The present disclosure relates to a device and a method for controlling a motion of an electrified vehicle. The device includes a detector for detecting driving information of the vehicle, and a processor that estimates a roll angle and a pitch angle of the vehicle based on the driving information, determines whether the vehicle enters or exits a turning section based on the driving information, calculates a target pitch angle based on the estimated roll angle when the vehicle enters or exits the turning section, compares the target pitch angle with the estimated pitch angle, and controls a pitch motion of the vehicle based on the comparison result.

The present invention relates to a method for having a vehicle (100) follow a desired curvature path (C1), said vehicle (100) comprising at least one differential (10, 20, 30) with a differential lock connected to at least one driven wheel axle (40, 50) of said vehicle (100), said method comprising at least the following steps: —providing (S1) information regarding state of said differential lock, said state being either that said differential lock is activated or unlocked, and when said differential lock is activated: —calculating (S2) a yaw moment, M.sub.diff, of said vehicle (100), caused by said differential lock; and —compensating (S3) for a deviation from said desired curvature path (C1) caused by said yaw moment, M.sub.diff, such that a resulting steering angle is equal to or less than a maximum allowed steering angle of said vehicle (100), whereby said compensation is a feed forward compensation. The invention also relates to a control unit, a vehicle, a computer program and a computer readable medium.

Disclosed are an apparatus and method for controlling articulation of an articulated vehicle. The apparatus includes a yaw rate calculator configured to calculate a desired yaw rate based on a steering angle and a speed of the articulated vehicle, a first moment generator configured to generate a yaw rate control moment based on the desired yaw rate and an actual yaw rate of the articulated vehicle, a second moment generator configured to generate a hitch damping control moment based on a hitch angular velocity of the articulated vehicle, an adder configured to output a final moment for controlling the articulation of the articulated vehicle by adding the yaw rate control moment and the hitch damping control moment, and an articulation controller configured to control the articulation of the articulated vehicle based on the final moment.

The present disclosure relates to an integrated control apparatus for a vehicle, a system including the same, and a method thereof, and an exemplary embodiment of the present disclosure provides an integrated control apparatus for a vehicle, including: a processor configured to perform braking control in an initial stage of steering control of a driver, to control a damping force of an electronic controlled suspension, to release the braking control in a later stage of steering control of the driver, and to increase the damping force of the electronic controlled suspension; and a storage configured to store data obtained by the processor and an algorithm for driving the processor.

A vehicle control apparatus includes a braking controller individually controlling braking forces of braking devices for left and right front and rear wheels, a side collision detector detecting a side collision against a vehicle, and a yaw behavior detector detecting yaw behavior of a vehicle body. If the yaw behavior detected after the side collision is such that a rear of the vehicle body shifts away from a collision side relative to a front thereof, the braking controller executes yaw amplification control to cause the braking device for the collision-side front wheel to generate a braking force larger than the remaining wheels. If the detected yaw behavior is such that the front shifts away from the collision side relative to the rear, the braking controller executes the yaw amplification control to cause the braking device for the collision-side rear wheel to generate a braking force larger than the remaining wheels.

A vehicle attitude control apparatus is provided in which an active suspension device of each wheel has a mass body arranged between a sprung mass and an unsprung mass of a vehicle, and upper and lower actuators each configured to generate an actively generated force acting on the sprung and unsprung masses, respectively, by applying urging forces to the masses, and a control unit calculates a target braking/driving force of each braking/driving device for achieving target motion state quantities of the vehicle, target actively generated forces of the upper and lower actuators, and controls a braking/driving device and the upper and lower actuators, so that the target braking/driving force and the target actively generated forces of the upper and lower actuators are achieved.

The concepts described herein relate to a calculation of desired future longitudinal horizons related to torque or acceleration, and desired future lateral horizons related to yaw rate and lateral velocity, and their use in response to driver-selectable modes. In the longitudinal direction, driver inputs of pedal and brake position as well as drivability metrics are used to calculate the desired future torque trajectory. In the lateral direction, the front and rear steering angles may be used with a bicycle model to derive the trajectories. The trajectories are used in a vehicle motion controller that uses weighting to tradeoff competing requests and deliver performance that is consistent with a selected driver mode, such as a tour mode, a sport mode, an off-road mode, a trailering mode, etc.

A vehicle control apparatus includes a contact detector, an attitude stabilization processor, and a steering intention determining unit. The contact detector is configured to detect a contact of a vehicle with an object. The attitude stabilization processor is configured to execute an attitude stabilization control that generates a yaw moment at a vehicle body on the basis of a deviation between a target yaw rate and an actual yaw rate. The steering intention determining unit is configured to determine a presence of a driver's intention to perform steering. The attitude stabilization processor is configured to stop the generation of the yaw moment by the attitude stabilization control or reduce the yaw moment to be generated by the attitude stabilization control, in a case where the steering intention determining unit determines that the driver's intention to perform the steering is absent after the detection of the contact by the contact detector.

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 method generates a setpoint for controlling a steering system and a differential braking system of a motor vehicle. The method includes: acquiring a value relating to a total yawing moment to be applied to the motor vehicle such that it follows a required path, and the speed of the motor vehicle, calculating, as a function of the speed, at least one threshold relating to the maximum proportion of the total yawing moment that the steering system or that the differential braking system can provide, determining, as a function of the threshold, a distribution rate relating to the proportion of the total yawing moment that the steering system or that the differential braking system must provide, and generating a setpoint for controlling the steering system and the differential braking system as a function of the distribution rate and of the value relating to the total yawing moment.