A method includes identifying suspension stiffness data and suspension deflection data associated with corresponding distal ends of one or more axles of an autonomous vehicle (AV). The method further includes determining, based on the suspension deflection data and the suspension stiffness data, driving constraint data for traveling at least a portion of a route. The method further includes causing, based on the driving constraint data, performance of a corrective action associated with the AV during the traveling of the at least a portion of a route.

An apparatus and a method for controlling motion of a vehicle to improve turning motion performance are provided. The processor determines a riding position of a user, receives information about a steering angle of the vehicle, and outputs a vehicle control signal with regard to turning motion performance according to at least one of a phase difference between a yaw rate and lateral acceleration or a lateral slip angle with respect to the riding position, based on the received steering angle. A controller controls the vehicle in accordance with the vehicle control signal. The apparatus provides a passenger of the vehicle with optimal turning motion performance.

A method of controlling drivability of a vehicle detects an overall load acting on the vehicle. A mass of the vehicle or an estimate thereof is obtained. A controller determines whether the vehicle is negotiating a curve during a driving situation. If the vehicle is negotiating a curve during the driving situation, the controller determines whether the vehicle has a tendency to oversteer or to understeer. The load acting on the vehicle is dynamically changed or a suspension stiffness of the vehicle is dynamically adjusted to reduce the tendency of the vehicle to oversteer or to understeer.

A lateral rollover risk warning device can report vehicle rollover risk in real time during traveling with no need for inputting radius of a curved path in advance.

It includes a first acceleration sensor detecting an external force applied in up-down direction of a vehicle body; an angular velocity sensor detecting a rotation around vehicle axis of vehicle body; and a second acceleration sensor detecting an external force in right-left direction of vehicle body, with an arithmetic part using detection results given by first acceleration sensor and angular velocity sensor to calculate a limit index of vehicle being led to a rollover, and using detection result given by second acceleration sensor to calculate a comparative index to be compared with limit index in real time; and a reporting part using limit index and comparative index to report lateral rollover risk warning information telling the rollover risk.

A center-of-gravity detecting system includes a motion detector for detecting a vertical motion of a travelling object and a horizontal motion of the travelling object, and an arithmetic unit that calculates a center-of-gravity location of the travelling object using the frequency of a vertical motion of the travelling object, a frequency of the horizontal motion of the travelling object, a central angle of the horizontal motion of the travelling object, and the width of the traveling object. The arithmetic unit calculates a center-of-gravity location, using the frequency of the vertical motion, a frequency of the horizontal motion, the center-of-gravity location, and the length of the travelling object in the travel direction.

Systems and methods for determining a maximum phase recovery envelope are disclosed herein. In one example, a system includes a processor and a memory having a vehicle control module. The vehicle control module includes instructions that, when executed by the processor, cause the processor to determine a critical point on a phase plane indicating a maximum defined recovery point a vehicle can recover from, perform forward and reverse simulations from the critical point to define outermost contours of a maximum phase recovery envelope using parameters and state of the vehicle, and cause the vehicle to operate within the maximum phase recovery envelope.

An apparatus for grade severity detection in a motorized vehicle includes a first sensor and a second sensor that provides data to a controller. The first sensor is configured to generate motion data indicative of at least one wheel of the motorized vehicle. The second sensor generate data, which is indicative of torque for at least one wheel of the motorized vehicle. The controller is configured to calculate a pitch of the motorized vehicle based on the torque data and one or more acceleration values derived from the position data and configured to perform a comparison of the calculated pitch to a pitch threshold. A grade severity message is generated based on the comparison.

A loading calculation module includes a storage unit, an inertial sensing unit and a calculation unit. The first storage unit is configured to store a relationship between an engine performance and a load, a sprung mass, a centroid distance between a sprung centroid, a rotation center and a moment of inertia. The inertial sensing unit is configured to detect a tilt angle, a tilt angular velocity, a tilt angular acceleration and a lateral acceleration. The calculation unit is configured to obtain a load corresponding to the engine performance according to the relationship between the engine performance and the load; and obtain a load position according to the moment of inertia, the tilt angle, the tilt angular velocity, the tilt angular acceleration, the lateral acceleration, the load and the centroid distance.

An apparatus of determining a target steering angle, may include: a feedforward steering angle calculator configured for determining a feed forward steering angle reflecting a yaw moment generated by torque vectoring during turning driving of an electric vehicle in autonomous driving; and an adder configured for obtaining a target steering angle by adding the determined feedforward steering angle to a feedback steering angle, the feedback steering angle being a steering angle measured through a steering angle sensor.

The present invention achieves a technique that not only makes it possible to reduce sensor-related cost but also makes it possible to estimate a ground contact load of a vehicle with sufficiently high accuracy. A ground contact load estimation device (100) causes an acquisition section to acquire a physical quantity related to a vehicle, causes a reference inertia load calculation section (111) to calculate a reference inertia load with use of the physical quantity, uses the physical quantity to cause a correction value calculation section (112) to calculate an inertia load correction value, and causes an inertia load estimation section (110) to estimate an inertia load by adding the inertia load correction value to the reference inertia load.