МОДУЛЬ И СПОСОБ ДЛЯ УПРАВЛЕНИЯ ТРАНСПОРТНЫМ СРЕДСТВОМ

Изобретение относится к управлению транспортными средствами на поворотах. Модуль управления транспортного средства для использования в транспортном средстве, включающем в себя двигатель внутреннего сгорания, электромотор, аккумулятор и трансмиссию, причем, когда определяется движение транспортного средства в повороте посредством устройства определения движения в повороте, запрещается переключение передач в трансмиссии. Когда состояние накопления аккумулятора удовлетворяет первому условию накопления и определяется окончание движения транспортного средства в повороте, разрешается усиление помощи от электромотора, а переключение передач в трансмиссии остается запрещенным. Изобретение также относится к способу управления транспортным средством согласно вышеописанному устройству. Достигается плавное ускорение при движении в повороте. 2 н. и 17 з.п. ф-лы, 7 ил.

ГИБРИДНАЯ ЭЛЕКТРИЧЕСКАЯ РАБОЧАЯ МАШИНА

Изобретение относится к гибридной электрической рабочей машине. Рабочая машина содержит переднюю часть с передней рамой, заднюю часть с задней рамой, первую и вторую группы взаимодействующих с поверхностью земли элементов, средство передачи электрической энергии от электромашины к электродвигателю, первый и второй шарниры между передней и задней частями, устройство рулевого управления. Одна из частей содержит источник энергии, а другая электродвигатель/электродвигатели для привода взаимодействующих с поверхностью земли элементов. Источник энергии содержит электромашину и устройство получения механической энергии. Второй шарнир обеспечивает поворот передней части относительно задней части вокруг вертикальной оси. Устройство рулевого управления обеспечивает поворот передней части относительно задней части вокруг вертикальной оси. Часть рабочей машины, на которой установлено устройство получения механической энергии, содержит механическое устройство для передачи мощности от устройства получения ...

УСТРОЙСТВО УПРАВЛЕНИЯ КОЛЕБАНИЯМИ И СИСТЕМА УПРАВЛЕНИЯ КОЛЕБАНИЯМИ

УСИЛИТЕЛЬ РУЛЕВОГО ПРИВОДА ДЛЯ БЕЗРЕЛЬСОВОГО ТРАНСПОРТНОГО СРЕДСТВА

В автомобиле 2, оснащенном гибридным приводом в виде агрегата "ДВС-генератор" 16, активное усиление рулевого привода осуществляется за счет того, что независимые приводы 8, 10 внешнего и внутреннего колес регулируются в зависимости от угла поворота управляемых колес 4, 6 путем установки разности моментов так, что фактическая процентная разность в числе оборотов колес приближается к заданной процентной разнице в числе оборотов. Вследствие того, что при повороте мощность привода на внешнем колесе 4 больше, чем на внутреннем колесе 6, прикладываемое через рулевое управление 20, 22, 12 усилие, необходимое для поворота управляемых колес, значительно меньше, чем без разности моментов. 3 з.п. ф-лы, 7 ил.

Method for guiding automatic and/or assistive vehicle i.e. motor car, involves transmitting stored information to vehicle to decide whether track portion is suitable to guide automatic and/or assisting vehicle by environment sensor system

The method involves detecting item-related information of vehicles by an environment sensor system and a location sensor system over track properties (11). Stored information in a data base is updated and/or complemented (14) by the item-related information. The stored information is transmitted (15) to the vehicle, which runs through an information assigned track portion to decide (16) whether the track portion is suitable for guiding automatic and/or assisting a vehicle by the environment sensor system and an autonomous control device. An independent claim is also included for a system for guiding automatic and/or assistive a vehicle.

Verfahren zur Optimierung eines die Fahrdynamik beeinflussenden Fahrzeugregelsystems

Bei einem Verfahren zur Optimierung eines die Fahrdynamik beeinflussenden Fahrzeugregelsystems wird die an einer Fahrzeugachse wirkende Querkraft bestimmt und aus der Querkraft ein Querreibwert ermittelt, wobei aus einem Maximalreibwert und dem Querreibwert ein Längsreibwert bestimmt wird, der als Vorsteuerwert dem Fahrzeugregelsystem zugeführt wird.

Verfahren zur Stabilisierung eines Zweirads bei Kurvenfahrt

Bei einem Verfahren zur Stabilisierung eines Zweirads bei Kurvenfahrt wird anhand von Messwerten einschließlich des aktuellen Lenkwinkels auf ein Driften des Hinterrads bzw. ein Untersteuern des Vorderrads geschlossen und das Zweirad durch Ändern den Momentes am Vorderrad und/oder Hinterrad stabilisiert.

LENKUNGSUNTERSTÜTZUNG BEI EINEM NICHT-SPURGEBUNDENEN FAHRZEUG.

Betriebsverfahren für ein an einem zweiachsigen zweispurigen Hybrid-Kraftfahrzeug vorgesehenen System zur Veränderung des Eigenlenkverhaltens

Die Erfindung betrifft ein Betriebsverfahren für ein an einem zweiachsigen zweispurigen Kraftfahrzeug vorgesehenen System zur Veränderung des Eigenlenkverhaltens des Fahrzeugs, welches an einer ersten Achse einen aus einem Akkumulator gespeisten elektromotorischen und an einer zweiten Achse einen verbrennungsmotorischen Antrieb aufweist, und wobei das Eigenlenkverhalten an den jeweils aktiven Antriebsmodus angepasst wird. Dabei ist die Verteilung des gesamten sich aus dem elektromotorischen und dem verbrennungsmotorischen Antrieb ergebenden Antriebsmomentes zwischen den beiden Achsen auch vom Ladezustand des Akkumulators abhängig und es wird die Veränderung des Eigenlenkverhaltens in Abhängigkeit vom Ladezustand des Akkumulators eingestellt. Das Eigenlenkverhalten durch kann dabei dadurch verändert werden, dass an zumindest einer Achse wird Veränderung des Spurwinkels und/oder Sturzwinkels oder eine Veränderung der radwirksamen Stabilisierungsrate eines Federelements, bspw. eines Querstabilisators ...

Fahrzeugsteuerungsgerät

Das Fahrzeugsteuerungsgerät weist einen Sensor zum Erfassen einer physikalischen Größe einer Abbiegebewegung, eine Beschleunigungs-/Verzögerungsvorrichtung, eine Steuerungseinheit sowie eine Vorrichtung auf, um eine Straßenforminformation zu erlangen, die eine Form einer Straße an einer Position darstellt, die von einem Fahrzeug um einen vorbestimmten Abstand entfernt ist. Die Einheit bestimmt, dass eine erste Steuerungsstartbedingung erfüllt wird, wenn eine Größe der physikalischen Größe einen ersten Wert übersteigt, während die gekrümmte Straße als nicht vorhanden bestimmt wurde, basierend auf der Straßenforminformation, um eine Beschleunigungs-/Verzögerungssteuerung durchzuführen, um das Fahrzeug dazu zu bringen, mit einer Zielgeschwindigkeit in Abhängigkeit einer Krümmung der Straße zu laufen. Die Einheit bestimmt, dass eine zweite Steuerungsstartbedingung erfüllt wird, wenn die Größe der physikalischen Größe einen zweiten Wert übersteigt, der kleiner ist als der erste Wert, während ...

FAHRKONTROLLVORRICHTUNG, FAHRZEUG UND FAHRKONTROLLVERFAHREN

Diese Fahrkontrollvorrichtung umfasst: eine Straßenbestimmungseinheit, die ermittelt, ob eine Straße mit einer Abwärtsneigung, auf der ein Fahrzeug fährt, eine erste und eine zweite gekrümmte Straße umfasst; und eine Fahrkontrollrichtung, die, wenn die Straßenbestimmungseinheit bestimmt hat, dass die Straße die erste und die zweite gekrümmte Straße enthält, das Fahrzeug, wenn es veranlasst wurde, so zu fahren, dass es eine Zielgeschwindigkeit beibehält, veranlasst, an einer Kurvenstraßeneintrittsseite der ersten gekrümmten Straße zu verzögern und von einer Kurvenstraßenaustrittsseite der ersten gekrümmten Straße aus auszurollen, so dass das Fahrzeug die erste gekrümmte Straße durchfahren kann.

Motor vehicle adaptive cruise control system incorporates a method for adjusting vehicle speed prior to the approach to a curve so that it is within a safe limit

The method for adaptive cruise control for a motor vehicle in which the path of a curve in front of a vehicle is established and the instantaneous vehicle velocity is compared with a calculated safe velocity for the curve. If necessary the vehicle velocity is reduced. The distance to the curve can be determined directly from a road traffic information system or a navigation system.

Hydrostatischer Fahrantrieb

Offenbart ist hydrostatischer Fahrantrieb mit zumindest zwei in Reihe geschalteten Hydromotoren, die über eine Verstellpumpe mit Druckmittel versorgt sind. Erfindungsgemäß wird im Druckmittelströmungspfad zwischen den beiden Hydromotoren ein vorbestimmter Druckmittelvolumenstrom abgezweigt. Bei Überschreiten eines gewissen Schlupfes am stromaufwärtigen Hydromotor schaltet sich der stromabwärtige Hydromotor selbsttätig zu.

Geschwindigkeitsregler mit Stop & Go Funktion

Geschwindigkeitsregler für Kraftfahrzeuge, mit einer Sensoreinrichtung zur Messung von Betriebsparametern des Fahrzeugs und zur Messung des Abstands zu einem vor dem Fahrzeug befindlichen Zielobjekt und mit einer Steuereinrichtung zur Steuerung der Geschwindigkeit oder Beschleunigung des Fahrzeugs in Abhängigkeit von den gemessenen Betriebsparametern und Abstandsdaten, dadurch gekennzeichnet, daß die Steuereinrichtung eine Stop & Go Funktion zur automatischen Steuerung von Anfahr-, Roll- und Anhaltevorgängen in Abhängigkeit von Bewegungen des Zielobjektes aufweist und dazu ausgebildet ist, die Sensoreinrichtung während des Stop & Go Betriebs fortlaufend auf eine oder mehrere vordefinierte Bedingungen (S3, S4) zu prüfen, die einem sicheren Stop & Go Betrieb widersprechen, und bei Vorliegen einer solchen Bedingung eine Prozedur (S7, S8, S9) zur Abschaltung der Stop & Go Funktion einzuleiten.

Verfahren zur Anzeige einer empfohlenenKurvengeschwindigkeit in einem Fahrzeug undFahrerassistenzsystem

Ein Verfahren zur Anzeige einer empfohlenen Kurvengeschwindigkeit in einem Fahrzeug (1) umfasst folgende Schritte: Vorgeben eines Fahrprofils, das durch eine Anzahl von Parametern gekennzeichnet ist; Ermitteln einer empfohlenen Kurvengeschwindigkeit für eine zu durchfahrende Kurve abhängig von der Geometrie der Kurve und abhängig vom vorgegebenen Fahrprofil; Ausgabe der empfohlenen Kurvengeschwindigkeit an den Fahrer.

Steuerungssystem für Getriebe

FAHRGESCHWINDIGKEITSREGLER FÜR AUTOMOBILE

Fahrzeugsteuervorrichtung, Verfahren zum Steuern des Fahrzeugverhaltens eines Fahrzeugs und Computerprogrammprodukt

Es wird eine Fahrzeug-Regel- bzw. -Steuervorrichtung zur Verfügung gestellt, welche einen Motor, einen Motor-Regel- bzw. -Steuermechanismus, welcher konfiguriert ist, um ein Drehmoment zu regeln bzw. zu steuern, welches durch den Motor erzeugt wird, und einen Prozessor beinhaltet, welcher konfiguriert ist, um ein Fahrzeugverhalten-Regel- bzw. -Steuermodul, um eine Fahrzeugverhalten-Regelung bzw. -Steuerung durchzuführen, in welcher der Motor-Regel- bzw. -Steuermechanismus geregelt bzw. gesteuert wird, um das Drehmoment zu reduzieren, um das Fahrzeug zu verlangsamen, wenn eine Bedingung, dass das Fahrzeug fährt und ein auf einen Lenkwinkel bezogener Wert, welcher sich auf einen Lenkwinkel einer Lenkvorrichtung bezieht, ansteigt, erfüllt wird, und ein Verhinderungsmodul auszuführen, um zu verhindern, dass eine Verbrennungsfrequenz des Motors pro Zeiteinheit unter einen gegebenen Wert fällt, während das Fahrzeugverhalten-Regel- bzw. -Steuermodul die Fahrzeugverhalten-Regelung bzw. -Steuerung ...

Antriebskraftsteuersystem für ein Fahrzeug

In a vehicle drive force control system, the deviation of the directional angular velocity v of the vehicle from a target value v0 is determined 21 and a drive force correction Ke is applied accordingly. The correction can be applied by controlling the engine output via the fuel injection system 12 or by controlling the torque distribution between the driven wheels of the vehicle. The target directional angular velocity is determined in accordance with the vehicle speed v and steering angle delta f. The aim is to reduce the vehicle driving force in the event that the vehicle slides off-course on a low friction coefficient road suface. ...

HYBRIDBREMSSTEUERUNG

Verfahren zum Steuern eines Fahrzeugs (5), das eine Steuerung von regenerativen Bremsen (66, 68) und Reibungsbremsen (52, 54) aufweist, umfassend, dass:eine gewünschte Eckenkraft- und Eckenmomentverteilung (232) überwacht wird;Echtzeit-Aktuatorbeschränkungen (227, 237) überwacht werden, die eine Bremsdrehmomentgrenze für jede der regenerativen Bremsen (66, 68) umfassen;ein Drehmoment bei einem regenerativen Bremsen für jede der regenerativen Bremsen (66, 68) basierend auf der gewünschten Eckenkraft- und Eckenmomentverteilung (232) und den Echtzeit-Aktuatorbeschränkungen (227, 237) ermittelt wird;ein Drehmoment bei einem Reibungsbremsen für jede der Reibungsbremsen (52, 54) basierend auf der gewünschten Eckenkraft- und Eckenmomentverteilung (232) und dem ermittelten Drehmoment bei dem regenerativen Bremsen für jede der regenerativen Bremsen (66, 68) ermittelt wird; unddas Fahrzeug (5) basierend auf den ermittelten Drehmomenten bei dem regenerativen Bremsen und den ermittelten Drehmomenten ...

Verfahren zur Antriebsregelung bei einem Zweiwegefahrzeug

Bei einem Verfahren zur Antriebssteuerung bei einem Zweiwegefahrzeug für einen Schienenbetrieb auf Schienen und für einen Straßenbetrieb auf Verkehrsflächen, wobei das Zweiwegefahrzeug durch gummibereifte Antriebsräder angetrieben wird, die über mindestens einen elektrischen Antriebsmotor angetrieben werden und die Ansteuerung des elektrischen Antriebsmotors über einen Drehzahlregler erfolgt, der einen Sollwert sowie als Rückführgröße einen Drehzahlwert (nB) des Antriebsstrangs erhält, und mit einem Beobachter (12), der aus dem Drehzahlsignal (nS) eines mit einer Welle des elektrischen Antriebsmotor verbundenen Drehzahlsensors (6) sowie aus einer Drehfedersteifigkeit (c) und/oder mechanischen Dämpfung (d) des gummibereiften Antriebsrades den Drehzahlwert (nB) des Antriebsstranges bildet, bestimmt in Betriebszuständen mit einer möglichen starken Verformung der gummibereiften Antriebsräder ein Identifikator (16) Werte für die Drehfedersteifigkeit (c) und/oder mechanische Dämpfung (d) des ...

Fahrzeugsteuerungssystem und Steuerverfahren

Ausführungsformen der vorliegenden Erfindung stellen ein Steuerungssystem (3100) dar. Das Steuersystem (3100) ist für ein Trägerfahrzeug (10), das in einem autonomen Modus betrieben werden kann. Das Steuerungssystem (3100) umfasst eine oder mehrere Steuerungen (3110). Das Steuersystem (3100) ist konfiguriert, um ein erstes Standortsignal, ein erstes Flächensignal und ein Referenzsignal zu empfangen. Das erste Ortungssignal ist ein Indikator für den Standort eines Trägerfahrzeugs (10). Das erste Flächensignal ist ein Indikator für eine oder mehrere erfasste Eigenschaften von mindestens einem Abschnitt eines ersten Bereichs in einer Umgebung des Trägerfahrzeugs (10). Das Referenzsignal ist ein Indikator für die Lage eines zweiten Bereichs in Bezug auf den ersten Bereich. Der zweite Bereich befindet sich in der Nähe des ersten Bereichs. Die eine oder mehrere Steuerungen (3110) bestimmen nach Empfang des ersten Ortungssignals, des ersten Bereichssignals und des Referenzsignals den Standort ...

Aktives Lenkunterstützungssystem zum Steuern einer stabilen Querbeschleunigung

Es wird ein Verfahren zum Steuern der Querbeschleunigung in einem Fahrzeug mit einem aktiven Lenkunterstützungssystem bereitgestellt, wobei eine Begrenzung der Querbeschleunigung durch das Lenkunterstützungssystem in Abhängigkeit von einer kategorisierten Fahrsituation und notwendigen Querbeschleunigung inaktiviert wird. Es wird weiterhin eine Anordnung sowie ein Fahrzeug zum Ausführen des Verfahrens bereitgestellt.

AUSWAHLVORRICHTUNG FÜR EIN VORAUSBEFINDLICHES FAHRZEUG

Eine Auswahlvorrichtung für ein vorausbefindliches Fahrzeug schätzt eine Krümmung einer Straße, auf der ein eigenes Fahrzeug fährt, erfasst ein Objekt, das vor dem eigenen Fahrzeug vorhanden ist, und bestimmt eine Relativposition in Bezug auf das eigene Fahrzeug. Auf der Grundlage der Krümmung und der Relativposition wird ein Eigen-Fahrzeugspurwahrscheinlichkeitsmomentanwert bestimmt. Dieser Momentanwert ist eine Wahrscheinlichkeit dafür, dass das vorausbefindliche Objekt auf derselben Fahrzeugspur wie das eigene Fahrzeug vorhanden ist. Mittels einer Filterberechnung hinsichtlich des Momentanwerts wird eine Eigen-Fahrzeugspurwahrscheinlichkeit bestimmt. Auf der Grundlage der Eigen-Fahrzeugspurwahrscheinlichkeit wird ein vorausbefindliches Fahrzeug ausgewählt. Eine Zwischenfahrzeugzeit, die das eigene Fahrzeug benötigt, um eine erfasste Position des vorausbefindlichen Objekts zu erreichen, wird berechnet. Auf der Grundlage der Zwischenfahrzeugzeit werden Eigenschaften der Filterberechnung ...

Vorrichtung zum Bestimmen und Korrigieren der Ablenkung der Hauptachse in einer Fahrzeug-Hinderniserkennungsvorrichtung, und System zum Regeln des Abstandes zu einem vorausfahrenden Fahrzeug

Fahrzeugfahrgeschwindigkeit-Steuerverfahren

Ein Fahrzeuggeschwindigkeitssteuerverfahren, das aufweist:Bestimmen (S1) einer Ist-Geschwindigkeit eines Bezugsfahrzeugs,Bestimmen (S1) eines Krümmungsradius einer sich krümmenden Straße, die vor dem Bezugsfahrzeug vorliegt,Bestimmen (S3) eines Kurveneintrittsankunftsabstandes, der einen Abstand anzeigt, den das Bezugsfahrzeug von einer momentanen Position zu einem Eintritt in eine sich krümmende Straße zurücklegt,Bestimmen (S4) einer Sollquerbeschleunigung, die das Bezugsfahrzeug beim Fahren in der sich krümmenden Straße aufnimmt,Bestimmen (S5) einer Kurvenzeit-Sollgeschwindigkeit, auf die das Bezugsfahrzeug beim Durchfahren der sich krümmenden Straße gesteuert wird, auf der Grundlage des Krümmungsradius der sich krümmenden Straße und der Sollquerbeschleunigung,Bestimmen (S6) eine Geschwindigkeitsdifferenz zwischen der Kurvenzeit-Sollgeschwindigkeit und der Ist-Geschwindigkeit,Bestimmen (S6) eines korrigierten Bewertungsindex als einen Index, der eine Annäherungs/Trennen-Bedingung des ...

