A method for controlling a longitudinal position of a vehicle involves a longitudinal positioning control system generating a longitudinal acceleration control signal from a longitudinal dynamic feedforward set point and from longitudinal dynamic control error quantities for a subordinate acceleration control unit acting on a drive device and braking device of the vehicle. A current control reference point corresponding to a current time point and at least one forward control reference point corresponding to a presettable look-ahead time point are determined as control-relevant time points, current or predicted actual/required deviations of a longitudinal position, of a driving speed and of acceleration are determined for each of the control reference points and provide the basis for forming the longitudinal dynamic control error quantities, and required values of an acceleration are determined for each of the control reference points and provide the basis for forming the longitudinal dynamic feedforward set point.

A driving torque command generating apparatus of a vehicle may include: a driving input sensor configured to detect a driving input value of a driver, including a pedal input value, in response to a manipulation of an accelerator pedal of the vehicle; a motor speed sensor configured to detect a motor speed of a drive motor of the vehicle; a wheel speed sensor configured to detect a wheel speed of a wheel of the vehicle; and a controller configured to obtain torsional state observation value information, which indicates a torsional state observation value derived from a vehicle drive system of the vehicle, according to the detected motor speed, the detected wheel speed, and a previously-generated motor torque command, and to generate a motor torque command based on the detected driving input value and the obtained torsional state observation value information.

According to some embodiments, a system receives a first control command and a speed measurement of the ADV. The system determines an expected acceleration of the ADV based on the speed measurement and the first control command. The system receives an acceleration measurement of the ADV. The system determines a feedback error based on the acceleration measurement and the expected acceleration. The system updates a portion of the calibration table based on the determined feedback error. The system generates a second control command to control the ADV based on the calibration table having the updated portion to control the ADV autonomously according to the second control command.

An autonomous driving system for vehicles includes: an autonomous driving controller for controlling autonomous driving of a host vehicle based on information of nearby vehicles and requesting warning and handover upon determining that a failure in autonomous driving of nearby vehicles has occurred; a communication controller for requesting the warning and handover; selecting an emergency target vehicle and requesting a driving mode of following the emergency target vehicle upon receiving autonomous driving failure information; a human-machine interface device for outputting warning and handover information in response to the request of the autonomous driving controller and the communication controller; and a host vehicle driving controller for controlling driving of the host vehicle in response to the request of the autonomous driving controller and the communication controller.

A vehicle state estimation device for a vehicle provided with an inertial measurement sensor and a wheel speed sensor includes: a vehicle state estimation unit that estimates a vehicle state including a vehicle velocity based on an acceleration and an angular velocity acquired by the inertial measurement sensor and a wheel speed acquired by the wheel speed sensor; and a determination unit that determines whether a wheel is slipping. The estimation unit estimates a steady-state vehicle velocity based on the wheel speed and calculates a transient vehicle velocity by time integration based on the acceleration and the angular velocity. When the wheel is slipping, the estimation unit decides an estimated value of the vehicle velocity to be close to the transient vehicle velocity, and when the wheel is not slipping, the estimation unit decides the estimated value of the vehicle velocity to be close to the steady-state vehicle velocity.

A vehicular lane centering system is enabled responsive to speed of the vehicle exceeding a threshold speed and includes a camera and a processor. Based on processing of captured image data, the system determines position of a left lane delimiter and a right lane delimiter on the road. The system establishes a left safe zone delimiter based on the determined position of the left lane delimiter and a right safe zone delimiter based on the determined position of the right lane delimiter. With the system enabled, the system takes corrective action responsive to the vehicular lane centering system determining that the vehicle is at risk of unintentionally crossing the left safe zone delimiter or the right safe zone delimiter. When the system does not determine position of the left lane delimiter or the right lane delimiter for a first period of time, corrective action taken by the system is reduced.

A vehicle driving force control method is provided. The vehicle driving force control method includes collecting vehicle driving information, estimating speed of a driving system of a vehicle from the collected vehicle driving information and calculating speed difference between measurement speed of the driving system and the estimated speed of the driving system, obtaining torque command rate information from the calculated speed difference, limiting a variation of reference torque command determined according to the vehicle driving information based on the acquired torque command rate information to determine final torque command, and controlling operation of a vehicle driving device according to the final torque command.

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 driver assistance system is configured to determine or receive a setpoint value for a control variable of the motor vehicle, to determine or receive an actual value for the control variable of the motor vehicle, to determine a correction value for reducing a deviation between the setpoint value for the control variable and the actual value for the control variable depending on the deviation between the setpoint value for the control variable and the actual value for the control variable, to compare the correction value with a first threshold value, and at least to limit a future change in the setpoint value for the control variable which increases the deviation between the target value for the control variable and the actual value for the control variable depending on the comparison of the correction value with the first threshold value.

A control method is provided for controlling a lateral position of a motor vehicle. The control method includes calculating a sighting distance of a detector means embedded in the vehicle, calculating a first component of a steering angle setpoint of a steered wheels of the vehicle, and calculating a second component of the steering angle setpoint. The first component is an open loop component of a control system, while the second component is a closed loop component of the control system. The first component is weighted by a gain that is a decreasing function of the sighting distance.