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: 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: 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: 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 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: 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: 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 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: 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: 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: 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 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: 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: 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: 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: 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: 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 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: 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: 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 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 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 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.

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: 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 method and apparatus are provided for determining one or more behavior models used by an autonomous vehicle to predict the behavior of detected objects. The autonomous vehicle may collect and record object behavior using one or more sensors. The autonomous vehicle may then communicate the recorded object behavior to a server operative to determine the behavior models. The server may determine the behavior models according to a given object classification, actions of interest performed by the object, and the object's perceived surroundings.

Abstract: An apparatus for predicting a trajectory of a surrounding vehicle includes a storage configured to store a high definition map, a lane Selection Network (LSN), and a Trajectory Prediction Network (TPN) and a controller that extracts lane information around a target vehicle, traveling around a host vehicle, based on the high definition map, inputs the lane information around the target vehicle and previous trajectory information of the target vehicle to the LSN to detect reference lane information, and inputs the reference lane information and the previous trajectory information of the target vehicle to the TPN to acquire future trajectory information of the target vehicle.

Abstract: Techniques for updating data operations in a perception system are discussed herein. A vehicle may use a perception system to capture data about an environment proximate to the vehicle. The perception system may output the data about the environment to a system configured to determine positions of objects relative to the perception system over time. The positions of the objects may be used to estimate an object velocity and may be compared against machine learning model outputs in a self-supervised manner to train the machine learning model to output object velocities based on inputs from the perception system. The output of the machine learning model may include a two-dimensional velocity for objects in the environment. The two-dimensional velocity may be used for a vehicle system such that the vehicle can make environmentally aware operational decisions, which may improve reaction time(s) and/or safety outcomes of the vehicle.

Abstract: A system configured to assess health of a rotor of a friction brake configured to brake a wheel of a vehicle. The system includes a brake control module configured to actuate the friction brake at a target pressure sufficient to maintain the vehicle at a crawl speed. A diagnostic module is configured to, while the vehicle is at the crawl speed and the friction brake is at the target pressure: record rotational speed of the wheel; identify a change in the rotational speed of the wheel; and determine whether the change in the rotational speed of the wheel exceeds a predetermined threshold; generate a notification indicating that the rotor of the friction brake configured to brake the wheel is healthy; and generate a notification indicating that the rotor requires attention.

Abstract: A vehicle control device includes a scene determination unit determining whether or not a current traveling scene is a traveling-restricted scene, an order setting unit setting priorities corresponding to a restriction with respect to driving behaviors previously classified for different purposes in a case where it is determined that the traveling scene is the traveling-restricted scene and setting priorities with respect to the plurality of driving behaviors in a case where it is not determined that the traveling scene is the traveling-restricted scene, a traveling plan generating unit generating traveling plans corresponding to the plurality of priority-set driving behaviors, an executability determination unit determining executability of each of the plurality of generated driving behaviors, a traveling plan selection unit selecting the traveling plan corresponding to the driving behavior with the highest priority, and a traveling control unit controlling the traveling of the host vehicle based on the trav

Abstract: A video acquisition unit acquires a video from an imaging unit provided in a vehicle to capture a scene around the vehicle. A display unit is provided in the vehicle to display the video captured by the imaging unit. A control unit switches, when it is predicted that a passenger of the vehicle will leave the vehicle, a mode of the display system to a mode in which visibility for the passenger is improved.

Abstract: Described are devices, systems and methods for managing a supplemental brake control system in autonomous vehicles. In some aspects, a supplemental brake management system includes brake control hardware and software that operates with a sensing mechanism for determining the brake operational status and a control mechanism for activating the supplemental brake control in an autonomous vehicle, which can be implemented in addition to the vehicle's primary brake control system.

Abstract: An information processing method includes receiving shift requests to control a shift range of a vehicle from a plurality of application software products configured to implement driver assistance functions of the vehicle, arbitrating the shift requests by using, as a condition, whether each of the received shift requests is a request in a traveling range or a request in a parking range, when the traveling range is the shift range in which a driving wheel of the vehicle is rotatable and the parking range is the shift range in which the driving wheel is not rotatable, and generating an instruction value for an action request to drive an actuator based on a result of arbitration.