Vehicle acceleration determination

Torque distribution control in a vehicle

A four-wheel drive vehicle is controlled to improve the steering and road holding of a vehicle in a marginal condition when at least some of the vehicle wheels begin to slip during a turn. To achieve this the vehicle has a yaw rate sensor 17, a lateral acceleration sensor 18, a steering angle sensor 16 and a vehicle speed sensor 15 signals from the sensors are delivered to a control unit 20 where the yaw rate and lateral acceleration are calculated and the difference between the calculated rates and the sensed rates is used to select values of front and rear wheel cornering power (Kf,Kr). Using the steering angle and the vehicle speed a target angular velocity is calculated using calculating means 21. Together with the cornering powers a target directional angular velocity is calculated using means 24. From the directional angular velocity and the target directional angular velocity is calculated a correction coefficient (Ke) which is used to control a torque distribution means.

Vehicle steering by differentially driving steerable wheels

A vehicle having steerable wheels 24, 26 driven by individual motors 16, 18 has the motors controlled to create a torque imbalance in response to the steering angle to reduce the turning circle. The torque imbalance may be triggered by the approach of the steering to the full lock position. The vehicle may have a hybrid drive system with all wheels driven by electric motors.

Method and system for identifying a lane change

FOUR-WHEEL DRIVE MOTOR VEHICLE

Vehicle control system and control method

Enhanced curve negotiation

Vehicle control system and control method

Vehicle control system and control method

A control system for a vehicle operable in an autonomous mode includes one or more controllers which determine, and navigate autonomously along 10460, a navigation trajectory 10450 for the vehicle subsequent to receipt of a navigation goal 10410, map data 10420, and environment data 10430. The map data indicates a navigable area in which the vehicle is permitted to operate in autonomous mode. The environment data indicates a location of one or more obstacles, at least one of which is not indicated in the map data. The navigation trajectory includes a plurality of navigation waypoints each having an associated navigation speed, wherein each navigation speed is dependent on a proximity to the location of a navigation obstacle. The vehicle may be operated to remain a pre-determined distance from a dynamic obstacle during autonomous navigation and may stop if a distance from a dynamic obstacle is less than a predetermined minimum distance.

Vehicle control system and control method

A control system (13100) for a host vehicle (10) operable in an autonomous comprising one or more controllers (13110), the system configured to receive a request signal indicative of a request for autonomous navigation of the host vehicle (10), operating in the autonomous mode, from a current location of the host vehicle (10) to a navigation goal; wherein the one or more controllers (13110), subsequent to receipt of the request signal, output a precondition signal to cause one or more components associated with an effectiveness of one or more sensors of the host vehicle to prepare the host vehicle for autonomous navigation to the navigation goal prior to movement of the host vehicle away from the current location; and navigate the host vehicle (10) to the navigation goal. The precondition signal may be to cause a heating component to warm up a sensor, or a cooling component to cool down the sensor. One of the components may comprise a heating component for de-icing, de-frosting or de-misting ...

Improvements in vehicle steering

Vehicle stability controller

A controller for controlling vehicle stability, the controller having first and second drive modes and including a processor for switching between the drive modes, the processor being configured to: receive 520 steering angle, vehicle speed, vehicle direction, and brake input signals; determine 540 whether the steering angle and vehicle speed signals exceed predetermined respective thresholds; determine 550 whether the direction of travel of the vehicle is forward, based on the vehicle direction signal; and switch the system from the first drive mode to the second drive mode if the vehicle speed and steering angle signals exceed their respective predetermined thresholds and the direction of travel of the vehicle is forward; and, if the brake input signal is received and the system is in the second drive mode, apply 570 a braking force at a rear axle of a vehicle so as to allow rear wheels of the vehicle to lock. This can provide the advantage that the vehicle may perform a handbrake turn ...

Controller and control Method

Automatic speed control

Aspects of the present invention relate to an automatic speed controller, an automatic speed control system, to a method for automatic speed control, and to a vehicle. The automatic speed comprises an input for receiving a road classification signal from a road classification module and a vehicle speed information signal from a speed information module, wherein the road classification signal comprises information relating to a road on which the vehicle may travel, and the vehicle speed information signal comprises a speed limit value for the road; an output for outputting a speed offset signal for use in setting a speed of the vehicle; a processor arranged to determine the speed offset signal comprising an offset value, in dependence on the road classification signal and the speed information signal. The present invention provides improved automatic speed control by considering road classification information in conjunction with other factors.

Process and apparatus for the continuous cleaning of pipes before coating

Process for the continuous cleaning of the surface of pipes which can be advanced in their axial direction, which process is to be carried out before corrosion- inhibiting coating and is intended for removing scale, corrosion and/or soiling, in the case of which the pipes which are to be cleaned are exposed to at least two flame jets which are arranged one behind the other and are formed by the combustion of a natural gas/air mixture and/or propane gas/air mixture and/or butane gas/air mixture, it being the case that gas and/or air are/is fed to the burners under superatmospheric pressure, in particular under a pressure of 1.5 to 3 bar, and the flame-jet temperatures acting on the metal surface which is to be cleaned are set to be lower for the first flame jets than for the flame jets which follow in each case in the advancement direction of the metal surfaces, and in the case of which a mechanical surface treatment, in particular brushing with rotating brushes, is then carried out before ...

Procedure for the production of PU

DEVICE FOR DRIVING SUPPORT AND PROCEDURE FOR THE DRIVING SUPPORT

PROCEDURE FOR THE ADJUSTMENT OF THE GREED RATE ERROR WITH THE CONTROL OF SLIP-LIMITED DIFFERENTIALS

DREH- BZW. KIPPBARES METALLURGISCHES GEFAESS, INSBESONDERE ROHEISENMISCHER UND VERFAHREN ZUM BETRIEB DESSELBEN

VEHICLE PRICE INCREASE, TAX PROCEDURE AND COMPUTER PROGRAMME

DRIVE SERVOMECHANISM, DRIVE AUXILIARY METHOD AND DRIVE AID PROGRAMME

PROCEDURE AND DEVICE FOR THE DETERMINATION OF A FUTURE COURSE RANGE OF A VEHICLE

ANTI-TILTING FORCE GENERATOR FOR VEHICLES

Gathering oscillation piston press

Testing predictions for autonomous vehicles

Aspects of the disclosure relate to testing predictions of an autonomous vehicle relating to another vehicle or object in a roadway. For instance, one or more processors 120 may plan to maneuver a first vehicle 100 autonomously to complete an action and predict that a second vehicle 680, 780, 880 will take a responsive action. The first vehicle is maneuvered towards completing the action in a way that would allow the first vehicle to cancel completing the action without causing a collision between the first vehicle and the second vehicle, and in order to indicate to the second vehicle or a driver of the second vehicle that the first vehicle is attempting to complete the action. Thereafter, when the first vehicle is determined to be able to take the action, the action is completed by controlling the first vehicle autonomously using the determination of whether the second vehicle begins to take the particular responsive action.

Steering and control systems for a three-wheeled vehicle

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.

Maintenance vehicle

A maintenance vehicle having a frame supported by a pair of traction wheels and at least one steered wheel. The maintenance vehicle also includes a steering assembly having a pair of control levers for directly controlling a pair of transmissions that drive the traction wheels, a pair of sensors for measuring a characteristic of each transmission, the sensors being operatively connected to a system controller which generates an output signal to a steering controller for independently controlling the steering of the steered wheel(s).

VEHICLE TRAVEL CONTROL METHOD AND TRAVEL CONTROL DEVICE

A vehicle travel control method in which a target trajectory (OP) along which an own vehicle (V) should travel is detected and the own vehicle is made to automatically travel along the detected target trajectory, wherein a forward observation point distance from the own vehicle to a forward observation point is tentatively set in accordance with at least travel lane information, an own vehicle travel trajectory is estimated in which the own vehicle conforms to the target trajectory at the forward observation point when the own vehicle is presumed to have traveled the tentatively set forward observation point distance, the maximum value (?dmax), from the current location of the own vehicle to the forward observation point, of the lateral displacement between the estimated own vehicle travel trajectory and the target trajectory is detected, and a forward observation point distance by which the maximum value of the lateral displacement is less than or equal to a prescribed value (D) is officially ...

VIBRATION CONTROL DEVICE AND VIBRATION CONTROL SYSTEM

A vibration damping control device that controls drive output of a vehicle (10) so as to suppress pitch/bounce vibration of the vehicle (10) includes a vibration damping control unit (50) that controls driving torque of the vehicle (10) so as to reduce an amplitude of the pitch/bounce vibration, based on wheel torque applied to wheels (12FL, 12FR, 12RL, 12RR) of the vehicle (10) and generated at a location where the wheels (12FL, 12FR, 12RL, 12RR) contact with a road surface, and a compensation component adjusting unit (50) that reduces an amplitude of a compensation component that corrects the wheel torque calculated by the vibration damping control unit (50) so as to suppress the pitch/bounce vibration, as the magnitude of the steering angle velocity of the vehicle (10) increases.

VEHICLE, AND VEHICLE CONTROL METHOD

According to this vehicle and control method for the same, an electric motor control device sets a target left power (TM1) and a target right power (TM2), on the basis of the power (.beta.) suppliable by a power supply, power loss (L1, L2) dependent on the respective rotation state quantities (Nmot) of a left electric motor and a right electric motor, the target power difference (.DELTA.TT) between the left electric motor and the right electric motor, and the target sum of power (TRT_req) of the left electric motor and the right electric motor, and controls the left electric motor and the right electric motor using the target left power (TM1) and the target right power (TM2).

METHOD AND APPARATUS FOR IN-PATH TARGET DETERMINATION FOR AN AUTOMOTIVE VEHICLE USING A GYROSCOPIC DEVICE

The present invention concerns a method, an apparatus and an article of manufacture that satisfies the need for determining whether or not an obstacle vehicle is in the path of a host vehicle. Specifically, the present invention satisfies the above stated regardless of whether or not the host vehicle is moving in a straight path or along a curved path. Preferably, input data ("input") is collected from instruments mounted to a host vehicle. The input is used to calculate for the host vehicle the average turn rate, the radius of curvature of the path being traveled, the velocity, and a range from the host vehicle to an obstacle vehicle. Additionally, the input is used to determine the deviation of an obstacle vehicle. Additionally, the input is used to determine the deviation of an obstacle from a 0~ reference azimuth extending through the center of a radar beamating from a radar unit mounted to the host vehicle. An obstacle azimuth angle .alpha.i, is calculated and used to determine whether ...

PRESSWALZE AT A ROLLING MILL, WHOSE DEFLECTION IS ADJUSTABLE.

Method for alerting the rider of a single-track motor vehicle that he/she is leaving the lane

The invention relates to a method for alerting the rider of a single-track vehicle that he/she is leaving the lane. In said method, at least one lane boundary is determined by a video sensory mechanism, the lateral distance between a reference point on the motor vehicle and the lane boundary is determined, inclined-position data on the motor vehicle describing an inclined position of the motor vehicle is determined, and on the basis of at least the lateral distance and the inclined-position data, it is determined whether part of the motor vehicle or the rider and/or passenger protrude/s beyond the lane boundary.

System and method for providing a corrected lane following path through a curve for trailering vehicles

Travel control device

Sideslip compensated control method for autonomous vehicles

METHOD AND DEVICE FOR RISK PREVENTION ROAD

VEHICLE SPEED CONTROL, TAKING ACCOUNT OF DRIVER VOLUNTEER IN TURN

VEHICLE SPEED CONTROL DURING CORNERING

비보호 회전을 위한 조기 물체 검출

... 차량의 인식 시스템에 의한 물체들의 조기 검출을 위한, 그리고 더 정확한 검출을 기다리지 않고 응답하여 차량에 의한 예방 액션을 트리거하기 위한 시스템 및 방법이 제공된다. 차량은 멀티-레벨 센서 범위를 갖고, 센서 범위의 제1 레벨은 센서 범위의 외부 경계들에 인접하고 제1 신뢰도 값을 갖고, 센서 범위의 제2 레벨은 제1 범위 내에 있고 제2의 더 높은 신뢰도 값을 갖는다. 다가오는 교통이 빠른 속도로 이동중인 상황들에서, 차량은 너무 늦게 올 수 있는 검증을 기다리기보다는, 더 잡음이 있는 검출들, 또는 더 낮은 신뢰도를 가지고 인식된 물체들에 응답한다.

VEHICLE WITH IDENTIFICATION SYSTEM

DRIVING ASSISTANCE DEVICE

A driving assistance device includes processing circuitry to acquire host vehicle information, receive mobile object information from a mobile object outside the host vehicle using wireless communication, determinate a right or left turn of the host vehicle based on the host vehicle information, obtain a prediction point by calculating a right or left turn point of the host vehicle based on the host vehicle information, determine whether or not the host vehicle collides with the mobile object using the host vehicle information, the mobile object information, and the prediction point, and perform driving assistance of the host vehicle based on a result of the collision determination. The processing circuitry obtains the prediction point by calculating, on a basis of a preset deceleration, a distance required for the speed of the host vehicle HV included in the host vehicle information to reach a target speed set in advance.

Four-wheel drive control system for vehicle

A four-wheel drive control system for an automotive vehicle equipped with a transfer including a friction clutch for distributing a driving force to rear wheels and front wheels under a control of an engaging force of the friction clutch. The four-wheel drive control system comprises a driving force distribution control system which is arranges to (a) set first driving force distributed amounts respectively to the rear and front wheels in accordance with a detected value of a rotational speed difference between the rear and front wheels in a manner that a driving force to be applied to the front wheels increases with an increase in the detected value of the rotational speed difference, (b) set second driving force distributed amounts respectively to the rear and front wheels in accordance with a detected value of a throttle opening degree when the judgment is made such that the vehicle is at starting, and (c) control the engaging force of the friction clutch of the driving force distribution ...

DEVICE FOR EVALUATING THE TRANSVERSE ACCELERATION OF AN AUTOMOBILE VEHICLE AND CORRESPONDING METHOD

A device for evaluating the transverse acceleration of a motor vehicle measures the rotational speeds of two wheels of the vehicle, estimates the transverse acceleration of the vehicle from these speeds, and calculates, as a function of vehicle operating parameters, particularly of the rotational speeds of the wheels and of the transmission ratio engaged, a Boolean slip variable which is negative if the transverse estimated acceleration is relevant for detecting a bend, and which is positive if the reverse is true.

CURVATURE CORRECTED PATH SAMPLING SYSTEM FOR AUTONOMOUS DRIVING VEHICLES

According to one embodiment, a system determines a first trajectory (e.g., a reference line) based on map and route information of the ADV. The system determines a maximum curvature for a predetermined distance for the first trajectory. The system determines a sampling decay ratio based on the maximum curvature. The system generates one or more sets of sample points for the first trajectory, where each set of sample points include one or more sample points separated by a lateral distance apart based on the sampling decay ratio. The system generates a second trajectory for the ADV based on the sets of sample points to control the ADV, where the second trajectory nudges to a left or a right of the first trajectory based on the maximum curvature of the first trajectory.

Vehicle surrounding recognition support system for vehicle

A vehicle surrounding recognition support system for a vehicle includes a contact detection device detecting whether or not a driver of the vehicle touches a turn signal operating lever or moves his/her hand close to the turn signal operating lever, an object position detecting device detecting a position of an object existing around the vehicle, an object information identification device identifying information relating to the object in accordance with a result of detection of the object position detecting device, and a warning device warning the driver about the existence of the object in accordance with the information of the object, identified by the object information identification device, when the contact detection device detects that the driver touches the turn signal operating lever or moves his/her hand close to the turn signal operating lever.

Drifting Training Assistance System for a Motor Vehicle

A drifting training assistance system is provided for a motor vehicle for learning drifting techniques required in high-performance driving training The steering and the gas pedal movement, or the combined action thereof, is taken on and/or supported by a drifting assistance system.

PROCESSING POINT CLOUDS OF VEHICLE SENSORS HAVING VARIABLE SCAN LINE DISTRIBUTIONS USING TWO-DIMENSIONAL INTERPOLATION AND DISTANCE THRESHOLDING

A method for processing point clouds having variable spatial distributions of scan lines includes receiving a point cloud frame generated by a sensor configured to sense a vehicle environment. Each of the points in the frame has associated two-dimensional coordinates and an associated parameter value. The method also includes generating a normalized point cloud frame by adding interpolated points not present in the received frame, at least by, for each interpolated point, identifying one or more neighboring points having associated two-dimensional coordinates that are within a threshold distance of two-dimensional coordinates for the interpolated point, and calculating an estimated parameter value of the interpolated point using, for each of the identified neighboring points, a distance between the two-dimensional coordinates and the parameter value associated with the identified neighboring point. The method also includes generating, using the normalized point cloud frame, signals descriptive ...

METHOD FOR DETERMINING THE AXLE LOAD OF A VEHICLE

Disclosed is a method for determining the axle load of a vehicle (10) having at least two tires on an axle. During cornering, the axle load is determined from a difference between wheel speeds at a wheel on the inside of the bend and wheel speeds at a wheel on the outside of the bend and by taking into account the lateral acceleration and track width.

Steering control device

In a steer-by-wire steering control device for a vehicle using a model following control based on yaw rate or lateral acceleration, the target steering angle(s) of front wheels and/or rear wheels (Sfbs, Srbs) are corrected according a roll rate (Rre) of the vehicle which may be either detected or estimated from a lateral acceleration or yaw rate. Thereby, the roll rate gain can be reduced, and the damping property and response property of the yaw rate can be improved.

INTELLIGENT DRIVING SYSTEM WITH AN EMBEDDED DRIVER MODEL

The present application discloses an intelligent driving system with an embedded driver model. The system includes a driver model module that can tune vehicle performances according to driving characteristics of a driver and road environment. Applying the system provided by the present application to vehicle control systems, the driver's visual and tactile information may be taken into account when driving a vehicle, so as to tune vehicle performances to allow the vehicle to adapt itself to the individual driver.

Device and method for assisting with driving a motor vehicle

The invention relates to a driver-assistance device for assisting with driving a motor vehicle (1) following a road (2), this device comprising: a sensor suitable for acquiring a signal representative of the presence of an obstacle in the interior of a detection field (110) of this sensor, and a control module that is programmed to control a driver-assistance function for assisting with driving the motor vehicle, depending on the signal acquired by said sensor, and: a) to detect, on the basis of a position of the motor vehicle and of characteristics of said road, a section (20) of this road located outside of the detection field of said sensor, and b) in case of detection of this road section, to control said driver-assistance function while taking into account the potential presence of an obstacle on said road section. An associated driver-assistance method is also described.

Method and apparatus for testing operation and control accuracy of driving control system in unmanned vehicle

Disclosed is a method and an apparatus for testing operation and control accuracy of a driving control system in an unmanned vehicle. The method comprises determining an operation and control track length when the unmanned vehicle is operated and controlled by the driving control system in the unmanned vehicle, based on obtained traveling data information; determining a standard operation and control distance when the driving control system operates and controls the unmanned vehicle, based on a preset operation and control accuracy test standard; and comparing the operation and control track length with the standard operation and control distance to determine a test result of the operation and control accuracy of the driving control system.

Vehicle and driving control method thereof

An embodiment driving control method includes determining whether a turning section is present ahead along a driving route of a host vehicle, determining a first turning radius with respect to a center of the host vehicle in response to determining that the turning section is present, determining, based on the first turning radius, a second turning radius required to prevent the host vehicle from deviating from a lane to an inside in a turning direction, determining a third turning radius with respect to an inner rear wheel in consideration of an overall width of the host vehicle, and controlling the host vehicle to travel along the driving route or to travel along a corrected route generated by correcting the driving route based on relative sizes of the second turning radius and the third turning radius.

A METHOD FOR CONTROLLING A WORKING MACHINE, AND A WORKING MACHINE

VEHICLE SENSING SYSTEM

A vehicle sensing system is for being disposed on a vehicle. The vehicle sensing system includes a calculating unit, which includes a turning calculating module and a vehicle dimension dataset. The vehicle dimension dataset includes at least one of a wheelbase, a vehicle width, a front overhang and a rear overhang of the vehicle. The calculating unit is configured to receive a turning dataset of the vehicle. Based on the turning calculating module, the calculating unit is configured to determine an inner front wheel and an inner rear wheel. The calculating unit is configured to further determine a turning alarm zone in accordance with the vehicle dimension dataset and the turning dataset. The turning alarm zone is dependent on at least one of time and the turning dataset.

УСТРОЙСТВО ДЛЯ УЛУЧШЕНИЯ ПОВЕДЕНИЯ ТРАНСПОРТНОГО СРЕДСТВА ПРИ РУЛЕНИИ

Изобретение относится к области улучшения стабильности транспортных средств. Аппарат для улучшения поведения транспортного средства в состоянии руления содержит:- средство детектирования операции руления, которое детектирует операцию руления для управления управляемым колесом транспортного средства; и- средство увеличения движущей силы, которое временно увеличивает движущую силу на ходовом колесе в ответ на детектирование операции руления и уменьшает движущую силу через предварительно определенный период времени после увеличения движущей силы. Достигается улучшение реакции на руление или поведение при крене транспортного средства во время операции руления без изменения жесткости крепления устройства подвески или характеристик демпфирования амортизатора. 5 з.п. ф-лы, 7 ил.

