The present disclosure relates to an apparatus (1) for estimation of a vehicle state. The apparatus (1) includes a controller (21) configured to determine a first estimation of the vehicle state in dependence on at least one first vehicle dynamics parameter. A filter coefficient (F.sub.C) is calculated based on a first vehicle operating parameter. An operating frequency of a first signal filter (35) is set in dependence on the determined filter coefficient (F.sub.C) and the first estimation is filtered to generate a first filtered estimation of the vehicle state. The present disclosure also relates to a vehicle; and to a method of estimating a vehicle state.

A vehicle control system for a vehicle may include a controller, a single pedal and a torque control module. The controller may be operably coupled to components and/or sensors of the vehicle to receive information indicative of operational intent of an operator of the vehicle and information indicative of vehicle status. The single pedal may be configured to provide the information indicative of operational intent. The torque control module may be configured to generate both a propulsive torque request and a braking torque request based on the information indicative of the operational intent and the information indicative of vehicle status.

An active compensation algorithm for an inertia force of on-board equipment and a damping device are provided. The algorithm includes the following steps: a compensation angle acquisition step: acquiring an expected real-time inertia force compensation angle of a damped target when a vehicle takes a sudden turn or emergency braking based on velocity information, acceleration information, and angular velocity information of a vehicle chassis; and a control step: adjusting an angle of a damping motor by adopting a control algorithm according to the real-time inertia force compensation angle, where the damping motor keeps pace with the expected inertia force compensation angle in real time. The active compensation algorithm for the inertia force of on-board equipment can calculate the inertia force compensation angle of the vehicle in real time, so as to achieve a better inertia force compensation function to the damped target through the damping motor.

A propulsion control system provides different levels of jerk as a function of operator inputs and actual measured operational parameters in a machine. The system includes a power source, a continuously variable transmission (CVT) coupled to an output of the power source, a plurality of input/output devices, a plurality of sensors configured to generate signals indicative of operational parameters of the machine, and a controller communicatively coupled with the power source, the CVT, the input/output devices, and the sensors. The controller includes a database stored in a memory with a plurality of jerk values mapped to different operations of the machine selected from at least one of activation of a brake by an operator for an aggressive stop, a directional shift request from an operator to select one of forward, reverse, or neutral, and a set of operating conditions of the machine indicative of a blade load shedding mode. A jerk selection module is programmed to select at least one of a jerk value, an acceleration limit value, and a deceleration limit value based on a current operation of the machine. A speed command generating device is programmed to integrate a selected jerk value twice to generate a desired speed command. A proportional-integral-derivative (PID) control device is configured to continuously calculate a control error between the desired speed command and an actual speed of the machine. An output command control module is configured to output a control command for implementing a change in an output torque to at least one of the power source and the CVT to reduce the control error.

A method to determine a roll angle (.sub.E) of a vehicle, wherein the roll angle (.sub.E) is calculated as a combination of at least a first roll angle variable (.sub.1) and a second roll angle variable (.sub.2), wherein the first roll angle variable (.sub.1) is determined from an acquired rolling rate ({dot over ()}.sub.m) of the vehicle using a first method, wherein the second roll angle variable (.sub.2) is determined from one or more further vehicle movement dynamics characteristic variables using a second method.

In order to detect a road surface condition, a road surface condition estimation device extracts a detection signal of a portion that detects vibration in a tire tangential direction in a vibration detection and power generation unit which is in a ground contact section, for example, a vibration power generation element. In this case, it is identified that the vibration detection and power generation unit is in the ground contact section, based on whether a centrifugal force acting on the vibration detection and power generation unit is generated, or not, and it is identified that a time when no centrifugal force is generated is in the ground contact section. As a result, even if a pulse level of an output voltage of the vibration detection generation unit changes according to a traveling speed of the vehicle, the ground contact section can be accurately identified.

An output controller for an engine control for an engine system having an internal combustion engine and an electric generator coupled to the internal combustion engine. The output controller including a computing device, an inertia compensator, and an efficiency calculator. The computing device is configured to calculate a target rotational speed for the electric generator and an output torque for the internal combustion engine The inertia compensating device is configured to calculate a torque transmitted to a shaft of the generator and a desired torque for the internal combustion engine. The efficiency calculator is configured to calculate a degree of efficiency of the engine system and to adapt the value for a mechanical target output for the engine system.

Described herein is a device for detecting the attitude of motor vehicles, which comprises using at least one filter of a complementary type for computing an estimate ({circumflex over (x)}.sub.i) of angles of attitude (, , ) of the motor vehicle as a function of input signals comprising an acceleration signal (A) and an angular-velocity signal (). According to the invention, the device (10) comprises a plurality of complementary filters (12.sub.1, . . . , 12.sub.n) each tuned for operating in a specific dynamic range, and a supervisor unit (11), that acts to recognize the dynamic range of the input signals (A, ) and select a corresponding filter (12.sub.i) from said plurality of complementary filters (12.sub.1, . . . , 12.sub.n).

A driver assistance system for displaying an image of the surroundings for a vehicle having a vehicle camera which produce camera images of the surroundings of the vehicle, and having a data processing unit which combines the camera images produced by the vehicle cameras to form an image of the surroundings of the vehicle, wherein an associated region of interest (ROI) is processed adaptively for at least one object contained in the image of the surroundings.

A control apparatus for a hybrid vehicle includes: a first controller configured to perform first control of causing a rotation speed of an engine to approach a target rotation speed; and a second controller disposed separately from the first controller and configured to perform second control of reducing vibration due to fluctuation of the rotation speed of the engine by controlling a torque which is output from an electric motor connected to the engine. The second controller is configured to control the electric motor such that a torque associated with the second control is not output in a first frequency area which is a control frequency range of a transfer function of the first controller and to control the electric motor such that the torque associated with the second control is output in a second frequency area of a transfer function of the second controller which is higher than the first frequency area.