Disclosed is a system for estimating the speed of a vehicle. The system includes a plurality of wheel rotation sensors, a grade sensor, an acceleration sensor, an accelerator pedal deflection sensor, a brake pedal deflection sensor, and a processor. The processor is configured to compute a linear wheel speed, an upper limit of vehicle speed, and a lower limit of vehicle speed, based on the grade information, the pedal deflection information, and the acceleration, and then compute an estimated speed of the vehicle based on the linear wheel speed, the upper limit of vehicle speed, and the lower limit of vehicle speed.

Disclosed is a hybrid electric vehicle comprising an engine configured to generate power by burning a fuel, first and second motor-generators configured to generate power or assist the engine, and a controller. The controller may be configured to set an operation of a first EV mode using the second motor-generator, a second EV mode using the first and second motor-generators, or a series mode of driving the second motor-generator by using power generation of the engine, compare a speed of the vehicle with a reference speed based on that the engine is in an off state, and may be configured to perform a control so that the vehicle drives in the second EV mode when the speed of the vehicle is less than the reference speed.

Fuzzy-logic based traction control for electric vehicles is provided. The system detects a wheel slip ratio for each wheel. The system receives an input torque command. The system determines a slip error for each wheel based on the wheel slip ratio for each wheel and a target wheel slip ratio. The system, using the fuzzy-logic based control selection technique, selects a traction control technique from one of a least-quadratic-regulator, a sliding mode controller, a loop-shaping based controller, or a model predictive controller. The system generates a compensation torque value for each wheel. The system generates the compensation torque value based on the traction control technique selected via the fuzzy-logic based control selection technique and the slip error for each wheel. The system transmits commands to actuate drive units of the vehicles based on the compensation torque value.

A driving force control system for a vehicle configured to eliminate slippage of a wheel without changing a driving torque or a braking torque abruptly. The driving force control system comprises a drive unit and a controller. The drive unit includes a differential mechanism connected to a right wheel and a left wheel to distribute torque of a torque generating device, and a differential restricting device that restricts a differential rotation between the right wheel and the left wheel. The controller restricts a differential rotation between the right wheel and the left wheel less than a predetermined value by the differential mechanism. If a slip ratio of one of the wheels smaller than that of the other wheels is greater than an acceptable value, the controller executes a slip-eliminating control.

A behavior control apparatus for an electric vehicle includes a torque balancing unit that sets a distribution between a front wheel driving torque and a rear wheel driving torque according to a target yaw rate; sets the distributed front wheel driving torque to a target front wheel driving torque and sets the distributed rear wheel driving torque to a target rear wheel driving torque in a case where the distribution ratio of the rear wheel driving torque to the front wheel driving torque is less than a limit value; and sets the target front wheel driving torque and the target rear wheel driving torque in a manner that a braking force is produced at least on the rear wheel in a case where the distribution ratio of the rear wheel driving torque to the front wheel driving torque is equal to or more than the limit value.

Methods and systems are provided for propelling a hybrid electric vehicle under circumstances where a torque degradation event associated with an electric machine that is used for propulsive effort is indicated. In one example, a method may include propelling the vehicle at least in part via a first electric machine that provides torque to front wheels and/or via a second electric machine that provides torque to rear wheels of the vehicle, and continuing to propel the vehicle via adjusting operation of both the first and the second electric machine in response to an indication of a torque degradation event associated with one of the electric machines. In this way, a vehicle shutdown event may be avoided.

A method for estimation of a vehicle tire force includes: receiving, by a controller of a vehicle, a measured vehicle acceleration of the vehicle; receiving, by the controller, a measured wheel speed and a measured yaw rate of the vehicle; forming, by the controller, inertia matrices based on an inertia of rotating components of the vehicle; calculating torques at corners of the vehicle using the inertia matrices; estimating tire forces of the vehicle based on the measured vehicle acceleration, the measured wheel speed, and the inertia matrices; and controlling, by the controller, the vehicle, based on the plurality of estimated longitudinal and lateral tire forces.

The ECU executes TRC for controlling the posture of the vehicle and automatic parking control for parking the vehicle at a target parking position without being based on the vehicle operation of the user. The ECU calculates a user accelerator opening based on the operation amount of the accelerator pedal and a control accelerator opening calculated in reverse from the required driving force of the vehicle.

A parking assist system is configured to autonomously move a vehicle to a target parking position. The parking assist system includes: a distance acquiring unit configured to acquire a distance between the vehicle and a vehicle stopper provided in the target parking position; and a control unit configured to control a movement of the vehicle to the target parking position based on the distance acquired by the distance acquiring unit.

The present disclosure provides an electronic stability control method for a vehicle for performing vehicular electronic stability control simply by adjusting driving force and braking power that are generated by a driving device of the vehicle without use of a driving force distributing method between front, rear, left, or right vehicle wheels. To this end, the vehicular electronic stability control method includes determining a vehicular state value indicating a driving state of a vehicle from information collected from the vehicle, comparing the determined vehicle state value with a first reference value, and controlling an operation of a driving device for generating driving force for driving the vehicle by the controller when the vehicle state value is greater than the first reference value to adjust driving force for preventing understeer or oversteer of the vehicle.