Abstract: A vehicle control method causes a controller to execute: processing of determining whether or not a first other vehicle traveling on a second lane, the second lane merging with a first lane on which an own vehicle travels in front of the own vehicle, is traveling diagonally in front of the own vehicle; and processing of, when determining that the first other vehicle is traveling diagonally in front of the own vehicle, controlling vehicle speed of the own vehicle in such a way that a front-rear direction distance from a rear-end position of the first other vehicle to a front-end position of the own vehicle in a front-rear direction of the first lane is shorter than a first target inter-vehicle distance in vehicle speed control to maintain an inter-vehicle distance to a preceding vehicle traveling in front of the own vehicle on the first lane.

Abstract: A method for regulating a pressure setting in a braking system includes receiving a pressure demand and determining a pressure demand gradient from the pressure demand, determining a volume flow requirement from the pressure demand gradient, generating a hydraulic pressure by utilizing a pressure application device, determining an actual volume flow of the pressure application device, regulating an overflow valve on the basis of the pressure demand and the difference between the actual volume flow and the volume flow requirement. A special mode is activated when the pressure demand gradient exceeds a gradient limit value, a minimum value for the volume flow requirement being set in the special mode on the basis of a last maximum of the volume flow requirement. The special mode is deactivated when a difference between the pressure demand and a system pressure falls below a first limit value.

Abstract: Systems and methods are provided for vehicle navigation. The systems and methods may detect traffic lights. For example, one or more traffic lights may be detected using detection-redundant camera detection paths, a fusion of information from a traffic light transmitter and one or more cameras, based on contrast enhancement for night images, and based on low resolution traffic light candidate identification followed by high resolution candidate analysis. Additionally, the systems and methods may navigation based on a worst time to red estimation.

Abstract: An electrified vehicle and a regenerative braking control method of the same include performing regenerative braking based on a travel environment while driving of the vehicle, determining the number of turn-on/off times of a brake lamp for a reference time during execution of the regenerative braking based on the travel environment, and adjusting a regenerative braking torque of a drive motor based on the determined number of turn-on/off times of the brake lamp.

Abstract: The present invention relates to a method for avoiding collisions of a moving vehicle with other road users in the surroundings of the vehicle, comprising at least the method steps of: a) detecting, by means of one or more sensors, the vehicle surroundings and the other road users located therein; b) dividing the vehicle surroundings into a plurality of occupied areas; c) classifying the other road users detected in method step a), wherein, by means of the classification, at least one road user group is assigned to each of the other road users; d) prioritising the road user classified in method step c), taking into account both the classification carried out in method step c) and the occupied area defined in method step b), wherein road users from one or more predetermined road user groups in the particular occupied area are given a high priority and road users from other, non-predetermined road user groups in the particular occupied area are given a lower priority; and e) determining the probability of colli

Abstract: A system and method are provided for disabling a retarder during a gearshift at low speeds for improved driver comfort. These embodiments recognize that power flow is interrupted during a shifting process and use that opportunity to disable the retarder at low speeds, thereby eliminating an additional, uncomfortable jolt to the driver. Several embodiments are provided.

Abstract: A driving force control method controls front wheel driving force and rear wheel driving force by a front wheel motor connected to a front wheel of a vehicle and a rear wheel motor connected to a rear wheel, respectively. The driving force control method includes: executing a cooperative process of lifting up or lifting down a vehicle body by cooperation of adjustment of at least one of the front wheel driving force and the rear wheel driving force and application of friction braking force to at least one of the front wheel and the rear wheel.

Abstract: A system and a method for vehicle stop control are operable such that when it is detected that a vehicle is driving in a direction opposite to the direction of a current gear stage of the vehicle, the driver is warned and the vehicle enters an emergency braking state so as to reduce the risk of an accident and improve stability of a braking system. The vehicle stop control method performed by a controller of the vehicle includes steps of: converting vehicle driving environment information into data to be used as system input information; checking whether a controller related to each of driving and braking systems of the vehicle operates normally; determining whether the vehicle is driving in a reverse direction; and performing vehicle emergency stop control when the vehicle is driving in the reverse direction.

