A drive force control system to increase a yaw rate greater than the yaw rate achieved by rotating a steering wheel to a maximum angle. A target yaw rate is calculated based on a steering angle of the steering wheel. A first predetermined torque and a second predetermined torque are calculated based on a difference between the target yaw rate and an actual yaw rate. When the steering angle of the steering wheel exceeds a first predetermined angle, a first correction torque to correct the first predetermined torque and a second correction torque to correct the second predetermined torque are calculated n accordance with the steering torque.

A method for automated guidance of a vehicle along a specified setpoint trajectory at an actual speed, wherein the setpoint trajectory includes geometric trajectory variables, the method including ascertaining an actual deviation of the vehicle from the setpoint trajectory and outputting the ascertained actual deviation and generating manipulated variables such that the vehicle, in the case of automated control of a drive system and/or a braking system and/or a steering system of the vehicle, moves closer to the setpoint trajectory. The method also includes ascertaining whether an undesirable driving state is present when the vehicle moves closer to the setpoint trajectory, wherein the undesirable driving state is ascertained from the specified setpoint trajectory based on the geometric trajectory variable, and, if the presence of the undesirable driving state is identified, automatically controlling the vehicle based on generated stability variables and/or adapting the setpoint trajectory.

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.

A system, comprising a computer including a processor and a memory storing instructions executable by the processor to determine a first lateral boundary for movement of a vehicle. The first lateral boundary is parallel to a longitudinal axis of the vehicle and is based on at least a size of the vehicle. Based on at least the size of the vehicle and a detected yaw rate of the vehicle, the instructions include to determine a wind condition at a location. The instructions include to update a distance of the first lateral boundary from the longitudinal axis to obtain an updated first lateral boundary, based on the wind condition.

A system for mitigating a sway of a trailer. The system includes a sensor set configured to sense a plurality of operating characteristics of a vehicle and an electronic processor connected to the sensor set. The electronic processor is configured to receive the plurality of operating characteristics from the sensor set, determine whether the trailer is swaying based on the plurality of operating characteristics, determine, in response to the trailer swaying, a target deceleration, determine, in response to the trailer swaying, a target yaw value, and modify a current yaw value to counter the trailer sway until reaching the target yaw value.

A method of controlling a vehicle includes obtaining, by a camera, an image of a road ahead; recognizing, by a controller, a curvature of a front lane from the road image and obtaining position and speed information of another vehicle based on obstacle information detected by an obstacle detector; periodically storing, by a storage, driving speed information, yaw rate information, and steering angle information while driving; recognizing, by the controller, a curvature of a rear lane based on the driving speed information, yaw rate information, and steering angle information in response to determining that a lane change is necessary; determining, by the controller, a lane change possibility based on the curvature of the front lane, the curvature of the rear lane, and the position speed information of the other vehicle; and controlling, by the controller, at least one of steering, deceleration, and acceleration based on the lane change possibility.

A torque vectoring control device and a method therefor may include a torque vectoring electric device (TVED) that adjusts a ratio of torques distributed to a left wheel and a right wheel using a torque of a torque vectoring control motor (TVCM), and a controller that determines the torque of the TVCM to reduce a difference between speeds of the left wheel and the right wheel when a wheel slip occurs while a vehicle is moving straight, and determines the torque of the TVCM according to handling information of a driver when the vehicle is turning.

A vehicle control apparatus has a steering wheel 6, an engine 4 for outputting a driving force of a vehicle 1, a brake apparatus 16 capable of applying different braking forces to left and right wheels, and a PCM 14 including a processor and the like. When executing vehicle yaw control, which controls the brake apparatus 16 to apply to the vehicle 1 a yaw moment in the direction opposite to the yaw rate generated in the vehicle 1, after executing vehicle attitude control for reducing an output torque of the engine 4 based on a turning operation of the steering wheel 6, when the control amount of the vehicle attitude control is large, the PCM 14 increases the control amount of the vehicle yaw control compared to when the control amount of the vehicle attitude control is not large.

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 braking device is mounted on a vehicle having two or more rows of right and left wheels, electric brakes, and at least one steering actuator. The steering actuator is capable of turning at least one row of the right and left wheels regardless of a steering wheel operation. The braking device includes a braking control unit configured to control a braking force of the electric brake for each of the wheels and operation of the steering actuator. When an abnormality detector detects an abnormality in the electric brakes, the braking control unit switches to an abnormal-time braking control different from a normal state control, at least controlling the steering actuator so as to suppress an influence on the vehicle due to the abnormality.