A method includes determining a desired yaw moment to be applied to an ego vehicle during travel. The method also includes identifying yaw moment changes that are achievable using different torque vectoring techniques supported by the ego vehicle. The method further includes selecting at least one of the torque vectoring techniques based on the identified yaw moment changes. In addition, the method includes using the at least one selected torque vectoring technique to obtain the desired yaw moment and create lateral movement of the ego vehicle during the travel. In some cases, a desired response time associated with the lateral movement of the ego vehicle may be used, where steering control provides a faster response time and torque vectoring control provides a slower response time. The at least one torque vectoring technique may be selected based on different energy efficiencies associated with different ones of the torque vectoring techniques.

A method to control, while driving along a curve, a road vehicle with a variable stiffness and with rear steering wheels. The method comprises the steps of: determining an actual attitude angle of the road vehicle; establishing a desired attitude angle; determining an actual yaw rate of the road vehicle; establishing a desired yaw rate; and changing, in a simultaneous and coordinated manner, the steering angle of the rear wheels and the distribution of the stiffness of the connection of the four wheels to the frame depending on a difference between the actual attitude angle and the desired attitude angle and depending on a difference between the actual yaw rate and the desired yaw rate.

A vehicle motion control system for coordinating and synchronizing a wheel-individual brake system and a power-train torque vectoring actuator system in a vehicle. The wheel-individual brake system includes at least one first actuator for applying a braking torque to individual wheels of the vehicle. The power-train torque vectoring actuator system includes at least one second actuator for applying a torque to individual wheels of the vehicle through a propulsion system. The vehicle motion control system includes a central control function module including a plurality of yaw torque controllers. Each yaw torque controller is configured to receive data including driver inputs and vehicle motion states to determine a respective yaw torque based on the received data for controlling the yaw behavior of the vehicle.

An autonomous driving system acquires information concerning a vehicle density in an adjacent lane that is adjacent to a lane on which an own vehicle is traveling, when the own vehicle travels on a road having a plurality of lanes. The autonomous driving system selects the adjacent lane as an own vehicle travel lane, when the vehicle density in the adjacent lane that is calculated from the acquired information is lower than a threshold density that is determined in accordance with relations between the own vehicle and surrounding vehicles. The autonomous driving system performs lane change to the adjacent lane autonomously, or propose lane change to the adjacent lane to a driver, when the adjacent lane is selected as the own vehicle travel lane.

A driver assistance system plans movement for a motor vehicle, wherein a safe state of the motor vehicle is a state of the motor vehicle in a first time step from which the motor vehicle can be transferred, as a function of a movement capability of the motor vehicle in at least one second time step which follows the first time step, into a further safe state without colliding with a road user. The driver assistance system is configured to determine for at least one future time step starting from a current state of the motor vehicle, at least one possible future state of the motor vehicle and of the road user, and to select safe future states of the motor vehicle from the possible future states of the motor vehicle and of the road user, and to plan a movement for the motor vehicle as a function of the safe future states.

The vehicle control device of the present invention acquires characteristics of a road condition in front of a traveling vehicle based on external information; acquires vehicle behavior control variables for controlling the behavior of the vehicle based on estimated state variables of the vehicle that are obtained based on the characteristics, and control variables concerning speed of the vehicle based on the external information; acquires trajectory tracking control variables for causing the vehicle to track the target trajectory based on the target trajectory on which the vehicle travels that are obtained based on the characteristics and the estimated state variables; and outputs the control commands for controlling the suspension device, steering device, and braking and driving device based on the vehicle behavior control variables and the trajectory tracking control variables. This improves travel stability of the vehicle on a road surface on which an irregularity such as ruts exists.

A vehicle control apparatus configured to calculate a center of gravity six-component; calculate a tire three-component of each wheel for two or more wheels of a vehicle imposing a constraint on each wheel expressed as an inequality corresponding to upper and lower limits of the tire three-component; apply the constraint based on whether the constraint is valid or invalid for each of the wheels based on a predetermined optimum-condition for obtaining an optimum-solution under the constraint, and calculating an optimum-solution of the tire three-component of each wheel by performing a tentative-optimum-solution-calculation one or more times until the predetermined optimum-condition is satisfied; and store an application-state of the constraint when the optimum-solution satisfying the predetermined optimum-condition is obtained, and calculate the optimum-solution of the tire three-component of each wheel by using a stored value of the application-state of the constraint, in the next calculation of the optimum-solution.

A vehicle travel control device executes trajectory following control to make the vehicle follow a target trajectory. A delay time represents control delay of the trajectory following control. A delay compensation time is at least a part of the delay time. The trajectory following control includes: displacement estimation processing that estimates a displacement of the vehicle in the delay compensation time; and delay compensation processing that corrects a deviation between the vehicle and the target trajectory based on the estimated displacement to compensate the control delay. The displacement estimation processing is effective in an effective period and ineffective in an ineffective period. When the ineffective period is included in the delay time of the trajectory following control, the displacement estimation processing is executed in a temporary mode by using sensor-detected information in the effective period without using the sensor-detected information in the ineffective period.

A working vehicle (2) for use in agriculture is configured for mounting a laterally protruding implement on the vehicle front or vehicle rear. The vehicle has an electronically controllable drive motor (4), an electronically controllable brake system (6), a sensor arrangement (8) for measuring rotational movements or rotational oscillations about at least one of three reference axes, and an electronic control device (10) for evaluating sensor data and for activating the drive motor (4) or the brake system (6). A data storage (50) stores threshold values for the sensor data. The control device determines characteristic values for the respective rotational movement or rotational oscillation and decides whether a reduction in travel speed is required in view of the threshold values. If true, the travel speed is reduced until the characteristic value reaches or falls below the threshold value.

Systems and methods for vehicle motion control are provided. The method includes: calculating a correction factor using one of three different sets of operations when the vehicle is performing a limit handling maneuver, wherein the correction factor is calculated using a first set of operations when the vehicle is operating in an understeer state, calculated using a second set of operations when the vehicle is operating in an oversteer state, and calculated using a third set of operations when the vehicle is operating in a neutral steer state; adjusting a desired lateral acceleration and a desired yaw rate by applying the correction factor to account for a reduced level of friction experienced by the vehicle when traveling on a non-ideal friction surface; calculating optimal control actions based on the adjusted desired lateral acceleration and adjusted desired yaw rate; and applying the optimal control actions with vehicle actuators during vehicle operations.