Abstract: A method for checking intended pressure medium-conducting contacting of circuit branches, associated with one another, of separate brake circuits of an electronically slip-controllable power brake system with two actuator units, contacted for conducting pressure medium, for generating and controlling brake pressure, in particular for a motor vehicle, and an electronic control unit for such a power brake system.

Abstract: A motor-driven trailer and towbar system includes a towbar having a vehicle side end configured to connect with the vehicle and a trailer side end configured to connect with a trailer coupling. The towbar is pivotably coupled to the trailer and configured to pivot along a pivoting path (P) between a lowered position (L) and a raised position (R) with respect to the trailer. At least one first sensor element is configured to detect a position of the towbar along the pivoting path (P). A control unit (TCU) is in communication with the at least one first sensor element and is configured to switch the system between an operating mode and a parking mode. The system is switched into the parking mode when the towbar is in a raised position (R) and is switched into the operating mode when the towbar is in a lowered position (L).

Abstract: A vehicle travel control apparatus includes an actuator and an electronic control unit. The electronic control unit is configured to determine whether a driver of a vehicle is in an abnormal state where the driver loses an ability of driving the vehicle. The electronic control unit is also configured to stop the vehicle at an abnormality determination time point onward, and control a vehicle speed by using the actuator such that the vehicle speed does not become lower than a lower limit vehicle speed in a period from the abnormality determination time point to a time point when the vehicle is stopped. The lower limit vehicle speed is set in accordance with a road shape influencing timing when a driver of another vehicle traveling behind the vehicle visually recognizes the vehicle.

Abstract: The towed vehicle connection determination system includes a towed vehicle presence determination unit that determines whether or not the towed vehicle is connected, based on at least two or more pieces of information among the weight estimation equipment, the peripheral condition detection equipment, and the vehicle rear monitoring equipment. Therefore, it is possible to improve the accuracy of determining whether or not the towed vehicle is connected as compared with the case of determining whether or not the towed vehicle is connected based on only one piece of information such as the weight estimation value and the captured image of the camera.

Abstract: A vehicle traveling control apparatus includes an autonomous sensor, a braking controller, a determination unit, a calculator, and a steering controller. The autonomous sensor recognizes an obstacle ahead of a vehicle. The braking controller determines possibility of contact on the basis of a relative distance and a relative speed between the vehicle and the obstacle, and, upon determining that the vehicle is likely to contact the obstacle, executes a strong braking control of reducing the relative speed to “0”. The determination unit calculates a predicted travel distance to be traveled until the relative speed is reduced to “0”, and permits steering intervention when the predicted travel distance is longer than the relative distance. The calculator calculates time-to-contact to be taken until the vehicle contacts the obstacle. The steering controller executes a steering control when the steering intervention is permitted and the time-to-contact becomes a time threshold or less.

Abstract: An apparatus for updating a pre-stored setting value for controlling boost power of an electric booster, includes: a control unit including a processor; and a storage medium recording one or more programs configured to be executable by the processor, the one or more programs including instructions; and a measuring unit of measuring braking characteristics including pedal stroke, deceleration, and hydraulic pressure applied from the electric booster to a braking unit during braking through a braking test of a vehicle, wherein the control unit is configured for updating the pre-stored setting value so that the deceleration includes desired target deceleration based on the measured braking characteristics, and wherein the pre-stored setting value may be proportional to the pedal stroke, and may be a value for setting a magnitude of the hydraulic pressure.

Abstract: A method for braking one or more trailers in a tractor-trailer combination. The method comprises establishing a maximum continuous brake pressure for trailer brakes of wheels of the one or more trailers of the tractor-trailer combination. The method further comprises establishing an on-off cycling frequency for pulsing of the brakes of the one or more trailers of the tractor-trailer combination at brake pressures above the maximum continuous brake pressure. The method further comprises establishing applying the brakes of the one or more trailers continuously at brake pressures up to the established maximum continuous brake pressure and by pulsing according to the established on-off cycling frequency at brake pressures above the established maximum continuous brake pressure.

