A method for ascertaining a highly accurate piece of yaw rate information for controlling a vehicle is provided. The method includes ascertaining a first yaw rate estimated value of the vehicle based on a fusion of sensor data of an inertial sensor, a GNSS sensor, a wheel velocity sensor and/or a steering angle sensor; ascertaining a second yaw rate estimated value of the vehicle by an evaluation of sensor data of a camera assigned to the vehicle, which optically detects the surroundings of the vehicle; carrying out a correction of the first yaw rate estimated value with the aid of the second yaw rate estimated value to ascertain a corrected yaw rate estimated value; and outputting the corrected yaw rate estimated value as a piece of yaw rate information to generate a control signal for controlling the vehicle.

A method for ascertaining a highly accurate piece of yaw rate information for controlling a vehicle is provided. The method includes ascertaining a first yaw rate estimated value of the vehicle based on a fusion of sensor data of an inertial sensor, a GNSS sensor, a wheel velocity sensor and/or a steering angle sensor; ascertaining a second yaw rate estimated value of the vehicle by an evaluation of sensor data of a camera assigned to the vehicle, which optically detects the surroundings of the vehicle; carrying out a correction of the first yaw rate estimated value with the aid of the second yaw rate estimated value to ascertain a corrected yaw rate estimated value; and outputting the corrected yaw rate estimated value as a piece of yaw rate information to generate a control signal for controlling the vehicle.

A vehicle control device includes a motor control unit, a turning control unit, and a turning information detection unit. The motor control unit controls electric motor. The turning control unit controls a turning device. The vehicle control device, by the motor control unit controlling the electric motor and the turning control unit controlling the turning device when the turning information detection unit detects information related to turning of the wheels, controls a turning force as a force to be applied to the tire of the wheel in order to turn the vehicle.

A vehicle control device includes a motor control unit, a turning control unit, and a turning information detection unit. The motor control unit controls electric motor. The turning control unit controls a turning device. The vehicle control device, by the motor control unit controlling the electric motor and the turning control unit controlling the turning device when the turning information detection unit detects information related to turning of the wheels, controls a turning force as a force to be applied to the tire of the wheel in order to turn the vehicle.

A yaw rate estimation system for a vehicle includes a camera, a yaw rate sensor, wheel sensors, an accelerometer and a steering sensor. A control includes a processor that estimates the actual yaw rate of the vehicle by processing (i) a first yaw rate derived from yaw rate data provided by the yaw rate sensor, (ii) a second yaw rate derived from wheel sensor data provided by the wheel sensors, (iii) a third yaw rate derived from acceleration data provided by the accelerometer, and (iv) a fourth yaw rate derived from steering data provided by the steering sensor. The vehicular control system utilizes (i) image data captured by the camera as the vehicle is being driven along a road and (ii) the estimated actual yaw rate of the vehicle as the vehicle is being driven along the road.

A yaw rate estimation system for a vehicle includes a camera, a yaw rate sensor, wheel sensors, an accelerometer and a steering sensor. A control includes a processor that estimates the actual yaw rate of the vehicle by processing (i) a first yaw rate derived from yaw rate data provided by the yaw rate sensor, (ii) a second yaw rate derived from wheel sensor data provided by the wheel sensors, (iii) a third yaw rate derived from acceleration data provided by the accelerometer, and (iv) a fourth yaw rate derived from steering data provided by the steering sensor. The vehicular control system utilizes (i) image data captured by the camera as the vehicle is being driven along a road and (ii) the estimated actual yaw rate of the vehicle as the vehicle is being driven along the road.

The invention is related to a laser diode based multiple beam laser spot imaging system for characterization of vehicle dynamics. A laser diode based, preferably VCSEL based laser imaging system is utilized to characterize the vehicle dynamics. One or more laser beams are directed to the road surface. A compact imaging system including an imaging matrix sensor such as a CCD or CMOS camera measures locations or separations of individual laser spots. Loading status of vehicles and vehicles' pitch and roll angle can be characterized by analyzing the change of laser spot locations or separations.

The invention is related to a laser diode based multiple beam laser spot imaging system for characterization of vehicle dynamics. A laser diode based, preferably VCSEL based laser imaging system is utilized to characterize the vehicle dynamics. One or more laser beams are directed to the road surface. A compact imaging system including an imaging matrix sensor such as a CCD or CMOS camera measures locations or separations of individual laser spots. Loading status of vehicles and vehicles' pitch and roll angle can be characterized by analyzing the change of laser spot locations or separations.

A racing coach device stores a first path of travel along a racetrack over a first time period and a second path of travel along the racetrack over a second time period. The racing coach device identifies, for each of a plurality of geolocations along the racetrack, one of the first path of travel or the second path of travel that is associated with a shorter duration of time over which the user traversed a segment of the path of travel associated with each of the plurality of geolocations. The device determines an optimal path of travel along the racetrack based on the identified first and second path of travel for each segment of the path of travel at each of the plurality of geolocations that results in a calculated lap time to traverse the racetrack that is less than the first time period and the second time period.

A racing coach device stores a first path of travel along a racetrack over a first time period and a second path of travel along the racetrack over a second time period. The racing coach device identifies, for each of a plurality of geolocations along the racetrack, one of the first path of travel or the second path of travel that is associated with a shorter duration of time over which the user traversed a segment of the path of travel associated with each of the plurality of geolocations. The device determines an optimal path of travel along the racetrack based on the identified first and second path of travel for each segment of the path of travel at each of the plurality of geolocations that results in a calculated lap time to traverse the racetrack that is less than the first time period and the second time period.