СИСТЕМА ПОДДЕРЖКИ РУЛЕВОГО УПРАВЛЕНИЯ

Изобретение относится к системе поддержки рулевого управления. Система поддержки рулевого управления содержит: блок контроля периферии, блок распознавания полосы, блок поддержки управления при смене полосы, блок определения состояния выполнения смены полосы, блок остановки поддержки смены полосы движения, выполненный с возможностью остановки поддержки управления при смене полосы, когда блок контроля периферии определяет приближающееся транспортное средство, блок поддержки управления возвратом по центру, выполненный с возможностью выполнения поддержки управления возвратом по центру, когда поддержка управления при смене полосы остановлена в первой части смены полосы, блок поддержки управления предотвращением столкновения, выполненный с возможностью выполнения поддержки управления предотвращением столкновения, когда поддержка управления при смене полосы движения остановлена во второй части смены полосы. Обеспечивается поддержка рулевого управления при смене полосы для повышения безопасности ...

ПЛАНИРОВАНИЕ ТРАЕКТОРИИ

Изобретение относится к автономным транспортным средствам. Способ избегания препятствий автономным транспортным средством содержит этапы, на которых идентифицируют объекты, извлекают доступную для движения область для AV, вырезают, для получения первой скорректированной доступной для движения области, вырезанные участки доступной для движения области. Вырезанные участки соответствуют близким объектам, которые классифицированы как статические объекты, идентифицируют первый объект вдоль грубой траектории движения в первой скорректированной доступной для движения области для AV, причём первый объект является близким объектом, который классифицирован как динамический объект, принимают прогнозируемый маршрут первого объекта, определяют на основании прогнозируемого маршрута первого объекта скорректированную доступную для движения область путём корректировки первой скорректированной доступной для движения области на основании прогнозируемого маршрута первого объекта для получения скорректированной ...

УСТРОЙСТВО ДЛЯ УЛУЧШЕНИЯ ПОВЕДЕНИЯ ТРАНСПОРТНОГО СРЕДСТВА ПРИ РУЛЕНИИ

... 1. Аппарат улучшения поведения транспортного средства при рулении для транспортного средства, при этом транспортное средство способно двигаться с помощью ходового колеса, приводимого в движение движущей силой от источника энергии, при этом аппарат улучшения поведения транспортного средства при рулении содержит:средство обнаружения операции руления, которое обнаруживает операцию руления относительно руления управляемым колесом транспортного средства; исредство уменьшения движущей силы, которое временно уменьшает движущую силу для ходового колеса через установленный период времени, после того как операция руления обнаружена средством обнаружения операции руления.2. Аппарат улучшения поведения транспортного средства при рулении по п.1, в котором средство обнаружения операции руления обнаруживает операцию руления на основе разницы в скорости вращения между множеством ходовых колес транспортного средства.3. Аппарат улучшения поведения транспортного средства при рулении по п.1 или 2, в котором ...

ГИБРИДНАЯ ЭЛЕКТРИЧЕСКАЯ МАШИНА

... 1. Рабочая машина (101), имеющая переднюю часть (102) с передней рамой (103) и первой группой взаимодействующих с поверхностью земли элементов (135, 235); заднюю часть (107) с задней рамой (108) и второй группой взаимодействующих с поверхностью земли элементов (136, 236, 137, 237); и по меньшей мере один шарнир (121, 125) между передней частью (102) и задней частью (107), обеспечивающий поворот передней части относительно задней части, причем одна передняя часть (102) или задняя часть (107) содержит источник (140) энергии, а другая часть содержит по меньшей мере один электродвигатель (146, 148, 150, 152), обеспечивающий привод по меньшей мере одного из указанных взаимодействующих с поверхностью земли элементов, и при этом источник (140) энергии содержит электромашину (142) для обеспечения электрической энергии, и рабочая машина содержит также средство (151) передачи электрической энергии от электромашины (142) по меньшей мере к одному электродвигателю (146, 148, 150, 152), отличающаяся ...

СИСТЕМА И СПОСОБ ДЛЯ УЛУЧШЕННОГО ПРЕОДОЛЕНИЯ ИЗГИБОВ

KONTROLLVERFAHREN FÜR FAHRZEUG

Verfahren zur Kurvenfahrterkennung

In a process for cornering identification, in particular for motor vehicles with ABS or ASR, the speeds of rotation of both wheels of a (non driven) axle are measured and a correction value for the difference between the tyre rolling circumferences of both wheels is determined. A reference value (THR) representing driving in a straight line is continuously formed and this reference value is continuously corrected depending on the speed difference between both wheels according to a predetermined time scheme. To identify curves, a speed difference value (DIF) is compared with the reference value (THR). The reference value (THR) is corrected at relatively short intervals at the beginning, i.e., when cornering identification starts, and as said cornering continues, the intervals are increased. The change rate (THR) of the reference value (THR) is also high at the beginning and then decreases.

Fahrtregelungssystem und -verfahren

In einem Fahrtregelungssystem (1) berechnet eine Fahrtregelungs-ECU (10) einen Kurvenfahrtwiderstand, der auf das Fahrzeug ausgeübt wird, auf der Grundlage eines Lenkwinkels (S150), wenn sich ein Fahrzeug dreht. Die Fahrtregelungs-ECU (10) berechnet einen Geschwindigkeitsverringerungsbetrag als eine Korrekturfahrzeuggeschwindigkeit auf der Grundlage des Kurvenfahrtwiderstands (S160). Die Fahrtregelungs-ECU (10) subtrahiert die korrigierte Fahrzeuggeschwindigkeit von einer eingestellten Fahrzeuggeschwindigkeit, um eine Sollfahrzeuggeschwindigkeit derart einzustellen, dass die Fahrzeuggeschwindigkeit kleiner wird, wenn der Kurvenfahrtwiderstand größer ist (S180). Die Fahrtregelungs-ECU (10) regelt die Fahrzeuggeschwindigkeit auf innerhalb eines erlaubten Geschwindigkeitsbereiches der Sollfahrzeuggeschwindigkeit (S190).

Electromechanical drive vehicle e.g. electric car has control device that causes wheel rotations at low vehicle speed and performs control criterion on front and rear axles to produce vehicle pivoting by imposing transverse wheel slip

The vehicle has a front axle (FA) having a left front wheel (FWL) and a right front wheel (FWR), and a rear axle (RA) having a left rear wheel (RWL) and a right rear wheel (RWR). The electromechanical drive devices (D1-D4) drive the left and right front and rear wheels such that the active different wheel torques or wheel rotations at the axles are adjusted. A control device (2) controls the drive devices, causes wheel rotations at low vehicle speed and performs a control criterion on the axles to produce the pivoting of vehicle by imposing transverse wheel slip. An independent claim is included for method for tuning wheel rotation of electric car.

Method for operating driver assistance system of motor car i.e. passenger car, involves determining prospective passage path of motor car through determined curve based on determined number of road users

The method involves determining a parameter (50) characterizing a possible upcoming curve passage of a motor car. A determination is made whether the curve passage of the motor car is approached (60) based on the determined parameter. Number of road users e.g. persons or vehicles, located in a region of determined curve are determined (70) by a sensor if the determined curve passage of the motor car is approached. A prospective passage path of the motor car is determined (80) through the determined curve based on the determined number of road users. The sensor is selected from a group consisting of an electromagnetic sensor e.g. radar detector or lidar sensor, an acoustic sensor such as ultrasonic sensor, and an optical camera. Independent claims are also included for the following: (1) a driver assistance system for a motor car (2) a computer program product comprising a set of instructions for executing a driver assistance system operating method (3) a machine-readable medium comprising ...

VERFAHREN ZUM MESSEN, REGELN UND/ODER ANZEIGEN DER BEWEGUNG VON LANDFAHRZEUGEN

Verfahren zum Unterstützen eines Fahrers

Die Erfindung betrifft ein Verfahren zum Unterstützen eines Fahrers eines Fahrzeuggespannes (F) beim Durchfahren einer Kurve (K), wobei ein vom Fahrzeuggespann (F) beanspruchter Raum als Schleppkurve prognostiziert wird und seitlich zu dem Fahrzeuggespann (F) befindliche Objekte (4) erfasst werden, wobei bei ermittelter, dem Fahrzeuggespann (F) mit einem erfassten Objekt (4) bevorstehender Kollision ein Warnhinweis an den Fahrer ausgegeben wird. Erfindungsgemäß ist vorgesehen, dass der Warnhinweis als Virtual-Reality-Bild ausgegeben wird und ein potenzielles Kollisionsobjekt (KO) farblich hervorgehoben auf einer Anzeigeeinheit im Zugfahrzeug (1) des Fahrzeuggespannes (F) dargestellt wird.

Control device and control method for four-wheel drive vehicle

In a control for a four-wheel drive vehicle that is able to travel in a non-differential mode in which differential rotation between front wheels and rear wheels is limited, it is determined whether a drive train is placed in a twisted state where a twisting torque resulting from a twist accumulated in the drive train is larger than or equal to a predetermined torque while the vehicle is cornering in the non-differential mode, and braking force is applied to the front wheels by a wheel brake device when it is determined that the drive train is placed in the twisted state.

Optimal corner control for vehicles

A method to control a vehicle having a plurality of wheels includes monitoring desired vehicle dynamics, determining a desired corner force and moment distribution based upon the desired vehicle dynamics and a real-time closed form dynamics optimization solution, and controlling the vehicle based upon the desired corner force and moment distribution. The real-time closed form dynamics optimization solution is based upon a minimized center of gravity force error component, a minimized control energy component, and a maximized tire force reserve component.

Device for estimating turning characteristic of vehicle

The device calculates a transient yaw rate of the vehicle on the basis of a standard yaw rate of the vehicle using an estimated value of a time constant coefficient of steering response, and adjusts the estimated value of a time constant coefficient of steering response on the basis of the relationship between a transient yaw rate of the vehicle and an actual yaw rate of the vehicle so that a transient yaw rate of the vehicle approaches an actual yaw rate of the vehicle.

Device for estimating turning characteristic of vehicle

A device for estimating turning characteristic of a vehicle estimates a stability factor indicating the turning characteristic of a vehicle. The device for estimating the turning characteristic calculates the transient yaw rate of a vehicle involved in the relationship of a primary delay relative to the steady-state standard yaw rate of a vehicle, and calculates the deviation between the transient yaw rate of the vehicle and the actual yaw rate of the vehicle. The device for estimating the turning characteristic corrects the estimated value of the stability factor so as to approach the true stability factor by correcting the initial value of the stability factor supplied to the calculation of the standard yaw rate of the vehicle on the basis of the relationship between the deviation of the yaw rate and the lateral acceleration of the vehicle so that the transient yaw rate of the vehicle approaches the true yaw rate.

Brake assist system

A method for automatic braking of a vehicle in order to avoid collision with road users is contemplated. The method may be used in avoiding or mitigating collisions with users in adjacent lanes. The method may include monitoring adjacent lanes of a road for detecting the relative approach of road users in said adjacent lanes to said vehicle, and providing a signal indicative thereof, detecting a left or right hand turn of the vehicle and providing a signal indicative thereof, calculating, in response to said signals, if a collision with an approaching road user is imminent, and providing a signal indicative thereof, and activating, in response to the signal that a collision with the approaching road user is imminent, the brakes of the vehicle.

Motion Control Unit for Vehicle Based on Jerk Information

In a motion control system for a vehicle including control means for controlling a yaw moment of the vehicle; first detection means for detecting a longitudinal velocity (V) of the vehicle; second detection means for detecting a lateral jerk (Gy_dot) of the vehicle; and third detection means for detecting a yaw angular acceleration (r_dot) of the vehicle, the yaw moment of the vehicle is controlled by the control means so that a difference between the yaw angular acceleration (r_dot) detected by the third detection means and a value (Gy_dot/V) obtained by the lateral jerk (Gy_dot) of the vehicle detected by the second detection means by the longitudinal velocity (V) detected by the first detection means becomes small.

Method and apparatus for speed estimation and control

A system and method for determining a speed profile for a vehicle travelling along a road in which a curve speed estimation unit receives inputs indicating a position of the vehicle relative to a curve ahead of the vehicle, and inputs related to vehicle velocity, curve geometry, road surface conditions, vehicle-specific data; and driver preferences. The curve sped estimation unit use at least some of the above-listed inputs to determine a speed profile for the curve by generating an acceleration limit map which depends on a relationship between a maximum possible longitudinal acceleration and a maximum possible lateral acceleration.

Vehicle control device

A problem is to provide a vehicle control device, which performs travel control prepared for an unforeseen event by setting a tire friction circle to be small on a site on a road on which it is highly possible that the unforeseen event is found with delay due to a curve and poor visibility. An ECU sets a target speed with a predetermined allowance for a limit speed which is an upper limit speed of the vehicle, at a point at which a risk cannot be expected easily on a path along which the vehicle travels and generates a planned speed pattern which is a speed pattern of the path, based on the limit speed and the target speed.

Device for improving vehicle behavior when steering

A steered condition vehicle behavior improving apparatus is provided for a vehicle, wherein the vehicle is capable of running with a road wheel driven by a driving force from a power source. The steered condition vehicle behavior improving apparatus includes a steering operation detecting means and a driving force reducing means. The steering operation detecting means detects a steering operation of steering a steerable wheel of the vehicle. The driving force reducing means temporarily reduces the driving force to the road wheel a set time period after the steering operation is detected by the steering operation detecting means.

Method for operating a longitudinally guiding driver assist system and motor vehicle

In a method for operating a longitudinally guiding driver assist system of a motor vehicle, wherein a comfort curve speed is determined as a function of curve data, wherein the curve data are commensurate with at least one curve to be driven through next by the motor vehicle, wherein a target speed is determined as a function of the curve comfort speed at a defined point of the curve, and wherein the speed of the motor vehicle is adjusted as a function of at least the target speed of the motor vehicle.

VEHICLE WITH INDEPENDENTLY DRIVEN MULTIPLE AXES, AND CONTROLLER WHICH INDEPENDENTLY DRIVES MULTIPLE AXLES

A vehicle with independently driven multiple axles and a controller which independently drives the multiple axles are disclosed. The controller includes a first controller which determines a target control value including at least one of a mechanical steering angle of each of a plurality of wheels of a vehicle, a target yaw moment of the vehicle, a target longitudinal force of the vehicle, and a target wheel speed of each of the plurality of wheels, according to a driving condition of the vehicle, when the first controller receives an operation input including at least one of a steering input, an acceleration input and a braking input; and a second controller which determines wheel torques of the plurality of wheels, which drive the plurality of wheels independently, based on the target control value, wherein the wheel torques of the plurality of wheels are different from one another. 1. A vehicle with independently driven multiple axles , the vehicle comprising:a plurality of wheels;an operation input unit which receives an operation input comprising at least one of a steering input, an acceleration input, and a braking input;a first controller which determines a target control value comprising at least one of a mechanical steering angle of each of the plurality of wheels, a target yaw moment of the vehicle, a target longitudinal force of the vehicle, and a target wheel speed of each of the plurality of wheels, from the operation input, according to a driving condition of the vehicle; anda second controller which determines wheel torques of the plurality of wheels, which drive the plurality of wheels independently, based on the target control value.2. The vehicle of claim 1 , wherein the wheel torques of the plurality of wheels claim 1 , which drive the plurality of wheels independently claim 1 , are different from one another.3. The vehicle of claim 1 , further comprising:motors of which rotation axles are connected to rotation axles of the plurality of wheels, ...

Reaction force control device

Provided is a reaction force control device for reducing discomfort experienced by the driver operating the accelerator pedal when continuous curves are being traveled, and setting the characteristics of the reaction force on the accelerator pedal in accordance with the curves. In the case that the target reaction force, which has been set prior to entering a subsequently traveled second curve, is greater than the current reaction force acting on the acceleration pedal and being generated during the turn through the first curve, a reaction force controller controls the operation so as to reduce the target reaction force imparted on the second curve until the vehicle leaves the first curve.

Steering and control systems for a three-wheeled vehicle

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.

METHOD OF TRACTION CONTROL FOR A MOTOR VEHICLE

A method of traction control for a vehicle. Lateral and longitudinal accelerations are measured for a vehicle. A maximum supportable drive torque for a first wheel of the vehicle is calculated as a function of the lateral and longitudinal accelerations. A commanded vectoring brake torque is applied to the first wheel using a brake device. The commanded vectoring brake torque is an amount by which a driveline torque delivered to the first wheel exceeds the maximum supportable drive torque. 1. A vehicle traction control system comprising:first and second wheels on an axle;a plurality of acceleration sensors measuring a lateral acceleration and a longitudinal acceleration;a controller in communication with the plurality of acceleration sensors and determining a maximum supportable drive torque for the first wheel as a function of the lateral acceleration and the longitudinal acceleration; anda brake device for applying a commanded vectoring brake torque to the first wheel, wherein the commanded vectoring brake torque is an amount by which a driveline torque delivered to the first wheel exceeds the maximum supportable drive torque.2. The vehicle traction control system of wherein the brake device is a hydraulic brake system of the vehicle.3. The vehicle traction control system of wherein the brake device is an electric machine of the vehicle.4. The vehicle traction control system of wherein the vehicle is turning and the first wheel has a lesser turning radius than the second wheel.5. The vehicle traction control system of wherein the controller calculates a normal force acting on at least one of the first and second wheels against a roadway surface supporting the first and second wheels and wherein the normal force is used to calculate the maximum supportable drive torque.6. The vehicle traction control system of wherein the maximum supportable drive torque is a function of a radius of a tire on the first wheel and a first wheel maximum longitudinal force.7. The ...

DEVICE AND METHOD FOR STABILIZING A MOTOR VEHICLE

A device for stabilizing a vehicle after a collision against a lateral carriageway boundary, includes a lane recognition system, with which information relating to the course of the lane is determined or detected. A collision detection unit identifies a collision of the vehicle against the lateral lane carriageway boundary on the basis of signals from at least one sensor or on the basis of a driving state variable. The device also includes a steering actuator for steering a steering system and a brake actuator for controlling one or more wheel brakes. A target path determination unit determines a target path for the vehicle on the basis of the course of the lane determined or detected before or at the time of the collision. A controller guides the vehicle onto the target path and/or stabilizes the vehicle via a steering intervention and/or individual wheel brake interventions. 1. A device for stabilizing a motor vehicle , comprising:a driving lane recognition system configured to determine or detect the course of a driving lane utilizing information relating to the course of the driving lane;a collision detection unit configured to identify a collision of the vehicle utilizing signals from at least one sensor or on the basis of a driving state variable;an electrically controllable steering actuator configured to actuate a steering system;an electrically controllable brake actuator configured to actuate one or a number of wheel brakes;a target path determination unit configured to determine a target path for the vehicle on the basis of the course of the driving lane as determined before or at the time of the collision; anda controller configured to guide the vehicle onto the target path and/or stabilize the vehicle by a steering intervention including actuating the steering system and/or a braking intervention including actuating the brake actuator on individual wheels.2. The device as claimed in claim 1 , wherein a curve in the course of the driving lane is ...

AUTOMATED VEHICLE ACCELERATION MANAGEMENT SYSTEM

An acceleration management system for operating an automated vehicle includes a navigation-device, an object-detector, and a controller. The navigation-device is used to determine a travel-path of a host-vehicle. The object-detector is used to determine when an other-vehicle will intersect the travel-path of the host-vehicle. The controller is in communication with the object-detector and the navigation-device. The controller is configured to select an acceleration-profile for the host-vehicle that avoids interference with the other-vehicle, and operate the host-vehicle in accordance with the acceleration-profile. 1. An acceleration management system for operating an automated vehicle , said system comprising:a navigation-device used to determine a travel-path of a host-vehicle;an object-detector used to determine when an other-vehicle will intersect the travel-path of the host-vehicle; anda controller in communication with the object-detector and the navigation-device, said controller configured to select an acceleration-profile for the host-vehicle that avoids interference with the other-vehicle, and operate the host-vehicle in accordance with the acceleration-profile.2. The system in accordance with claim 1 , wherein the acceleration-profile is selected to minimize fuel-consumption by the host-vehicle.3. The system in accordance with claim 1 , wherein a maximum-acceleration of the acceleration-profile is determined based on a user-preference.4. The system in accordance with claim 1 , wherein the system is configured to determine a traction-factor of the travel-path claim 1 , and determine a maximum-acceleration of the acceleration-profile based on the traction-factor.5. The system in accordance with claim 1 , wherein the controller is configured to wait to initiate a traffic-maneuver when the acceleration-profile will not be effective to avoid interference with the other-vehicle.6. The system in accordance with claim 1 , wherein the controller is configured to ...