Abstract: A method of open loop control of a retardation torque of a vehicle is presented. The method comprises obtaining of a current vehicle acceleration indicator, obtaining of one or more current vehicle state indicators, and determining of an open loop retardation torque based on the vehicle acceleration indicator and the one or more vehicle state indicators. The method further comprises controlling of a resulting retardation torque based on the open loop retardation torque. The resulting retardation torque is applied by one or more propulsion sources of the vehicle.

Abstract: An apparatus for cleaning of a brake disc may include: a processor; and a storage medium in which one or more programs configured to be executable by the processor are recorded, and the one or more programs includes instructions for: a determination unit configured to determine whether a mode change has occurred from a first mode of transporting a shipped vehicle to a second mode of delivering the vehicle to a customer; and a braking controller configured to remove rust generated on a surface of a brake disc by performing braking according to a cleaning mode of the brake disc when it is determined that the mode change has occurred.

Abstract: A vehicle braking device includes: an electric cylinder in which a piston driven by an electric motor slides in a cylinder to supply fluid; a hydraulic pressure output unit connected to the electric cylinder by way of a first liquid passage, the hydraulic pressure output unit pressurizing or depressurizing a hydraulic pressure in the first liquid passage and outputting the hydraulic pressure to a supply liquid passage connected to a first wheel cylinder; and a control unit that causes at least one of the electric cylinder and the hydraulic pressure output unit to generate the hydraulic pressure in the first wheel cylinder according to a relative position between the piston and the cylinder.

Abstract: An optical system includes a negative lens and a positive lens adjacent to each other, wherein the following inequalities are satisfied: 0.00?DAB?1.00, and 0.80?RA/RB?1.20, where DAB[mm] denotes a distance on an optical axis between the negative lens and the positive lens, and RA and RB denote curvature radii of facing lens surfaces of the negative lens and the positive lens, respectively, and wherein specific inequalities are satisfied.

Abstract: Methods and apparatus to determine brake pad wear are disclosed herein. An example vehicle disclosed herein includes a brake, memory, and a processor to execute instructions to detect the vehicle is in operation on a road, determine a deceleration capability of the brake in response to a first brake check event, compare the deceleration capability of the vehicle to a first threshold, and in response to determining the deceleration capability of the vehicle does not satisfy the first threshold, cause the vehicle to navigate to an exit of the road prior to a portion of the road with a grade higher than a threshold grade.

Abstract: A method is for operating a brake system of a motor vehicle. The brake system includes at least one service brake and a transmission device having an output rod, by way of which a braking force is transmitted to the at least one service brake. The brake system further includes at least one parking brake having a trigger device for activating the at least one parking brake. The method provides increased safety and simplified implementation by (i) using an adjustment travel of the output rod to ascertain a deceleration acting on the motor vehicle due to the at least one service brake, and (ii) activating the at least one parking brake, when the trigger device is actuated, when the motor vehicle is ascertained as being stationary, taking into consideration the deceleration.

Abstract: A device for controlling a braking system of a vehicle may include a position sensor device which is designed to detect a position of a brake pedal and/or a piston of a main brake cylinder actuated by the brake pedal at multiple times, a pressure sensor device which is designed to detect a pressure in a fluid located in the cylinder at multiple times, and a control device which is designed to shift a braking assistance device into an activated state. The control device may make the shift when a temporal change of the detected position exceeds a predefined position gradient threshold value and/or if the distance between two detected positions exceeds a predefined position threshold value, wherein the position gradient threshold value or the position threshold value is provided according to a change in the detected pressure.

Abstract: Method for estimating a brake factor parameter, the brake factor parameter being defined as a ratio of a braking torque over a braking pressure, the braking torque being applied on a wheel of a vehicle by a braking wheel sub-system of a braking system of the vehicle, the braking pressure being applied by the braking wheel sub-system to achieve the braking torque on the wheel of the vehicle, the method comprising collecting input parameters and estimating the brake factor parameter as a function of the at least one input parameter, an output of the step of estimating being an open loop estimation of the brake factor parameter.

