A method for predicting whether another vehicle in the driving-environment of an ego-vehicle will execute a lane-change, based on observations of the driving-environment of the ego-vehicle, including: the observations are supplied to individual classificators; based on at least a portion of the observations, each individual classificator, in accordance with an individual instruction, ascertains an individual probability that the other vehicle will change lanes; the driving situation in which the ego-vehicle finds itself is classified as a whole by a situation classificator into one of several discrete classes; a record of weighting factors, assigned to the class into which the situation-classificator has classified the driving-situation, is ascertained, that indicates the relative weighting of the individual classificators for this driving situation; the individual probabilities are set off against the weighting-factors to form an overall probability that the other vehicle will change lanes. A method for training weighting-factors and related computer-program are described.

A system for controlling turning of vehicle may include a steering angle detection sensor; a front inner wheel speed detection sensor detecting a front inner wheel speed; a front outer wheel speed detection sensor detecting a front outer wheel speed; a rear outer wheel speed detection sensor detecting a rear outer wheel speed based on a turning direction; and a braking controller receiving detection signal of the steering angle detection sensor to determine that the vehicle turns, estimating the rear inner wheel speed in the turning direction based on detection signals of the front inner wheel speed detection sensor and the front outer wheel speed detection sensor and detection signal of the rear outer wheel speed detection sensor, and executing a mode for decreasing the estimated speed as compared to the rear outer wheel speed, as a control mode for reducing a minimum rotation radius at the time of turning.

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.

Described herein is a method and arrangement of curve speed adjustment for a road vehicle (1). Obtained is data on: current ego velocity (v.sub.E), distance (d) and curvature (r) of an upcoming road segment, represented by a set of control points (P.sub.n, P.sub.n+1, etc.) to be negotiated; road property of a road comprising the road segment; environmental properties; and driver properties. The obtained data is continuously streamed to a data processing arrangement (12) arranged to perform a translation to target velocities (v.sub.road, n, v.sub.road, n+1, etc.) for the respective control points (P.sub.n, P.sub.n+1, etc.) and, for each respective control point (P.sub.n, P.sub.n+1, etc.), a translation from target velocity (v.sub.road, n, v.sub.road, n+1, etc.) for that control point (P.sub.n, P.sub.n+1, etc.) and distance (d.sub.n, d.sub.n+1, etc.) to that control point (P.sub.n, P.sub.n+1, etc.) and obtained current ego velocity (v.sub.E), to a target acceleration (a.sub.n, a.sub.n+1, etc.) to reach that control point (P.sub.n, P.sub.n+1, etc.) at its target velocity (v.sub.road, n, v.sub.road, n+1, etc.). The resulting target accelerations (a.sub.n, a.sub.n+1, etc.) are continuously streamed to a control unit (14) of the road vehicle (1) to adjust the road vehicle (1) acceleration to reach each respective control point (P.sub.n, P.sub.n+1, etc.) at its target velocity (v.sub.road, n, v.sub.road, n+1, etc.).

A hybrid electric powertrain includes an electric machine delivering torque to an engine in an engine start event having initial cranking and transition phases. In response to a request for an engine start event, a controller commands delivery of the motor torque to the crankshaft. In the initial cranking phase the controller regulates crankshaft acceleration from zero speed up to a target cranking speed in a closed-loop manner via a predetermined fixed profile. In the transition phase, the crankshaft accelerates from the target cranking speed to a target idle speed using a feed-forward torque value blended, using a calibration table, from a predetermined engine drag torque to a reported engine torque. In the transition phase the controller periodically adjusts a speed trajectory of the crankshaft, with the magnitude and frequency of adjustment based on combustion of the engine and calibration of the feed-forward torque.

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 an engine speed is constant, to set the countertorque such that, as the average torque output by the engine becomes larger, the absolute value of the countertorque becomes larger.

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 an engine speed is constant, to set the countertorque such that, as the average torque output by an engine becomes larger, the absolute value of the countertorque becomes smaller.

A drive system includes: a drive device including an electric motor; and a torque controller that controls operations of the electric motor to control torque output from the electric motor. The torque controller includes a target-motor-torque determiner that determines target motor torque based on a sum of motor requested torque and a value obtained by multiplying a gain by sprung-portion-vibration-control torque. The target motor torque is a target value of the torque output from the electric motor. The motor requested torque is determined based on vehicle requested torque requested for driving of the vehicle. The torque controller includes a gain determiner that determines the gain to a value that is less when an absolute value of the motor requested torque is small with respect to the sprung-portion-vibration-control torque than when the absolute value is large with respect to the sprung-portion-vibration-control torque.

The vehicle control device includes a speed calculation unit, a speed estimation unit, a motion feedback calculation unit, and a slip estimator. The speed calculation unit calculates a speed in a predetermined direction of a vehicle on the basis of a feature quantity. The speed estimation unit estimates a speed in the predetermined direction on the basis of a speed or acceleration detected by a motion detector. The motion feedback calculation unit performs feedback calculation in which a value obtained, through a proportional gain, from a deviation between a calculation speed calculated by the speed calculation unit and an estimation speed estimated by the speed estimation unit, is added to the feature quantity. The slip estimator compares the calculation speed with the estimation speed, and estimates that the vehicle is in a slip state in the predetermined direction, when the estimation speed exceeds the calculation speed.

A vehicle traveling control device includes: a deceleration correction determination unit, a lane detection evaluation unit, a control gain setting unit, and a deceleration control unit. The deceleration correction determination unit acquires information on a curve ahead of a host vehicle and determines on a basis of the curve information whether host vehicle speed deceleration correction is necessary during entry to the curve. The lane detection evaluation unit evaluates a road surface situation of a road prior to the curve entry by a state of detection of a lane ahead of the curve in a case where the deceleration correction is determined necessary. The control gain setting unit sets a control gain of the deceleration correction on a basis of an evaluation value of the lane detection state. The deceleration control unit performs host vehicle speed deceleration control during the curve entry on the basis of the control gain.