Abstract: A vehicle can be configured to provide coasting coach support when approaching a learned deceleration area, advising on how to more efficiently operate the vehicle as it approaches the learned deceleration area. An indicator can be presented within the vehicle to inform the driver that coasting coach support is provided for the learned deceleration area. However, in certain situations, it may not be possible for a vehicle to provide coasting coach support for a learned deceleration area, such as may occur when the vehicle encounters two consecutive learned deceleration areas located in close proximity to each other. There may not be sufficient time to provide coasting coach support for the second of the two consecutive learned deceleration areas. In such instances, the vehicle can be configured to present the coasting coach indicator for the first deceleration area and to disable the coasting coach indicator for the second deceleration area.

Abstract: An arrangement for avoiding rear-end collisions and a corresponding operating system formed by a control unit connected with the electronic circuit of the vehicle comprising a signal receiver and a signal generator, which performs the following functions in cooperation with a GPS antenna, an and the third brake light: activation of the third brake light so that it blinks when the vehicle travels on a highway or an expressway at a speed lower than the minimum allowable speed, the accelerator pedal encoder activates the third brake light 0.5 seconds before actuating the brake pedal, and, with a sudden reduction of the vehicle speed, the third brake light is activated.

Abstract: A braking intensity indicator system for a vehicle of a type that includes a foot operated brake pedal and at least one brake light may include a proximity sensor to be associated with the brake pedal and a controller. The controller may be configured to cooperate with the proximity sensor to determine a plurality of brake pedal positions versus time during foot operation of the brake pedal, and selectively adjust an intensity of the at least one brake light based upon the determined plurality of brake pedal positions versus time.

Abstract: In a method for setting a brake system of a vehicle, braking force is built up automatically in the event of a collision. In the process, the position of the collision on the vehicle is determined and the build-up of braking force is implemented as a function of the position of the collision.

Abstract: A regenerative brake control system for a vehicle includes a vehicle controller, a driveline torque distribution device interfacing with the vehicle controller, an electric machine interfacing with the driveline torque distribution device, a plurality of wheels coupled to the electric machine and at least one traction condition input indicating traction of the plurality of wheels provided to the vehicle controller. The vehicle controller engages the driveline torque distribution device and the electric machine apportions regenerative brake torque to the wheels in proportion to the traction of the wheels. A regenerative brake control method for a vehicle is also disclosed.

Abstract: A deceleration of a vehicle is determined based on one or more wheel speeds of the vehicle. A brake pressure of the vehicle is determined. A model of a relationship of the deceleration and the brake pressure is produced. At least one of a vehicle load and a vehicle weight is determined by using the model. The brake pressure is adapted to at least one of the determined vehicle load and the vehicle weight.

Abstract: In a vehicular brake-by-wire braking system, during a four wheel simultaneous control mode when regeneration cooperative braking is implemented, a pair of electromagnetic isolation control valves and one of normally closed electromagnetic pressure relief valves corresponding to regeneration side left and right wheel brakes and normally closed electromagnetic pressure relief valves corresponding to non-regeneration side left and right wheel brakes are caused to operate to open and close, while the other of the normally closed electromagnetic pressure relief valves corresponding to the regeneration side left and right wheel brakes and the normally closed electromagnetic pressure relief valves corresponding to the non-regeneration side left and right wheel brakes are put in de-energized states in which the valves concerned are kept closed, and all normally open electromagnetic pressure supply valves are put in de-energized states in which the valves concerned are kept opened.

Abstract: The method for controlling a safety system (102-108) of a vehicle (10) determines a reference velocity from a first front wheel sensor (20A) and a second front wheel speed signal from a second front wheel sensor (20B). An axle speed sensor (20C) may be used to determine an axle speed signal. A first rear speed signal and a second rear speed signal are determined from the reference velocity, a slip effect and a yaw signal. The yaw signal may be determined from a yaw rate sensor (28). Safety system (102-108) may be controlled in response to the first rear wheel speed signal and the second rear wheel speed signal.

