A vehicle stability control method and a vehicle stability control device are provided. The method may be applied to an intelligent automobile field such as intelligent driving or autonomous driving, and is used to control lateral stability of a front axis and rear axis distributed driven vehicle. In this method, a yawing movement of the vehicle is considered, and an additional yawing moment for maintaining lateral stability of the vehicle is provided by compensating for front-axis and rear-axis slip ratios, to control lateral stability of the vehicle and therefore improve stability of the vehicle during driving.

An apparatus for estimating a friction coefficient of a road surface is provided. The apparatus includes a current sensor configured to measure a control current value of a rear wheel steering (RWS) motor, a stroke sensor configured to measure a stroke value indicating a movement amount of a rear wheel steering link, and a controller configured to estimate the friction coefficient of the road surface based on the control current value measured by the current sensor and the stroke value measured by the stroke sensor.

A vehicle control system includes a controller comprising one or more processors. The controller is configured to determine a respective force exerted on a route segment by a first wheel of a plurality of wheels of a vehicle and obtain a respective available adhesion value for the first wheel at an interface with the route segment. The controller is configured to determine a respective effective adhesion value to utilize for driving rotation of the first wheel. The effective adhesion value is within a designated wheelslip margin relative to the available adhesion value for the first wheel without exceeding the available adhesion value. The controller is further configured to assign a torque setting to rotate the first wheel based at least in part on the respective force exerted on the route segment by the first wheel and the effective adhesion value for the first wheel.

A method for determining a coefficient-of-friction, the method including braking a first wheel of a vehicle such that a slip between the first wheel and a roadway is less than a slip between a second wheel of the vehicle and the roadway, and determining a coefficient-of-friction between the first wheel and the roadway based on the behavior of the first wheel during the braking. The method optionally including hazard braking the vehicle.

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 orientation control device is provided in a four wheel drive vehicle capable of applying braking and driving force to each of the vehicle wheels. The vehicle orientation control device (24) is provided in a vehicle control device (10) for controlling the four wheel drive vehicle and includes a standard yaw rate calculating unit (25), a yaw rate sensor (22), a target yaw moment calculating unit (26), a braking and driving force commanding unit (15), and a yaw moment control unit (27). The yaw moment control unit (27) includes an allocation ratio varying unit (27a) for continuously changing the front and rear allocation ratio of the yaw moment control torque to be distributed to the front and rear wheels (3) and (2) in dependence on the detected actual yaw rate that is detected by the yaw rate sensor (22).

In the present invention, a controller includes: a first vehicle behavior signal input portion configured to input a first vehicle behavior signal obtained based on acquired position information on an own vehicle and a speed in a longitudinal direction of the own vehicle; a second vehicle behavior signal input portion configured to input a second vehicle behavior signal detected by a vehicle behavior detection portion; and a motion state estimation portion configured to estimate a first motion state of the own vehicle based on the first vehicle behavior signal and the second vehicle behavior signal.

The present disclosure provides a method of controlling braking of an electric vehicle in which friction braking force generated by a friction braking unit is applied to front wheels and regenerative braking force generated by a motor is applied to rear wheels includes: determining driver's request braking force by a controller based on a driver's braking-input value; detecting driving information and state information of the vehicle by a detection unit; and determining a braking mode of the vehicle that satisfies the driver's request braking force by the controller based on the detected information and information of running state of the vehicle obtained from the detected information. In addition, the present disclosure provides a system of controlling braking of an electric vehicle.

A vehicle stability control device is mounted on a vehicle in which a front tire wears faster than a rear tire. An equation for calculating a target yaw rate includes a stability factor of the vehicle as a parameter, wherein the calculated target yaw rate becomes lower as the stability factor becomes larger. Understeer degree increases as the target yaw rate becomes higher than an actual yaw rate. When the understeer degree exceeds an activation threshold, vehicle stability control is activated. The vehicle stability control device further performs wear coping processing. In the wear coping processing, a wear degree parameter being wear degree of the front tire or a difference in wear degree between the front tire and the rear tire is calculated. When the wear degree parameter exceeds a wear threshold, the vehicle stability control device corrects the stability factor to be larger than a default setting value.

A surface adaptation method suitable for a vehicle includes evaluating a plurality of longitudinal forces with respect to a plurality of sampling points, evaluating a plurality of wheel slips with respect to the plurality of sampling points, determining a maximum longitudinal force from the plurality of longitudinal forces, and determining a wheel slip threshold from the plurality of wheel slips. The wheel slip threshold corresponds to the maximum longitudinal force.