Abstract: A driving support apparatus comprises a sensor for detecting an object, and a controller for prohibiting a collision control when an override condition is satisfied. The controller executes the collision control in a case where the override condition is satisfied during an erroneous operation, determines that an acceleration operation is the erroneous operation in a case where a predetermined normal erroneous operation condition is satisfied, or in a case where a predetermined relaxation erroneous operation condition is satisfied when a predetermined relaxation condition is satisfied, and determines that the relaxation condition is satisfied when a number of executions of the collision control during the erroneous operation in one trip is greater than or equal to a first threshold number or when a number of determinations that the acceleration operation is the erroneous operation in one trip is greater than or equal to a second threshold number.

Abstract: A vehicle driving assistance apparatus predicts (i) a first consumed energy amount corresponding to a consumed energy amount consumed by a driving apparatus of an own vehicle when executing a first following control and (ii) a second consumed energy amount corresponding to the consumed energy amount consumed by the driving apparatus of the own vehicle when executing the second following control. The apparatus executes the second following control when the second consumed energy amount is smaller than the first consumed energy amount. On the other hand, the apparatus executes the first following control when the second consumed energy amount is equal to or greater than the first consumed energy amount.

Abstract: A vehicle control device, a vehicle control method, and a vehicle control system according to the present invention estimate, in response to a deceleration command to a vehicle, the first deceleration generated by a frictional braking force based on characteristics of deceleration with respect to a force acting on a friction pad of a frictional braking device, determine the second deceleration by subtracting the first deceleration from the deceleration command, output the first command for generating the frictional braking force based on the deceleration command, and output the second command for generating the regenerative braking force based on the second deceleration. This allows compensating for uncertainty in achieving deceleration by frictional braking, and improving the accuracy of the actual deceleration with respect to the deceleration command.

Abstract: An autonomous emergency braking apparatus is provided for a host vehicle having one or more sensors providing one or more sensor signals indicative of status of at least one vehicle adjacent to the host vehicle. The autonomous emergency braking apparatus comprises a vehicle controller arranged to (i) monitor the one or more sensor signals indicative of the status of the at least one vehicle adjacent to the host vehicle, and (ii) provide at least one control signal for controlling extent of deceleration of the host vehicle based upon the status of the at least one vehicle adjacent to the host vehicle in the event of the host vehicle colliding with a vehicle in front of the host vehicle.

Abstract: A vehicle brake fluid pressure control device that restrains a brake fluid pressure from decreasing counter to driver's intent during a vehicle stop time pressure holding control is disclosed. The vehicle brake fluid pressure control device is capable of exercising a vehicle stop time pressure holding control under which a brake fluid pressure is held when it is determined that a vehicle has been stopped. During the vehicle stop time pressure holding control (time t2 to t3), if a first condition which includes an amount of lateral motion (yaw rate Y) of the vehicle being equal to or greater than a specified value (Yth), and an absolute value (G) of frontward/rearward acceleration undergone by the vehicle being equal to or greater than a first threshold (G1) is fulfilled, the vehicle stop time pressure holding control is canceled (time t3) even without operation of an operation member for operating the vehicle.

Abstract: A system has memory that stores instructions executable by the processor to instruct operation of at least one vehicle system (e.g., braking system, propulsion system, steering system, suspension system) in a minimum time mode for travel of the vehicle from a starting point to a destination point of a roadway. The system collects roadway data for the roadway from the starting point to the destination point. Based on the roadway data, the system determines a minimum time path from the starting point to the destination point and speed along the minimum time path. In response to a maximum acceleration input from a human driver of the vehicle when the vehicle is at the starting point, the system initiates the minimum time mode and instructs operation of at least one vehicle system to pursue the minimum time path and speed along the minimum time path from starting point to destination point.

Abstract: A downhill target acceleration control system for a vehicle is provided, which includes the vehicle, a road grade sensor, an acceleration sensor, and a processor. The processor stores an acceleration target value, determines the mass of the vehicle, and detects whether a downhill acceleration of the vehicle exceeds the target value by more than a threshold amount. If so, the processor is configured to receive and implement a driver-initiated change to the downhill target acceleration value, without input from the accelerator or brake. Based on the downhill acceleration, the target value, and the mass, the processor generates a negative power train torque request to reduce the downhill acceleration of the vehicle. If the acceleration of the vehicle is then below the target acceleration by more than a second threshold amount, the processor reduces the negative power train torque request to increase the downhill acceleration of the vehicle.

