Upon detecting an accumulation of snow on a driving surface, a driving path from a first location to a second location is identified. A vehicle is operated from the first location to the second location and then to a third location that is identical to or proximate to the first location.

Systems and processes described herein can use drive line actuators (DLAs) which can be implemented for one or more individual wheels of an electric vehicle (EV) permitting connection and disconnection of at least a portion of the axle and wheel from the electric motor suppling torque. A disconnected wheel and axle can experience less friction, and have less rotational mass then a wheel and axle that is connected to an electric motor, therefore the disconnecting wheels in which torque is not desired can result in increased efficiency and range in an EV.

A tire state estimation method is provided for estimating normal force, lateral force and longitudinal forces based on CAN-bus accessible sensor inputs, including deploying a normal force estimator generating the normal force estimation from a summation of longitudinal load transfer, lateral load transfer and static normal force using as inputs lateral acceleration, longitudinal acceleration and roll angle derived from the input sensor data; deploying a lateral force estimator estimating lateral force using as inputs measured lateral acceleration, longitudinal acceleration and yaw rate; and deploying a longitudinal force estimator estimating the longitudinal force using as inputs wheel angular speed and drive/brake torque derived from the input sensor data.

Systems and methods for operating a transmission of a hybrid powertrain that includes a motor/generator are described. The systems and methods may adjust one or more actuators in response to an estimated transmission input shaft speed that is determined from transmission output shaft speed. The one or more actuators may include a transmission clutch, the motor/generator, or a gear selection solenoid.

Disclosed are a hybrid power system of a vehicle and a control method therefor. The hybrid power system of a vehicle comprises: an engine; a dual-clutch automatic transmission comprising an ISG motor; a first power unit and a second power unit; a power battery, the power battery being connected to the ISG motor by the first power unit; a power battery manager, the power battery manager being connected to the power battery and used to test an SOC of the power battery; a rear wheel drive motor, the rear wheel drive motor being connected to the power battery by the second power unit, and the rear wheel drive motor being connected to a rear speed reducer of the vehicle; and a vehicle controller, the vehicle controller being connected to the power battery manager, and the vehicle controller controlling the vehicle to enter a corresponding operating mode according to the SOC and drive required torque WTD at a wheel of the vehicle. The hybrid power system of a vehicle and the control method therefor can ensure that a vehicle operates in the best operating mode, thereby improving the performance of the vehicle.

Provided is a motion controlling apparatus for a vehicle that can achieve improvement in drivability, stability, and driving comfort. The apparatus includes a control unit for controlling driving forces of vehicle wheels; a vehicle acceleration/deceleration instruction calculator for calculating an acceleration/deceleration instruction value on the basis of a lateral jerk; a first vehicle yaw moment instruction calculator for calculating a first vehicle yaw moment instruction value on the basis of the lateral jerk; and a second vehicle yaw moment instruction calculator for calculating a second vehicle yaw moment instruction value on the basis of lateral slip information.

A method and system for blending between different torque maps of a vehicle in a smooth and progressive manner. Blending is delayed if the vehicle driver cannot detect that blending is taking place, for example, when the difference between a source map and target map is below a predetermined threshold.

A tire state estimation method is provided for estimating normal force, lateral force and longitudinal forces based on CAN-bus accessible sensor inputs, including deploying a normal force estimator generating the normal force estimation from a summation of longitudinal load transfer, lateral load transfer and static normal force using as inputs lateral acceleration, longitudinal acceleration and roll angle derived from the input sensor data; deploying a lateral force estimator estimating lateral force using as inputs measured lateral acceleration, longitudinal acceleration and yaw rate; and deploying a longitudinal force estimator estimating the longitudinal force using as inputs wheel angular speed and drive/brake torque derived from the input sensor data.

A method for controlling torque reduction of a hybrid electric vehicle including a motor and an engine as a power source includes: determining whether a request for a driving torque limit by a traction control system (TCS) is generated; calculating a motor torque command when the request for the driving torque limit by the TCS is generated; calculating an engine torque command based on the calculated motor torque command; calculating an available amount of charging of the motor according to a state of charge (SOC) of a battery of the hybrid electric vehicle; and determining a final motor torque command and a final engine torque command based on the calculated available amount of charging of the motor.

It is preferable to reduce an uncomfortable feeling arising from an abrupt driving force generated in an automatic starting clutch in an automatic clutch vehicle. When an automatic clutch operating device is about to automatically engage a starting clutch, a brake controller drives a brake actuator to forcibly actuate a brake device, thereby braking a driving wheel WR. Here, a brake pressure to be applied to the driving wheel WR can be set as a brake pressure such as to change an expected driving torque which is accompanied by an uncomfortable feeling in the absence of control by the brake controller into a norm driving torque which is not accompanied by the uncomfortable feeling, taking into account the clutch capacity and an engine control output.