A start-stop device and a corresponding method brings about an automatic switch-off and/or switch-on operation of an automatically switched-off drive machine of a motor vehicle, in particular of a motor vehicle having an automatic transmission. The start-stop device has a switch-off logic, by way of which an automatic switch-off of the drive machine can be brought about in the case of a moving vehicle in accordance with a predefined switch-off operating strategy, and a switch-on logic, by way of which an automatic switch-on of the automatically switched-off drive machine can be brought about in accordance with a predefined switch-on operating strategy. The switch-off operating strategy and/or the switch-on operating strategy are/is configured in a manner which is based on wheel torque.

A method for estimating cardan shaft moments in a vehicle includes performing a state space modelling of a physical model for force transmission in at least one drive train The at least one drive train is formed with at least one drive machine, at least one axle and at least two axle shafts each with a respective wheel. The method further includes selecting the physical model as a torsional oscillator chain in which a respective drive machine inertia moment is assigned to the respective drive train and a respective wheel inertia moment is assigned to the respective wheel. The respective drive machine inertia moment is connected by a respective spring-damper element to the respective wheel inertia moment of the respective wheel which is connected to the respective axle shaft. A vehicle mass is connected by a respective spring-damper element to the respective wheel inertia moment of the respective wheel.

A surface roughness estimator for a vehicle configured to generate a first surface roughness index value indicative of terrain surface roughness and to output a signal in dependence at least in part on the first surface roughness index value, the estimator being configured to receive first acceleration information indicative of a first acceleration along a first axis, receive second acceleration information indicative of a second acceleration along a second axis, calculate a combined value in dependence on the first acceleration and second acceleration, and adjust the combined value in dependence on a speed of the vehicle to generate the first surface roughness index value.

A method includes identifying a path to be followed by an ego vehicle. The method also includes determining a desired yaw rate and a desired yaw acceleration for the ego vehicle based on the identified path. The method further includes determining a desired yaw moment for the ego vehicle based on the desired yaw rate and the desired yaw acceleration. In addition, the method includes distributing the desired yaw moment to multiple wheels of the ego vehicle such that the distributed desired yaw moment creates lateral movement of the ego vehicle during travel along the identified path. In some cases, the desired yaw rate and the desired yaw acceleration for the ego vehicle may be determined based on nonlinear kinematics of the ego vehicle, and the desired yaw moment for the ego vehicle may be determined based on a single-track dynamic model of the ego vehicle.

A method of controlling driving force of a vehicle includes estimating a first maximum road surface frictional coefficient based on a driving stiffness defined by a micro slip ratio and driving force of drive wheels, in a first driving state where the vehicle travels straight at a constant acceleration, estimating a second maximum road surface frictional coefficient based on a steering reaction force detected by an electric power steering device, in a second driving state different from the first state and where the vehicle is steered, estimating a third maximum road surface frictional coefficient to be a given value in a third driving state different from the first and second states and where an outdoor air temperature is above a determination temperature, and controlling the driving force to settle within a friction circle defined by each of the highest frictional coefficients and a ground contact load of the drive wheels.

A traction control device and method for a four-wheel drive electric vehicle are disclosed. When the drive wheels of an electric vehicle spin, a drive force of the electric vehicle is controlled so as to restrain the spinning of the drive wheels and to secure the starting performance and acceleration performance of the electric vehicle.

A vehicle drive device includes a control device, and the control device controls an electric motor, a first pressing mechanism and a second pressing mechanism such that a relational expression of T<T.sub.1+T.sub.2 is satisfied, where T represents a torque that is input to an input rotation member, T.sub.1 represents a maximum of a torque that is able to be transmitted by a first multi-disc clutch and T.sub.2 represents a maximum of a torque that is able to be transmitted by a second multi-disc clutch.

An eco-friendly vehicle includes a motor, and a motor torque of the eco-friendly vehicle is controlled by determining road surface characteristics based on wheel behavior characteristics when controlling starting of the eco-friendly vehicle and by controlling the torque of the motor before a significant wheel spin occurs when the vehicle is started based on road characteristic determination results. A method of controlling the motor torque of the eco-friendly vehicle includes determining a wheel behavior characteristic of the vehicle, determining a road surface characteristic of a road on which the vehicle is located based on the wheel behavior characteristic of the vehicle, and controlling the motor torque of the vehicle based on the road surface characteristic.

A vehicle for traversing an area with a minimal environmental impact is described. The vehicle includes a first component that creates a first environmental impact when the vehicle is traversing in the area. The vehicle further includes a second component configured to reduce the first environmental impact.

A towing vehicle control device includes: a computation device that computes a target vehicle body speed and a target curvature of a towing vehicle from a target vehicle body speed and a target curvature of a towed vehicle configured to travel together with the towing vehicle provided with motive power, and that generates a control signal for the motive power based on the target vehicle body speed of the towing vehicle, the target curvature of the towing vehicle, and a target articulation angle, which is a target value of an articulation angle that is an angle formed between a travel direction of the towing vehicle and a travel direction of the towed vehicle and is computed based on the target curvature of the towed vehicle; and a drive control section that controls the motive power of the towing vehicle in accordance with the control signal.