Abstract: A vehicle control device includes: a surrounding vehicle lane determination unit; a surrounding vehicle behavior prediction unit for predicting whether or not the surrounding vehicle will cut in at a time point after a present; a preceding vehicle determination unit; a target acceleration calculation unit; and a drive force calculation unit for calculating a drive force of the own vehicle. The preceding vehicle determination unit includes: a preceding vehicle candidate selection unit for selecting, as a preceding vehicle candidate, the surrounding vehicle traveling in front on an own vehicle traveling lane and the surrounding vehicle predicted to cut in to the own vehicle traveling lane; a collision risk determination unit for determining a collision risk of each surrounding vehicle selected as the preceding vehicle candidate; and a preceding vehicle selecting unit for selecting, as the preceding vehicle, the surrounding vehicle of which the collision risk is greatest.

Abstract: In one embodiment, a system determines a signal fault at a communication bus of an autonomous driving vehicle (ADV). In response to determining the signal fault, the system sends a brake pre-charge command to a brake system of the ADV to pre-charge a brake of the ADV. The system determines a preset tolerance time to validate the signal fault. In response to a time elapse of the preset tolerance time, the system validates the signal fault at the communication bus or determine a signal fault at another communication bus. In response to validating the signal fault at the communication bus or determining the signal fault at the another communication bus, the system sends a brake command to the brake system of the ADV to engage brakes for the ADV.

Abstract: An individual vehicle information database of a center device has a waiting queue used to sequentially write a plurality of individual vehicle information transferred by an individual vehicle information registration unit. When attempting to transfer individual vehicle information sent from a master device to the individual vehicle information database, the individual vehicle information registration unit refers to the waiting queue, and if a write waiting number is less than a predetermined number, the individual vehicle information is stored in the waiting queue. If the write waiting number is at least the predetermined number, the individual vehicle information is stored in the waiting queue if any of individual vehicle information has content satisfying a write priority condition. If all of the individual vehicle information have content not satisfying the write priority condition, the vehicle information is not stored in the waiting queue.

Abstract: A brake system includes two brake circuits having brake circuit lines for two vehicle axles and at least one hydraulic wheel brake in each brake circuit. Each wheel brake is connectable to a corresponding brake circuit or brake circuit line via a paired switch valve for pressure build-up and release in the wheel brake using a pressure supply device that can build up pressure in both brake circuits. At least one circuit separating valve blocks or releases a hydraulic connection line connecting the two brake circuits. At least one outlet valve connects an accumulator container to at least one brake circuit to release pressure. A master cylinder having only one working chamber is actuable by a brake pedal. The working chamber is connectable to the brake circuit line of a brake circuit. A switch valve is used to close or release the hydraulic line.

Abstract: A method includes calculating, at a data processing hardware, a relative angle between a tow vehicle and a trailer attached to the tow vehicle. An absolute angle of the tow vehicle is determined at the data processing hardware. An absolute angle of the trailer based on the relative angle and the absolute angle of the tow vehicle is calculated at the data processing hardware. A dimension of the trailer is determined at the data processing hardware. A trailer leveling adjustment based on the absolute angle of the trailer and the dimension of the trailer is calculated at the data processing hardware.

Abstract: This disclosure relates to an electrified vehicle configured to selectively increase an energy recovery threshold and a corresponding method. In particular, an example electrified vehicle includes an energy recovery mechanism configured to apply a negative wheel torque up to a negative wheel torque threshold. The electrified vehicle also includes a controller configured to selectively increase the negative wheel torque threshold based on a mass of the electrified vehicle.

Abstract: A trailer braking system comprises a vehicles having a continuously-variable hydrostatic transmission, and a trailer coupled for towing by the vehicle and having an associated braking system operable from the vehicle. The vehicle transmission includes a first pressure sensor arranged to measure a fluid pressure at a predetermined point within the transmission, and a rotation sensor arranged to determine a rotation direction of a predetermined component in a driveline of the vehicle. A control unit coupled to the first pressure sensor and rotation sensor determines when a PUSH condition exists based on a particular combination of pressure and rotational direction, and operates the trailer brakes in response. One or more back-up systems to confirm the existence of a PUSH condition may be provided.

Abstract: According to one example, a system for control of a movement of a working vehicle within a work area is disclosed. The system can optionally include a steering system configured to direct the movement of the working vehicle, an object detection system, as speed sensor, and a controller. The object detection system can have one or more sensors configured to detect an object within the work area. The speed sensor can be configured to measure a speed of the working vehicle over a surface within the work area. The controller can be communicatively coupled to the steering system, the object detection system and the speed sensor. The controller can be configured to control the speed of the working vehicle based upon a steering angle of the working vehicle.