Control system and control method for driving device, and recording medium

In a control system and control method for a driving device, opposite distribution control is performed (e.g., steps 1, 4 to 7 ), whereby a left driving force and a right driving force are controlled such that a yaw moment in a direction opposite to a turning direction of the vehicle acts on the vehicle, whereby a left-right driving force difference is generated which is a difference between the left driving force and the right driving force. During performance of the opposite distribution control, when deceleration of the vehicle is obtained, limit control is performed (e.g., step 8 ), whereby the left driving force and the right driving force are controlled such that a change in the left-right driving force difference becomes smaller than a change in a left-right driving force sum, which is the sum of the left driving force and the right driving force.

SYSTEMS AND METHODS FOR CONTROLLING A VEHICLE'S DECELERATION LEVEL BY CONTROLLING THE ALTERNATOR OUTPUT

A system for controlling a deceleration level or rate of a vehicle. The system includes an accelerator pedal, an accelerator pedal sensor configured to determine whether the accelerator pedal is depressed or released, an alternator having a resistance and an output current and a driving mode switch having an economy mode, a normal mode and a sport mode. The system also includes a vehicle speed sensor for determining a vehicle speed of the vehicle, a memory for storing a preferred range for a vehicle speed and an ECU configured to transmit a first instruction signal to the alternator to increase or decrease its resistance or output current based on a mode set by the driving mode switch when the accelerator pedal is released and the vehicle speed is within the preferred range of the vehicle speed. 1. A system for controlling a deceleration level or rate of a vehicle , comprising:an accelerator pedal configured to control an acceleration or movement of the vehicle;an accelerator pedal sensor configured to determine whether the accelerator pedal is depressed or released;an alternator having a resistance and an output current;a driving mode switch having an economy mode, a normal mode and a sport mode and is set in a respective drivin mode, the respective driving mode being one of the economy mode, the normal mode or the sport mode and controls the deceleration level or rate of the vehicle;a vehicle speed sensor for determining a vehicle speed of the vehicle;a memory for storing a preferred range for a vehicle speed; andan electronic control unit configured to transmit a first instruction signal to the alternator to increase or decrease the resistance or the output current of the alternator based on the respective driving mode a mode set by the driving mode switch when the accelerator pedal is released and the vehicle speed is within the preferred range of the vehicle speed.2. The system of wherein the electronic control unit is further configured to transmit a second ...

UTILIZATION OF BRAKES AND TRANSMISSION SYSTEM TO AFFECT STEERING OF A VEHICLE AND METHOD THEREOF

A method of controlling a vehicle during a braking operation includes providing a first and a second brake actuator, a brake input device, a steer input device, and a cross-drive transmission having two outputs and a controller. The method includes detecting a first output speed at the first output and a second output speed at the second output, and receiving a brake input request and a steer input request. The method also includes determining a differential output speed based on the first output speed and the second output speed, and comparing the differential output speed to a first threshold, the brake input request to a second threshold, and the steer input request to a third threshold. The method includes determining the first or the second output is locked during the braking operation, and controlling the first or the second brake actuator based on which output is determined to be locked. 1. A transmission system for a vehicle comprising:a transmission coupled to a first ground engagement mechanism of the vehicle and a second ground engagement mechanism of the vehicle that includes a first output to drive the first ground engagement mechanism and a second output to drive the second ground engagement mechanism;a first brake actuator coupled to the first output that is controllable to apply brake pressure to the first output;a second brake actuator coupled to the second output that is controllable to apply brake pressure to the second output;a first sensor coupled to the first output to detect a first output speed at the first output;a second sensor coupled to the second output to detect a second output speed at the second output;a third sensor configured to detect input at a brake input device;a fourth sensor configured to detect input at a steer input device; anda controller communicatively coupled to the first brake actuator, the second brake actuator, the first sensor, the second sensor, the third sensor, and the fourth sensor.2. The transmission system of ...

APPARATUS FOR DRIVING REAR-WHEELS OF ENVIRONMENT-FRIENDLY VEHICLE

Disclosed herein is an apparatus for driving rear-wheels of an environment-friendly vehicle. The apparatus for driving rear-wheels may include: a rear-wheel driver including a first motor and a second motor configured to respectively drive first and second rear wheels; a rear-wheel reducer configured to decelerate drive forces of the first and second motors and transmit the respective decelerated drive forces to the first and second rear wheels; a brake configured to releasably fix the rear-wheel reducer to a vehicle body; and a controller configured to control the rear-wheel driver, the rear-wheel reducer, and the brake. The rear-wheel reducer may include: a first planetary gear set disposed between an output end of the first motor and the first rear wheel; a second planetary gear set disposed between an output end of the second motor and the second rear wheel; and a ring gear coupled to the first and second planetary gear sets. 1. An apparatus for driving rear-wheels of an environment-friendly vehicle , which is configured to independently drive each of a first rear wheel and a second rear wheel of a vehicle , the apparatus comprising:a rear-wheel driver including a first motor configured to drive the first rear wheel, and a second motor configured to drive the second rear wheel;a rear-wheel reducer configured to decelerate drive force of the first motor and drive force of the second motor and transmit the respective decelerated drive forces to the first rear wheel and the second rear wheel;a brake configured to releasably fix the rear-wheel reducer to a vehicle body; anda controller configured to control the rear-wheel driver, the rear-wheel reducer, and the brake such that the first rear wheel and the second rear wheel are independently operated,wherein the rear-wheel reducer comprises:a first planetary gear set disposed between an output end of the first motor and the first rear wheel;a second planetary gear set disposed between an output end of the second ...

INFORMATION PROCESSING APPARATUS, VEHICLE, INFORMATION PROCESSING METHOD, AND COMPUTER PROGRAM PRODUCT

According to an embodiment, an information processing apparatus includes one or more processors configured to: acquire a dynamic state related to traveling of a moving object entering an intersection; acquire intersection information indicating a configuration of the intersection; specify a reference route along which the moving object is predicted to travel at the intersection, based on the dynamic state and the intersection information; detect a speed control point that is a position included in the specified reference route; and generate a speed model representing a temporal change in a predicted speed of the moving object so that the speed at the speed control point is locally minimized, based on the dynamic state and the intersection information. 1. An information processing apparatus comprising:one or more processors configured to:acquire a dynamic state related to traveling of a moving object entering an intersection;acquire intersection information indicating a configuration of the intersection;specify a reference route along which the moving object is predicted to travel at the intersection, based on the dynamic state and the intersection information;detect a speed control point that is a position included in the specified reference route; andgenerate a speed model representing a temporal change in a predicted speed of the moving object so that the speed at the speed control point is locally minimized, based on the dynamic state and the intersection information.2. The apparatus according to claim 1 , wherein the one or more processors are configured to detect claim 1 , as the speed control point claim 1 , a position at which a positive or negative sign of an acceleration of the moving object is reversed.3. The apparatus according to claim 1 , wherein the one or more processors are configured to detect claim 1 , as the speed control point claim 1 , a position at which a curvature in the reference route is maximized.4. The apparatus according to claim 1 , ...

Longitudinally Guiding Driver Assistance System in a Motor Vehicle

A longitudinally guiding driver assistance system in a motor vehicle has a first detection system for detecting currently applying events or relevant events lying ahead, which require a change of the permissible maximum speed, a second detection system for detecting the course of the route, and a function unit which, when detecting a relevant event while taking into account the location of the relevant event, determines a location-dependent point in time, whose reaching causes the function unit to initiate an automatic adaptation of the currently permissible maximum speed or an output of a prompt information for permitting an automatic adaptation of the currently permissible maximum speed to anew permissible maximum speed. The function unit is designed to take into account available information concerning the course of the route when determining the location-dependent point in time. 1. A longitudinally guiding driver assistance system in a motor vehicle , comprising:a first detection system that detects currently applying events or relevant events lying ahead, which require a change of a permissible maximum speed;a second detection system that detects a course of a route; anda function unit which, when detecting a relevant event, while taking into account a location of the relevant event, determines a location-dependent point in time, a reaching of which causes the function unit to initiate an automatic adaptation of a currently permissible maximum speed or an output of prompt information for permitting an automatic adaptation of the currently permissible maximum speed to a new permissible maximum speed, whereinthe function unit is further designed to take into account available information concerning the course of the route when determining the location-dependent point in time.2. The longitudinally guiding driver assistance system according to claim 1 , whereinfor determining the location-dependent point in time, the function unit is designed to take into account ...

FAULT TOLERANT APPARATUS FOR AN INDEPENDENT CONTROLLED STEERING IN A FOUR WHEEL SYSTEM

The following description relates to a fault tolerant apparatus for an independent controlled steering in a four wheel system, particularly a fault tolerant apparatus for an independent controlled steering in a four wheel system which can stabilizes a vehicle body through actively adjusting a steering angle of a vehicle and a velocity of a vehicle according to a breakdown environment and a vehicle driving road environment. Further, a fault tolerant apparatus for an independent controlled steering in a four wheel system that may assist a safe driving environment by adjusting a turning function adoptively to a surrounding road environment. 1. A fault tolerant apparatus for an independent controlled steering in a four wheel steering system comprising:a steering system unit that is disposed at four wheels of a vehicle, controls steering angle of the wheels, and collects and transmits the state information of the wheels; anda control unit that controls the turning radius of the vehicle in accordance with the state information transmitted from the steering system unit.2. The fault tolerant apparatus for an independent controlled steering in a four wheel steering system of claim 1 , wherein the control unit controls the turning radius of the vehicle by controlling a steering angle of the others wheel with no fault generated and a speed of the vehicle when a fault information is included in the state information transmitted by the steering system unit.3. The fault tolerant apparatus for an independent controlled steering in a four wheel steering system of claim 2 , wherein the control unit includes claim 2 ,a turning radius determining unit that determines a proper turning radius of the vehicle, when a fault information is included in the state information that is transmitted by the steering system unit;a rotating center coordinate calculating unit that calculates rotating center coordinates such that the tangential lines of all of the wheels converge on one point and the ...

SYSTEM AND METHOD TO ELIMINATE OR REDUCE FRAME CONTACT DURING OPERATION OF ARTICULATED MACHINE

A system and method for limiting articulation between a front frame and a rear frame of an articulated machine are disclosed. The system and method receive steering signals and determine impending contact between the front frame and the rear frame based on the received steering signals. Additionally, an amount by which to reduce torque at a hitch coupled between the front and rear frames so as to limit an articulation characteristic of the front frame relative to the rear frame to a predetermined value is determined, responsive to determination of impending contact. Prior to contact, rimpull of the articulated machine is reduced based on the determined amount of torque. 1. An articulated heavy equipment work vehicle comprising:a front frame having a first pair of wheels and a hydraulically controlled tool;a rear frame having a second pair of wheels;a hitch pivotally coupling the front frame to the rear frame according to a predetermined maximum mechanical articulation angle range defined by a first frame stop associated with a left-most articulation angle and a second frame stop associated with a right-most articulation angle;a powertrain configured to drive the first and second pairs of wheels;a steering system configured to provide controlled rotation of the front frame relative to the rear frame about the hitch according to a predetermined articulation angle range less than the predetermined maximum mechanical articulation angle range defined by the first and second frame stops;sensor circuitry configured to sense real-time articulation conditions of the front frame relative to the rear frame; andprocessing circuitry configured todetermine impending contact between one of the front frame and the rear frame and one of the first frame stop and the second frame stop based on signals from the sensor circuitry corresponding to the real-time articulation conditions indicating torque at the hitch exceeds a predetermined torque capability of the steering system,determine ...

Driving-torque distribution control apparatus of four-wheel drive vehicle

A controller to control a driving-torque distribution to a front wheel and a rear wheel comprises an obtainment portion to obtain a vehicle's lateral acceleration, an engine's output torque, and a vehicle's turning radius during turning of a vehicle, a determination portion to determine a rear-wheel driving-torque distribution rate denoting a rate of the driving torque to be transmitted to the rear wheel relative to the driving torque corresponding to the engine's output torque based on the obtained vehicle's lateral acceleration, engine's output torque, and vehicle's turning radius, and a control-signal output portion to output a control signal to a driving-torque transmission device to adjust the driving torque transmitted to the rear wheel such that the driving torque to be distributed to the rear wheel is controlled according to the determined rear-wheel driving-torque distribution rate.

DRIVING SUPPORT APPARATUS PERFORMING DRIVING SUPPORT BASED ON RELIABILITY OF EACH DETECTION APPARATUS

A driving support apparatus performing a plurality of driving support includes: a reliability acquiring unit that acquires each reliability of a plurality of detection apparatus, the reliability representing likelihood of a detection result of the detection apparatus; a determination unit that determines whether or not each of the detection apparatus is a high reliability apparatus determined based on a reliability threshold; a correspondence acquiring unit that acquires correspondence information representing a correspondence between combinations of the plurality of detection apparatus including information of whether or not each apparatus is a high reliability apparatus, and types of driving support to be performed; a setting unit that sets a driving support to be performed, based on a result of the determination; an executing unit that executes the driving support to be performed; and an output unit that outputs a command to allow the executing unit to execute the driving support. 1. A driving support apparatus mounted on a vehicle , performing a plurality of driving supports , the apparatus comprising:a reliability acquiring unit that acquires reliability of a plurality of detection apparatus each detecting a state of the vehicle or a state of a surrounding of the vehicle, the reliability being acquired for each of the plurality of detection apparatus, the reliability representing likelihood of a detection result of the detection apparatus;a determination unit that determines whether or not each of the detection apparatus is a high reliability apparatus, the high reliability apparatus being determined as a detection apparatus of which the reliability is higher than or equal to a reliability threshold;a correspondence acquiring unit that acquires correspondence information representing a correspondence between combinations of the plurality of detection apparatus including information of whether or not each apparatus is a high reliability apparatus, and types of ...

REGULATION OF THE SPEED OF A VEHICLE WHEN OVERTAKING ON A BEND

A method is intended to regulate the speed of an at least partially automated vehicle traveling on a first traffic lane adjacent to a second traffic lane. This method comprises a step (-) in which, if a radius of curvature of a future portion representative of a bend is detected, a phase of deceleration to a first deceleration speed adapted to the radius of curvature is imposed on the first vehicle unless it is in the course of overtaking a second vehicle traveling in the second traffic lane, since in that case a current speed of the second vehicle is determined and then, if the first deceleration speed is less than this current speed, the first deceleration speed is replaced with a second deceleration speed greater than this current speed. 1. A method for regulating the speed of a first vehicle , said first vehicle being an at least partially self-driving vehicle , and knowing the radius of curvature of a future portion that the first vehicle is about to take along a first traffic lane in which the first vehicle is traveling and adjacent to a second traffic lane , said method comprising a step in which , if a radius of curvature of said future portion representative of a bend is detected , a deceleration phase down to a first deceleration speed adapted to said radius of curvature is imposed on said first vehicle , wherein in said step , when said first vehicle is overtaking a second vehicle traveling along said second traffic lane , a current speed of said second vehicle is determined , then , if said first deceleration speed is less than this determined current speed , said first deceleration speed is replaced by a second deceleration speed greater than said determined current speed2. The method according to claim 1 , wherein in said step claim 1 , a maximum deceleration speed is determined as a function of a first maximum transverse acceleration that said first vehicle can undergo on said bend taking into account its radius of curvature claim 1 , and a second ...

Technique for operating a vehicle effectively and safely

A control system is employed in a vehicle to assist a user to operate the vehicle effectively and safely. In accordance with the invention, the system provides driving assistance to the user by taking into account the user's physical condition, the vehicle condition and the surrounding conditions. The surrounding conditions include, e.g., road, weather and traffic conditions, external to the vehicle. The vehicle condition concerns the conditions of the brakes, steering, tires, radiator, etc. of the vehicle. Signs of fatigue, stress and illness of the user are monitored by the control system to assess the user's physical condition.

METHOD FOR DETERMINING A SIDE SLIP ANGLE DURING CORNERING OF A MOTOR VEHICLE, DRIVER ASSISTANCE SYSTEM FOR CARRYING OUT THE METHOD, AND MOTOR VEHICLE

A method is for determining a side slip angle during the cornering of a vehicle. The following variables are recorded and interlinked via a mathematical vehicle model with assumptions of the linear single-track model: a predetermined or measured position of the center of gravity between a front and rear axle, the current vehicle velocity, a current vehicle cornering motion variable, the current steering angle on the front axle. To simplify the determination of the side slip angle, it is determined under the assumption that the difference between the side slip angle and the Ackermann side slip angle is proportional to the difference between the Ackermann angle and the steering angle. The actual side slip angle is deduced from the relationship of the measured steering angle and the Ackermann angle based on the proportionality relationship of the Ackermann side slip angle theoretically present when driving through the same curve without slip. 1. A method for determining a side slip angle during cornering of a motor vehicle , the method comprising:{'claim-text': ['a predetermined or measured position of a center of gravity of the motor vehicle between a front axle and a rear axle of the motor vehicle,', 'a vehicle velocity of the motor vehicle which is current,', 'a cornering motion variable of the motor vehicle which is current,', 'a steering angle on the front axle which is current,'], '#text': 'detecting and linking input variables to each other via a mathematical vehicle model using assumptions of a linear single-track model, wherein the input variable include:'}determining, in the case of stable cornering of the motor vehicle, the side slip angle under an assumption that a difference between the side slip angle and an Ackermann side slip angle is proportional to a difference between an Ackermann angle and the steering angle, wherein the side slip angle is deduced from a relationship between the detected steering angle and the Ackermann angle based on a ...

METHOD AND CONTROL UNIT FOR DETERMINING A FRICTION COEFFICIENT POTENTIAL OF A ROAD SURFACE

A method for determining a friction coefficient potential of a road surface. A total torque for operating a vehicle is unequally distributed among at least two wheel torques at wheels of the vehicle. The friction coefficient potential is ascertained using a detected slip between the road surface and at least one of the wheels and the wheel torque present at the wheel. 111-. (canceled)12. A method for determining a friction coefficient potential of a road surface , the method comprising:unequally distributing a total torque for operating a vehicle among at least two wheel torques at wheels of the vehicle;ascertaining the friction coefficient potential using a detected slip between the road surface and at least one of the wheels and a wheel torque present at the at least one of the wheels.13. The method as recited in claim 12 , wherein the wheel torques are distributed asymmetrically with respect to a longitudinal axis of the vehicle to support a negotiation of a curve by the vehicle claim 12 , to generate a yaw moment supporting the negotiation of the curve claim 12 , and the wheel torques are distributed symmetrically with respect to the longitudinal axis to support straight-ahead driving of the vehicle.14. The method as recited in claim 12 , wherein the wheel torques are applied at wheels situated on different axles of the vehicle.15. The method as recited in claim 12 , wherein a wheel torque of the wheel torques having a minimum value is applied at least at the at least one of the wheels whose slip is used for ascertaining the friction coefficient potential.16. The method as recited in claim 15 , wherein oppositely acting wheel torques are applied at the wheels when the total torque is lower than the minimum value.17. The method as recited in claim 12 , wherein at least one wheel of the wheels of the vehicle is set to be freely rolling claim 12 , a velocity of the vehicle being detected at the freely rolling wheel.18. The method as recited in claim 12 , wherein ...

METHOD AND DEVICE FOR ADAPTING A VEHICLE VELOCITY FOR A VEHICLE

A method for adapting a vehicle velocity of a vehicle, the method including determining a required steering torque for guiding the vehicle along a curved driving trajectory, and ascertaining a permissible velocity of the vehicle for guiding the vehicle along the curved driving trajectory using the required steering torque and an available steering torque. 110-. (canceled)11. A method for adapting a vehicle velocity for a vehicle , the method comprising:determining a required steering torque for guiding the vehicle along a curved driving trajectory; andascertaining a permissible velocity of the vehicle for guiding the vehicle along the curved driving trajectory using the required steering torque and an available steering torque.12. The method of claim 11 , further comprising:supplying a control signal for reducing the velocity of the vehicle if a current velocity of the vehicle is greater than the permissible velocity.13. The method of claim 12 , wherein in the supplying claim 12 , the control signal is not supplied if a steering torque supplied by a driver of the vehicle is detected in a detecting task claim 12 , and a direction of the steering torque supplied by the driver runs counter to a direction of the required steering torque.14. The method of claim 11 , further comprising:detecting a setpoint traffic lane lying ahead of the vehicle in the direction of travel, as the curved driving trajectory.15. The method of claim 14 , wherein in the detecting claim 14 , a maximum change of a radius of curvature of the curved driving trajectory or a minimum radius of curvature of the curved driving trajectory is detected claim 14 , and in the step of determining claim 14 , the required steering torque is determined using the maximum change or the minimum radius of curvature.16. The method of claim 11 , further comprising:determining an available steering torque as a maximum steering torque able to be supplied by a steering assistance device of the vehicle.17. The method of ...

