The technology employs a variable motion control envelope that enables an on-board computing system of a self-driving vehicle to estimate future vehicle driving behavior along an upcoming path, in order to maintain a desired amount of control during autonomous driving. Factors including intrinsic vehicle properties, extrinsic environmental influences and road friction information are evaluated. Such factors can be evaluated to derive an available acceleration model, which defines an envelope of maximum longitudinal and lateral accelerations for the vehicle. This model, which may identify dynamically varying acceleration limits that can be affected by road conditions and road configurations, may be used by the on-board control system (e.g., a planner module of the processing system) to control driving operations of the vehicle in an autonomous driving mode.

A device and a method for improving a turning motion of a vehicle may improve turning stability by cooperative control of an electric motor and the electronic controlled suspension (ECS) and improve behavior stability by optimizing a pitch/roll behavior by allowing realization of a target yaw moment required to improve turning characteristic of the vehicle to be reinforced by not only a yaw moment directly generated by a braking torque or a driving torque of the electric motor, but also a yaw moment indirectly generated by a load movement caused by controlling a damping force of the electronic controlled suspension (ECS).

A vehicle includes a sideslip preventing function of preventing a sideslip of the vehicle by separately adjusting a longitudinal force applied to each of the wheels. A controller controls the vehicle based on requests input from a driver assistance device, thereby causing the vehicle to travel autonomously. The controller calculates wheel lateral force request values based on the requests input from the driver assistance device. The wheel lateral force request values are request values of lateral forces acting on the respective wheels. The controller, when a behavior of the vehicle is in an oversteer state in a case in which the sideslip preventing function is failing, limits the wheel lateral force request values for the front wheels to values less than or equal to a first lateral force limit value, which is a limit value of the lateral force that can act on the rear wheels.

The present invention relates to a method and device for estimating the road surface friction coefficient of a tire, which estimate the road surface friction coefficient of a tire mounted on a wheel of a vehicle in a state in which the vehicle is normally running at high speed. The method includes: acquiring the state information of a vehicle including at least one of engine state information, transmission state information, and chassis state information from sensors mounted on the vehicle and specifications set for the vehicle; estimating a longitudinal slip ratio, normal force, and longitudinal force for a tire mounted on each wheel of the vehicle by using the acquired state information of the vehicle; and estimating a road surface friction coefficient for the tire by using the estimated longitudinal slip ratio, normal force, and longitudinal force.

A control method for an electronic limited slip differential of a vehicle includes: determining by a controller, whether the vehicle is in an understeer state or an oversteer state when the vehicle is turning; and performing driving force movement control by the controller. In particular, when the vehicle is in the understeer state and an actual driving force of an inner wheel of the vehicle is greater than an allowable driving force of inner wheel, the controller increases the control torque of the electronic limited slip differential and transfers the inner wheel driving force to the outer wheel of the vehicle.

A vehicle braking force control apparatus of the disclosure executes a slip rate reduction control to reduce a slip rate of any of wheels of a vehicle becoming equal to or greater than a predetermined slip rate threshold by automatically changing braking force applied to one or more of the wheels. The apparatus uses a first slip rate threshold as the predetermined slip rate threshold during a normal acceleration-and-deceleration control and a normal steering control. The apparatus uses a second slip rate threshold during a driving assist control. The second slip rate is set to a value smaller than the first slip rate threshold and near and smaller than the slip rate, at which a friction coefficient between the wheel and a surface of a road on which the vehicle moves is maximum.

An obstacle-avoidance method includes detecting an obstacle in a vicinity of a motor vehicle and planning an obstacle-avoidance path for avoiding the obstacle; and commanding steering and differential braking systems to handle the avoidance path.

A leaning vehicle includes a leaning body frame, a left inclining wheel, a right inclining wheel, an another inclining wheel, a linkage mechanism, a leaning posture control actuator, a left inclining wheel torque applying unit, a right inclining wheel torque applying unit, and an integrated control device. The integrated control device controls a left inclining wheel torque applied to a left inclining wheel and a right inclining wheel torque applied to a right inclining wheel based on a lean torque applied to the linkage mechanism by the leaning posture control actuator. Alternatively, the lean torque applied to the linkage mechanism by the leaning posture control actuator may be based on the left inclining wheel torque applied to the left inclining wheel by the left inclining wheel torque applying unit and the right inclining wheel torque applied to the right inclining wheel by the right inclining wheel torque applying unit.

A system for supervisory control for eAWD and eLSD in a motor vehicle includes a control module, and sensors and actuators disposed on the motor vehicle. The sensors measure real-time motor vehicle data, and the actuators alter behavior of the motor vehicle. The control module receives the real-time data; receives one or more driver inputs to the motor vehicle; determines a status of a body of the motor vehicle; determines a status of axles of the motor vehicle; determines a status of each wheel of the motor vehicle; and generates a control signal to the actuators from the driver inputs and the body, axle, and wheel statuses. The control module also exercises supervisory control by actively adjusting constraints on the control signal to each of the actuators where actively adjusting constraints on the control signal alters boundaries of control actions in response to the one or more driver inputs.

In a vehicle control device, a switching hyperplane generation unit generates a switching hyperplane based on a travel state of a vehicle and cornering stiffness dependent on a travel surface state as a state of a road surface on which the vehicle travels. A deviation computation unit calculates a deviation between a target trajectory and an actual trajectory of the vehicle. A state estimation unit estimates a state to be controlled of the vehicle based on the deviation calculated by the deviation computation unit. A target steering angle and acceleration/deceleration computation unit calculates a target steering angle and a target acceleration/deceleration rate of the vehicle based on the switching hyperplane generated by the switching hyperplane generation unit and an estimated state as the state estimated by the state estimation unit.