Abstract: An apparatus for changing a brake mode using a brake pedal, includes a processor; and a storage medium recording at least one program configured to be executable by the processor, the at least one program including instructions; a first determination unit configured for determining whether a first condition for changing the brake mode is satisfied, wherein the brake mode refers to driver's required deceleration including a different inclination according to a pedal stroke or a pedal effort of the brake pedal, is satisfied; a second determination unit configured for determining whether the pedal stroke of the brake pedal and a pressing time of the brake pedal satisfy a second condition, in response that the first condition is satisfied; and a control unit of changing a current brake mode for a brake system including the brake pedal, in response that the second condition is satisfied.

Abstract: An automatic brake control apparatus for a vehicle is configured to control a brake device of the vehicle in a control of a driving assist system of the vehicle. The automatic brake control apparatus includes electronic control units. The electronic control units include a first electronic control unit and are communicably coupled to each other and configured to exchange data with each other. The first electronic control unit is configured to control the driving assist system. The first electronic control unit is configured to send, to one or more of the electronic control units, an instruction that controls the brake device and that includes a first instruction for controlling a behavior of the vehicle and a second instruction that has an instruction content different from an instruction content of the first instruction.

Abstract: A driver assistance system 1 for a motorcycle is provided with: a driving force output device 82 that generates a backup output for reversing a drive wheel and backing up a vehicle body; a brake lever 810 squeezably operable by a rider; a ACC main switch 43 and an ACC lever 44 operable by the rider; and a back out assistance controller 64 that controls the driving force output device 82 on the basis of the operation of the lever 810, the switch 43, and the lever 44. The back out assistance controller 64, after causing the driving force output device 82 to generate the backup output when triggered by receiving an operation of turning the lever 44 to a “SET/?” side, continues to cause the backup output to be generated until the lever 810 is operated, or until the switch 43 or lever 44 is turned off.

Abstract: Techniques for dividing a lane into a first virtual lane and a second virtual lane are described. A narrow track vehicle may determine that the narrow track vehicle is traversing a lane that is at least 10 feet wide. The narrow track vehicle may divide the lane into a first virtual lane and a second virtual lane and traverse one of the first virtual lane or the second virtual lane based at least in part on location (e.g., when traversing a highway lane, residential lane, etc.) and/or speed of traffic (e.g., when traffic is traveling at or below a threshold speed). In examples, the narrow track vehicle may traverse the environment in between a first lane and a second lane upon determining that a distance between a first object in the first lane and a second object in the second lane meets a threshold distance.

Abstract: A vehicle driving assistance apparatus includes a control unit configured to, in a case where the control unit determines, based on radar target object information, that at least one target control object that is approaching so as to intersect with a predicted traveling path of the host vehicle is present, when a line of vision of the driver detected by a driver monitor device is not directed to the target control object that will reach the intersecting position at the earliest time, perform at least one of a host vehicle traveling suppression control (e.g., a brake hold control to prohibit the host vehicle from moving) and an attention seeking warning control to generate a warning sound so as to cause the driver to recognize that there is a warning sound source in a direction along which the target control object is approaching the host vehicle.

Abstract: Automated driver assistance systems and methods for towing predict vehicle/trailer instabilities and adapt automated driving control to avoid them. A tow-vehicle includes a controller that, through an actuator system, controls speed and/or steering. A map system and/or a sensor system monitor a roadway on which the vehicle is travelling to identify a road profile located ahead of the vehicle over a prediction horizon. A projected trajectory for navigating the vehicle through the road profile over the prediction horizon and considering environmental conditions is determined. Before travel over the road profile, whether the projected trajectory through the road profile will result in exceeding a vehicle dynamic threshold is determined. When the projected trajectory will result in exceeding the vehicle dynamic threshold through the road profile, a control action is determined to prevent instability and optimize driver experience. The vehicle is operated through the road profile using the control action.

