The present invention relates to a method for having a vehicle (100) follow a desired curvature path (C1), said vehicle (100) comprising at least one differential (10, 20, 30) with a differential lock connected to at least one driven wheel axle (40, 50) of said vehicle (100), said method comprising at least the following steps: —providing (S1) information regarding state of said differential lock, said state being either that said differential lock is activated or unlocked, and when said differential lock is activated: —calculating (S2) a yaw moment, M.sub.diff, of said vehicle (100), caused by said differential lock; and —compensating (S3) for a deviation from said desired curvature path (C1) caused by said yaw moment, M.sub.diff, such that a resulting steering angle is equal to or less than a maximum allowed steering angle of said vehicle (100), whereby said compensation is a feed forward compensation. The invention also relates to a control unit, a vehicle, a computer program and a computer readable medium.

A launch control technique for a vehicle having a torque generating system comprises displaying, via a user interface, information relating to a set of launch torque curves, each launch torque curve defining how the torque generating system is to generate drive torque during a period, receiving, via the user interface, a driver-selection of one of the set of launch torque curves to obtain a driver-selected launch torque curve, detecting a set of launch conditions comprising one or more vehicle operating conditions indicative of a launch of the vehicle, detecting a launch request in response to an accelerator pedal of the vehicle being depressed to an accelerator pedal position threshold, and finally controlling the launch of the vehicle by performing open-loop control of the drive torque generated by the torque generating system according to the driver-selected launch torque curve and irrespective of wheel slip of the vehicle.

Embodiments of the present disclosure relate generally to generating and utilizing three-dimensional terrain maps for vehicular control. Other embodiments may be described and/or claimed.

Disclosed herein is a vehicle control system capable of improving driving stability and providing safe fun driving to a driver by varying and controlling a regenerative braking torque generated by a motor during coasting. The vehicle control system according to an embodiment of the disclosure includes: a motor configured to provide a driving force to a wheel; a wheel sensor configured to detect a rotational speed of the wheel; and a controller configured to control the motor to generate a first regenerative braking torque during coasting, and to control the motor to generate a second regenerative braking torque lower than the first regenerative braking torque when a wheel slip of the wheel is detected based on an output of the wheel sensor.

Methods and systems are provided for a vehicle speed limiter. In one example, a method may include decreasing a vehicle top speed in response to the vehicle being arranged in a geofenced area via the vehicle speed limiter. In at least one example, adjusting a magnitude of the vehicle top speed limiter to decrease a limiting of the vehicle top speed may be in response to an override request, where the override request is signaled via one or more of depression of a pedal of the vehicle in a pattern and a siren of the vehicle being activated. Further, in one or more examples, the vehicle may be the only vehicle of a plurality of vehicles comprising one or more of a solar cell and a wireless modem.

A method of controlling driving of a hybrid electric vehicle having an engine connected to main drive wheels via a transmission and a motor connected to auxiliary drive wheels includes setting a drive mode, controlling an input torque of the transmission in response to an extent of depression of an accelerator pedal (APS) according to the drive mode, performing distribution of drive power to the main drive wheels and the auxiliary drive wheels and variable shift-pattern control based on a result of a comparison between an amount of slip of the main drive wheels and the amount of slip of the auxiliary drive wheels, and determining whether to perform variable shift-time control in consideration of a type of the variable shift-pattern control or a number of revolutions per minute (RPM) of the engine at beginning of a shift.

A vehicle state estimation device for a vehicle provided with an inertial measurement sensor and a wheel speed sensor includes: a vehicle state estimation unit that estimates a vehicle state including a vehicle velocity based on an acceleration and an angular velocity acquired by the inertial measurement sensor and a wheel speed acquired by the wheel speed sensor; and a determination unit that determines whether a wheel is slipping. The estimation unit estimates a steady-state vehicle velocity based on the wheel speed and calculates a transient vehicle velocity by time integration based on the acceleration and the angular velocity. When the wheel is slipping, the estimation unit decides an estimated value of the vehicle velocity to be close to the transient vehicle velocity, and when the wheel is not slipping, the estimation unit decides the estimated value of the vehicle velocity to be close to the steady-state vehicle velocity.

In an abnormality determination device for determining presence or absence of an abnormality of a 6-axis inertial measurement sensor installed in a vehicle to detect a forward-backward acceleration, a lateral acceleration, a vertical acceleration, a roll rate, a pitch rate, and a yaw rate of the vehicle, the abnormality determination device includes: a 3-axis inertial measurement sensor that detects the forward-backward acceleration, the lateral acceleration, and the yaw rate; and an abnormality determination unit that determines presence or absence of an abnormality of the 6-axis inertial measurement sensor, wherein the abnormality determination unit determines the presence or absence of an abnormality of the 6-axis inertial measurement sensor by comparing the forward-backward acceleration, the lateral acceleration, and the yaw rate acquired by the 6-axis inertial measurement sensor with the forward-backward acceleration, the lateral acceleration, and the yaw rate acquired by the 3-axis inertial measurement sensor, respectively.

An assembly includes a leadscrew defining a central axis, a strut movable along the leadscrew upon rotation of the leadscrew, a camber angle of a wheel changeable according to movement of the strut along the leadscrew, and a motor drivably connected to the leadscrew, the motor defining a motor axis, wherein the central axis of the leadscrew is transverse to the motor axis.

A method for controlling movement of an autonomous vehicle includes: estimating a set of tire force margins with respect to each wheel of the vehicle and a set of dynamic chassis margins associated with a chassis module of the vehicle; based on the margins, determining whether the vehicle is capable of moving in accordance with a decision command; when the determination is negative, outputting a request for update of the decision command; and when an updated decision command has not been received, calculating a set of marginal actuating signals based on the decision command, the margins, required slip angles respectively for the wheels and a center of percussion of the vehicle so as to make the autonomous vehicle move accordingly.