A utility vehicle such as a loader includes a drive control system that includes an electronic controller and a manually actuated drive command device, such as one or more joysticks. The electronic controller is configured to control the drive control system to supply propulsive power at a predetermined output that is lower than that which is commanded by the drive command device for so long as an output of the drive control system is beneath a designated threshold, maintaining vehicle speed lower than a commanded vehicle speed. The electronic controller is further configured to control the drive control system to ramp up the propulsive power supply toward that which is commanded by the drive command device when the output of the drive control system is above the designated threshold, causing the vehicle speed to approach a commanded vehicle speed. The vehicle may include a EH drive system such as a hydrostatic drive system.

As autonomous vehicles are starting to become a reality, accurate path following is needed. Pure Pursuit and Vector Pursuit algorithms are commonly used to control the steering actuators. Unfortunately, these algorithms do not take under consideration that real world actuators have steering rates that have maximum acceleration and speed of the changes to the steering and therefore the curvature rates of the vehicle as it is following a trajectory. This is even more evident in large vehicles that require significant torque to move the steering column like trucks and heavy industrial equipment. Therefore, if these vehicles attempt to closely follow trajectories at higher speed, the vehicles will undoubtedly understeer as the steering actuators do not have enough time/power to catch up with the curvatures dictated by the path even if kinematically and dynamically, the vehicles can safely perform the turns. The invention presented relates to the creation of a control system that takes under consideration these maximum curvature rates as part of the control of the autonomous vehicle. The invention involves the development of a control system that controls to follow an arbitrary trajectory comprising a vehicle with an actuated steering column, where the actuator has a maximum steering rate and/or maximum steering acceleration and/or a maximum steering jerk; a system for controlling the vehicle speed (actuated accelerator and/or brake), a trajectory (possibly composed of waypoints) that dictates the path to be followed by the vehicle, a maximum allowed deviation from that trajectory, and a controller that modifies the velocity of the autonomous vehicle to allow the vehicle to follow the trajectory within the maximum allowed deviation.

An input torque fundamental component computation circuit includes: a torque command value computation circuit that computes a torque command value corresponding to a target value for steering torque that is to be input by a driver for drive torque obtained by adding the steering torque to an input torque fundamental component; and a torque F/B control circuit that computes the input torque fundamental component through execution of torque feedback control for causing the steering torque to follow the torque command value. A target steering angle computation circuit computes a target steering angle on the basis of the input torque fundamental component. A steering-side control circuit computes target reaction force torque on the basis of execution of angle feedback control for causing a steering angle to follow a target steering angle. The torque command value computation circuit computes the torque command value in consideration of the grip state amount.

An input torque fundamental component computation circuit includes: a torque command value computation circuit that computes a torque command value corresponding to a target value for steering torque that is to be input by a driver for drive torque obtained by adding the steering torque to an input torque fundamental component; and a torque F/B control circuit that computes the input torque fundamental component through execution of torque feedback control for causing the steering torque to follow the torque command value. A target steering angle computation circuit computes a target steering angle on the basis of the input torque fundamental component. A steering-side control circuit computes target reaction force torque on the basis of execution of angle feedback control for causing a steering angle to follow a target steering angle. The torque command value computation circuit computes the torque command value in consideration of the grip state amount.

A method is for controlling a wheel steering angle of at least one vehicle wheel of a vehicle, in particular of a motor vehicle. The vehicle has a steer-by-wire steering system including at least one wheel steering angle control element, which is provided at least for modifying the wheel steering angle of the vehicle wheel according to a steering demand. In at least one operating mode, in which the vehicle is at a standstill and a steering demand is received, the wheel steering angle of the vehicle wheel is at least substantially maintained at a constant value and a desired wheel steering angle for the vehicle wheel is determined in accordance with the steering demand. In at least one subsequent additional operating mode, in which the vehicle is moving, the wheel steering angle is adjusted to the desired wheel steering angle by the wheel steering angle control element.

A vehicle includes a pump having a swash plate tiltable about a swashplate tilt axis, wherein rotation of the swashplate changes the title angle and effects a change in volumetric displacement of the pump. A controller is operatively coupled to the swashplate to effect rotation of the swashplate, the controller including a processor and memory, and logic stored in the memory and executable by the processor, the logic configured to automatically control at least one vehicle characteristic independent of a user input command.

A vehicle includes a pump having a swash plate tiltable about a swashplate tilt axis, wherein rotation of the swashplate changes the title angle and effects a change in volumetric displacement of the pump. A controller is operatively coupled to the swashplate to effect rotation of the swashplate, the controller including a processor and memory, and logic stored in the memory and executable by the processor, the logic configured to automatically control at least one vehicle characteristic independent of a user input command.

Examples relating to vehicle velocity calculation using radar technology are described. An example method performed by a computing system may involve, while a vehicle is moving on a road, receiving, from two or more radar sensors mounted at different locations on the vehicle, radar data representative of an environment of the vehicle. The method may involve, based on the data, detecting at least one scatterer in the environment. The method may involve making a determination of a likelihood that the at least one scatterer is stationary with respect to the vehicle. The method may involve, based on the determination being that the likelihood is at least equal to a predefined confidence threshold, calculating a velocity of the vehicle based on the data from the sensors. The calculated velocity may include an angular and linear velocity. Further, the method may involve controlling the vehicle based on the calculated velocity.

Examples relating to vehicle velocity calculation using radar technology are described. An example method performed by a computing system may involve, while a vehicle is moving on a road, receiving, from two or more radar sensors mounted at different locations on the vehicle, radar data representative of an environment of the vehicle. The method may involve, based on the data, detecting at least one scatterer in the environment. The method may involve making a determination of a likelihood that the at least one scatterer is stationary with respect to the vehicle. The method may involve, based on the determination being that the likelihood is at least equal to a predefined confidence threshold, calculating a velocity of the vehicle based on the data from the sensors. The calculated velocity may include an angular and linear velocity. Further, the method may involve controlling the vehicle based on the calculated velocity.

The invention relates to a self-propelled construction machine which has a drive means 5 having a left and a right crawler track 3A, 3B, in particular a slipform paver, and to a method for controlling a self-propelled construction machine, in particular a slipform paver. The construction machine comprises a machine frame 1, a working means arranged on the machine frame, a crawler track 3A on the left in the working direction A and a crawler track 3B on the right in the working direction, and a drive means 5 for driving the left crawler track at a predetermined chain speed and the right crawler track at a predetermined chain speed. In addition, the construction machine has a control unit 7 which is configured such that, on the basis of the distance a between a front reference point 9 with respect to the machine frame 1 in the working direction A and a predetermined path 8, the chain speed of the left crawler track 3A and/or the chain speed of the right crawler track 3B is predetermined such that the front reference point 9 moves on the predetermined path 8. The control unit 7 is further configured such that, during cornering, the control is corrected on the basis of the distance b between a rear reference point 10 with respect to the machine frame in the working direction and the predetermined path 8 such that the distance between the rear reference point with respect to the machine frame in the working direction and the predetermined path reduces.