Abstract: So that kinetic energy of a motor vehicle is recuperated in an optimum way in terms of energy, after a target point for braking or initiation of braking by the motor vehicle driver during travel of the motor vehicle has been detected, an optimum braking distance is determined insofar as the energy which can be recuperated is concerned, and a signal for the vehicle driver is generated which informs the driver the form of the measure which he has to perform in order to brake the vehicle or during braking of the vehicle for braking to actually occur over the optimum braking distance and for kinetic energy to be recuperated in an optimum way. The method combines the calculation of optimum operating states with autonomy of the vehicle driver during braking.

Abstract: An accelerator reaction force control apparatus has an accelerator position detecting device that detects an accelerator position and a reaction force varying device that varies a reaction force of an accelerator. The reaction force varying device increases the accelerator's reaction force beyond a base reaction force in response to the accelerator position being equal to or larger than a reaction force increase threshold, and decreases the accelerator's reaction force toward the base reaction force in response to the accelerator position becoming equal to or smaller than a reaction force increase cancellation threshold after the reaction force has been increased beyond the base reaction force. The reaction force varying device varies a reaction force decrease rate at which the accelerator's reaction force is decreased based on an accelerator position change condition existing at a time when the accelerator position becomes equal to or smaller than the reaction force increase cancellation threshold.

Abstract: A method for calibrating a braking system of a vehicle having a brake pedal includes the steps of measuring, via a sensor, a speed of the vehicle, generating, via a processor, an optimized mapping relating a movement of the brake pedal and a deceleration of the vehicle based at least in part upon the speed of the vehicle, and calibrating, via the processor, a relationship between an engagement of the brake pedal and the deceleration of the vehicle using the optimized mapping.

Abstract: An accelerator reaction force control apparatus has an accelerator position detecting device that detects an accelerator position and a reaction force varying device that varies a reaction force of an accelerator. The reaction force varying device increases the accelerator's reaction force beyond a base reaction force in response to the accelerator position being equal to or larger than a reaction force increase threshold, and decreases the accelerator's reaction force toward the base reaction force in response to the accelerator position becoming equal to or smaller than a reaction force increase cancellation threshold after the reaction force has been increased beyond the base reaction force. The reaction force varying device varies a reaction force decrease rate at which the accelerator's reaction force is decreased based on an accelerator position change condition existing at a time when the accelerator position becomes equal to or smaller than the reaction force increase cancellation threshold.

Abstract: A system for controlling a vehicle having a brake assembly for exerting braking force on at least one wheel on the basis of a number of control parameters is provided. The system has a safety system configured to generate the control parameters as a function of a control quantity associated with the braking force to be exerted on the at least one wheel; and a vehicle handling enhancement system configured to: calculate a reference vehicle yaw acceleration on the basis of at least the longitudinal speed of the vehicle and the steer angle of the vehicle; and adjust the control quantity to zero the difference between the actual yaw acceleration and the reference vehicle yaw acceleration.

Abstract: A torque applying device is provided for applying a driving torque to at least a pair of wheels, and a torque restraining device is provided for restraining the torque created on the wheels to be applied with the torque by the torque applying device. A friction braking device is provided for applying a braking torque to each wheel in response to operation of a brake pedal. An automatic braking control device automatically actuates the friction braking device independently of operation of the brake pedal, to apply the braking torque to each wheel. And, a torque restraining cancellation device is provided for cancelling the torque restraining operation for a time period determined in response to a vehicle speed decreasing state, after a condition for initiating the automatic braking control was fulfilled.

Abstract: A control system for a work vehicle includes: a negative-type parking brake device that starts operating in response to a parking brake instruction; an output device that outputs the parking brake instruction; a service brake device that operates in response to an operation of a brake pedal by an operator; and a brake control device that operates the service brake device regardless of a pedal operation by the operator when the parking brake instruction is output from the output device.

Abstract: An anti-lock braking system includes a sensor apparatus that includes a sensor body. In a first position, the sensor body is positioned such that a desired gap is maintained between the sensor body and a reference point located on a tone ring, which is rotatably coupled to a corresponding wheel hub. In the first position, a spring-loaded plunger holds the sensor body in place. When the sensor body is moved to a second position, a plunger pin is displaced within the plunger, putting tension on an internal spring. The tension in the spring returns the sensor body to the first position.

