Systems and methods for operating a driveline of a vehicle that includes an automatic transmission and a torque converter are described. In one example, vehicle launch is controlled according to a linear quadratic regulator that provides feedback control according to torque converter slip error and vehicle speed error. The vehicle launch is also controlled according to feed forward control that is based on requested torque converter slip and requested vehicle speed.

Provided is a vehicle turning control device which prevents a target yaw rate from being unstable, even if a control gain is changed in accordance with the magnitude of a yaw rate deviation or a road surface frictional coefficient. This vehicle turning control device includes a target yaw rate correction (32). The correction (32) calculates a target yaw rate with respect to the control gain determined based on a vehicle traveling information, using at least one of a plurality of calculated target yaw rates. The control gain is determined such that, as a road surface frictional coefficient decreases or as a yaw rate deviation increases, a yaw response characteristic approaches a basic yaw response characteristic from an initial yaw response characteristic.

Embodiments of this application disclose a vehicle control method and device, where the method includes: calculating a longitudinal force interference compensation torque and a lateral force interference compensation torque of a vehicle when a flat tire occurs in the vehicle; calculating a feedback control torque of the vehicle; determining an additional yaw moment based on the longitudinal force interference compensation torque, the feedback control torque, and the lateral force interference compensation torque; and controlling, based on the additional yaw moment, a wheel in which the flat tire occurs.

[Problem] To achieve an optimum operation following purpose change.

[Solution] Provided is an information processing device including an action value calculation unit configured to calculate an action value that determines behavior of an operation unit, and the action value calculation unit dynamically calculates, based on an acquired purpose change factor and a plurality of first action values learned based on rewards different from each other, a second action value to be input to the operation unit. In addition, provided is an information processing device including a feedback unit configured to determine, based on an operation result of an operation unit that performs dynamic behavior based on a plurality of action values learned based on rewards different from each other, excess and insufficiency related to the action values, and control information notification related to the excess and insufficiency.

Systems and methods for operating a driveline of a vehicle that includes an automatic transmission and a torque converter are described. In one example, vehicle launch is controlled according to a linear quadratic regulator that provides feedback control according to torque converter slip error and vehicle speed error. The vehicle launch is also controlled according to feed forward control that is based on requested torque converter slip and requested vehicle speed.

Disclosed herein are methods and systems for efficient optimal control with dynamic modeling for an autonomous vehicle (AV). The method may include acquiring vehicle status information for the AV, determining a longitudinal velocity of the AV, determining a driving style factor, wherein the driving style factor is dependent on at least road scenarios, obtaining an optimal control factor from a look-up table (LUT) using the determined longitudinal velocity and the determined driving style factor and providing an updated control command (such as a steering command) based on the obtained optimal control factor. The driving style factor may be determined from at least vehicle status, desired trajectory, current linear velocity and like parameters and ranges between a gentle driving mode and an aggressive driving mode.

Disclosed is a system and method for controlling a vehicle using a predetermined driving mode of a driving route. A vehicle includes an engine, a speed detector configured to detect a driving speed; a slope detector configured to detect a slope of a road. The vehicle further comprises a controller configured to control driving of the engine using a predetermined driving mode. While controlling the vehicle according to the predetermined driving mode, the controller obtains current road condition information based on the vehicle's driving speed and slope of the load, and determines whether the vehicle deviates from a route based on the current road condition information and reference road condition information. When it is determined that the vehicle deviates from the route of the predetermined driving mode, the controller ends the predetermined driving mode and starts a general driving mode.

A vehicle control device includes: a target traveling path setting unit that sets a target traveling path of an own vehicle; a reference position setting unit that sets a reference position of the own vehicle for specifying a position of the own vehicle with respect to the target traveling path; and a control unit that controls a steering assist amount of a steering wheel, based on a positional deviation being a deviation between the target traveling path set by the target traveling path setting unit and the reference position of the own vehicle set by the reference position setting unit. The reference position setting unit changes the reference position according to a vehicle speed.

Disclosed embodiments provide a technical improvement for providing localization for a transportation vehicle by detecting road wear reference lines in a roadway on which the transportation vehicle is travelling and controlling, guiding or otherwise facilitating alignment of the transportation vehicle wheel centers with the detected centers of the road wear.

The vehicle turning control device for a vehicle includes a first road surface frictional coefficient calculator (22), a second road surface frictional coefficient calculator (25), a control gain calculator (23), a target yaw rate calculator (21), a target yaw rate corrector (27), a first braking/driving force calculator (24), and a second braking/driving force calculator (28). A second road surface frictional coefficient 2 is obtained without braking/driving forces for respective wheels (2) being taken into consideration, and thus has a magnitude smaller than or equal to the magnitude of a first road surface frictional coefficient 1. A braking/driving force command value calculator (29) calculates a braking/driving force command value from a braking/driving force (FA) and a braking/driving force (FB) which are respectively calculated with use of the first and second road surface frictional coefficients 1 and 2.