Communication systems and methods for a vehicle are provided and include a memory storing a high priority queue and a low priority queue, the high priority queue storing first communication messages from first remote vehicles and the low priority queue storing second communication messages from second remote vehicles. A controller receives a communication message from a remote vehicle, applies a filter criteria to the communication message from the remote vehicle, and stores the communication message in one of the high priority queue or the low priority queue based on applying the filter criteria. The controller processes and decodes the first communication messages in the high priority queue at a first processing rate and processes and decodes the second communication messages in the low priority queue at a second processing rate. The first processing rate is higher than the second processing rate.

A vehicle includes a powertrain and a controller. The powertrain includes a powerplant. The controller is programmed to, responsive to a tip-in resulting in a powertrain torque direction reversal and upon obtaining a base value of a desired powertrain lash angle, adjust a powerplant torque schedule. The controller is then subsequently programmed to adjust the desired powertrain lash angle from the base to an adjusted value based on an observed powertrain lash angle that corresponds to a maximum powertrain acceleration during the tip-in.

A vehicle includes a powertrain and a controller. The powertrain includes a powerplant. The controller is programmed to, responsive to a tip-in resulting in a powertrain torque direction reversal and upon obtaining a base value of a desired powertrain lash angle, adjust a powerplant torque schedule. The controller is then subsequently programmed to adjust the desired powertrain lash angle from the base to an adjusted value based on an observed powertrain lash angle that corresponds to a maximum powertrain acceleration during the tip-in.

The disclosure includes a system and method for reconfiguring a vehicle based on one or more preferences of a first user without the first user directly providing an input to the vehicle to reconfigure the vehicle. The method may include wirelessly receiving first user profile data at a vehicle. The first user profile data may be associated with a first user. The first user profile data may describe how one or more settings of the vehicle should be configured for the first user. Upon receipt of the first user profile data, the vehicle may be configured in accordance with second user profile data describing how the one or more settings of the vehicle should be configured for a second user. The method may include reconfiguring the one or more settings of the vehicle based on the first user profile data so that the vehicle is reconfigured for the first user.

An automatic speed control including repeated autonomous establishment of a setpoint variable regarding a setpoint speed and/or a setpoint acceleration of the vehicle in such a way that the setpoint speed is smaller or equal to a specified or established maximum speed and/or the setpoint acceleration of the vehicle remains smaller or equal to a specified or established maximum acceleration controlling at least one vehicle component by taking into account the autonomously newly established setpoint variable so that an actual speed of the vehicle corresponds to the setpoint speed and/or an actual acceleration of the vehicle corresponds to the setpoint acceleration; and establishing the maximum speed and/or the maximum acceleration by taking into account a measured and/or estimated temperature of a component of a wheel brake caliper and/or a driving variable that is relevant for overheating of the component of the wheel brake caliper.

A vehicle control system includes a first error module that determines a first yaw error based on a difference between a yaw rate of the vehicle and a target yaw rate. A second error module determines a second yaw error based on the first yaw error and a target yaw error. A target yaw error module sets the target yaw error based on a skill level of a driver of the vehicle. An adjustment module selectively one of increases and decreases a target adjustment when the second yaw error is greater than a first predetermined threshold. An actuator control module, in response to the increase in the target adjustment, actuates a dynamics actuator of the vehicle.

A method of operating a motor vehicle with a chassis system comprising at least two, preferably four vibration damper includes carrying out a body control and a wheel control with the chassis system, and controlling the energy supply for the chassis system via an energy control arrangement. A motor vehicle performing the method is also disclosed.

A control system for a vehicle for determining whether a trailer is attached to the vehicle, the system being configured to receive an input of pitch data for the vehicle and to determine from the pitch data whether a trailer is attached to the vehicle.

Systems and methods are described for mitigating vehicle vibration through the control of a variable spring absorber that is part of a powertrain that includes the engine. In some such embodiments, an absorption frequency of the variable spring absorber is tuned in a feed forward manner based at least in part on the current engine speed and a factor indicative of the minimum repeating firing sequence cycle length associated with the current effective firing fraction (which in many implementations may be the denominator of the firing fraction).

A vehicle controller applies a braking force to wheels using a hydraulic braking force generating mechanism and sets a vehicle driving torque, which is generated by an engine, to a second torque which is smaller than a first torque in a normal state, when a switch is switched to an ON state in a state in which a vehicle is traveling and an accelerator is turned on. Then vehicle stops, the vehicle controller implements an EPB mechanical operating state using a mechanical parking brake mechanism. When the switch is switched to an OFF state, the vehicle controller maintains the EPB mechanical operating state until an accelerator pedal operating level reaches 0, and maintains the vehicle driving torque at the second torque. Then the accelerator pedal operating level reaches 0, the EPB mechanical operating state is released and the vehicle driving torque is returned to the first torque.