A drive assistance device includes an automatic brake unit configured to perform automatic brake control, a brake hold unit configured to perform a brake hold control keeping the vehicle stopped, a brake hold cancel unit configured to cancel the brake hold control when it is determined that a predetermined cancel condition is satisfied, a surroundings information obtaining unit configured to obtain surroundings information indicating a situation around the vehicle, a maneuver information obtaining unit configured to obtain maneuver information about a driving maneuver performed by a driver of the vehicle, a maneuver determination unit configured to determine, based on the surroundings information and the maneuver information whether the driving maneuver performed during the brake hold control is appropriate for the situation around the vehicle, and a prohibition unit configured to prohibit cancelling the brake hold control as long as it is determined that the driving maneuver is inappropriate.

A method for determining an operating variable of a drum brake comprises actuating the brake in at least one of: a first wheel speed range and a second wheel speed range. The operating variable is calculated based on bearing force of a leading brake shoe and the further bearing force of a trailing brake shoe when in the first wheel speed range. The operating variable is calculated when in the second wheel speed range based on a current actuator position and an actuator contact position, in which brake shoes of the drum brake come into engagement with a drum of the drum brake.

A vehicle control device includes an automatic driving control device configured to execute automatic driving control on a vehicle, and an anti-lock braking system configured to control a longitudinal slip ratio of wheels of the vehicle to be equal to or smaller than a threshold during braking of the vehicle. The automatic driving control to be executed by the automatic driving control device includes braking force control for changing a braking force to be applied to the wheels of the vehicle depending on a target deceleration set without being based on a deceleration request by a driver. The automatic driving control device is configured to, when a failure of the anti-lock braking system is detected during execution of the automatic driving control on the vehicle, set the target deceleration in the braking force control to a value equal to or smaller than an upper limit deceleration value.

A vehicle control device includes an automatic driving control device configured to execute automatic driving control on a vehicle, and an anti-lock braking system configured to control a longitudinal slip ratio of wheels of the vehicle to be equal to or smaller than a threshold during braking of the vehicle. The automatic driving control to be executed by the automatic driving control device includes braking force control for changing a braking force to be applied to the wheels of the vehicle depending on a target deceleration set without being based on a deceleration request by a driver. The automatic driving control device is configured to, when a failure of the anti-lock braking system is detected during execution of the automatic driving control on the vehicle, set the target deceleration in the braking force control to a value equal to or smaller than an upper limit deceleration value.

In an exemplary embodiment, a system is provided that includes one or more first sensors, one or more second sensors, and a processor disposed onboard a vehicle. The first sensors are configured to at least facilitate obtaining first sensor data with regard to an external environment outside the vehicle. The second sensors are configured to at least facilitate obtaining second sensor data with regard to one or more eyes of a driver of the vehicle. The processor is configured to at least facilitate: determining a predicted gaze angle of the one or more eyes of the driver based on the external environment outside the vehicle, using the first sensor data; determining a measured gaze angle of the one or more eyes of the driver, using the second sensor data, and controlling one or more vehicle actions based on a comparison of the predicted and measured gaze angles.

A vehicle brake pedal including a base and a pedal arm coupled to and rotatable relative to the base. A linear pedal resistance assembly extends between the base and the pedal arm and is adapted for exerting a resistance force against the pedal arm in response to the rotation of the pedal arm. A rotary pedal dampener assembly is associated with the base and adapted for exerting a dampening force against the pedal arm in response to the rotation of the pedal arm. A rotary pedal position sensor assembly is associated with the base and adapted for sensing the position of the pedal arm in response to the rotation of the pedal arm. In one embodiment, the linear pedal resistance assembly includes a housing with a plurality of springs adapted for compression in response to the rotation of the pedal arm and for exerting the resistance force against the pedal arm.

A vehicle brake pedal including a base and a pedal arm coupled to and rotatable relative to the base. A linear pedal resistance assembly extends between the base and the pedal arm and is adapted for exerting a resistance force against the pedal arm in response to the rotation of the pedal arm. A rotary pedal dampener assembly is associated with the base and adapted for exerting a dampening force against the pedal arm in response to the rotation of the pedal arm. A rotary pedal position sensor assembly is associated with the base and adapted for sensing the position of the pedal arm in response to the rotation of the pedal arm. In one embodiment, the linear pedal resistance assembly includes a housing with a plurality of springs adapted for compression in response to the rotation of the pedal arm and for exerting the resistance force against the pedal arm.

An electrical regeneration and vehicle deceleration control method includes operating an electrified powertrain in normal or maximum regeneration modes associated with lesser and greater electrical regeneration and vehicle deceleration rates, respectively, receiving an input from a driver of the vehicle indicative of a request to enable the maximum regeneration mode, detecting a status indicative of an availability of the maximum regeneration mode, and in response to receiving the request and based on the status of the maximum regeneration mode and a current vehicle deceleration rate: (i) operating the electrified powertrain in either the maximum regeneration mode or a normal regeneration mode, (ii) selectively outputting a message to the driver indicative of the status of the maximum regeneration mode, and (iii) selectively commanding a hydraulic brake system of the vehicle to generate brake force based on a driver-expected vehicle deceleration rate associated with the operative regeneration mode.

An electrical regeneration and vehicle deceleration control method includes operating an electrified powertrain in normal or maximum regeneration modes associated with lesser and greater electrical regeneration and vehicle deceleration rates, respectively, receiving an input from a driver of the vehicle indicative of a request to enable the maximum regeneration mode, detecting a status indicative of an availability of the maximum regeneration mode, and in response to receiving the request and based on the status of the maximum regeneration mode and a current vehicle deceleration rate: (i) operating the electrified powertrain in either the maximum regeneration mode or a normal regeneration mode, (ii) selectively outputting a message to the driver indicative of the status of the maximum regeneration mode, and (iii) selectively commanding a hydraulic brake system of the vehicle to generate brake force based on a driver-expected vehicle deceleration rate associated with the operative regeneration mode.

A method for operating a braking device of a vehicle, including a main braking system, and a backup braking system. The braking device includes a main braking system control unit, and a backup braking system control unit. The method includes detecting an error of a brake function of the braking system, locating the error inside the braking device, classifying the error with regard to the corresponding brake function and the braking system, and transferring a brake function detected as erroneous for the main braking system to the backup braking system in the event that the error concerns solely the main braking system, so that the brake function may still be carried out with the aid of the backup braking system.