A method to control a road vehicle with steering rear wheels when driving along a curve. The control method comprises the steps of: determining an actual attitude angle of the road vehicle; determining a desired attitude angle; and changing the steering angle of the rear wheels based on the difference between the actual attitude angle and the desired attitude angle.

There is provided a vehicle control system capable of ensuring stability even if an ego vehicle spins slowly. The invention computes a relative slip angle between a leading vehicle and the ego vehicle on the basis of distance between the ego vehicle and the leading vehicle and distance between a traveling-direction virtual line extending from the ego vehicle in a traveling direction and the leading vehicle, sets a spin judgment threshold value according to the relative slip angle, and controls yaw moment to reduce the relative slip angle when the relative slip angle exceeds the spin judgment threshold value.

A vehicle attitude control system includes a target sideslip angle calculating unit configured to calculate a target sideslip angle for turning of a vehicle based on a steering angle and a vehicle speed, and a target sideslip angle correcting unit configured to correct the target sideslip angle calculated by the target sideslip angle calculating unit by using a sideslip angle correction amount calculated based on at least one selected from a torque of an axle and an injection amount of fuel supplied to an engine. The attitude of the vehicle is controlled by using a target sideslip angle obtained through the correction performed by the target sideslip angle correcting 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.

A set of driving scenarios are determined for different types of vehicles. Each driving scenario corresponds to a specific movement of a particular type of autonomous vehicles. For each of the driving scenarios of each type of autonomous vehicles, a set of driving statistics is obtained, including driving parameters used to control and drive the vehicle, a driving condition at the point in time, and a sideslip caused by the driving parameters and the driving condition under the driving scenario. A driving scenario/sideslip mapping table or database is constructed. The scenario/sideslip mapping table includes a number of mapping entries. Each mapping entry maps a particular driving scenario to a sideslip that is calculated based on the driving statistics. The scenario/sideslip mapping table is utilized subsequently to predict the sideslip under the similar driving environment, such that the driving planning and control can be compensated.

In one embodiment, a driving scenario is identified for a next movement for an autonomous vehicle, where the driving scenario is represented by a set of one or more predetermined parameters. A first next movement is calculated for the autonomous vehicle using a physical model corresponding to the driving scenario. A sideslip predictive model is applied to the set of predetermined parameters to predict a sideslip of the autonomous vehicle under the driving scenario. A second next movement of the autonomous vehicle is determined based on the first next movement and the predicted sideslip of the autonomous vehicle. The predicted sideslip is utilized to modify the first next movement to compensate the sideslip. Planning and control data is generated for the second next movement and the autonomous vehicle is controlled and driven based on the planning and control data.

A vehicle controller performs traveling control of a vehicle. The traveling control includes lane departure prevention control of turning the vehicle in a direction in which lane departure of the vehicle is avoided and roll stiffness control of changing a roll stiffness of the vehicle. The vehicle controller executes the roll stiffness control by coupling with execution of the lane departure prevention control.

The vehicle behavior control device comprises a PCM configured to decide a target additional deceleration. The PCM is operable: to correct the target additional deceleration in such a manner that it is reduced by multiplying the target additional deceleration by a coefficient K1 set according to a vehicle speed, a coefficient K2 set according to a steering wheel angle, a coefficient K3 set according to an accelerator position and a coefficient K4 decided according to a required deceleration; when a value derived by multiplying the target additional deceleration by K1 and K2 is less than a threshold D.sub.T, to stop a torque reduction control; and, when the value derived by multiplying the target additional deceleration by K1 and K2 is equal to or greater than D.sub.T, and a value derived by multiplying the target additional deceleration by K3 and K4 is less than D.sub.T, to maintain the torque reduction control.

The vehicle behavior control device comprises a PCM configured to decide a target additional deceleration. The PCM is operable: to correct the target additional deceleration in such a manner that it is reduced by multiplying the target additional deceleration by a coefficient K1 set according to a vehicle speed, a coefficient K2 set according to a steering wheel angle, a coefficient K3 set according to an accelerator position and a coefficient K4 decided according to a required deceleration; when a value derived by multiplying the target additional deceleration by K1 and K2 is less than a threshold D.sub.T, to stop a torque reduction control; and, when the value derived by multiplying the target additional deceleration by K1 and K2 is equal to or greater than D.sub.T, and a value derived by multiplying the target additional deceleration by K3 and K4 is less than D.sub.T, to maintain the torque reduction control.

A driver assist arrangement includes a first yaw rate controller, a hazard evaluation unit, a driver intention evaluation unit, and a second yaw rate controller. The first yaw rate controller is configured to control a yaw rate of a vehicle hosting the arrangement by comparing an expected yaw rate with an actual yaw rate, and in response thereto selectively apply brakes of respective wheels of the host vehicle. The second yaw rate controller is configured to intervene in the control of the first yaw rate controller in case the evaluated risk of an accident is above a threshold value and occurrence of an avoidance maneuver initiated by the driver is detected. A vehicle including a driver assist arrangement and a method of assisting a driver of a vehicle are also provided.