IMPROVEMENTS IN VEHICLE STEERING

A motor vehicle control system operable in a steering assist mode in which the system is configured to: detect steering angle; and control a distribution of torque to one or more wheels of the vehicle in dependence on the detected steering angle thereby to induce a turning moment in the direction of turn indicated by the steering angle. 1. A control system for a vehicle , the control system operable in a steering assist mode in which the system is configured to:detect steering angle;detect or predict a side slip event of the vehicle; andif the detected or predicted side slip event exceeds a threshold value, control a distribution of torque to one or more wheels of the vehicle in dependence on the detected steering angle thereby to induce a turning moment in the direction of turn indicated by the steering angle, wherein the threshold value is dependent upon a terrain mode in which the vehicle is operating.2. A system according to operable in a first speed control mode in which the system automatically causes the vehicle to travel at a speed in dependence upon a value of a set-speed parameter corresponding to a speed the vehicle is to be intended to maintain claim 1 , and the system continues to operate in the first speed control mode during the distribution of torque by said system.3. (canceled)4. A system according to operable to select the steering assist mode automatically when the system assumes the first speed control mode.5. A system according to wherein the value of the set-speed parameter is set by a user.6. A system according to operable is a second alternative speed control mode in which the control a distribution of torque to one or more wheels of the vehicle in dependence on the detected steering angle thereby to induce a turning moment in the direction of turn indicated by the steering angle claim 2 , causes a cancellation of the second speed control mode.7. A system according to wherein the first speed control mode controls the speed within a first ...

SYSTEM AND METHOD FOR DRIVING ADJUSTMENT BASED ON TRAILER POSE DETECTION

A system may comprise one or more processors, and a memory storing instructions that, when executed by the one or more processors, causing the system to perform receiving, from a first sensor coupled to a front part of a vehicle, a first set of sensor data that include data of a first edge of a body part, or from a second sensor coupled to the front part of the vehicle, a second set of sensor data that include data of a second edge of the body part. The system may perform calculating, based on the first or second set of the sensor data, location of the first edge or the second edge of the body part relative to the front part, and determining whether the relative location of the first edge or the second edge is within an expected location range. The system may perform sending a notification that driving adjustment of the vehicle is required if the relative location is outside the expected location range. 1. A system comprising:one or more processors, anda memory storing instructions that, when executed by the one or more processors, cause the system to perform:receiving, from a first sensor coupled to a front part of a vehicle, a first set of sensor data that include data of a first edge of a body part of the vehicle, or from a second sensor coupled to the front part of the vehicle, a second set of sensor data that include data of a second edge of the body part;calculating, based on the first or second set of the sensor data, location of the first edge or the second edge of the body part relative to the front part;determining whether the relative location of the first edge or the second edge is within an expected location range; andsending a notification that driving adjustment of the vehicle is required if the relative location is outside the expected location range.2. The system of claim 1 , wherein the first or second set of the sensor data are processed to remove at least part of data corresponding to objects above the first or second edge of the body part.3. The ...

Driving control method and system of vehicle

Disclosed are a driving control method and system of a vehicle. The driving control system includes a target calculator configured to calculate a target control value regarding behavior of the vehicle based on driving information with which the vehicle will travel, a correction calculator configured to calculate a corrected control value regarding the behavior of the vehicle based on the driving information and behavior data of the vehicle depending on the driving information, and a controller configured to control driving of the vehicle based on the target control value calculated by the target calculator and the corrected control value calculated by the correction calculator.

Method and Device for at Least Partially Automated Driving

A method converts an at least partially automated driving maneuver in a vehicle. The method consists of determining, on the basis of surrounding data relating to a surroundings of the vehicle, a planned at least partially automated driving maneuver. The method also consists of generating a kinesthetically and/or haptic signal in relation to the planned driving maneuver for a driver of the vehicle. The method further consists of converting the planned driving maneuver if a predetermined affirmative control action is carried out and/or when a predetermined rejected control action is lacking. 1. A method for implementing an at least partially automated driving maneuver in a vehicle , the method comprising the steps of:determining, on the basis of data relating to surrounding area of the vehicle, a planned driving maneuver that is performable in an at least partially automated manner;generating a kinesthetic and/or haptic signal in relation to the planned driving maneuver to a driver of the vehicle; andimplementing the planned driving maneuver if a predetermined accepting operating action is performed and/or if a predetermined rejecting operating action is not performed.2. The method as claimed in claim 1 , whereinthe planned driving maneuver comprises a significant effect on a lateral control of the vehicle;the step of generating the kinesthetic signal comprises the step of actuating an actuator of the vehicle in order to cause at least one vertical dynamic effect, on a passenger compartment of the vehicle and/or on at least one segment of a driving seat of the vehicle; anda direction of the vertical dynamic effect is dependent upon a direction of the planned driving maneuver.3. The method as claimed in claim 2 , whereinthe vertical dynamic effect is a rolling movement.4. The method as claimed in claim 1 , whereinthe planned driving maneuver comprises a significant effect on a lateral control of the vehicle;the step of generating the haptic signal comprises actuating ...

METHOD AND SYSTEM FOR CONTROLLING A VEHICLE

A vehicle has an accelerator pedal in communication with a prime mover, a transmission, and a controller. The controller is configured to, in response to receiving a first input indicative of a vehicle state and a second input indicative of a curve along a vehicle path within a predetermined time interval, downshift the transmission and modify a driver torque request map associated with the accelerator pedal to reduce a percentage of pedal travel associated with positive drive torque. A method of controlling a vehicle includes downshifting a transmission and modifying a driver torque request map associated with an accelerator pedal to reduce a percentage of pedal travel associated with positive drive torque when a vehicle state and a curve from an electronic horizon system predict a vehicle lateral acceleration in the curve being above a first threshold value. 1. A vehicle comprising:an accelerator pedal in communication with a prime mover;a transmission;an electronic horizon system; anda controller in communication with the prime mover and the accelerator pedal, the transmission, and the electronic horizon system, the controller configured to, in response to receiving a first input indicative of a vehicle state and a second input indicative of a curve along a vehicle path within a predetermined time interval from the electronic horizon system, downshift the transmission and modify a driver torque request map associated with the accelerator pedal to reduce a percentage of pedal travel associated with positive drive torque when the first and second inputs predict a vehicle lateral acceleration in the curve above a first threshold value.2. The vehicle of wherein the controller is further configured to claim 1 , in response to receiving the first input and the second input claim 1 , downshift the transmission without modifying the driver torque request map when the first and second inputs predict the vehicle lateral acceleration in the curve below the first threshold ...

STEERING SYSTEM

A steer-by-wire steering system, including: a two-system reaction force applying device including two reaction force controllers and configured to obtain operation information and apply an operation reaction force; a two-system steering device including two steering controllers and configured to steer a wheel; an operation information obtaining device; an auxiliary steering device capable of changing a direction of a vehicle; two dedicated communication lines one of which information-transmittably and information-receivably connects one of the two reaction force controllers and one of the two steering controllers to each other, and the other of which information-transmittably and information-receivably connects the other of the two reaction force controllers and the other of the two steering controllers to each other; and a first communication bus to which the operation information obtaining device is at least information-transmittably connected and to which the two steering controllers and the auxiliary steering device are at least information-receivably connected. 1. A steer-by-wire steering system , comprisingan operation member to be operated by a driver;a two-system reaction force applying device including two reaction force controllers corresponding to two systems, the reaction force applying device being configured to, in each of the two systems, obtain operation information that is information relating to an operation degree of the operation member and apply an operation reaction force to the operation member based on the operation information;a two-system steering device including two steering controllers corresponding to two systems, the steering device being configured to, in each of the two systems, steer a wheel based on the operation information;an operation information obtaining device configured to obtain the operation information independently of the reaction force applying device;an auxiliary steering device capable of changing a direction of a ...

METHOD AND SYSTEM FOR PREVENTIVE DRIVING CONTROL

The guiding of an autonomous vehicle on a lane includes, when a bend entrance is detected, a first step of guiding the vehicle towards an outer part of the lane. 111-. (canceled)12. A method for guiding an autonomous vehicle on a lane , comprising:guiding, when an entry to a bend is detected, the vehicle toward an outer portion of the lane and then, when an exit from the bend is detected, guiding the vehicle toward an inner portion of the lane, crossing a centerline of the lane.13. The guidance method as claimed in claim 12 , further comprising claim 12 , at the exit from the bend claim 12 , guiding the vehicle toward the centerline of the lane.14. The guidance method as claimed in claim 13 , further comprising detecting a curvature of the lane and claim 13 , when the curvature is detected claim 13 , determining a bend entry or a bend exit.15. The guidance method as claimed in claim 12 , further comprising guiding the vehicle along the centerline of the lane when the vehicle does not detect a curvature of the lane.16. The guidance method as claimed in claim 12 , wherein the guiding toward the outer portion of the lane when a bend entry is detected comprises:using a sensor to detect the bend entry; andgenerating and transmitting a command to a device for orienting steerable wheels of the vehicle in order to guide the vehicle toward the outer portion of the lane.17. The guidance method as claimed in claim 12 , wherein the guiding toward the outer portion of the lane when a bend entry is detected comprises:using a sensor to detect the bend entry; andgenerating and transmitting a command to a device for orienting steerable wheels of the vehicle in order to guide the vehicle toward the outer portion of the lane before the bend.18. The guidance method as claimed in claim 12 , wherein the guiding toward the inner portion of the lane when a bend exit is detected comprises:using a sensor to detect the bend exit; andgenerating and transmitting a command to a device for ...

DETERMINING AVAILABLE DYNAMIC TURNING RADIUS

A system includes a computing device that includes a processor and a memory. The memory stores instructions executable by the processor. One instruction is to determine a transition in performance of a steering system actuator of a vehicle to a diminished operating mode. Another instruction is to determine a maneuverable envelope of vehicle velocity and path curvature adapted to the diminished operating mode. Another instruction is to select a vehicle velocity within the envelope for a path curvature. 1. A system , comprising a computing device that includes a processor and a memory , the memory storing instructions executable by the processor to:determine a transition in performance of a steering system actuator of a vehicle to a diminished operating mode;determine a maneuverable envelope of vehicle velocity and path curvature adapted to the diminished operating mode; andselect a vehicle velocity within the envelope for a path curvature.2. A system as claimed in claim 1 , wherein the instructions further include:detect a lateral acceleration of a vehicle and determine the envelope as a function of the lateral acceleration.3. A system as claimed in claim 1 , wherein the instructions further include:determine a plurality of envelopes for a plurality of rates of displacement of a steering rack.4. A system as claimed in claim 1 , wherein the instructions further include:detect a lateral acceleration of the vehicle;detect a rack force;determine a functional relationship between the lateral acceleration and the rack force; anddetermine the envelope as a function of the functional relationship between the lateral acceleration and the rack force.5. A system as claimed in claim 4 , wherein the instructions further include:determine a functional relationship between a rotational displacement of a pinion gear drivingly engaged with a steering rack and a rack displacement;determine a maximum available actuator torque associated with a speed of rotation of the pinion gear; ...

Vehicle Control Apparatus and Vehicle Control Method

An object of the present invention is to provide a vehicle control apparatus and a vehicle control method capable of improving traceability when a speed reduction torque is applied. A vehicle control apparatus according to the present invention is configured to calculate the speed reduction torque to be generated on a vehicle based on an accelerator operation state and a front wheel slip angle. More specifically, when being brought into a turning state while a coasting torque is applied, the vehicle control apparatus makes a correction so as to reduce an absolute value of the coasting torque, thereby improving the traceability and the drivability.

Apparatus for controlling motor of a vehicle and method thereof

A vehicle motor control apparatus includes: a processor configured to determine whether a state of a vehicle is an over-steer state or an under-steer state, to determine a driving control mode or a braking control mode of a motor based on a determination result of the state of the vehicle, to calculate a target yaw moment of based on a tire force by using the over-steer state or the under-steer state, and to determine a motor control amount that follows the target yaw moment; and a storage configured to store data and algorithms driven by the processor.

Device and method for assisting with driving a motor vehicle

The invention relates to a driver-assistance device for assisting with driving a motor vehicle (1) following a road (2), this device comprising: a sensor suitable for acquiring a signal representative of the presence of an obstacle in the interior of a detection field (110) of this sensor, and a control module that is programmed to control a driver-assistance function for assisting with driving the motor vehicle, depending on the signal acquired by said sensor, and: a) to detect, on the basis of a position of the motor vehicle and of characteristics of said road, a section (20) of this road located outside of the detection field of said sensor, and b) in case of detection of this road section, to control said driver-assistance function while taking into account the potential presence of an obstacle on said road section. An associated driver-assistance method is also described.

ACTIVE ROLL CONTROL APPARATUS AND METHOD

An active roll control apparatus is provided. The apparatus includes a first actuator that is disposed adjacent to front wheels or rear wheels and is configured to adjust roll stiffness. A controller operates the first actuator in a reverse phase control manner in a roll angle increasing direction when a vehicle is in a low-friction turning driving state. 1. An active roll control apparatus , comprising:a first actuator disposed adjacent to front wheels or rear wheels, and configured to adjust roll stiffness; anda controller configured to operate the first actuator in a reverse phase control manner in a roll angle increasing direction when a vehicle is in a low-friction turning driving state.2. The active roll control apparatus of claim 1 , further comprising:a vehicle sensor configured to generate vehicle state information,wherein the controller is configured to determine whether the vehicle is in the low-friction turning driving state using the vehicle state information.3. The active roll control apparatus of claim 1 , wherein the first actuator is disposed adjacent to the rear wheels.4. The active roll control apparatus of claim 1 , further comprising:a second actuator disposed adjacent to the front wheels or the rear wheels, and configured to adjust roll stiffness,wherein the controller is configured to operate the second actuator in a roll angle reducing direction at a control rate greater than a control rate used when the vehicle is in a normal turning driving state.5. The active roll control apparatus of claim 4 , wherein the second actuator is disposed adjacent to the front wheels.6. The active roll control apparatus of claim 2 , wherein the vehicle state information includes a vehicle speed claim 2 , a steering angle claim 2 , and a lateral acceleration claim 2 , and wherein the determination of whether the vehicle is in the low-friction turning driving state is performed by comparing a preset reference value and an estimation error between an actual ...

METHOD FOR AUTONOMOUS DRIVING OF A VEHICLE

Method and device for autonomous driving of a vehicle on a roadway in a direction of travel. A trajectory for driving on the roadway in the direction of travel is determined. A bending strip of limited length defines the trajectory, wherein the bending strip is fixed at one end thereof in a node which defines a starting point of the trajectory. A course of the trajectory is determined, starting from the starting point, in dependence on a bending line of the bending strip, which line extends, starting from the node, to the other end of the bending strip. A representation of a roadway boundary defines a boundary condition for the determination of the trajectory. A quality measure is defined in dependence on a property of the bending strip. The bending line which satisfies the boundary condition and for which the quality measure has an extremal value is determined. 1. A method for autonomous driving of a vehicle on a roadway in a direction of travel , said method comprising:determining a trajectory for driving on the roadway in the direction of travel based upon a model of a bending strip of limited length that is fixed at one end thereof in a node which defines a starting point of the trajectory,determining a course of the trajectory, starting from the starting point, in dependence on a bending line of the bending strip, which bending line extends, starting from the node, to the other end of the bending strip,wherein a representation of a roadway boundary defines a boundary condition for the determination of the trajectory,defining a quality measure in dependence on a property of the bending strip,determining, by a principle of virtual displacement, the bending line which satisfies the boundary condition and for which the quality measure has an extremal value.2. The method as claimed in claim 1 , wherein the quality measure is defined by a curvature of the bending line claim 1 , wherein the bending line of which the curvature is minimal is determined.3. The method as ...

Vehicle control apparatus

A vehicle control apparatus includes a processor. Before the vehicle passes through an inflection point of a curvature of a target trajectory, the processor sets a first reference point before the inflection point. After the vehicle passes through the inflection point, the processor sets a second reference point at a position where a second distance from a current position of the vehicle after the vehicle passes through the inflection point to the second reference point is longer than a first distance from a current position of the vehicle before the vehicle passes through the inflection point to the first reference point when compared under travel conditions identical in a vehicle speed, an acceleration rate, a deceleration rate, or a steering angle. The processor sets a target steering angle based on the curvature of an arc passing through the current position and the first reference point or the second reference point.

VEHICLE CONTROL DEVICE

A vehicle control device includes an engine (), an engine control mechanism that controls an engine torque, and a PCM () that performs vehicle posture control for generating vehicle deceleration by controlling the engine control mechanism to reduce the engine torque upon satisfaction of a condition that a vehicle is travelling and a steering angle-related value related to a steering angle of a steering device increases. When a driver performs an accelerator operation for reducing an accelerator opening during execution of vehicle posture control, the PCM () suppresses reduction of a generated torque of the engine due to the accelerator operation. 1. A vehicle control device comprising:an engine;an engine control mechanism that controls a generated torque of the engine; andcircuitry configured to perform vehicle posture control for generating vehicle deceleration by controlling the engine control mechanism to reduce the generated torque of the engine upon satisfaction of a condition that a vehicle is travelling and a steering angle-related value related to a steering angle of a steering device increases, whereinwhen an accelerator operation for reducing an accelerator opening during execution of the vehicle posture control is performed, the circuitry is configured to suppress reduction of the generated torque of the engine due to the accelerator operation.2. The vehicle control device according to claim 1 , whereinthe circuitry is configured to perform control to continue suppressing the reduction of the generated torque due to the accelerator operation until the vehicle posture control ends.3. The vehicle control device according to claim 1 , wherein{'sub': ';', 'the circuitry is configured to suppress the reduction of the generated torque due to the accelerator operation by at least one of prohibiting the reduction of the generated torque due to the accelerator operation, delaying a start of the reduction of the generated torque due to the accelerator ...

TURNING CONTROL DEVICE

A turning control device is provided for use in a vehicle control system including a steer-by-wire system and a brake system. The turning control device is configured to calculate a braking force difference, which is a difference in braking force between the left and right tire wheels. The turning control device is further configured to perform a high turning control that provides the braking force difference to the left and right tire wheels to cause a smaller turning radius of the vehicle when a steering angle corresponding value is larger than a judgment threshold. 1. A turning control device provided in a vehicle control system , [ a turning device configured to generate torque for turning the steered wheel in accordance with a steering state of the steering member and', 'a reaction force device configured to apply a reaction force to the steering member; and, 'a steer-by-wire system in which a steering member and a steered wheel are mechanically separated from each other, the steer-by-wire system including'}, 'a brake system capable of controlling braking forces of left and right tire wheels independently from each other,, 'the vehicle control system includingthe turning control device comprising:one or more microcomputers configured to act as a braking difference calculation unit that calculates a braking force difference, which is a difference in braking force between the left and right tire wheels,wherein the one or more microcomputers is further configured to perform a high turning control that provides the braking force difference to the left and right tire wheels to cause a smaller turning radius of the vehicle equipped with the steer-by-wire system when a steering angle corresponding value is larger than a judgment threshold,wherein the steering angle corresponding value is a steering angle or an absolute value of a value convertible into the steering angle.2. The turning control device according to claim 1 , wherein:the one or more microcomputers is ...

VEHICLE CONTROL DEVICE

A vehicle control device comprises: a downshift control part () configured, upon issuance of a downshift request for downshifting an automatic transmission (), to execute a downshift control of downshifting the automatic transmission () and driving an engine torque regulating mechanism to increase an output torque of an engine (); a vehicle attitude control part () configured, upon satisfaction of a condition that the vehicle is traveling and a steering angle-related value pertaining to a steering angle of a steering device increases, to execute a vehicle attitude control of reducing the output torque of the engine () to generate deceleration of the vehicle so as to control vehicle attitude; and a downshift suppression part () configured, when the vehicle attitude control is executed, to suppress the execution of the downshift control. 1. A vehicle control device , comprising:an engine;an engine torque regulating mechanism configured to regulate an output torque of the engine;an automatic transmission provided on a driving force transmitting path between the engine and road wheels;a downshift control part configured to execute a downshift control in which the automatic transmission is downshifted and the engine torque regulating mechanism is driven to increase the output torque of the engine, when a downshift request for downshifting the automatic transmission is issued; anda vehicle attitude control part configured to execute a vehicle attitude control in which the engine torque regulating mechanism is driven to reduce the output torque of the engine to thereby generate deceleration of the vehicle, when such a condition that the vehicle is traveling and that a steering angle-related value pertaining to a steering angle of a steering device increases is satisfied,wherein the vehicle control device further comprises a downshift suppression part configured to suppress executing the downshift control by the downshift control part when the vehicle attitude control is ...