Abstract: A control system for an electromechanical-braking system provided with actuator elements configured to actuate braking elements for exerting a braking action has a control stage for controlling the braking action on the basis of a braking reference signal. The control stage comprises a model-based predictive control block, in particular of a generalized predictive self-adaptive control type, operating on the basis of a control quantity representing the braking action. The control system further has: a model-identification stage, which determines parameters identifying a transfer function of the electromechanical-braking system; and a regulation stage, which determines an optimal value of endogenous parameters of the control system on the basis of the value of the identifying parameters.

Abstract: An anti-lock braking system (ABS) calculates driven wheel speed without any sensors on the driven axle assembly. A powertrain control module (PCM) receives signals from an output shaft speed (OSS) sensor and adds the speed and axle ratio information to a control network bus. Access to the CAN bus is provided to enable calculation of the rear wheel speed based on such information so that ABS may implement anti-lock braking functionality by taking into account such information.

Abstract: A mechanism for reducing brake noise during braking of a vehicle. The mechanism includes controllers and methods that “hold” a currently applied braking torque rather than applying the operator-requested braking torque when a vehicle is traveling at a low speed and the operator-requested braking torque is within a predetermined range. The controllers and methods “release” the previously “held” braking torque and apply the operator-requested braking torque once the operator-requested braking torque is outside the predetermined range.

Abstract: A system, apparatus and method of controlling a brake system of a vehicle having a brake input device, such as a brake pedal, a plurality of rotating wheels and a plurality of brakes, each brake of the plurality of brakes corresponding to one wheel of the plurality of wheels, is provided. In controlling the brakes, data indicative of a deflection of the brake pedal is received, and the received data is used to derive a target deceleration rate. A braking command is provided to each of the plurality of brakes, wherein the braking command is varied for each brake to regulate a deceleration rate the vehicle in accordance with the target deceleration rate.

Abstract: The apparatus comprises a measured signal detector 11, a vehicle parameter obtainer 12, a sideslip angle temporary estimator 13, a sideslip angle differential corresponding value computer 14 and a sideslip angle real estimator 15. A sideslip angle temporary estimate value is computed from one or plural vehicle parameters including at least the mass. A sideslip angle differential corresponding value is computed from a measured signal and the vehicle parameters including no mass. A sideslip angle is derived from the sideslip angle temporary estimate value and the sideslip angle differential corresponding value. A sideslip can be detected without a steering angle detection mechanism.

Abstract: Responsive to braking, a CPU of a driving assist apparatus calculates an average deceleration of the vehicle and then calculates a braking distance. The CPU further calculates a final position at which the vehicle will come to a stop, on the basis of the braking distance. The CPU next activates an assist display for display a map including, superimposed thereon, the route to the final position and an arrival indicator indicating the stop (final) position of the vehicle.

Abstract: An apparatus and method for controlling a braking-force distribution in a vehicle collision is used in a vehicle including at least one electric storage device and at least one motor-generator for driving and braking. When the vehicle decelerates or stops in response to a brake operation, regenerative cooperative brake control is performed in which a braking force of a frictional brake is reduced or eliminated while a braking force of a regenerative brake applied by the motor-generator is increased by an amount corresponding to the reduction in the braking force of the friction brake. When the vehicle collides, the apparatus reduces the braking force of the regenerative brake applied by the motor-generator and increases the braking force of the friction brake.

Abstract: Methods and systems are provided for improving brake performance, including extending the life of carbon brakes on aircraft. One embodiment of the method comprises measuring the speed of the aircraft and the intensity of braking and comparing these to predetermined maximum values for each. If the values are both lower than the maximum values, one or more of the brakes are selectively disabled.

Abstract: In deceleration control apparatus and method for an automotive vehicle, a deceleration control is performed on the basis of a turning of the vehicle; and a controlled variable of the deceleration control is decreased when the vehicle is traveling on an outlet of a curved road.

Abstract: An integrated vehicle control system includes a first control system having a maximum authority to selectively operate a first vehicle sub-system and a second control system to selectively operate a second vehicle sub-system. A controller is adapted to monitor a first parameter associated with the first vehicle sub-system and a second parameter associated with the second vehicle sub-system. The controller is operable to control the first and second parameters by selectively invoking operation of the second control system when the first control system exceeds the maximum authority and the second parameter exceeds an upper threshold.