Abstract: A method includes receiving planned path data, road data, and speed profile data, determining anticipatory constraints for each of the plurality of steps along a planned path using the planned path data, the road data, and the speed profile data, determining a plurality of control actions using a Model Predictive Control (MPC). The prediction model of the MPC is updated in real time with the plurality of anticipatory constraints for each of the plurality of steps along the planned path and the road data for each of the plurality of steps along the planned path. The method further includes controlling the vehicle using the plurality of control actions to cause the vehicle to autonomously follow the planned path.

Abstract: A park brake controller with multiple communication channels and failsafe methods for use therewith are provided. In one embodiment, a park brake controller is provided comprising a plurality of transceivers. In response to at least one of the plurality of transceivers not being able to receive, from a communication network in a vehicle, a park brake request and vehicle sensor data, the park brake request and vehicle sensor data are sent in a different, more-robust form to be received by another one of the plurality of transceivers. Other embodiments are provided.

Abstract: Methods and systems determine resistance related constants for use by a vehicle towing a trailer. A system for controlling functions of the vehicle and the trailer includes sensors that provide sensor data. A processor performs a readiness check, based on the sensor data, by determining whether the sensor data exceeds predetermined thresholds. When the readiness check is passed, meaning the thresholds are not exceeded, and based on the sensor data, the processor computes values for constants that represent aerodynamic resistance and rolling resistance of the vehicle and the trailer. Based on the constants, the processor controls functions of the vehicle.

Abstract: A vehicle control apparatus starts driving trouble tackling control designed to decelerate and stop an own vehicle when it is determined that a driver is in a driving trouble state where the driver has trouble driving the own vehicle, then start a deceleration process at a predetermined timing as a process of driving trouble tackling control, and then start a hazard lighting process at a predetermined timing as another process of driving trouble tackling control. The vehicle control apparatus stops driving trouble tackling control when a hazard switch is operated during the performance of the hazard lighting process, and starts the hazard lighting process without stopping the driving trouble tackling control when the hazard switch is operated between a timing when it is determined that the driver is in the driving trouble state and a timing when the hazard lighting process is started.

Abstract: An electric system of a vehicle including an electronically controlled braking system. The electric system has a steering angle sensor unit, at least one control module, at least one first inertia sensor and an electronic braking system central control unit EBS ECU. The at least one control module is external to the steering angle sensor unit. The at least one control module is also external to the EBS ECU. At least one of the at least one control module has mounted within it one of the at least one first inertia sensor.

Abstract: The electronic parking brake system according to an exemplary embodiment of the present disclosure includes a first ECU (electronic control unit) and a second ECU respectively connected to a plurality of motors for providing a driving force to a wheel to control the plurality of motors, wherein the second ECU includes a power reserve system for storing power supplied from a battery; a switch for switching to connect the plurality of motors to the first ECU or the second ECU based on the operating state of the first ECU; and a second MCU for identifying an operating state of the first ECU, controlling the switch to connect the plurality of motors from the first ECU to the second ECU based on the operating state being an inactive state, and controlling the plurality of motors through the power stored in the power reserve system.

Abstract: A brake system for a vehicle is configured to mix a brake request signal corresponding to a level of a brake request with a variable frequency and a variable amplitude (e.g. torque tickle) when generating a signal for controlling a brake. The brake system comprises: one or more brakes configured to apply braking to one or more vehicle wheels; memory; and a processor configured to mix a brake request signal corresponding to a level of a brake request with a variable frequency and a variable amplitude to generate a signal for controlling the one or more brakes, wherein the variable frequency is retrieved from one or more predetermined frequencies stored in the memory, and the variable amplitude is calculated based on the level of the brake request.

Abstract: A control system for an ego-vehicle traveling in a first direction in a first lane on a road segment where the vehicle has a driver support function for autonomously maneuvering the vehicle. The control system includes control circuitry configured to obtain sensor data including information about a surrounding environment of the vehicle. The control circuitry determines a relative velocity of at least one external vehicle traveling in a second lane adjacent to the first lane based on the obtained sensor data. Moreover, the control circuitry is configured to generate a control signal in to control an availability of the driver support function for the road segment based on the comparison in order to make the driver support function available for an occupant of the vehicle if at least one external vehicle of the external vehicle(s) has been confirmed to have a relative velocity below the maximum velocity threshold.