VEHICLE DRIVING FORCE CONTROL APPARATUS

A vehicle driving force control apparatus is mounted in a vehicle that runs by transmitting power from a plurality of drive sources to a plurality of wheels or a plurality of sets of wheels. The vehicle driving force control apparatus includes: a ratio determination unit; and a command unit. The ratio determination unit determines a target ratio at which a required driving force applied to the vehicle is to be distributed to the plurality of wheels or the plurality of sets of wheels. The command unit commands the plurality of drive sources to output power such that driving force distributed in accordance with the target ratio is generated in the plurality of wheels or the plurality of sets of wheels. 1. A vehicle driving force control apparatus mounted in a vehicle that runs by transmitting power from a plurality of drive sources to a plurality of wheels or a plurality of sets of wheels , the vehicle driving force control apparatus comprising:a ratio determination unit configured to determine a target ratio at which a required driving force applied to the vehicle is to be distributed to the plurality of wheels or the plurality of sets of wheels; anda command unit configured to command the plurality of drive sources to output power such that driving force distributed in accordance with the target ratio is generated in the plurality of wheels or the plurality of sets of wheels,wherein the ratio determination unit comprises a candidate extracting module configured to extract a plurality of candidate ratios with running low energy loss from among ratios at which the required driving force is to be distributed, and a ratio selecting module configured to select one candidate ratio with a high driving stability from among the plurality of candidate ratios, andthe distribution ratio selected by the ratio selecting module is made the target ratio.2. The vehicle driving force control apparatus according to claim 1 , further comprising:a plurality of power transmission ...

VEHICLE CONTROL SYSTEM AND VEHICLE CONTROL DEVICE

This vehicle control system () is configured from a vehicle control device () installed in a vehicle and a server () connected to the vehicle control device () via a network. The server () is equipped with: a virtual lane generation section which generates virtual lane information relating to a virtual lane virtually set on a road on the basis of at least the travelling locus of another vehicle other than the vehicle; and a server communication section () which transmits, to the vehicle control device, the virtual lane information generated by the virtual lane generation section. The vehicle control device () is equipped with: a vehicle communication section () which receives the virtual lane information from the server (); a target course generation section () which generates a target course of the vehicle on the basis of the virtual lane information; a vehicle control section () which causes the vehicle to move along the target course generated by the target track generation section (). 1. A vehicle control system comprising a vehicle control device mounted on a vehicle and a server connected to the vehicle control device via a network , whereinthe server includesa virtual lane generation section which generates virtual lane information relating to a virtual lane virtually set on a road at least based on traveling loci of other vehicles other than the vehicle, anda server communication section which transmits the virtual lane information generated by the virtual lane generation section to the vehicle control device, andthe vehicle control device includesa vehicle communication section which receives the virtual lane information from the server,a target course generation section which generates a target course of the vehicle based on the virtual lane information, anda vehicle control section which causes the vehicle to move along the target course generated by the target course generation section.2. The vehicle control system according to claim 1 , wherein the ...

Traveling control apparatus

A traveling control apparatus for a vehicle includes a steering angle detector, a vehicle speed detector, and a cruise control unit. The cruise control unit includes a steering angle speed detector, a steering angle correction value setting unit, and a target acceleration rate setting unit. The steering angle correction value setting unit sets a steering angle correction value, on the basis of a speed of the vehicle detected by the vehicle speed detector and a steering angle speed calculated by the steering angle speed detector. The target acceleration rate setting unit sets a target acceleration rate of a cruise control, on the basis of a steering angle and the speed of the vehicle. The steering angle is based on an addition of the steering angle correction value set by the steering angle correction value setting unit to the steering angle absolute value detected by the steering angle detector.

PHYSICAL MODEL AND MACHINE LEARNING COMBINED METHOD TO SIMULATE AUTONOMOUS VEHICLE MOVEMENT

In one embodiment, a driving scenario is identified for a next movement for an autonomous vehicle, where the driving scenario is represented by a set of one or more predetermined parameters. A first next movement is calculated for the autonomous vehicle using a physical model corresponding to the driving scenario. A sideslip predictive model is applied to the set of predetermined parameters to predict a sideslip of the autonomous vehicle under the driving scenario. A second next movement of the autonomous vehicle is determined based on the first next movement and the predicted sideslip of the autonomous vehicle. The predicted sideslip is utilized to modify the first next movement to compensate the sideslip. Planning and control data is generated for the second next movement and the autonomous vehicle is controlled and driven based on the planning and control data. 1. A computer-implemented method for operating an autonomous vehicle , the method comprising:identifying a driving scenario of an autonomous vehicle for a next movement, wherein the driving scenario is represented by a set of one or more predetermined parameters;calculating a first next movement of the autonomous vehicle using a physical model corresponding to the driving scenario;applying a sideslip predictive model to the set of predetermined parameters to predict a sideslip of the autonomous vehicle given the driving scenario;determining a second next movement of the autonomous vehicle based on the first next movement and the predicted sideslip of the autonomous vehicle, generating planning and control data based on the second next movement; andcontrolling and driving the autonomous vehicle based on the planning and control data.2. The method of claim 1 , wherein the sideslip predicted model was generated using machine learning based on sideslips and corresponding driving parameters measured and recorded under a plurality of driving scenarios by a plurality of different types of vehicles.3. The method ...

VEHICLE TURNING CONTROL DEVICE

Provided is a vehicle turning control device which prevents a target yaw rate from being unstable, even if a control gain is changed in accordance with the magnitude of a yaw rate deviation or a road surface frictional coefficient. This vehicle turning control device includes a target yaw rate correction (). The correction () calculates a target yaw rate with respect to the control gain determined based on a vehicle traveling information, using at least one of a plurality of calculated target yaw rates. The control gain is determined such that, as a road surface frictional coefficient decreases or as a yaw rate deviation increases, a yaw response characteristic approaches a basic yaw response characteristic from an initial yaw response characteristic. 1. A vehicle turning control device for controlling a turning characteristic of a vehicle , the vehicle including: braking/driving sources for independently controlling braking/driving torques , the braking/driving torques being braking torques or a driving torques for respective wheels at right and left on a front side and a rear side; an operation mechanism; a vehicle speed detector for detecting a vehicle speed; a steering angle detector for detecting a steering angle; a yaw rate detector for detecting an actual yaw rate; and a driving controller for distributing a braking/driving command value to each of the braking/driving sources in response to a command from the operation mechanism , the vehicle turning control device comprising:a vehicle traveling value information calculation module configured to calculate a vehicle traveling information value including at least one of a yaw rate deviation and a road surface frictional coefficient, the yaw rate deviation being calculated from a difference between a target yaw rate and the actual yaw rate detected by the yaw rate detector, the target yaw rate being calculated with respect to the vehicle speed detected by the vehicle speed detector and the steering angle ...

Method and Apparatus for Performing Driving Assistance

The present invention relates to methods and apparatuses for performing driving assistance for a controlled vehicle, involving determining a first longitudinal acceleration target value on the basis of a lateral acceleration of the controlled vehicle, determining a second longitudinal acceleration target value on the basis of a target speed of the controlled vehicle, determining a third longitudinal acceleration target value based on a minimum value of the first longitudinal acceleration target value and the second longitudinal acceleration target value, and controlling a longitudinal acceleration of the controlled vehicle on the basis of the determined third longitudinal acceleration target value.

Method and apparatus for capturing road curve properties and calculating maximum safe advisory speed

This invention relates generally to the field of Highway signage and more specifically to a device for automatically capturing road curve properties and a process for automating calculating the maximum safe Advisory Speed of Roads. This invention is a new device that automates the accurate measurement of road curve/Railway radius and super elevation. This information is assembled to automatically report the recommended curve speed, or Curve Advisor Speed (CAS) for a particular curve. The device is assembled into a single, compact, low power and transportable case which can be driven at normal road speeds in a car.

Vehicle Motion Control Apparatus, Vehicle Motion Control Method, and Vehicle Motion Control System

Provided is a vehicle motion control apparatus of a following vehicle that is non-mechanically linked to a preceding vehicle and thus capable of performing follow-up cruising, comprising a target trajectory acquisition portion configured to acquire a target trajectory for enabling the following vehicle to follow a running trajectory of the preceding vehicle, the target trajectory being generated according to acquired information regarding the preceding vehicle, and an actuator control output portion configured to output to a control portion of an actuator which is associated with the steering, braking, and driving of the following vehicle, a command to follow the preceding vehicle with a closest approach distance from the preceding vehicle maintained at a preset distance according to the target trajectory acquired by the target trajectory acquisition portion. 1. A vehicle motion control apparatus of a following vehicle that is non-mechanically linked to a preceding vehicle and thus capable of performing follow-up cruising , the vehicle motion control apparatus comprising:a target trajectory acquisition portion configured to acquire a target trajectory for enabling the following vehicle to follow a running trajectory of the preceding vehicle, the target trajectory being generated according to acquired information regarding the preceding vehicle; andan actuator control output portion configured to output to a control portion of an actuator which is associated with steering, braking, and driving of the following vehicle, a command for making the following vehicle follow the preceding vehicle with a closest approach distance between the preceding vehicle and the following vehicle maintained at a preset distance based on the target trajectory acquired by the target trajectory acquisition portion.2. The vehicle motion control apparatus described in claim 1 ,wherein the actuator control output portion is configured to output to the control portion of the actuator the ...

METHOD TO CONTROL A ROAD VEHICLE WITH STEERING REAR WHEELS WHEN DRIVING ALONG A CURVE

A method to control a road vehicle with steering rear wheels when driving along a curve. The control method comprises the steps of: determining an actual attitude angle of the road vehicle; determining a desired attitude angle; and changing the steering angle of the rear wheels based on the difference between the actual attitude angle and the desired attitude angle. 1. A method to control a road vehicle with steering rear wheels when driving along a curve; the control method comprises the step of determining an actual attitude angle (β) of the road vehicle , i.e. the angle (β) comprised between the longitudinal axis (x) of the road vehicle and the direction of the running speed (V) of the road vehicle in its barycentre (B);the control method comprising the further steps of:{'sub': 'TGT', 'determining a desired attitude angle (β); and'}{'sub': 'TGT', 'changing the steering angle of the rear wheels based on the difference between the actual attitude angle (β) and the desired attitude angle (β).'}2. A control method according to and comprising the further step of decreasing the steering angle of the rear wheels when the desired attitude angle (β) indicates a tendency to re-alignment.3. A control method according to claim 2 , wherein the decrease in the steering angle of the rear wheels depends on the difference between the desired attitude angle (β) and the actual attitude angle (β).4. A control method according to and comprising the further step of determining that the desired attitude angle (β) indicates a tendency to re-alignment when the desired attitude angle (β) is zero or close to zero.5. A control method according to and comprising the further steps of:determining whether the road vehicle is in steady conditions or in non-steady conditions; anddecreasing the steering angle of the rear wheels only if the road vehicle is in steady conditions.6. A control method according to and comprising the further step of increasing the steering angle of the rear wheels if the ...

Travel lane identification without road curvature data

One or more dynamic trailing objects can be detected in an external environment of a vehicle. Position data of the dynamic trailing object(s) can be acquired. It can be determined whether a current position of one of the trailing objects is at substantially the same longitudinal position as a previous position of the ego vehicle. If the current position of the dynamic trailing object is at substantially the same longitudinal position as a previous position of the ego vehicle, a lateral offset between the current position of the trailing object and the previous position of the ego vehicle can be determined. The lateral offset can be used to identify a current travel lane of the ego vehicle, determine lane crossings, and/or determine travel lane probability distributions.

VEHICLE DRIVING FORCE CONTROL DEVICE

The vehicle driving force control device comprises: a behavior control mechanism for reducing a driving force of an engine according to a steering speed; a driving force distribution mechanism for distributing the driving force of the engine to rear road wheels; and an ECU for controlling the mechanisms. The behavior control mechanism reduces the driving force by a target torque reduction amount set based on the steering speed, to thereby generate a deceleration, and the driving force distribution mechanism distributes the driving force to the front road wheels and the rear road wheels based on a distribution rate set for the rear road wheels depending on a traveling state, and the ECU corrects the distribution rate based on the target torque reduction amount during cornering of the vehicle. 1. A vehicle driving force control device , comprising:a steering angle sensor configured to detect a steering angle of a vehicle according to an operation of a steering wheel;a driving force distribution device configured to distribute a driving force of a drive source to a pair of front road wheels as main drive wheels and a pair of rear road wheels as subordinate drive wheels; anda controller configured to control the drive source and the driving force distribution device, to reduce the driving force by a target torque reduction amount which is set based on a steering speed according to the steering angle detected by the steering angle sensor, in order to generate a deceleration of the vehicle;', 'to distribute the driving force of the drive source to the pair of front road wheels and the pair of rear road wheels, on the basis of a target distribution amount which is set for the pair of rear road wheels depending on a traveling state; and', 'to correct the target distribution amount based on the target torque reduction amount when the vehicle turns., 'wherein the controller is configured2. The vehicle driving force control device according to claim 1 , wherein the controller ...

LONGITUDINAL FORCE CONTROL APPARATUS AND SADDLED VEHICLE HAVING THE SAME

Provided is a longitudinal force control apparatus. A lateral acceleration acquisition section acquires a lateral acceleration along a right-left direction acting on a vehicle. A bank angle acquisition circuit acquires a bank angle of the vehicle. A longitudinal force controller may decrease an absolute value of a longitudinal force at least with respect to a driving wheel of the vehicle based on the acquired lateral acceleration and the bank angle when it is determined that a calculated lateral-skid acceleration is equal to or greater than a predetermined threshold. The longitudinal force is a sum of forces along a front-rear direction acting on the driving wheel. 1. A longitudinal force control apparatus comprising:a lateral acceleration acquisition section configured to acquire a lateral acceleration, the lateral acceleration being an acceleration along a right-left direction acting on a vehicle;a bank angle acquisition circuit configured to acquire a bank angle of the vehicle; and a lateral-skid acceleration calculation circuit configured to at least calculate a lateral-skid acceleration of the driving wheel based on at least the acquired lateral acceleration and the bank angle, and', 'a judgment circuit configured to determine whether the calculated lateral-skid acceleration is equal to or greater than a predetermined threshold,', 'the longitudinal force controller determining first and second velocity ranges, the second velocity range being greater in velocity than the first velocity range, the threshold being greater when a velocity of travel of the vehicle is in the second velocity range than when the velocity of travel of the vehicle is in the first velocity range., 'a longitudinal force controller configured to decrease an absolute value of a longitudinal force at least with respect to a driving wheel of the vehicle based on the acquired lateral acceleration and the bank angle, the longitudinal force being a sum of forces along a front-rear direction ...

VEHICLE CONTROL DEVICE

In a case where a host vehicle that is traveling on a first lane intends to turn right or left at an intersection via a second lane whose traveling direction coincides with that of the first lane, a vehicle controller constituting a part of a vehicle control device performs a travel control or an assistance control that differs depending on whether the second lane is a priority lane where another vehicle that is different in type from the host vehicle preferentially travels. 1. A vehicle control device configured to perform a travel control for a host vehicle at least partially automatically , comprising:an intersection recognition unit configured to recognize an intersection on a scheduled travel route of the host vehicle; anda vehicle controller configured to perform the travel control or an assistance control regarding a lane change when the host vehicle turns right or left at the intersection recognized by the intersection recognition unit,wherein in a case where the host vehicle that is traveling on a first lane intends to turn right or left via a second lane whose traveling direction coincides with a traveling direction of the first lane, the vehicle controller is configured to perform the travel control or the assistance control that differs depending on whether the second lane is a priority lane where a particular type of vehicle different in type from the host vehicle preferentially travels.2. The vehicle control device according to claim 1 , wherein in a case where the second lane is the priority lane and the particular type of vehicle exists ahead of the host vehicle claim 1 , the vehicle controller is configured to start the travel control or the assistance control earlier than in a case where the second lane is not the priority lane.3. The vehicle control device according to claim 1 , wherein in a case where the second lane is the priority lane and the particular type of vehicle does not exist ahead of the host vehicle claim 1 , the vehicle controller ...

DRIVING SUPPORT CONTROL SYSTEM

A driving support control system includes a steering device and a control device. The control device performs a target value calculating process of calculating a target value; a first steering angle calculating process of calculating, as a first steering angle, a steering angle for causing a vehicle motion parameter to coincide with the target value; an actual value calculating process of calculating an actual value of the vehicle motion parameter; a second steering angle calculating process of calculating, as a second steering angle, a steering angle for cancelling out an external force based on a difference value between the actual value and the target value; a target steering angle calculating process of calculating, as a target steering angle, a summed value of the first and second steering angles; and a control process of controlling the steering device so that the steering angle coincides with the target steering angle. 1. A driving support control system that is mounted in a vehicle , the driving support control system comprising:a steering device configured to adjust a steering angle of the vehicle; anda control device configured to control the steering device so that the vehicle travels to follow a target path, a target value calculating process of calculating a target value of a lateral acceleration or a yaw rate as a target value of a vehicle motion parameter for causing the vehicle to travel to follow the target path;', 'a first steering angle calculating process of calculating, as a first steering angle, a steering angle for causing the vehicle motion parameter to coincide with the target value;', 'an actual value calculating process of calculating an actual value of the vehicle motion parameter;', 'a second steering angle calculating process of calculating, as a second steering angle, a steering angle for cancelling out an external force acting on the vehicle from an outside based on a difference value between the actual value and the target value;', ' ...

Enhanced vehicle operation

A computer includes a processor and a memory, the memory storing instructions executable by the processor to input a current trajectory and a planned path for a vehicle to a state observer algorithm to obtain a target yaw rate, compare the target yaw rate to an actual yaw rate to determine one of an oversteer or an understeer condition, and apply brakes on one or more but less than all wheels of the vehicle based on determining the understeer or oversteer condition.

VEHICLE CONTROL APPARATUS

A vehicle control apparatus includes a steering device, a steering controller, a steering input member, a front-rear driving force distribution unit, and a behavior controller. The steering device steers front wheels of a vehicle. The steering controller controls and causes the steering device to perform steering automatically. The steering input member receives a steering operation inputted by a driver. The front-rear driving force distribution unit changes a front-rear driving force distribution ratio. The behavior controller predicts, if a steering operation is performed via the steering input member during the automatic steering, a behavior of the vehicle to be exhibited after steering corresponding to the steering operation, and causes, if an oversteer behavior is predicted to occur, the front-rear driving force distribution unit to change the driving force distribution ratio to a front-wheel biased distribution ratio as compared with a case where the oversteer behavior is not predicted to occur. 1. A vehicle control apparatus comprising:a steering device including an actuator and configured to steer front wheels of a vehicle;a steering controller configured to control the steering device and cause the vehicle to perform steering automatically, on a basis of a target travel path of the vehicle;a steering input member configured to receive a steering operation inputted by a driver;a front-rear driving force distribution unit configured to change a front-rear driving force distribution ratio that is a distribution ratio between driving force to be transmitted to a road surface from the front wheels of the vehicle and driving force to be transmitted to the road surface from rear wheels of the vehicle; anda behavior controller configured to predict, in a case where a steering operation is performed via the steering input member while the steering controller is causing the steering to be performed automatically, a behavior of the vehicle to be exhibited after ...

Vehicle control apparatus, vehicle control system, and image sensor

Disclosed herein is a vehicle control apparatus, vehicle control system and image sensor. The vehicle control apparatus includes a first sensor configured to be disposed on the vehicle to have a view to the outside of the vehicle and capture image data and a controller configured to include at least one processor to process the image data captured by the first sensor, wherein the controller recognizes a roundabout based on the processing result of the image data, sets a region of interest in front of the vehicle based on a state information of the roundabout obtained from the processing result of the image data, determines a target located in the region of interest based on information of the target location based on the processing result of the image data, and controls the vehicle based on the information of the target location in the region of interest. According to the embodiment of the disclosed invention, the vehicle may enter a roundabout safely.

