A lane-keeping system suitable for use on an automated vehicle includes a camera, an inertial-measurement-unit, and a controller. The camera is configured to detect a lane-marking of a roadway traveled by a vehicle. The inertial-measurement-unit is configured to determine relative-motion of the vehicle. The controller in communication with the camera and the inertial-measurement-unit. When the lane-marking is detected the controller is configured to steer the vehicle towards a centerline of the roadway based on a last-position, and determine an offset-vector indicative of motion of the vehicle relative to the centerline of the roadway. When the lane-marking is not detected the controller is configured to: determine an offset-position relative to the last-position based on information from the inertial-measurement-unit, determine a correction-vector used to steer the vehicle from the offset-position towards the centerline of the roadway based on the last-position and the offset-vector, and steer the vehicle according to the correction-vector.

An integrated control system for a vehicle is provided. The system includes a friction coefficient calculation unit that calculates friction coefficients of left side and right side road surfaces, respectively, based on vehicle wheel state information and a predetermined setting information collected during ABS operation. A feedforward braking pressure calculation unit calculates a feedforward braking pressure of each vehicle wheel using the friction coefficients. An ABS braking pressure calculation unit calculates an ABS braking pressure of the each vehicle wheel based on the feedforward braking pressure and slip rate information. A rear wheel steering control amount calculation unit calculates a rear wheel steering control amount for yaw compensation using the ABS braking pressure of each vehicle wheel and a rear wheel steering controller executes a rear wheel steering control according to the rear wheel steering control amount.

A driving consciousness estimation device includes a driving readiness estimation unit configured to estimate a driving readiness relating to a driving consciousness of the driver from a driver's reaction to the travelling environment, a driving task demand estimation unit configured to estimate a driving task demand which is an index required for the driver with respect to the driving readiness from the travelling environment, and an attention awakening unit configured to execute awakening of attention for the driver relating to the driving of the vehicle based on the result of comparison between the driving readiness and the driving task demand.

The present application discloses an intelligent driving system with an embedded driver model. The system includes a driver model module that can tune vehicle performances according to driving characteristics of a driver and road environment. Applying the system provided by the present application to vehicle control systems, the driver's visual and tactile information may be taken into account when driving a vehicle, so as to tune vehicle performances to allow the vehicle to adapt itself to the individual driver.

A vehicle control system includes: a driving controller that performs automated driving in which at least one of speed or steering control of a vehicle is performed automatically, and manual driving in which both speed and steering control are performed based on an operation by an occupant, by implementing one of plural driving modes having different levels of automated driving; an operation element that receives a driving operation by an occupant of the vehicle; a storage controller that stores information related to a positional relationship of the operation element with respect to the occupant in each driving mode, and that, when a positional relationship of the operation element with respect to the occupant has been changed, stores information related to the changed positional relationship; and a drive controller that drives an adjustment mechanism to adjust the positional relationship between the operation element and the occupant, based on the positional relationship.

Some embodiments of the present invention provide a control system configured to control a driveline of a motor vehicle to operate in a selected one of a plurality of configurations, the system being configured to receive a signal indicative of a location of the vehicle, the system being configured to cause the driveline to operate in a configuration selected in dependence at least in part on the signal indicative of the location of the vehicle.

A method for determining a friction coefficient potential of a road surface. A total torque for operating a vehicle is unequally distributed among at least two wheel torques at wheels of the vehicle. The friction coefficient potential is ascertained using a detected slip between the road surface and at least one of the wheels and the wheel torque present at the wheel.

The present invention relates to a method for estimating the side slip angle (β.sup.stim) of a four-wheeled vehicle, comprising: —detecting signals representing the vehicle longitudinal acceleration (Ax), lateral acceleration (Ay), vertical acceleration (Az), yaw rate (formula I), roll rate (formula II), wheels speeds (V.sub.FL, V.sub.FR, V.sub.RL, V.sub.RR); —pre-treating (1) said signals in order to correct measurement errors and/or noises, so to obtain corrected measurements of at least the longitudinal acceleration (a.sub.x), the lateral acceleration (a.sub.y), the yaw rate (formula I) and the wheels speeds (ν.sub.FL, ν.sub.FR, ν.sub.RL, ν.sub.RR), —determining (2) an estimated vehicle longitudinal speed (V.sub.x.sup.stim) on the basis of at least one of the corrected measurements of the wheel speeds (ν.sub.FL, ν.sub.FR, ν.sub.RL, ν.sub.RR); —determining a yaw acceleration (formula III) from the signal representing the yaw rate (formula I); —solving (25) a time-depending parametrical non-linear filter, such as a Kalman filter or a Luenberger filter, describing the vehicle longitudinal and lateral speeds (formula IV) and longitudinal and lateral accelerations (formula V) as a function of the corrected measurements of the longitudinal acceleration (a.sub.x), of the lateral acceleration (a.sub.y), of the yaw rate (formula I) and the estimated vehicle longitudinal speed (V.sub.x.sup.stim) and of a filter parameter (F) depending from depending from at least one of the vehicle yaw acceleration (formula III), yaw rate (formula I) and lateral acceleration (ay) which adds a negative component to the lateral acceleration (formula VI) determined by the filter itself, said filter parameter (F) being selected such that said negative component reaches a maximum value when it is determined that the vehicle is moving straight on the basis of said at least one of the vehicle yaw acceleration (formula III), yaw rate (formula I) and lateral acceleration (ay); —determining the vehicle estimated side slip angle (β.sup.stim) from said longitudinal and lateral vehicle speeds (formula IV) determined by solving the non-linear filter. The present invention further relates to a computer program implementing said method, a control unit having said computer program loaded, and a vehicle comprising said control unit.

System, methods, and other embodiments described herein relate to emulating vehicle dynamics. In one embodiment, a method for emulating vehicle dynamics in a vehicle having a plurality of wheels and equipped with all-wheel steering, includes receiving emulation settings that indicate one or more environment parameters and/or vehicle parameters, detecting driver inputs including at least steering input and throttle input, executing a simulation model that receives the driver inputs and emulation settings, simulates the vehicle operating based on the driver inputs and the emulation settings, and outputs one or more simulated states of the vehicle based on the simulated operation of the vehicle, determining one or more actuation commands for each wheel of the vehicle to cause the vehicle to emulate the one or more simulated states, and executing the one or more actuation commands, wherein the actuation commands include at least wheel angle commands and torque commands.

The present disclosure discloses an electric vehicle, an active safety control system of an electric vehicle, and a control method of the active safety control system of an electric vehicle. The electric vehicle includes: multiple wheels, multiple motors, a wheel speed detection module, a steering wheel rotation angle sensor, a yaw rate sensor, and a battery pack. The active safety control system includes: an acquisition module, acquiring the wheel speed signal, the direction information, the yaw information, status information of the battery pack, and status information of the multiple motors; a status determining module, determining status of the electric vehicle; and a control module, generating a control instruction and delivering the control instruction to at least one motor.