A computer system has processing circuitry configured to receive a braking request for braking a vehicle including an electrically powered tractor, and a trailer coupled to the tractor by an articulated coupling; provide a first braking command encoding instructions to control braking on at least a front axle of the tractor, and on a rear drive axle of the tractor to provide a combined braking force fulfilling the braking request; receive a first set of vehicle parameters; determine, based on the first set of vehicle parameters, that an understeer tendency of the vehicle during braking is higher than a predefined first understeer tendency threshold; and provide a second braking command encoding instructions to increase a braking force on the rear drive axle of the tractor using regeneration, and decrease a braking force on the front axle of the tractor, so that the combined braking force fulfills the braking request.

A method of controlling a vehicle includes: receiving pieces of data related to steering of the vehicle; detecting, among the pieces of data, target pieces of data determined to satisfy predetermined conditions; based on the target pieces of data and an optimization model, obtaining optimized model parameters that minimize a cumulative error between a predicted yaw rate of a yaw rate model of the vehicle and a measured yaw rate of the vehicle; and updating the yaw rate model of the vehicle by using the optimized model parameters.

A trailer backup assist system includes a sensor that senses a hitch angle between a vehicle and a trailer. The trailer backup assist system also includes a steering input device that provides a backing path of the trailer. Further, the trailer backup assist system includes a controller that generates a steering command for the vehicle based on the hitch angle and the backing path. The controller generates a countermeasure for operating the vehicle when the sensor fails to sense the hitch angle.

A turning behavior control device for a vehicle includes a yaw rate detection unit, a brake unit, a drive source, and a travel control unit. The travel control unit includes a deviation value calculation unit that calculates a deviation between a reference yaw rate for determining the degree of understeer during turning of the vehicle and an actual yaw rate detected by the yaw rate detection unit, a braking force control unit that outputs, to the brake unit, a first signal for applying the braking force to a turning inner-side rear wheel or a turning inner-side front wheel when determining that the deviation exceeds a predetermined deviation reference value, and a driving force control unit that outputs, to the drive source, a signal for applying a driving force to a turning outer-side rear wheel or a turning outer-side front wheel when the braking force control unit outputs the signal.

A driver assistance method for driving a road vehicle and including the steps of: determining whether the road vehicle, while driving along a bend, is oversteering or understeering or is about to oversteer or understeer; and generating a tactile feedback, which can be perceived by a driver, if the road vehicle, while driving along the bend, is oversteering or understeering or is about to oversteer or understeer.

A computer-implemented method that, when executed by data processing hardware of a vehicle, causes the data processing hardware to perform operations is provided. The operations include gathering sensor data, calculating one or more groove detection confidence values with the sensor data using one or more groove detection modules, evaluating the one or more groove detection confidence values using a road groove detection fusion module, determining whether a road groove is detected, communicating road groove data to an advanced driver-assistance system, and adapting trajectory and steering controls of the vehicle.

The information processing device includes a processor, and the processor inputs information on a course on which the vehicle travels, setup information on a setup of the vehicle, and feedback information from a driver driving the vehicle into a learned model, and proposes an optimal setup when the vehicle travels on the course based on an output from the learned model.

The disclosure relates to the field of vehicle technologies, and specifically, to a vehicle control method and system, a vehicle, a control apparatus, a vehicle-mounted device, and a computer-readable storage medium. The disclosure aims to solve the following technical problem: Since a distinction between understeering and oversteering conditions is not taken into consideration when increasing the engine torque, there is still room for improvement in a formulated engine torque increasing strategy. For this purpose, the disclosure provides a vehicle control method and system, a vehicle, a control apparatus, a vehicle-mounted device, and a computer-readable storage medium, where the control method includes: when an abnormal state occurs in a vehicle in a steering condition, determining whether the current abnormal state is understeering or oversteering; and adjusting torque of the vehicle based on a determining result and a torque amount adjustment mechanism predetermined for the current abnormal state. Through such settings, a feasible torque adjustment strategy can be provided for each of the understeering and oversteering conditions.

The present invention relates to a system for vehicle motion control (100) of a vehicle with at least a steering system and one or more of a brake system (24) and a torque vectoring system. a number of sensors (11.21) for sensing at least vehicle speed or wheel speed, yaw rate and wheel angle, said vehicle motion control system comprising a Yaw Stability Control (YSC) functionality comprising an oversteer control function, wherein the YSC function is arranged to be fail-operational.

A method for controlling driveline torque on an electrified powertrain based on obstacle detection is provided. The electrified powertrain includes a first eMotor, a second eMotor and an internal combustion engine (ICE). An obstacle is detected proximate to the vehicle. A proximity signal is communicated to a first torque module that determines a first torque limit. A road surface is detected. A traction limit signal is communicated to a second torque module that determines a second torque limit. A road curvature is detected. A curvature signal is communicated to a third torque module that determines a third torque limit. A safety tolerance is determined based on the first, second and third torque limit. A first torque request is communicated to the ICE. A second torque request is communicated to the first eMotor. A third torque request is communicated to the second eMotor.