Abstract: A method for controlling regenerative braking of a vehicle includes: initiating the regenerative braking; detecting an amount of slip of a wheel during the regenerative braking; if the amount of slip is increasing, reducing a regenerative braking torque; and if the amount of slip is greater than a set value, actuating an antilock brake system and reducing the regenerative braking torque or a hydraulic braking torque continuously until the vehicle is stopped. Alternatively, if the amount of slip is increasing, the regenerative braking torque is not reduced.

Abstract: The invention relates to a hydraulic brake system and a method for controlling a hydraulic brake system for a land vehicle having a predetermined holding capacity for hydraulic fluid and at least one wheel brake. The invention is characterized by detecting if a current holding capacity of the brake system has increased in relation to the predetermined holding capacity and, if so, by feeding hydraulic fluid to the at least one wheel brake in a controlled manner and an amount corresponding at least to the increase in capacity.

Abstract: System for detecting stability/instability of behavior of a motor vehicle upon occurrence of tire slip or lock. State of the motor vehicle is determined on the basis of an alignment torque (Ta) applied from a road and a side slip angle (?). By taking advantage of such torque/slip-angle characteristic that although the alignment torque is proportional to a side slip angle when the latter is small, the alignment torque becomes smaller as the side slip angle increases, a normal value is determined from a straight line slope and the side slip angle in a region where the latter is small. Unstable behavior of the motor vehicle is determined when deviation of actual measured value from the normal value increases. Further, unstable state is determined when the slope of the alignment torque for the slip angle departs significantly from that of approximate straight line slope.

Abstract: A method for controlling driving on a hill of an all-wheel drive vehicle, wherein vehicle acceleration is determined and the gravitational acceleration is measured. To improve the accuracy of the determination of the vehicle reference speed in all-wheel drive vehicles, the method comprises the following steps: determining the acceleration at the secondary axle (Tc4wdHaAcc) from one or both of the two wheel speeds, determining the deviation (Slope) between the acceleration at the secondary axle (Tc4wdHaAcc) and the measured acceleration (LoSenAcc), filtering the determined deviation (SlopFilt) with a time constant (T1Slope), comparing the deviation (Slope) with the filtered deviation (SlopFilt), determining driving situations representing the conditions ‘traction slip control is active’ or ‘traction slip control is not active’, and determining the slope in dependence on the comparison result and the driving situation.

Abstract: In a parking assist control apparatus for assisting a driver with parking a vehicle, when a brake control ECU detects that a door is open based on a detection signal from a door open/close sensor during parking assist control, the brake control ECU determines whether the open door is a door other than the driver side door. If the open door is a door other than the driver side door, the vehicle is automatically stopped, thus enabling occupant safety to be ensured.

Abstract: System for detecting stability/instability of behavior of a motor vehicle upon occurrence of tire slip or lock. State of the motor vehicle is determined on the basis of an alignment torque (Ta) applied from a road and a side slip angle (?). By taking advantage of such torque/slip-angle characteristic that although the alignment torque is proportional to a side slip angle when the latter is small, the alignment torque becomes smaller as the side slip angle increases, a normal value is determined from a straight line slope and the side slip angle in a region where the latter is small. Unstable behavior of the motor vehicle is determined when deviation of actual measured value from the normal value increases. Further, unstable state is determined when the slope of the alignment torque for the slip angle departs significantly from that of approximate straight line slope.

Abstract: A brake hydraulic pressure control apparatus for a vehicle includes anti-skid control means for executing an anti-skid control including a pressure reducing control and a pressure increasing control for one of front wheels at which an anti-skid control start condition is established, yaw moment control means for executing a yaw moment control, while the anti-skid control has been executed only for a first front wheel, for a second front wheel, wheel cylinder pressure estimated value calculating means, pressure difference estimated value calculating means, pressure increasing control means, and the pressure difference estimated value calculating means including pressure difference at specific time calculating means for calculating a pressure difference estimated value at specific time on the basis of a pressure difference estimated value at the first front wheel and a wheel cylinder pressure difference between the wheel cylinder pressure estimated values at the second front wheel and the first front wheel.