Abstract: A method of monitoring friction associated with a plurality of aircraft wheels of an aircraft, the method including, for each of the plurality of aircraft wheels, obtaining wheel speed data associated with the aircraft wheel. The method includes determining, based at least in part on the wheel speed data, deceleration of the aircraft wheel during a time interval, and determining, based at least in part on the determined deceleration, a value indicative of friction associated with the aircraft wheel. The method includes providing, based at least in part on the determined value, a signal indicative of a level of friction associated with the aircraft wheel.

Abstract: A method for compensating sensor tolerances of accelerometers of a vehicle. The method includes following steps: recording of measurement signals of at least three similarly oriented accelerometers, calculation of an acceleration (ab,z) at a reference position in the spatial direction, which corresponds to the orientation of the accelerometers, low-pass filtering of the measurement signals, determination of tolerance parameters (cx, cy, cz) of each sensor via an optimization method with the aid of the calculated acceleration (ab,z) at the reference position, and calculation of the adjusted measurement signals from the recorded measurement signals and the tolerance parameters (cx, cy, cz).

Abstract: Cybersecurity is a critical requirement for current and future vehicles, to protect against catastrophic cyber attacks. Vehicles today (including land vehicles, waterborne vehicles, and aircraft including such embodiments as airplanes, helicopters, and air taxis) are constructed with myriad separate sensors and actuators, which generally have only limited cyber protections—a worrying vulnerability. Therefore, procedures are disclosed for a vehicle-wide 5G/6G network in which each ECU (electronic control unit) is a separate user device. Each ECU is also the manager of a set of sensors and actuators, forming a local sub-network with tightly regulated wireless protocols. Each ECU and each end sensor/actuator may include an AI model to detect and defeat cyber attacks.

Abstract: The control device according to the present disclosure executes a process of acquiring an image captured by a camera provided in a vehicle and estimating an vehicle-to-vehicle distance and a relative speed with the preceding vehicle based on an image, a process of calculating a time to collision with respect to the preceding vehicle from the vehicle-to-vehicle distance and the relative speed, a deceleration process of decelerating the vehicle based on the vehicle-to-vehicle distance, the relative speed, and the time to collision, and a process of performing a warning to the driver of the vehicle upon receiving that the amplitude of the variation of any one physical quantity of the vehicle-to-vehicle distance, the relative speed, or the time to collision has become equal to or greater than a predetermined threshold value.

Abstract: Method and equipment for estimating a brake temperature, method for estimating a braking factor and computer program product, including a method for estimating a brake temperature of a brake disc of a vehicle, by performing the following: virtually separating the brake disc in a brake disc body and a brake disc contact surface layer; and estimating the temperature of the brake disc contact surface layer in dependence of the temperature of the braking disc body and a heat input in the brake disc contact surface layer due to a braking action, in which the estimated temperature of the brake disc contact surface layer corresponds to the brake temperature.

Abstract: An object detection device includes first and second detectors each configured to detect an object by transmitting an ultrasonic wave in a moving direction of the moving object and receiving a reflected wave of the ultrasonic wave, a second detector, a memory, and a hardware processor coupled to the memory, and configured to: determine that an obstacle is present in the moving direction of the moving object, based on object detection results by the first and second detectors; determine crossing of the obstacle based on object detection results by the first and second detectors in a state in which it is being determined that the obstacle is present; and cause a driving controller mounted on the moving object, to release driving restriction control of restricting movement of the moving object when determining the crossing, or prohibit the driving controller from releasing the driving restriction control under a predetermined condition.

Abstract: The driving support apparatus performs deceleration control of the vehicle. The driving support apparatus includes: a sensitivity setting unit configured to set an actuation sensitivity of a deceleration control; a deceleration execution unit configured to execute the deceleration control based on the actuation sensitivity; and a brake operation detection unit configured to detect a brake operation by a driver. The sensitivity setting unit changes the actuation sensitivity based on a control execution count which is the number of executions of the deceleration control and a driver operation count which is the number of operations of the brake operation.

