Disclosed are a method of controlling platooning according to a wind direction and a control server for implementing the same. The disclosed control server includes a communication unit configured to communicate with two or more autonomous vehicles which travel in a platoon, a memory configured to store one or more instructions, and a processor configured to execute the instructions. The communication unit receives a power loss value from a leading vehicle among the two or more vehicles and receives information about a direction of wind around the two or more vehicles from at least one vehicle among the two or more vehicles or an external server.

A method detects unintended acceleration of a motor vehicle during a closed-loop speed control mode by determining external forces on the vehicle via a controller, and then calculating a desired acceleration using a measured vehicle speed and the external forces. The method includes determining an actual acceleration of the vehicle, including filtering a speed signal as a first actual acceleration value and/or measuring a second actual acceleration value using an inertial measurement unit (IMU). During the speed control mode, the method includes calculating an acceleration delta value as a difference between the desired acceleration and the actual acceleration, and then using the acceleration delta value to detect the unintended acceleration during the speed control mode. A powertrain system for the motor vehicle, e.g., an electric vehicle, includes the controller and one or more torque generating devices coupled to road wheels of the vehicle.

A method for calculating running resistance of a vehicle includes: calculating, by a controller, an integrated value obtained by integrating a torque of a driving source of the vehicle before the vehicle reaches a reference speed after the vehicle starts; and calculating, by the controller, the running resistance of the vehicle including rolling resistance based on the integrated value of the torque of the driving source.

An energy estimation apparatus includes a probability setting unit, a vehicle speed pattern estimation unit, a traveling load estimation unit, and an energy estimation unit. The probability setting unit sets a vehicle speed probability that is a probability of a vehicle reaching a certain vehicle speed on a traveling route that is specified by traveling route information. The vehicle speed pattern estimation unit estimates a vehicle speed variation pattern of the vehicle on the traveling route based on the traveling route information and the vehicle speed probability. The traveling load estimation unit estimates traveling load characteristics of the vehicle on the traveling route. The energy estimation unit estimates energy required for traveling of the vehicle using the traveling load characteristics and the vehicle speed variation pattern.

A computer-implement method of estimating air drag for a vehicle combination is provided. The method includes detecting a change of an exterior shape of the vehicle combination to a new exterior shape. The method includes, in response to detecting such a change, and based on one or more images of the vehicle combination captured after the change, estimating a projected area function indicating a dependence of a projected frontal area of the vehicle combination having the new exterior shape on air-attack angle. The method includes using the estimated projected area function to update a crosswind-sensitive air drag model for the vehicle combination.

A method for evaluating the deceleration law of a vehicle including an accelerator pedal, a brake pedal, and a powertrain including an engine, a gearbox and a unit for disconnecting the engine and gearbox, the deceleration law being defined for a discrete state of the powertrain. The method includes a first step of evaluating driving parameters, including measuring the speed (v) of the vehicle, evaluating the engaged gearbox ratio, evaluating the state of closure of the disconnecting unit, detecting the position of the accelerator pedal, detecting the position of the brake pedal, evaluating the slope (a) of the road on which the vehicle is traveling, evaluating the mass (m) of the vehicle. If the accelerator pedal is in a released position and if the brake pedal is in a released position, a second step including recording the speed (v) of the vehicle and the slope (a) of the road. A third step of computing a first coefficient (f0′), a second coefficient (f1′) and a third coefficient (f2′) of the deceleration law representing the forces F(v) being exerted on the vehicle, with the exception of the gravitational forces being exerted on the vehicle, according to the equation:

F(v)=f0′+f1′*v+f2′*v.sup.2.

A method detects unintended acceleration of a motor vehicle during a closed-loop speed control mode by determining external forces on the vehicle via a controller, and then calculating a desired acceleration using a measured vehicle speed and the external forces. The method includes determining an actual acceleration of the vehicle, including filtering a speed signal as a first actual acceleration value and/or measuring a second actual acceleration value using an inertial measurement unit (IMU). During the speed control mode, the method includes calculating an acceleration delta value as a difference between the desired acceleration and the actual acceleration, and then using the acceleration delta value to detect the unintended acceleration during the speed control mode. A powertrain system for the motor vehicle, e.g., an electric vehicle, includes the controller and one or more torque generating devices coupled to road wheels of the vehicle.

Systems and methods for energy efficient mobility are provided. The method may include identifying a vehicle moving on a road, calculating a first energy required to complete a trip, determining a size of an air pocket zone of the vehicle, calculating a second energy required to transition to the air pocket zone of the vehicle and to complete the trip in the air pocket zone of the vehicle, and transitioning to the air pocket zone of the vehicle if the second energy is more energy efficient than the first energy.

A driving force control system that allows a vehicle to climb uphill without stopping. A controller is configured to: calculate a slip ratio of a road surface, a driving force with respect to the slip ratio, and a running resistance including a grade resistance of the road surface, before the vehicle reaches a starting point of an upcoming uphill, determine whether the vehicle can climb the uphill all the way to the top based on the driving force and the running resistance, and execute a driver assisting control to instruct a driver to manipulate an accelerator in such a manner as to optimize the slip ratio to establish a predetermined driving force, if the vehicle can climb uphill all the way to the top.

A method for managing a powertrain (3) of a motor vehicle (1) comprises the following steps: (a) determining a predictive rolling resistance coefficient (Crr) for at least one tyre (10) of the motor vehicle (1); and (b) adapting the operation of the powertrain (3) according to the predictive rolling resistance coefficient (Crr) in order notably to optimize the energy consumption of the motor vehicle (1).