METHOD AND SYSTEM FOR OPERATING AN AUTOMATIC DRIVING FUNCTION IN A VEHICLE

Technologies and techniques for operating an automatic driving function in a vehicle, in which surroundings data are detected and, based on the detected surroundings data, graphical data of a representation of the surroundings are generated and output. An automatic driving function is executed subject to a control signal generated from actuating a selection object. The selection object may be generated and assigned to a first operating object. 110-. (canceled)11. A method for operating an autonomous driving function in a vehicle , comprising:recording environment data in the vehicle;generating and outputting graphic data, based on the recorded environment data, wherein the graphic data comprises an environment depiction comprising at least one first operating object;detecting an actuation of the first operating object;generating a selection object and assigning the selection object to the first operating object;detecting an actuation of the selection object; andgenerating a control signal in response to the actuation of the selection object, wherein the automatic driving function is executed out based on the control signal.12. The method according to claim 11 , wherein the selection object comprises one of a lane change claim 11 , turning claim 11 , altering a distance to other road users claim 11 , or modifying the speed of the vehicle.13. The method according to claim 11 , wherein the environment depiction comprises at least one further operating object claim 11 , wherein claim 11 , if an actuation of another operating object is detected claim 11 , another selection object is generated and assigned to the actuated claim 11 , other operating object.14. The method of claim 13 , further comprising detecting an actuation of the other selection object claim 13 , and generating another control signal claim 13 , based on the actuation of the other selection object claim 13 , wherein the automatic driving function is carried out on the basis of another control signal.15. ...

MAINTENANCE VEHICLE

A maintenance vehicle having a frame supported by a pair of traction wheels and at least one steered wheel. The maintenance vehicle also includes a steering assembly having a pair of control levers for directly controlling a pair of transmissions that drive the traction wheels, a pair of sensors for measuring a characteristic of each transmission, the sensors being operatively connected to a system controller which generates an output signal to a steering controller for independently controlling the steering of the steered wheel(s). 1. A maintenance vehicle comprising:a frame; a pair of control levers operatively connected to said frame;', 'a pair of transmissions, wherein each transmission is operatively connected to one of said pair of control levers, each of said transmissions has an output shaft that is connected to a traction wheel, wherein said pair of control levers directly control said transmissions;, 'a steering mechanism comprisinga first sensor operatively connected to said steering mechanism, wherein each of said first and second sensors measures a characteristic of said steering mechanism, each of said sensors generating a first output signal representing said characteristic;a system controller operatively connected to said first and second sensors for receiving said first output signals therefrom, said system controller calculates an overall steered direction and generating at least one second output signal;at least one steered wheel assembly operatively connected to said frame, each of said at least one steered wheel assembly having at least one steered wheel; andat least one steering controller operatively connected to said system controller, said at least one steering controller receiving one of said at least one second output signal from said system controller, wherein said steering controller operatively rotates said at least one steered wheel assembly in response to said at least one second output signal from said system controller to steer said ...

Testing Predictions For Autonomous Vehicles

A method and apparatus for controlling a first vehicle autonomously are disclosed. For instance, one or more processors may plan to maneuver the first vehicle to complete an action and predict that a second vehicle will take a particular responsive action. The first vehicle is then maneuvered towards completing the action in a way that would allow the first vehicle to cancel completing the action without causing a collision between the first vehicle and the second vehicle, and in order to indicate to the second vehicle or a driver of the second vehicle that the first vehicle is attempting to complete the action. Thereafter, when the first vehicle is determined to be able to take the action, the action is completed by controlling the first vehicle autonomously according to whether the second vehicle begins to take the particular responsive action.

CONTROLLING MACHINE OPERATION INCLUDING MACHINE TURNING RADIUS

According to one example, a control system is disclosed. The system can include a steering system configured to direct a movement of a compactor within a compacting area. The system can include one or more sensors configured to generate data indicative of operational criteria of the compactor, the one or more sensors including a speed sensor configured to measure a speed of the compactor over a surface within the compacting area and a controller communicatively coupled to the one or more sensors. The controller can be configured to: receive data indicative of the speed of the compactor from the speed sensor, determine if the speed of the compactor exceeds a first threshold speed, and if the speed of the compactor exceeds the first threshold speed, control the steering system to limit a turning angle to a predetermined value such that a turning radius of the compactor is increased. 1. A system for control of a movement of a compactor within a compacting area , the system comprising:a steering system configured to direct the movement of the compactor;a brake system;a drive system;one or more sensors configured to generate data indicative of operational criteria of the compactor, the one or more sensors including a speed sensor configured to measure a speed of the compactor over a surface within the compacting area; and receive data indicative of the speed of the compactor from the speed sensor,', 'determine if the speed of the compactor exceeds a first threshold speed, and', 'if the speed of the compactor exceeds the first threshold speed, control the steering system to limit a turning angle to a predetermined value such that a turning radius of the compactor is increased., 'a controller communicatively coupled to the one or more sensors, the controller configured to2. The system of claim 1 , wherein the control limits the turning angle to the predetermined value if the predetermined value has been exceeded by an operator.3. The system of claim 2 , wherein the control ...

DRIVE CONTROL SYSTEM AND DRIVE CONTROL METHOD FOR FRONT- AND REAR-WHEEL DRIVE VEHICLE

A drive control system for a front- and rear-wheel drive vehicle is provided. The drive control system is installed on the front- and rear-wheel drive vehicle, which is a two-wheeler equipped with a front wheel and a rear wheel both serving as driving wheels, one of which is a steered wheel. When the vehicle is banking, the drive control system performs control of decreasing target driving torque of the steered wheel according to an amount of accelerator operation during acceleration operation of a driver compared to when the vehicle is running upright. 1. A drive control system for a front- and rear-wheel drive vehicle , the drive control system being installed on the front- and rear-wheel drive vehicle , which is a two-wheeler equipped with a front wheel and a rear wheel both serving as driving wheels , one of which is a steered wheel , whereinwhen the vehicle is banking, the drive control system performs control of decreasing, compared to when the vehicle is running upright, target driving torque of the steered wheel according to an amount of accelerator operation during acceleration operation of a driver.2. The drive control system for a front- and rear-wheel drive vehicle according to claim 1 , wherein the drive control system performs control of increasing a decrease width of the target driving torque of the steered wheel with increase in a banking angle of the vehicle.3. The drive control system for a front- and rear-wheel drive vehicle according to claim 1 , wherein when the drive control system performs control of decreasing the target driving torque of the steered wheel claim 1 , the drive control system performs control of increasing target driving torque of a non-steered wheel.4. The drive control system for a front- and rear-wheel drive vehicle according to claim 3 , wherein the drive control system performs control of increasing the target driving torque of the non-steered wheel based on a decrease amount of the target driving torque of the steered ...

STEERING SPEED CONTROL

A system includes a processor and a memory. The memory stores instructions executable by the processor to determine a maximum vehicle speed based on a road curvature. The memory stores instructions to limit a vehicle speed at the determined maximum vehicle speed, upon receiving a user acceleration request while a user torque request at a vehicle steering wheel is undetected. 1. A system , comprising a processor and a memory , the memory storing instructions executable by the processor to:determine a maximum vehicle speed based on a road curvature; andupon receiving a user acceleration request while a user torque request at a vehicle steering wheel is undetected, limit a vehicle speed at the determined maximum vehicle speed.2. The system of claim 1 , wherein the instructions further include instructions to determine the maximum vehicle speed based on a radius of the road curvature.3. The system of claim 1 , wherein the instructions further include instructions to determine the maximum vehicle speed based on at least one of a vehicle mass claim 1 , a vehicle body characteristic claim 1 , and a road surface characteristic.4. The system of claim 3 , wherein the vehicle body characteristic is a location of a vehicle center of gravity.5. The system of claim 3 , wherein the road surface characteristic is a friction coefficient of a road surface.6. The system of claim 1 , wherein the instructions further include instructions to actuate a vehicle component to increase vehicle speed based on the received user acceleration request only upon determining that at least one of a user torque is applied to the steering wheel and the vehicle speed is less than the determined maximum vehicle speed.7. The system of claim 1 , wherein the instructions further include instructions to deactivate a vehicle autonomous mode of operation claim 1 , upon receiving a user acceleration request while a user torque request at a vehicle steering wheel is undetected.8. The system of claim 1 , wherein ...

Control device for automated driving vehicle

The present disclosure relates to control performed in a case where a vehicle is to turn right or left at an intersection. A control device causes the vehicle to carry out a right turn or left turn when a travel start button for starting travel from a stopped state is manipulated while the vehicle is in a stopped state due to presence of a target to be paid attention to during travel, such as a vehicle in an opposite lane or a pedestrian.

Vehicle control including control over a rate of torque decrease

A method of controlling a vehicle includes determining whether control over a rate of torque decrease is desired in order to improve the vehicle behavior. The rate of torque decrease is controlled to stay within a range of a selected rate of change. A vehicle control system includes a controller configured to determine whether control over a rate of torque decrease is desired. The controller is also configured to control the rate of torque decrease to stay within a range of a selected rate of change.

Controlling Vehicles Through Multi-Lane Turns

The technology relates controlling an autonomous vehicle through a multi-lane turn. In one example, data corresponding to a position of the autonomous vehicle in a lane of the multi-lane turn, a trajectory of the autonomous vehicle, and data corresponding to positions of objects in a vicinity of the autonomous vehicle may be received. A determination of whether the autonomous vehicle is positioned as a first vehicle in the lane or positioned behind another vehicle in the lane may be made based on a position of the autonomous vehicle in the lane relative to the positions of the objects. The trajectory of the autonomous vehicle through the lane may be adjusted based on whether the autonomous vehicle is positioned as a first vehicle in the lane or positioned behind another vehicle in the lane. The autonomous vehicle may be controlled based on the adjusted trajectory.

VEHICLE DRIVING CONTROL APPARATUS AND METHOD

A vehicle driving control apparatus includes an object detection unit configured to detect an object located outside a vehicle; and at least one processor configured to provide a first control signal and a second control signal based on information regarding the object detected by the object detection unit. The at least one processor provides the first control signal and the second control signal by: based on the information regarding the object, providing the first control signal to cause one of an increase or a decrease in a speed of the vehicle during a first time period; and based on the information regarding the object and based on the first control signal provided during the first time period, providing the second control signal to cause the other of the increase or the decrease in the speed of the vehicle during a second time period. 1. A vehicle driving control apparatus comprising:an object detection unit configured to detect an object located outside a vehicle; andat least one processor configured to provide a first control signal and a second control signal based on information regarding the object detected by the object detection unit, based on the information regarding the object, providing the first control signal to cause one of an increase or a decrease in a speed of the vehicle during a first time period; and', 'based on the information regarding the object and based on the first control signal provided during the first time period, providing the second control signal to cause the other of the increase or the decrease in the speed of the vehicle during a second time period., 'wherein the at least one processor provides the first control signal and the second control signal by2. The vehicle driving control apparatus according to claim 1 , wherein the at least one processor is further configured to determine both the first control signal and the second control signal prior to providing either the first control signal or the second control signal.3. ...

Driving force control system for vehicle

A driving force control system that controls a driving force in line with a driver's intension to propel a vehicle on a slippery road surface without wheel slip. A controller is configured to obtain individual relations of a slip ratio on a road surface to parameters including the driving force, a running resistance of the vehicle, and an accelerating force of the vehicle, and to control the driving force based on the obtained relations of the slip ratio to each of said parameters.

VEHICLE STEERING

A method and system of providing steering in cruise control, in low friction conditions, at low speed and in low range. Speed of individual vehicle wheels is repeatedly and automatically adjusted to ensure that the actual rate of turn of the vehicle approaches the theoretical rate of turn as demanded by the vehicle driver. 151-. (canceled)52. A method of steering a vehicle in a speed control mode , and comprising substantially continually:detecting steering angle;calculating a theoretical rate of turn of the vehicle appropriate to the detected steering angle; andcontrolling individually the speed of rotation of vehicle wheels to achieve the theoretical rate of turn;wherein the speed of rotation of the vehicle wheels is controlled by variation of driving torque thereof, andwherein the variation of driving torque comprises increasing or reducing the driving torque to one output of at least one of a differential gear and a driveline clutch.53. A method according to claim 52 , and further comprisingdetermining a current rate of turn of the vehicle; andcontrolling said speed of rotation such that the current rate of turn approaches the theoretical rate of turn.54. A method according to operable when the vehicle is traveling at one of: a low speed; in a low transmission range; and in low friction conditions.55. A method according to claim 52 , wherein the speed of rotation of a steering road wheel is controlled.56. A method according to further comprising receiving a user input of a target speed at which the vehicle is intended to travel and causing the vehicle to operate in accordance with the target speed.57. A method according to claim 52 , further comprising:suspending operation of the vehicle in the speed control mode in the event that the current speed is determined to be in excess of a predetermined threshold speed.58. A method according to claim 52 , further comprising:controlling the vehicle to operate in a highway cruise control mode wherein controlling the ...

METHOD AND ARRANGEMENT FOR CONTINOUS CURVE SPEED ADJUSTMENT FOR A ROAD VEHICLE

Described herein is a method and arrangement of curve speed adjustment for a road vehicle (). Obtained is data on: current ego velocity (v), distance (d) and curvature (r) of an upcoming road segment, represented by a set of control points (P, P, etc.) to be negotiated; road property of a road comprising the road segment; environmental properties; and driver properties. The obtained data is continuously streamed to a data processing arrangement () arranged to perform a translation to target velocities (v, v, etc.) for the respective control points (P, P, etc.) and, for each respective control point (P, P, etc.), a translation from target velocity (v, v, etc.) for that control point (P, P, etc.) and distance (d, d, etc.) to that control point (P, P, etc.) and obtained current ego velocity (v), to a target acceleration (a, a, etc.) to reach that control point (P, P, etc.) at its target velocity (v, v, etc.). The resulting target accelerations (a, a, etc.) are continuously streamed to a control unit () of the road vehicle () to adjust the road vehicle () acceleration to reach each respective control point (P, P, etc.) at its target velocity (v, v, etc.). 11. A method of curve speed adjustment for a road vehicle () , characterized in that it comprises:{'sub': 'E', 'b': '1', 'obtaining current ego velocity (v) data of the road vehicle ();'}{'sub': n', 'n+1, 'b': '1', 'obtaining distance (d) and curvature value (r) data of an upcoming road segment represented by a set of control points (P, P, etc.) to be negotiated by the road vehicle ();'}obtaining road property data of a road comprising the road segment to be negotiated;{'b': '1', 'obtaining environmental property data of the road vehicle () environ;'}{'b': '1', 'obtaining driver property data of the road vehicle () driver;'}{'b': '12', 'continuously streaming the obtained data to a data processing arrangement () arranged to process the data;'}{'b': '12', 'sub': 'road', 'evaluating, by the data processing arrangement ...

Vehicle steering control systems and methods

According to the present disclosure, a system for providing steering control in a dual path machine includes a propulsion controller operatively connected to plants of the machine for driving ground contacting elements, the propulsion controller being configured to control steering of the dual path machine through drive signals sent to the plants, and a brake controller operatively connected to left and right brakes of the machine, the brake controller being configured to control steering of the machine by providing differential brake pressures to the left and right brakes. The system of the present disclosure provides redundant steering control by receiving an input signal at the brake controller with an indication of steering position, receiving an input signal at the brake controller with an indication of brake position, and providing a differential brake pressure to brakes of the dual path machine based on the steering input signal and brake input signal.

Drivable area setting device and drivable area setting method

A drivable area setting device and a drivable area setting method, which can perform driving control based on a drivable area also in a road section in which a lane marker is not present. A terminal node specifying unit specifies a terminal node of a lane marker on an entry side and a terminal node of a lane marker on an exit side in a road section, such as an intersection, in which lane marker data are not present, a virtual lane marker generating unit for generating a virtual lane marker linking the terminal node of the lane marker on the entry side to the terminal node of the lane marker on the exit side, and an area setting unit for setting, as a drivable area of a vehicle, an area interposed between the generated virtual lane markers.

AUTONOMOUS VEHICLE CORNERING MANEUVER

An example vehicle system includes a sensor and a processing device. The sensor is configured to identify a first location and a second location. The processing device is programmed to estimate a plurality of energy usages. Each energy usage is based at least in part on a speed of a host vehicle at the first location. The processing device is further programmed to select one of the plurality of energy usages as a target useable energy and control the host vehicle in accordance with the speed associated with the target useable energy. 1. A vehicle system comprising:a sensor configured to identify a first location and a second location; anda processing device programmed to estimate a plurality of energy usages each based at least in part on a speed of a host vehicle at the first location, select one of the plurality of energy usages as a target useable energy, and control the host vehicle during a cornering maneuver, including braking, turning, and accelerating, in accordance with the speed associated with the target useable energy.2. The vehicle system of claim 1 , wherein the processing device is programmed to estimate a radius of a curve between the first and second locations.3. The vehicle system of claim 1 , wherein estimating the plurality of energy usages includes claim 1 , for a plurality of different speeds of the host vehicle:estimating a first energy usage associated with the host vehicle reaching the first location; andestimating a second energy usage associated with the host vehicle reaching the second location.4. The vehicle system of claim 3 , wherein estimating the plurality of energy usages includes estimating a third energy usage associated with the host vehicle accelerating after reaching the second location.5. The vehicle system of claim 1 , wherein estimating the plurality of energy usages includes claim 1 , for a plurality of different speeds claim 1 , estimating a present regeneration loss associated with slowing the host vehicle prior to ...

Driver assistance device, driver assistance method, and non-transitory computer-readable storage medium storing program

A driver assistance device includes a processor. The processor is configured to: automatically decelerate an own vehicle in accordance with a relative relation between the own vehicle and a vehicle traveling ahead that is traveling forward of the own vehicle; change deceleration of the own vehicle by a first change amount, or a second change amount that is larger than the first change amount, when automatically decelerating the own vehicle; perform behavioral determination to estimate whether behavior of the own vehicle will become unstable when the own vehicle is automatically decelerated; and change the deceleration by the first change amount when automatically decelerating the own vehicle, when the behavior of the own vehicle is estimated to become unstable.

Systems And Methods For Iced Road Conditions And Remediation

Systems and methods for iced road conditions and remediation are disclosed herein. A method can include determining an ambient temperature around a vehicle or a road relative to a temperature threshold, determining lateral acceleration of the vehicle due to steering input, determining a slippery condition based on the ambient temperature being below the temperature threshold and the expected lateral acceleration exceeding the measured lateral acceleration by more than a threshold, and selectively adjusting a vehicle operating parameter when the slippery condition is present. 1. A method comprising:determining an ambient temperature around a vehicle or a road relative to a temperature threshold;determining expected lateral acceleration of the vehicle due to steering input and vehicle speed;determining a slippery condition based on the ambient temperature being below the temperature threshold and the expected lateral acceleration exceeding a measured lateral acceleration threshold; andselectively adjusting a vehicle operating parameter when the slippery condition is present.2. The method according to claim 1 , wherein determining the slippery condition comprises determining wheel slippage from an anti-lock braking system or a traction control system of the vehicle as the vehicle is driving across the road.3. The method according to claim 1 , wherein determining the slippery condition comprises receiving a message from another vehicle or a service provider claim 1 , the message comprising a location of the slippery condition on the road claim 1 , and further comprising marking a map with the location claim 1 , the map being displayed on a human-machine interface of the vehicle.4. The method according to claim 1 , further comprising determining an expected heading of the vehicle due to the steering input claim 1 , the vehicle speed claim 1 , and a previous heading claim 1 , wherein determining the slippery condition is further based the expected heading disagreeing with ...

DRIVING ASSIST METHOD, DRIVING ASSIST APPARATUS, AND DRIVING ASSIST SYSTEM

A driving assist method includes detecting positional information of a first vehicle, storing the detected positional information, detecting a curve along which the first vehicle travels in accordance with the stored positional information, generating curve information including a curvature of the curve at the detected curve, transmitting the generated curve information from the first vehicle after the vehicle passes the curve, receiving the curve information by a second vehicle, determining a timing to provide the curve information in accordance with the received curve information, and providing the curve information at the determined timing. 1. A driving assist method comprising:detecting positional information of a first vehicle;storing the detected positional information;detecting a curve along which the first vehicle travels in accordance with the stored positional information;generating curve information including a curvature of the curve at the detected curve;transmitting the generated curve information from the first vehicle after the first vehicle passes the curve;receiving the curve information by a second vehicle;determining a timing to provide the curve information in accordance with the received curve information; andproviding the curve information at the determined timing.2. The driving assist method according to claim 1 , wherein the curve information includes road information.3. The driving assist method according to claim 1 , further comprising:determining a curve entering speed in accordance with the curvature of the curve included in the curve information; whereinthe determining the timing determines the timing in accordance with the curve information and the speed of the second vehicle, and the providing the curve information provides the curve entering speed in accordance with the timing.4. The driving assist method according to claim 3 , further comprising:comparing a speed of the second vehicle with the curve entering speed; andcalculating a ...