Abstract: A roll control system (16) for an automotive vehicle (10) is used to detect if one of the plurality of wheels (12) is lifted. The system generates a pressure request to determine if the wheel has lifted. A roll control pressure request may also be generated. The wheel lift pressure is suppressed in response to the roll control pressure request. The system may also store a peak wheel speed after the initiation of a build cycle so that the peak wheel speed is used in the wheel lift determination. Also, the system may have an ABS monitor mode which uses the build and release cycles of the ABS system to determine whether a wheel has lifted.

Abstract: This brake hydraulic pressure control apparatus adopts, as the pressure-increasing valve, a normally-open linear solenoid valve that can linearly adjust the actual differential pressure. This apparatus repeatedly executes, in principle, a control cycle in which a pressure-reducing control, holding control and linear pressure-increasing control make one set, after ABS control start conditions are satisfied (after time t1). In this case, a pulse pressure-increasing control is executed instead of the linear pressure-increasing control only in the first-time control cycle (time t3 to t6).

Abstract: A vehicle deceleration display system includes a serial data bus operable for communicating a plurality of sequentially-measured vehicle speed datums in a respective sequential manner. A control unit is operatively connected to the serial data bus and is operable for receiving and processing the vehicle speed data therefrom. The control unit is programmed to sequentially calculate vehicle deceleration values respectively corresponding with the sequential speed data to provide a variable output signal. The variable output signal corresponds with and varies in accordance with the sequential vehicle deceleration values. A variable display is connected to the control unit and varies in response to the deceleration values. A method of calculating and displaying vehicle deceleration values is also provided.

Abstract: A system is provided for controlling the inertia of a vehicle's powertrain during sudden braking events. Torque generated by rapid deceleration of the vehicle's drive wheels during braking is prevented from being transmitted through the vehicle's driveline by a clutch which disengages the drive wheels from high effective inertia components in the driveline. The clutch is actuated by a signal produced by any of several sensors on the vehicle which sense a sudden braking event. Driveline speed is adjusted to match drive wheel speed before the clutch is deactivated to reengage driveline with the drive wheels.

Abstract: The present invention relates to a method for improving an anti-lock control system, in particular for improving driving stability during braking on laterally different coefficients of friction. According to the method, a desired yaw rate is determined using at least one steering angle signal of a steering angle sensor and an actual yaw rate is determined using at least one yaw rate sensor, and the instability is evaluated using a parameter that serves for a qualitative and quantitative judgment of a deviation between the actual yaw rate and the desired yaw rate. Both yaw rate deviation and the time derivative of the yaw rate deviation are used to determine the parameter.

Abstract: A braking system for a vehicle in which, when a brake pedal is depressed, a corresponding braking effect is generated. The system includes an operating device which is in operative connection with an accelerator pedal, for setting a desired deceleration. When the accelerator pedal is released, the braking system brakes the vehicle corresponding to the set desired deceleration.

Abstract: A system and method establishes an acceleration of a vehicle which may be used to control a brake system of a towed vehicle towed by a towing vehicle. The system and method establish a gravity vector representing acceleration due to gravity, measure acceleration of the vehicle in a first direction and responsively establish a first acceleration value, measure acceleration of the vehicle in a second direction and responsively establish a second acceleration value, and establish a magnitude of the acceleration of the vehicle in a plane orthogonal to the gravity vector as a function of the gravity vector and the first and second acceleration values.

Abstract: An improved method of operation for a motor vehicle automatic transmission determines a vehicle speed for purposes of selecting a desired transmission gear at least in part based on the wheel speeds of the vehicle. If the vehicle is being operated in a two-wheel drive mode, the vehicle speed is determined based on an average of the speeds of the un-driven wheels; if the vehicle is being operated in a four-wheel drive mode, the vehicle speed is determined based on the lowest of the four wheel speeds. Optionally, the wheel speeds are only used to determine vehicle speed if the Reverse range of the transmission has been engaged within a specified time interval, and otherwise the vehicle speed is determined based on an output speed of the transmission.

Abstract: Arrangement having a braking system for a vehicle, which, when a brake pedal is depressed, generates a corresponding braking effect, and having an operating device for setting a desired deceleration which is in an operative connection with an accelerator pedal, wherein, when the accelerator pedal is released, the braking system brakes the vehicle corresponding to the set desired deceleration.

