A control device associated with an autonomous vehicle receives sensor data and detects that the autonomous vehicle is approaching a railroad crossing based on the sensor data. The control device determines that no train is approaching the railroad crossing from the sensor data. The control device detects an indication of a stopped vehicle in front of the autonomous vehicle and behind the railroad crossing. The control device determines whether the stopped vehicle is associated with a mandatory stop rule. The mandatory stop rule indicates vehicles carrying hazardous materials have to stop behind the railroad crossing even when no train is approaching or traveling through the railroad crossing. If it is determined that the stopped vehicle is associated with the mandatory stop rule, the control device waits behind the stopped vehicle until the stopped vehicle crosses the railroad crossing and instructs the autonomous vehicle to cross the railroad.

Methods and systems are provided for adjusting driver demand wheel torque of a vehicle. The driver demand wheel torque may be adjusted as a function of a minimum wheel torque. The minimum wheel torque may be determined according to a plurality of torques that may be evaluated in three different phases.

Embodiments herein relate to robust methodologies for autonomous parking. In one or more embodiments, an autonomous vehicle may determine the slope of a road based upon one or more inputs and a pre-defined slope definition and may also determine curb/no curb status of a parking location. Given the determined road conditions, such as slope and no curb/curb, embodiments determine wheel direction and angle that the vehicle should achieve to properly park. Embodiments also include countermeasures if one or more issues prohibit the vehicle from achieving a desired parking condition.

A driving method of controlling a vehicle is provided to solve the problem of a repeated wheel slip and deterioration of wheel slip control performance due to a roll motion by controlling the driving force of a vehicle by reflecting vertical load information of tires in real time while the vehicle is turning, to a method that can solve the problem of a repeated wheel slip and deterioration of wheel slip control performance due to a roll motion by controlling the driving force of a vehicle by reflecting vertical load information of tires in real time while the vehicle is turning.

A method estimates tire pressure of vehicle. For each tire, signals or data indicative of angular velocity of the wheel with which the tire is associated are acquired. A subset of detected signals or data acquired in rectilinear vehicle travel condition is selected. Pressure relationship between tires of each pair of wheels of the same axle is determined by comparing the rolling radius of the wheel on which a first tire is mounted and the rolling radius of the wheel on which a second tire is mounted. A pressure relationship between tire pairs is determined for comparison between the mean value of the rolling radii of wheels of a first axle and the mean value of the rolling radii of wheels of a second axle. Ratios are calculated based on signals or data indicative of angular velocity of the wheels and on slippage of the drive wheels.

A method for controlling propulsion of a heavy-duty vehicle, where the heavy-duty vehicle comprises a differential drive arrangement arranged in connection to a drive axle with a left wheel and a right wheel is provided. The method includes determining a nominal shaft slip corresponding to a desired wheel force to be generated by the drive axle wheels, wherein the nominal shaft slip is indicative of a difference between a current vehicle velocity and a vehicle velocity corresponding to the shaft speed, determining a difference between a speed of the left wheel and a speed of the right wheel, adjusting the nominal shaft slip in dependence of a magnitude of the wheel speed difference to a target shaft slip, and controlling the shaft speed based on the target shaft slip.

A method for assignment of vehicle control includes receiving route data indicating a route between a starting location of a vehicle and a destination location, and determining an optimal vehicle configuration for the route based on a target vehicle speed and a hybrid torque split. The method further includes receiving a driver requested torque value and determining a passive pedal torque value based on the route data and vehicle powertrain data. The method further includes selectively assigning control of the vehicle to a vehicle system or to a driver of the vehicle based on the driver requested torque value and the passive pedal torque value.

A processor for a vehicle includes a vehicle yaw moment instruction calculator, and a mode under which yaw moment of the vehicle is controlled. If the vehicle yaw moment instruction value generates the driving forces or the driving torques, the driving forces or driving torques are different between the left and right wheels. If the vehicle yaw moment instruction value generates the braking forces or the braking torques, the braking forces or the braking torques are different between the left and right wheels. The mode operates at least in transit region between daily region and limit region.

A vehicle, a vehicle parking assist system, and a parking method, is provided. A powertrain and a steering system may be operated to guide the vehicle into a parking location to complete a drive cycle based on a default tire radius, a tire angular velocity acquired during a drive cycle in response to a steering angle of the steering system exceeding a threshold value, and wheel and GPS vehicle speeds for the drive cycle.

A system of one or more computers having a processor and a memory, the memory storing instructions executable by the processor such that the computer is programmed to identify a current state of a vehicle and determine a maximum acceleration capability of the vehicle. The system also determines a desired acceleration profile to follow based at least in part the maximum acceleration capability and controls an acceleration of the vehicle based at least in part the desired acceleration profile.