Rider Selectable Ride Comfort System for Autonomous Vehicle

An autonomous mode controller of an autonomous vehicle according to various rider-selectable comfort configurations. When the controller identifies a comfort configuration, it will access a configuration data set that corresponds to the selected comfort configuration. The controller also will receive sensor data from one or more autonomous driving sensors. In response to the received sensor data, the controller will generate an instruction for operation of a steering, braking, powertrain or other subsystem for operation of the autonomous vehicle. The instruction while includes values that correspond to the sensed data and to one or more parameters of the configuration data set. The subsystem will then cause the autonomous vehicle to move according to the instruction. 1. A method of controlling operation of an autonomous vehicle , the method comprising , by an autonomous mode controller of an autonomous vehicle:identifying a comfort configuration prior to or during a drive of the autonomous vehicle to a destination;accessing a configuration data set that corresponds to the identified comfort configuration;determining a geographic location of the autonomous vehicle via a global positioning system sensor;modifying the configuration data set according to the geographic location of the autonomous vehicle;receiving sensor data from one or more autonomous driving sensors;in response to the received sensor data, generate an instruction for operation of a subsystem of the autonomous vehicle, wherein the instruction includes values that correspond to the received sensor data and to one or more parameters contained in the modified configuration data set; andby the subsystem of the autonomous vehicle, causing the autonomous vehicle to move according to the instruction.2. The method of claim 1 , wherein modifying the configuration data set according to the geographic location of the autonomous vehicle comprises:using the geographic location of the autonomous vehicle to determine ...

METHOD AND APPARATUS FOR TEMPORARILY DEACTIVATING A FUNCTION FOR MAINTAINING A CONSTANT SPEED FOR A TWO-WHEELED MOTOR VEHICLE, INDEPENDENTLY OF A DRIVER

A method and an apparatus for temporarily deactivating a function of maintaining constant speed for a two-wheeled motor vehicle, independently of a driver, where a speed to be maintained is specified by the driver, the occurrence of cornering is detected, and, in response to the occurrence of cornering, the specified speed is reduced independently of the driver. 1. A method for temporarily deactivating a function for maintaining a constant speed for a two-wheeled motor vehicle , independently of a driver , the method comprising:specifying, by the driver, a speed to be maintained;detecting an occurrence of cornering; andreducing, in response to the occurrence of cornering, the specified speed, independently of the driver.2. The method of claim 1 , wherein cornering is detected with a GPS sensor system or with a sensor system of an anti-lock braking system.3. The method of claim 1 , wherein after the end of the cornering claim 1 , the speed is increased again to the value specified by the driver.4. The method of claim 1 , wherein the transverse acceleration of the motor vehicle is ascertained claim 1 , and in response to the occurrence of cornering claim 1 , the speed is reduced so far claim 1 , that the transverse acceleration does not exceed a predefined limiting value.5. The method of claim 4 , wherein the limiting value for the transverse acceleration is specifiable by the driver.6. The method of claim 1 , wherein the speed is reduced so that a predefined claim 1 , limiting deceleration value is not exceeded.7. The method of claim 6 , wherein the limiting value for the deceleration is specifiable by the driver.8. The method of claim 3 , wherein the speed is increased so that a predefined claim 3 , limiting acceleration value is not exceeded.9. The method of claim 6 , wherein the limiting value for the acceleration is specifiable by the driver.10. An apparatus for temporarily deactivating a function for maintaining a constant speed for a two-wheeled motor vehicle ...

Using discomfort for speed planning in autonomous vehicles

Aspects of the disclosure relate to controlling a first vehicle in an autonomous driving mode. While doing so, a second vehicle may be identified. Geometry for a future trajectory of the first vehicle may be identified, and an initial allowable discomfort value may be identified. Determining a speed profile for the geometry that meets the value may be attempted by determining a discomfort value for the speed profile based on a set of factors relating to at least discomfort of a passenger of the first vehicle and discomfort of a passenger of the second vehicle. When a speed profile that meets the value cannot be determined, the value may be adjusted until a speed profile that meets the value is determined. The speed profile that meets an adjusted value is used to control the first vehicle in the autonomous driving mode.

Vehicle stability control device

A vehicle stability control device is mounted on a vehicle in which a front tire wears faster than a rear tire. Understeer degree increases as a target yaw rate becomes higher than an actual yaw rate. When the understeer degree exceeds a first activation threshold, vehicle stability control is activated. When the understeer degree exceeds a second activation threshold, rear brake control that applies a braking force to an inner rear wheel is activated. A wear degree parameter is wear degree of the front tire or a difference in wear degree between the front tire and the rear tire. In response to a fact that the wear degree parameter exceeds a first wear threshold, the vehicle stability control device performs rear wear promotion processing that changes the second activation threshold to an adjusted value smaller than a default value and the first activation threshold.

Systems and Methods for Providing a Vehicle with a Torque Vectored K-Turn Mode

Systems and methods are provided herein for operating a vehicle in a K-turn mode. The K-turn mode is engaged in response to determining that an amount that at least one of the front wheels of the vehicle is turned exceeds a turn threshold. While operating in the K-turn mode, forward torque is provided to the front wheels of the vehicle. Further, backward torque is provided to the rear wheels of the vehicle. Yet further, the rear wheels of the vehicle remain substantially in static contact with a ground while the front wheels slip in relation to the ground. 1. A method for turning a vehicle in a K-turn mode , wherein the vehicle comprises front wheels and rear wheels , the method comprising:engaging the K-turn mode when an amount that the front wheels of the vehicle is turned exceeds a turn threshold; and providing forward torque to the front wheels of the vehicle; and', 'providing backward torque to the rear wheels of the vehicle., 'while operating in the K-turn mode,'}2. The method of claim 1 , wherein providing backward torque to the rear wheels of the vehicle comprises:providing backward torque to an inner rear wheel of the vehicle; andproviding backward torque to an outer rear wheel of the vehicle,wherein the rear wheels of the vehicle are substantially in static contact with a ground.3. The method of claim 2 , further comprising:monitoring rotation of each of the rear wheels; andwhile operating in the K-turn mode and in response to identifying rear wheel slip in at least one of the rear wheels of the vehicle, applying a corrective action to the rear wheel exhibiting slip, wherein the corrective action is selected from at least one of applying a brake to the rear wheels and reducing backward torque to the rear wheels.4. The method of claim 1 , wherein providing forward torque to the front wheels of the vehicle comprises:providing forward torque to an inner front wheel of the vehicle; andproviding forward torque to an outer front wheel of the vehicle,wherein the ...

Kinematic model for autonomous truck routing

The technology relates to route planning and performing driving operations in autonomous vehicles, such as cargo trucks, articulating buses, as well as other vehicles. A detailed kinematic model of the vehicle in evaluated in conjunction with roadgraph and other information to determine whether a route or driving operation is feasible for the vehicle. This can include evaluating a hierarchical set of driving rules and whether current driving conditions impact any of the rules. Driving trajectories and cost can be evaluated when pre-planning a route for the vehicle to follow. This can include determining an ideal trajectory for the vehicle to take a particular driving action. Pre-planned routes may be shared with a fleet of vehicles, and can be modified based on information obtained by different vehicles of the fleet.

Turn Assistant in a Vehicle

A method is provided for driver assistance in order to avoid a collision of a bodywork side on an inside of a curve, or of a rear wheel on the inside of the curve, with an obstacle in a turning direction of a motor vehicle. The method creates an environment model that specifies an immediate environment of the motor vehicle together with potential obstacles in the turning direction; measures a steering-angle of the motor vehicle; creates a prospective driving trajectory of the motor vehicle as a function of the measured steering-angle; and outputs a warning function when the prospective driving trajectory indicates a probable contact of the motor vehicle with at least one obstacle.

LANE DEPARTURE AVOIDANCE APPARATUS

A lane departure avoidance apparatus characterized by including a control performing unit performing control to acquire a position of a subject vehicle in a lane in which the subject vehicle is traveling and to prevent departure from the lane, from when a control start condition is satisfied until a control end condition is satisfied, a curvature acquiring unit acquiring a curvature of the lane, and a condition setting unit setting the control start condition or the control end condition based on the curvature acquired by the curvature acquiring unit. 1. A lane departure avoidance apparatus comprising:a control performing unit performing control to acquire a position of a subject vehicle in a lane in which the subject vehicle is traveling and to prevent departure from the lane, from when a control start condition is satisfied until a control end condition is satisfied;a curvature acquiring unit acquiring a curvature of the lane; anda condition setting unit setting the control start condition and the control end condition based on the curvature acquired by the curvature acquiring unit.2. The lane departure avoidance apparatus according to claim 1 , wherein the condition setting unit sets the control start condition and/or the control end condition more severe in keeping with an increase in the curvature acquired by the curvature acquiring unit.3. The lane departure avoidance apparatus according to claim 1 , wherein the control start condition is that a distance in a lateral direction between a lane boundary line and the subject vehicle is smaller than a first threshold claim 1 , andthe condition setting unit sets the first threshold based on the curvature acquired by the curvature acquiring unit.4. The lane departure avoidance apparatus according to claim 3 , whereinthe condition setting unit sets the first threshold smaller in keeping with an increase in the curvature acquired by the curvature acquiring unit.5. The lane departure avoidance apparatus according to ...

SYSTEM FOR CONTROLLING CORNERING OF VEHICLE AND METHOD THEREOF

The present disclosure provides a system for controlling cornering of a vehicle and a method thereof. The method of controlling cornering of a vehicle may include: determining whether a cornering control condition is satisfied based on a lateral acceleration; detecting a displacement of an accelerator pedal when the cornering control condition is satisfied; calculating a sport index based on the displacement of the accelerator pedal and a predetermined value; and setting operating modes of a power train and a suspension system based on at least one of the sport index or the lateral acceleration. 1. A system for controlling cornering of a vehicle , the system comprising:a power train comprising an engine and a transmission;a suspension system connected to a driving wheel, wherein the driving wheel is configured to receive power from the power train;a data detector configured to detect a lateral acceleration and a displacement of an accelerator pedal; and determine whether a cornering control condition is satisfied based on the lateral acceleration;', 'when the cornering control condition is satisfied, calculate a sport index based on the displacement of the accelerator pedal and a predetermined value; and', 'set operating modes of the power train and the suspension system based on at least one of the sport index or the lateral acceleration., 'a vehicle controller configured to2. The system of claim 1 , wherein the vehicle controller is configured to:calculate a modified displacement by adding the displacement of the accelerator pedal and the predetermined value; andcalculate the sport index based on the modified displacement.3. The system of claim 1 , wherein the vehicle controller is configured to set the predetermined displacement based on the lateral acceleration.4. The system of claim 1 , wherein claim 1 , when the sport index is greater than a reference index claim 1 , the vehicle controller is configured to:set the operating mode of the power train as a sport ...

AUTOMATED VEHICLE CONTROL WITH PAYLOAD COMPENSATION

A vehicle-control system for an automated vehicle includes a load-sensor and a controller. The load-sensor is used to determine a weight of a payload transported by a host-vehicle. The controller determines a response-characteristic used to operate the host-vehicle, wherein the response-characteristic is determined based on the weight of the payload. The load-sensor may be used to measure a ride-height of the host-vehicle, estimate the weight based on a test-acceleration of the host-vehicle, or estimate the weight based on a manifest that indicates a package-weight of a package transported by the host-vehicle. 1. A vehicle-control system for an automated vehicle , said system comprising:a load-sensor used to determine a weight of a payload transported by a host-vehicle;a controller in communication with the load-sensor, said controller determines a response-characteristic used to operate the host-vehicle, wherein the response-characteristic is determined based on the weight of the payload.2. The system in accordance with claim 1 , wherein the load-sensor measures a ride-height of the host-vehicle and estimates the weight based on the ride-height.3. The system in accordance with claim 1 , wherein the load-sensor measures a test-acceleration of the host-vehicle and estimates the weight based on the test-acceleration.4. The system in accordance with claim 1 , wherein the load-sensor estimates the weight based on a manifest that indicates a package-weight of a package transported by the host-vehicle.5. The system in accordance with claim 1 , wherein the response-characteristic includes a braking-distance claim 1 , and the braking-distance is increased in accordance with the weight.6. The system in accordance with claim 1 , wherein the response-characteristic includes a cornering-speed claim 1 , and the cornering-speed is decreased in accordance with the weight.7. The system in accordance with claim 1 , wherein the response-characteristic includes an acceleration-rate ...

Systems and methods for selecting among different driving modes for autonomous driving of a vehicle

Systems and methods for selecting among different driving modes for autonomous driving of a vehicle may: generate output signals; determine the vehicle proximity information that indicates whether one or more vehicles are within the particular proximity of the vehicle; determine the internal passenger presence information that indicates whether one or more passengers are present in the vehicle; select a first driving mode or a second driving mode based on one or more determinations; and control the vehicle autonomously in accordance with the selection of either the first driving mode or the second driving mode.

Driving Through and Leaving a Roundabout in an Automatic Longitudinal Guidance Operation

A method for dynamically driving through and leaving a roundabout in an automatic longitudinal guidance operation includes detecting an exit of the roundabout which a vehicle will drive through, providing an acceleration point which is located before the exit, and accelerating the vehicle to an exit speed of the vehicle when the acceleration point is reached by the vehicle. 110.-. (canceled)11. A method for dynamically driving through and leaving a roundabout in an automatic longitudinal guidance operation , comprising the steps of:detecting an exit of the roundabout which a vehicle will drive through;providing an acceleration point which is located before the exit; andaccelerating the vehicle to an exit speed of the vehicle when the acceleration point is reached by the vehicle.12. The method according to claim 11 , wherein the detecting of the exit is performed by route guidance.13. The method according to claim 11 , wherein the detecting of the exit is performed by setting a flashing indicator light.14. The method according to claim 13 , wherein after the setting of the flashing indicator light a next exit is detected as the exit of the roundabout which the vehicle will drive through.15. The method according to claim 13 , wherein only a flashing indicator light in a direction of the exit is taken into account.16. The method according to claim 11 , wherein the acceleration point is provided in a chronological and/or a spatial manner.17. The method according to claim 11 , wherein the accelerating of the vehicle to the exit speed is implemented by a cruise controller.18. The method according to claim 11 , wherein the exit speed is defined before the vehicle drives onto the roundabout.19. A system for dynamically driving through and leaving a roundabout in an automatic longitudinal guidance operation claim 11 , comprising:a detection unit configured to detect an exit of the roundabout which a vehicle will drive through;a computing unit configured to provide an ...

TORQUE VECTORING APPARATUS

A torque vectoring apparatus receiving a vehicle driving torque from a motor-generator may include a speed reduction device configured to reduce a rotation speed of a torque received from the motor-generator, a differential device differentially outputting the speed-reduced torque to two output shafts, a vectoring control motor outputting a control torque, a torque vectoring apparatus engaged to the vectoring control motor and including two planetary gear sets to control a torque ratio output to the two output shafts by the control torque, and a torque multiplication device including a first planetary gear set having first to third rotation elements and being mounted on one of the two output shafts, the second rotation element being connected to the control motor, the third rotation element being fixedly connected to a transmission housing. 1. A torque vectoring apparatus receiving a vehicle driving torque from a motor-generator , the torque vectoring apparatus comprising:a speed reduction device engaged to the motor-generator and configured to reduce a rotation speed of the vehicle driving torque received from the motor-generator;a differential device engaged to the speed reduction device and configured to receive a speed-reduced torque from the speed reduction device and to differentially output split torques to a first-side output shaft and a second-side output shaft;a vectoring control motor outputting a control torque;a torque vectoring apparatus engaged to the vectoring control motor and including two planetary gear sets and configured to control a torque ratio of the split torques output to the first-side output shaft and the second-side output shaft by the control torque received from the torque vectoring control motor; anda torque multiplication device including a first planetary gear set having a first rotation element, a second rotation element, and a third rotation element and being mounted on the first-side output shaft between the torque vectoring ...

TORQUE VECTORING APPARATUS

A torque vectoring apparatus receiving a vehicle driving torque from a motor-generator may include a speed reduction device engaged to the motor-generator and configured to reduce a rotation speed received from the motor-generator, a differential device engaged to the speed reduction device and configured to receive the speed-reduced torque from the speed reduction device and to differentially output torques to left and right output shafts, a vectoring control motor outputting a control torque, and a torque vectoring apparatus engaged to the vectoring control motor and including two planetary gear sets and controlling a torque ratio output to the left and right output shafts by the control torque of the torque vectoring control motor, wherein the differential device includes a differential case receiving a torque from the speed reduction device, the differential case is mounted between the two planetary gear sets rotatably on a connecting member connecting the two planetary gear sets, and side gears in the differential case are fixedly connected to the two planetary gear sets respectively. 1. A torque vectoring apparatus receiving a vehicle driving torque from a motor-generator , the torque vectoring apparatus comprising:a speed reduction device engaged to the motor-generator and configured to reduce a rotation speed received from the motor-generator;a differential device engaged to the speed reduction device and configured to receive a speed-reduced torque from the speed reduction device and to differentially output split torques to a first output shaft and a second output shaft;a vectoring control motor outputting a control torque; anda torque vectoring apparatus engaged to the vectoring control motor and including two planetary gear sets, wherein the torque vectoring apparatus is configured to control a torque ratio of the split torques output to the first output shaft and the second output shaft by the control torque,wherein the differential device includes a ...

TRAINING MULTIPLE NEURAL NETWORKS OF A VEHICLE PERCEPTION COMPONENT BASED ON SENSOR SETTINGS

A method for controlling a vehicle based on sensor data having variable sensor parameter settings includes receiving sensor data generated by a vehicle sensor while the sensor is configured with a first sensor parameter setting. The method also includes receiving an indicator specifying the first sensor parameter setting, and selecting, based on the received indicator, one of a plurality of neural networks of a perception component, each neural network having been trained using training data corresponding to a different sensor parameter setting. The method also includes generating signals descriptive of a current state of the environment using the selected neural network and based on the received sensor data. The method further includes generating driving decisions based on the signals descriptive of the current state of the environment, and causing one or more operational subsystems of the vehicle to maneuver the vehicle in accordance with the generated driving decisions. 1. A method for controlling a vehicle based on sensor data having variable sensor parameter settings , the method comprising:receiving sensor data generated by a sensor configured to sense an environment through which a vehicle is moving, the sensor data being generated by the sensor while the sensor is configured with a first sensor parameter setting;receiving an indicator specifying the first sensor parameter setting;selecting, by one or more processors and based on the received indicator, one of a plurality of neural networks of a perception component, each of the plurality of neural networks having been trained using training data corresponding to a different sensor parameter setting;generating, by the one or more processors, signals descriptive of a current state of the environment using the selected neural network and based on the received sensor data;generating, by the one or more processors, driving decisions based on the signals descriptive of the current state of the environment; ...

TRAINING A MACHINE LEARNING BASED MODEL OF A VEHICLE PERCEPTION COMPONENT BASED ON SENSOR SETTINGS

A method for configuring a perception component of a vehicle having one or more sensors includes generating a first set of training data that includes first sensor data corresponding to a first setting of one or more sensor parameters, and an indicator of the first setting. The method also includes generating a second set of training data that includes second sensor data corresponding to a second setting of the sensor parameter(s), and an indicator of the second setting. The method further includes training the perception component, at least by training a machine learning based model using the first and second training data sets. The trained perception component is configured to generate signals descriptive of a current state of the vehicle environment by processing sensor data generated by the sensor(s), and one or more indicators indicating which setting of the sensor parameter(s) corresponds to which portions of the generated sensor data. 1. A method for configuring a perception component of a vehicle having one or more sensors configured to sense an environment through which the vehicle is moving , the method comprising:generating, by one or more processors, a first set of training data that includes (i) first sensor data indicative of real or simulated vehicle environments, the first sensor data corresponding to a first setting of one or more sensor parameters, and (ii) an indicator of the first setting;generating, by one or more processors, a second set of training data that includes (i) second sensor data indicative of real or simulated vehicle environments, the second sensor data corresponding to a second setting of the one or more sensor parameters, and (ii) an indicator of the second setting; andtraining, by one or more processors, the perception component, at least in part by training a machine learning based model of the perception component using the first and second sets of training data,wherein the trained perception component is configured to ...