A method for operating a drive device for a motor vehicle including an internal combustion engine and an electrical machine. A drive shaft of the internal combustion engine can be coupled to a machine shaft of the electrical machine by a shift clutch. The shift clutch is opened in a first shift state for decoupling the internal combustion engine and the electrical machine, and is closed in a second shift state for coupling the internal combustion engine and the electrical machine. When a switching occurs from the first shift state to the second shift state, a clutch target torque that is set at the shift clutch is determined in a first mode of operation by a closed-loop control, and in a second mode of operation is determined by an open-loop control.

A method and an apparatus for controlling an engine clutch are provided. The method includes determining whether an engine start condition is satisfied when an engine is stopped and performing an engine cranking operation by operating a hybrid starter & generator (HSG) when the engine start condition is satisfied. Whether an engine speed is greater than or equal to a first reference speed is determined to thus reduce an HSG torque. Then, whether the engine speed is greater than or equal to a second reference speed is determined to thus calculate a target speed of the engine. A speed control of the engine is performed using the target speed of the engine while determining whether an engine clutch engagement condition is satisfied. An engine clutch is engaged when the engine clutch engagement condition is satisfied.

Certain driver-assist features of a vehicle require incredibly precise longitudinal control of the vehicle. Achieving the precise control requires up-to-date knowledge of performance parameters of a brake system of the vehicle, which may vary extensively based on a wide set of influences outside the control of the brake system. The present disclosure proposes techniques to determine these parameters, for example, by stopping the vehicle early in maneuvering in order to study the brake performance, so that precise longitudinal control of the vehicle may be realized.

An electrified axle system includes a pair of wheels, a super positioning torque vectoring differential coupled between the wheels, and a controller. The super positioning torque vectoring differential includes a traction motor and a vectoring motor. The controller operates the vectoring motor in speed control mode to reduce a speed difference between the wheels responsive to the difference exceeding a threshold, and operates the vectoring motor in torque control mode responsive to the difference falling within a target range and an accelerator pedal position achieving a value that depends on lateral acceleration associated with the system.

A method is for operating a vehicle which has actuators for influencing a driving behavior of the vehicle. The method includes sensing a setpoint for the driving behavior, in particular a steering angle set by a driver, and depending on the setpoint for the driving behavior, a first pilot control variable is determined using a model for the vehicle. Depending on the first pilot control variable, a second pilot control variable is determined using at least two partial models for the driving behavior of the vehicle, which differ due to the use of at least one of the actuators. Depending on the first pilot control variable and depending on the second pilot variable, a first setpoint for a first actuator is determined. The first setpoint is output in order to actuate the first actuator.

A travel control device assists automatic traveling of a vehicle by controlling a target vehicle speed, which is a target value of an actual vehicle speed, when making the vehicle travel to a target point. The travel control device includes a setting unit for executing a setting process for setting the course of the target vehicle speed until the vehicle reaches the target point, based on the actual vehicle speed and the target point. If a request to change the vehicle speed occurs during execution of the automatic traveling and the actual vehicle speed is changed based on the request, the setting unit executes a resetting process for resetting the course of the target vehicle speed, based on the actual vehicle speed when the request is canceled and a remaining distance from a position of the vehicle when the request is canceled to the target point.

A method automatically controls a motor vehicle with wheels including at least two steered wheels. The method includes the following steps: the motor vehicle acquiring parameters relating to an obstacle avoidance trajectory, and a computer computing a provisional control instruction for an actuator for braking the steered wheels, based on the parameters and by way of a closed-loop controller. The method also includes the following steps: acquiring a lateral acceleration or a roll angle to which the motor vehicle is subject, and computing, in open-loop mode, a correction term or the provisional control instruction, based on the acquired lateral acceleration or roll angle.

An advanced driver-assistance system (ADAS) comprises: a sensor; a behavior planner that performs multi-policy lane change assistance for a vehicle by evaluating multiple scenarios based on an output of the sensor using a cost-based architecture, the cost-based architecture including a Markov decision process (MDP) with a discounted horizon approach applied to pre-chosen open-loop optimistic policies that are time based, wherein the behavior planner uses the MDP for choosing among the pre-chosen open-loop optimistic policies based on respective costs associated with the pre-chosen open-loop optimistic policies, the costs determined by performing a rollout for at least one gap in a fixed time horizon; a motion planner receiving an output of the behavior planner based on the MDP; and a controller receiving an output of the motion planner and determining vehicle dynamics of the vehicle for a next timestep.

An evaluation device (10) for an interconnection of at least one first control circuit and one second control circuit for incorporating an interference signal (w), wherein the interconnection comprises at least one first controller (A) for regulating a first control variable (yA) on the basis of a first steering signal (sA) in the first control circuit, and at least one second controller (B) for regulating a second control variable (yB) on the basis of a second steering signal (sB) in the second control circuit, wherein the first steering signal (sA) of the first controller (A) comprises a second output signal (uB) of the second controller (B), comprising an input interface (11) for receiving an interference signal (2), wherein the evaluation device (10) is configured to determine at least one first model steering signal (wA) for the first controller (A) and a second model steering signal (wB) for the second controller (B) based on the interference signal (w), and at least one output interface (12) for incorporating the first model steering signal (wA) in the first steering signal (sA) and the second model steering signal (wB) in the second steering signal (sB) such that the first steering signal (sA) comprises a portion of the interference signal (w) and the second steering signal (sB) comprises a portion of the interference signal (w), in order to take into account the interference signal (w) as a steering signal when regulating a technological process.

Systems, methods, and computer program products for autonomous car-like ground vehicle guidance and trajectory tracking control. A multi-loop 3DOF trajectory linearization controller provides guidance to a vehicle having nonlinear rigid-body dynamics with nonlinear tire traction force, nonlinear drag forces and actuator dynamics. The controller may be based on a closed-loop PD-eigenvalue assignment and a singular perturbation (time-scale separation) theory for exponential stability, and controls the longitudinal velocity and steering angle simultaneously to follow a feasible guidance trajectory. A line-of-sight based pure-pursuit guidance controller may generate a 3DOF spatial trajectory that is provided to the 3DOF controller to enable target pursuit and path-following/trajectory-tracking. The resulting combination may provide a 3DOF motion control system with integrated simultaneous steering and speed control for automobile and car-like mobile robot target pursuit and trajectory-tracking.