Abstract: The invention relates to a method for control of an automatic transmission of a motor vehicle wherein an electronic transmission control, by means of signals proportional to wheel speeds (NRA3, NRA4), determines a transverse acceleration value (AQ) for outputting to additional program modules. The determined wheel speeds (NRA3, NRA4) which enter in the transversal acceleration value (AQ) are corrected by vehicle wheels in a tolerance balance module of the wheels (M1) when a dynamic tire radius (RDYN) in one of the vehicle wheels diverges from a tire radius given in an optimum tire geometry.

Abstract: A haptic braking method and system is disclosed. A controller operates a pump to apply brake fluid to a brake when it is necessary to decelerate a wheel during an active cruise control mode of a vehicle. The controller further operates one or more valves to cyclically vary a pressure level of the brake fluid to cause one or more haptic movements of the brake.

Abstract: For determining a reference speed which is approximated to the actual vehicle speed, at least two wheel sensors are provided for each wheel speed to be measured. All existing wheel sensors are analyzed, and only one is selected and used for determining the reference speed as a function of the actual driving condition and of at least one defined speed criterion. At least one sensor is always available for controlling each wheel, even if one sensor is faulty.

Abstract: A haptic braking method and system is disclosed. A controller operates a pump to apply brake fluid to a brake when it is necessary to decelerate a wheel during an active cruise control mode of a vehicle. The controller further operates one or more valves to cyclically vary a pressure level of the brake fluid to cause one or more haptic movements of the brake.

Abstract: A vehicle motion control device which detects an abnormality of an automatic hydraulic pressure generator having a master cylinder, a booster which boosts the master cylinder and a booster actuator which actuates the booster irrespective of brake pedal operation and performs an appropriate transaction upon detecting the abnormality. The vehicle motion control device includes the automatic hydraulic pressure generator, a hydraulic pressure control valve disposed between the automatic hydraulic pressure generator and a wheel cylinder, and a controller performing the automatic pressure increase control by actuating the hydraulic pressure control valve and the booster actuator according to the vehicle running condition.

Abstract: In a vehicle brake apparatus for executing ABS control to prevent a wheel from locking in such a manner that braking force is controlled so as to keep a slip ratio of a wheel at a target slip ratio so that an excessive drop of a wheel speed from a vehicle body speed is adjusted, an output current for driving a braking actuator is set to a current on which oscillating waves are superimposed during ABS control so that the wheel speed changes to show oscillating waves. Even if the wheel speed once drops to an extent that the slip ratio exceeds the target slip ratio, further decrease of the wheel speed is restricted and the wheel speed turns to an increase soon and this cycle is repeated. Accordingly, there occurs no excessive drop of the wheel speed due to the response delay so that sufficient braking force is generated.

Abstract: A vehicle hydraulic brake system includes a hydraulic pressure generator which pressurizes brake fluid supplied from a reservoir to apply brake pressure to a wheel cylinder in response to operation of a brake member, an auxiliary hydraulic pressure source having an accumulator and a hydraulic pump that pressurizes brake fluid supplied from the reservoir to a predetermined level for generating power hydraulic pressure, and an output hydraulic pressure detector for continuously detecting an output hydraulic pressure of the accumulator. A vehicle condition detector continuously detects an operating condition of the vehicle and a driving condition setting device sets a driving condition of the hydraulic pump based on the detected operating condition of the vehicle. A driving control device controls the hydraulic pump based on the driving condition of the hydraulic pump set by the driving condition setting device and the output hydraulic pressure of the accumulator.

Abstract: The safety brake system for a motor vehicle continuously monitors for a rear impact collision. If the rear impact is classified as one requiring responsive intervention, the system applies a braking force to the motor vehicle wheels. If the vehicle was stopped with the brake applied at the instant of the rear impact, then the brakes are completely blocked. As a result, the brakes are not released when the driver's foot is forced off the brake pedal upon impact and the resultant forward jerk of the vehicle is reduced or substantially suppressed. If the car was traveling a given speed at the instant of impact, the brakes are applied with a reduced braking force.