and a differential adjusting mechanism based on rotation speeds; a braking mechanism controller that controls the braking mechanism based on a result of the determination of the control-start determiner; and a differential adjusting mechanism controller that controls the differential adjusting mechanism based on the result of the determination of the control-start determiner, in which the control-start determiner includes: a right-left-wheel rotation speed difference calculating section; a front-rear-wheel rotation speed difference calculating section; and a control-start determining section that determines whether or not to start controlling at least one of the braking mechanism and the differential adjusting mechanism when one of rotation speed differences reaches or exceeds a predetermined threshold.

Abstract: A travel device includes an attitude detector that detects attitude information of a main body, a vehicle velocity detector that detects a vehicle velocity, a pseudo-attitude command generator that generates a pseudo-attitude information command of the main body based on the detected attitude information, the detected vehicle velocity, an input attitude information command and an input vehicle velocity command when accelerating or decelerating a vehicle, and an attitude controller that performs attitude control in such a way that the attitude information detected by the attitude detector follows the pseudo-attitude information command of the main body generated by the pseudo-attitude command generator.

Abstract: A method for controlling a locking differential of a motor vehicle includes locking the differential, if vehicle speed is less than a reference speed, and a wheel speed differential due to wheel slip is greater than a reference speed; and unlocking the differential and preventing its engagement, if vehicle speed is greater than the reference speed, and said wheel speed differential is less than a reference speed.

Abstract: A brake system fault pedal gain change method and system for brake pedal simulator equipped vehicles such as hybrid electric vehicles is provided. In the event of a brake system booster fault, the method alerts the driver by way of tactile feedback. Additionally, the disclosed method provides a controlled means to gradually increase required brake pedal force during a brake system fault to avoid an abrupt change in brake pedal force when the brake system boost is depleted.

Abstract: A control system for a vehicle having first and second wheels is provided that includes a differential apparatus adapted to distribute torque between the first and second wheels and a traction controller for controlling operation of the differential apparatus from vehicle launch up to a predetermined vehicle speed. The traction controller is configured to engage the differential apparatus in a first operating state according to at least one vehicle operating parameter indicative of a low traction operating condition and to further control engagement of the differential apparatus in a second vehicle operating state during the low traction operating condition according to a difference between an actual vehicle yaw rate and a predetermined target vehicle yaw rate. The control system also includes a stability controller for controlling engagement of the differential apparatus at or above the predetermined vehicle speed.

Abstract: A differential score protection system that regulates an engine to inhibit damage to a differential driven by the engine includes a first module that initiates a differential score protection mode and a second module that decreases an engine speed when the engine speed exceeds an engine speed limit. The engine speed limit is one of a plurality of pre-determined values based on a design slip speed limit of the differential.

Abstract: A method for automatically actuating longitudinal blocks in four-wheel vehicles, particularly in working machines and service vehicles. The longitudinal blocks are always open when driving situations occur in which the blocking effect is absolutely unnecessary. The longitudinal blocks are closed in all other situations.

Abstract: An apparatus for controlling the driving force of a vehicle is capable of using brakes to limit a differential operation, securing sufficient torque, and suppressing the heating and wearing of the brakes. In the vehicle, an engine generates torque to drive front wheels and/or rear wheels. A front differential allows differential rotation between the front wheels and transmits torque of the engine to the front wheels. A rear differential allows differential rotation between the rear wheels and transmits torque of the engine to the rear wheels. Disk brakes separately brake the front and rear wheels. An ABS/attitude electric control unit controls the disk brakes to limit differential rotation between the front wheels or between the rear wheels. At least one of the front and rear differentials is provided with a differential limiting mechanism.

Abstract: An independently suspended, driven axle shaft set in which the axle shafts are asymmetric with respect to each other, wherein the asymmetry provides mitigation of powerhop. The asymmetric axle shafts are asymmetrically selected such that the relative torsional stiffness therebetween is different by a ratio substantially between about 1.4 to 1 and about 2.0 to 1. The asymmetry may be provided by any known modality that alters torsional stiffness and is compliant with operational load demands of the axle shafts, as for example the axle shafts having the same length, but differing cross-sectional diameters; or by the axle shafts having the same cross-sectional diameters, but differing lengths; or a combination thereof.

Abstract: A global positioning system (GPS) based navigation and steering control system for ground vehicles, in particular, agricultural ground vehicles such as tractors, combines, sprayers, seeders, or the like, calculates instantaneous placement corrections to achieve desired towed implement placement on curved paths, and a method for same.

Abstract: A vehicle motion control device and method computes a size of a using friction circle in each of wheels by multiplying a size of an each wheel friction circle indicating a maximum generating force in each of the wheel tires by a previously computed each wheel using percentage, computes the each wheel tire generating force and the each wheel using percentage indicating a rate with respect to an upper limit value of a ?-using efficiency in each of the wheels, on the basis of a target vehicle body force and moment indicating a target vehicle body longitudinal force, a target vehicle body transverse force and a target yaw moment, and the computed size of the using friction circle, and controls a vehicle motion in such a manner that the computed each wheel tire generating force is obtained on the basis of the computed each wheel tire generating force, thereby minimizing an upper limit of the ?-using efficiency in each of the wheels.

Abstract: A power distribution control device 42 calculates a low-? information magnitude, associated with the friction coefficient of the road surface, based on the slip rate and the vehicle acceleration operation magnitude. If the low-? information magnitude exceeds an addition evaluation threshold, the power distribution control device 42 adds the low-? information magnitude. If the low-? information magnitude does not exceed the addition evaluation threshold, the power distribution control device 42 subtracts a constant K from a counter. The power distribution control device 42 makes evaluates a road to have a low-? when the counter exceeds a low-? evaluation threshold.

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: 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: Methods and apparatus are provided for generating a slip control for an active driveline device (such as an electronic limited slip differential (eLSD)) that corrects for longitudinal tire slip in the turning wheels of a vehicle. Indicia of a yaw rate of the vehicle are obtained by the eLSD, which then determining a target velocity difference for the turning wheels based at least in upon the yaw rate, along with other factors such as difference in wheel rotation speed or the wheel-road angle of the vehicle. Using these measured parameters, a slip control signal can be applied to the eLSD as a function of the determined target velocity difference.

Abstract: A method of operating a machine having a lockable differential includes monitoring a first operating parameter indicative of wheel slip, and monitoring a second operating parameter different from the first parameter, the method further including controlling locking and unlocking of the differential responsive to the second operating parameter. A machine is provided having an electronic controller including software control logic for controlling locking and unlocking of a differential, the electronic controller being configured to lock the differential where the machine is in an operating mode where wheel slip is likely, such as a digging/dozing mode. Satisfaction of criteria for locking may be recognition by the controller of a predetermined pattern of sensor inputs corresponding with a likely wheel slip condition, or actual slip detection.