Methods and systems for controlling a hydromechanical transmission are proposed. In one example, a control method for a hydrostatic unit of a hydromechanical variable transmission (HVT) is presented, comprising controlling the hydrostatic unit via a feedforward control architecture including a non-linear, multi-coefficient model, wherein the hydrostatic unit comprises a hydrostatic pump and a hydrostatic motor. A desired differential pressure of the hydrostatic unit or a desired hydraulic pump displacement may be used as inputs for the model, where the model's output is a pressure difference for a pump control piston coupled to a swash plate of the hydrostatic unit. Use of the non-linear model permits the hydrostatic unit to be controlled based on load, speed, and/or torque, thereby increasing the adaptability of the control system.

The present application discloses a vehicle driving control method, an apparatus, a vehicle, an electronic device and a storage medium, relates to artificial intelligence, automatic driving and intelligent transportation in computer technology. Including: dividing a preset driving time period of a vehicle, to acquire multiple driving time points, successively acquiring driving information at a first time point in adjacent driving time points, acquiring driving information at a second time point in the adjacent driving time points according to the driving information at the first time point and a pre-configured driving control amount, calibrating the driving control amount according to the driving information at the first time point and the driving information at the second time point, and determining a driving path between the adjacent driving time points based on the calibrated driving control amount, and controlling a driving of the vehicle according to the driving path.

Provided are a driving force control method and device for a hybrid vehicle, each capable of effectively absorbing torque fluctuation of an engine while suppressing deterioration in energy efficiency. The driving force control device for a hybrid vehicle comprises a PCM configured to: estimate an average torque output by an engine; estimate a torque fluctuation component of the torque output by the engine; set a countertorque for suppressing the estimated torque fluctuation component; and control an electric motor to output the set countertorque, wherein the PCM is operable, under a condition that the average torque output by the engine is constant, to set the countertorque such that, as an engine speed of the engine becomes larger, the absolute value of the countertorque becomes larger.

A number of illustrative variations may include a system and method of controlling vehicle slowing while implementing brake-to-steer functionality that may include providing a feed-forward gain on vehicle propulsion torque to achieve or maintain target longitudinal acceleration and replicate the behavior of a vehicle not using brake-to-steer. The system may manipulate propulsion of the vehicle to manage longitudinal acceleration disturbance and speed disturbance during brake-to-steer.

Provided are a driving force control method and device for a hybrid vehicle, each capable of effectively absorbing torque fluctuation of an engine while suppressing deterioration in energy efficiency. The driving force control device for a hybrid vehicle comprises a PCM configured to: estimate an average torque output by an engine; estimate a torque fluctuation component of the torque output by the engine; set a countertorque for suppressing the estimated torque fluctuation component; and control an electric motor to output the set countertorque, wherein the PCM is operable, under the condition that the average torque output by the internal combustion engine is constant, to set a negative control gain such that, as an engine speed becomes higher, the absolute value of the control gain becomes smaller, and then to set the countertorque based on a product of the estimated torque fluctuation component and the control gain.

When an abnormality occurs in the main ECU, assist control A or B is executed by the substitute ECU as emergency traveling path control. The assist control A is executed when the target path TP_RS does not intersect the white lane. In the assist control A, feedforward control is executed for making the subject vehicle M travel along the target path TP_RS. In the assist control A, feedback control is also executed to keep the distance LD_CL in the transverse direction from the center of the traveling lane to the reference position. The assist control B is executed when the target path TP_RS intersects the white lane. In the assist control B, only the feedforward control is executed in which the subject vehicle M is controlled to travel along the target path TP_RS.

An autonomous parking control device executes vehicle traveling control that calculates a command value of a propulsive force based on an operating state, and moves the vehicle to a target position autonomously by controlling a propulsive force generating device in accordance with the command value. The control device executes an additional command value varying process of adding a predetermined additional command value to the command value when the vehicle stops due to the propulsive force being insufficient during the vehicle traveling control, and decreasing or keeping the additional command value by a predetermined degree of suppression, when the vehicle which is stopped is started. Here, when executing the additional command value varying process in the first position far from the target position, the degree of suppression is set to be smaller as compared with a case of executing the process in a second position close to the target position.

Methods and systems for controlling a hydromechanical transmission are proposed. In one example, a control method for a hydrostatic unit of a hydromechanical variable transmission (HVT) is presented, comprising controlling the hydrostatic unit via a feedforward control architecture including a non-linear, multi-coefficient model, wherein the hydrostatic unit comprises a hydrostatic pump and a hydrostatic motor and a desired differential pressure of the hydrostatic unit or a desired hydraulic pump displacement may be used as inputs for the model, where the model’s output is a pressure difference for a pump control piston coupled to a swash plate of the hydrostatic unit. Use of the non-linear model permits the hydrostatic unit to be controlled based on load, speed, and/or torque, thereby increasing the adaptability of the control system.

A vehicle travel control device executes trajectory following control to make the vehicle follow a target trajectory. A delay time represents control delay of the trajectory following control. A delay compensation time is at least a part of the delay time. The trajectory following control includes: displacement estimation processing that estimates a displacement of the vehicle in the delay compensation time; and delay compensation processing that corrects a deviation between the vehicle and the target trajectory based on the estimated displacement to compensate the control delay. The displacement estimation processing is effective in an effective period and ineffective in an ineffective period. When the ineffective period is included in the delay time of the trajectory following control, the displacement estimation processing is executed in a temporary mode by using sensor-detected information in the effective period without using the sensor-detected information in the ineffective period.

A vehicle includes a powertrain and a controller. The controller, responsive to a parameter indicative of a grade on which the vehicle is travelling having a value greater than a threshold, and a given accelerator pedal input, commands the powertrain to produce an amount of drive torque for the vehicle that is based on the value.