When it is determined that predicted required drive power (Tf) which is drive power predicted to be required for a vehicle is greater than a first threshold value (TH1) set within a range of drive power that can be outputted in a second mode, or when actual required drive power (Ta) is greater than the first threshold value (TH1), a control device (10) sets an operating mode to a first mode in which a first engagement device (CL1) is brought into an engaged state and a second engagement device (CL2) is brought into a disengaged state, to control a rotating electrical machine (MG1) and an internal combustion engine (EG) to output the actual required drive power (Ta). In other cases, the control device (10) sets the operating mode to the second mode in which the first engagement device (CLl) is brought into a disengaged state and the second engagement device (CL2) is brought into an engaged state, to control the rotating electrical machine (MGl) to output the actual required drive power (Ta).

An acceleration slip regulation method includes determining a current control phase of a vehicle in an acceleration slip regulation state, determining a current road surface adhesion coefficient of the vehicle, determining, based on the current control phase and the current road surface adhesion coefficient, maximum torque allowed by a road surface, obtaining demand torque received by a drive motor of the vehicle and a wheel slip rate of the vehicle, and outputting adaptive feedforward torque for acceleration slip regulation based on the maximum torque allowed by the road surface, the demand torque, and the wheel slip rate, where the adaptive feedforward torque is used to perform the acceleration slip regulation on the vehicle.

Systems and methods are provided herein for operating a vehicle in a vehicle yaw mode. In response to initiating vehicle yaw mode, the system engages an open-loop mode, that provides open-loop forward torque to the outer wheels of the vehicle and open-loop backward torque to the inner wheels of the vehicle until a sufficient number of wheels are slipping. In response to determining that a sufficient number of wheels are slipping, engaging a closed-loop mode. While operating in the closed-loop mode, one or both of the wheel rotation and vehicle yaw rate are monitored to adjust the torques provided to the wheels of the vehicle to control the vehicle yaw rate.

A method for estimating a longitudinal force difference ΔFx acting on steered axle wheels of a vehicle, the method comprising obtaining data from the vehicle related to an applied steering torque M.sub.steer associated with the steered axle wheels, obtaining a scrub radius value r.sub.s associated with the steered axle wheels, and estimating the longitudinal force difference ΔFx, based on the obtained data and on the scrub radius r.sub.s, as proportional to the applied steering torque M.sub.steer and as inversely proportional to the scrub radius r.sub.s.

The present disclosure relates to systems and methods for identifying a wheel slip condition. In one implementation, a processor may receive a plurality of image frames acquired by an image capture device of a vehicle. The processor may also determine based on analysis of the images one or more indicators of a motion of the vehicle; and determine a predicted wheel rotation corresponding to the motion of the vehicle. The processor may further receive sensor outputs indicative of measured wheel rotation associated with a wheel; and compare the predicted wheel rotation to the measured wheel rotation for the wheel. The processor may additionally detect a wheel slip condition wheel based on a discrepancy between the predicted wheel rotation and the measured wheel rotation; and initiate at least one navigational action in response to the detected wheel slip condition associated with the wheel.

A vehicular alert system includes at least one sensor disposed at a vehicle and sensing exterior of the vehicle. The at least one sensor captures sensor data. Electronic circuitry of an electronic control unit includes a processor for processing sensor data captured by the at least one sensor to detect presence of objects viewed by the at least one sensor. The vehicular alert system, responsive to determining a likelihood that the vehicle is parking, tracks a position of a detected object until the object leaves a field of sensing of the sensor. The vehicular alert system predicts a position of the object relative to the vehicle and determines the object is a hazard based on the predicted position. The vehicular alert system, responsive to determining that the detected object is a hazard, alerts an occupant of the vehicle of the detected object.

Provided is a conveying vehicle that ensures efficiently travelling while suppressing vehicle slip. A dump truck 100 includes a vehicle body 101 provided with wheels 103 and a vehicle control device 300 and travels on a travel route. The vehicle control device 300 calculates and stores slip limit values at a plurality of positions on the travel route, reads out the slip limit values to calculate at least one of a maximum acceleration and a maximum deceleration of the dump truck 100 at which the wheels 103 is capable of maintaining a grip state against a road surface, and sets a target travel speed at a travel position between the dump truck 100 and a target position according to a target speed at the target position and at least one of the maximum acceleration and the maximum deceleration.

A method for controlling wheel slip of a vehicle includes: observing and estimating equivalent inertia information of a driving system in real time based on operation information of the driving system by receiving the operation information of the driving system for driving the vehicle; calculating the compensated amount for compensating a torque command of a driving device from the equivalent inertia information of the driving system observed and estimated by a controller; compensating the torque command of the driving device by using the calculated compensated amount; and performing a control of a torque applied to a driving wheel according to the compensated torque command.

A vehicle control apparatus includes a vehicle state sensor configured to detect state information of a vehicle, a braking force adjuster configured to adjust a braking force of the vehicle, a driving force adjuster configured to adjust a driving force of the vehicle, and a controller configured to control the braking force adjuster and the driving force adjuster, in which, when a steering system fails, the controller is configured to apply partial braking to the vehicle by providing a braking force to turn-direction inner wheels of the vehicle through the braking force adjuster according to a steering situation to allow the vehicle to turn left or right, and is configured to apply compensated driving to the vehicle by providing a compensating driving force corresponding to a reduction in braking force by the partial braking to driving wheels of the vehicle through the driving force adjuster.

An electronic braking system with independent antilock braking and stability control. The system can utilize a variety of electro-mechanical actuators to apply clamping force to a mechanical brake caliper. The system can include a caliper electronic control unit (CECU) and a wheel speed sensor at each wheel of the vehicle to enable independent slip control, or antilock braking, at each wheel. A separate executive management unit (EMU) can receive data from each electronic caliper, vehicle accelerometers, and other sensors to provide electronic stability control (ESC) independent of antilock braking (ABS) functions. The removal of a conventional master cylinder, brake pedal, ABS pump, brake lines, and other components can reduce weight and complexity. The elimination of hydraulic lines running to a central ABS module and master cylinder can enable modular drive units to be swapped out more quickly and efficiently.