Abstract: A brake state estimation device includes: a position acquisition section that acquires a position of a subject vehicle; and a state estimation section that estimates a state of deterioration of brake fluid for operating a hydraulic brake device of the subject vehicle, on the basis of humidity information corresponding to the position of the subject vehicle, and duration information expressing a duration of staying in an area that includes the position of the subject vehicle.

Abstract: The angle of a trailer with respect to a tow vehicle is an important parameter to the stability of the vehicle and trailer. A tow vehicle pulling a trailer in a straight line is generally more stable than when the vehicle is turning. While turning, the angle between the tow vehicle and the trailer is not a straight line but is another angle depending on how sharply the tow vehicle is turning. To safely operate a vehicle towing a trailer, for a given steering input and speed, there is a maximum angle between the tow vehicle and trailer whereby exceeding the angle causes instability and may cause the trailer or tow vehicle to roll over or jackknife. Accordingly, the angle between the trailer and tow vehicle must be determined to ensure the vehicle and trailer will continue to be in control.

Abstract: Systems and methods are provided for variable actuation and release of a vehicle's brake hold mechanism/function. A brake hold device may be implemented as a “tuner” or controller that can connect to and override, e.g., the default functionality of an existing brake hold mechanism of a vehicle. Delays in exiting a brake hold state, repetitive actuation of an accelerator to exit a brake hold state, and other shortcomings associated with the conventional operation of brake hold mechanisms may be avoided by taking into account relevant vehicle operating conditions or environmental/road/traffic conditions.

Abstract: The objective is to improve driving feeling at a time of acceleration operation or deceleration operation, by recognizing driver's intention of acceleration or deceleration during straight-ahead running. A driving-assistance control apparatus according to the present disclosure includes a straight-running determination unit that determines whether or not a vehicle is running straight, a head-position detection unit that detects a head position of a driver, a driving-posture determination unit that determines the posture of the driver, based on the head position detected by the head-position detection unit, and a driving-assistance control unit that performs acceleration preparation control for raising a reaction speed for acceleration operation or deceleration preparation control for raising a reaction speed for deceleration operation in accordance with an output of the driving-posture determination unit, when the straight-running determination unit determines that a vehicle is running straight.

Abstract: A motion manager configured to request motion of a vehicle according to a kinematic plan on driver assistance of the vehicle to at least one of a plurality of actuators provided in the vehicle includes one or more processors. The one or more processors are configured to receive information indicating a plurality of kinematic plans and classify the information into predetermined items such that a realization method of achieving a purpose of each of the kinematic plans is selectable without specifying or distinguishing a setting source of each of the kinematic plans, arbitrate the kinematic plans, calculate a motion request to the vehicle based on a result of arbitrating the kinematic plans, and distribute the motion request to at least one of the actuators.

Abstract: A pedal system for a vehicle that is configured to be driven in an at least part-automated manner. The pedal system includes a driving pedal and a brake pedal. The pedal system is allocated a representation function between a pedal actuation and control parameters for the longitudinal control of the vehicle. The pedal system is configured so as, when the vehicle is being operated, to vary the representation function between the pedal actuation and the control parameters for the longitudinal control of the vehicle in dependence upon a variable that represents the degree of automation of the driving mode of the vehicle and at least a first condition for restricting the representation function of the pedal actuation and/or at least a second condition for eliminating the restriction of the representation unction of the pedal actuation.

Abstract: A vehicle travel assistance system includes a travel assistance control unit, an operation unit, and a travel assistance setting unit. The travel assistance control unit is configured to perform travel assistance in a braking-and-driving-force distribution control mode and an automatic cruise control mode. The travel assistance setting unit supplies, to the travel assistance control unit, setting information of travel assistance in response to the received operation under a condition that the operation received by the operation unit is for selecting the braking-and-driving-force distribution control mode, the travel assistance setting unit automatically supplies setting information of the braking-and-driving-force distribution control mode to the travel assistance control unit regardless of the operation in a case where a speed of the vehicle becomes an automatic deactivation speed or higher and thereafter becomes an automatic reactivation speed or lower.