A driving assistance device for a vehicle includes a traveling environment recognizer, a braking force learner, and a braking force complementer. The traveling environment recognizer is configured to recognize traveling environment information related to an outside of the vehicle. The braking force learner is configured to, in a case where a driver who drives the vehicle has started a brake operation against a braking target recognized ahead based on the traveling environment information before a timing set based on a correlation between the vehicle and the braking target, acquire a braking force characteristic learning value based on a braking force generated from start to end of braking performed by the brake operation. The braking force complementer is configured to, in a case where the driver has started the brake operation after the set timing, complement the braking force based on the braking force characteristic learning value.

A method is provided for operating a motor vehicle brake system that includes an actuatable brake master cylinder, a hydraulic brake booster, and at least one brake circuit that has at least one hydraulically actuatable wheel brake and at least one hydraulic-pressure generator driven by electric motor. The method includes monitoring a state of actuation of the brake master cylinder is monitored, and, upon detecting a maximum state of actuation, activating the hydraulic-pressure generator to increase the hydraulic pressure adjusted by the brake master cylinder in the brake circuit.

Systems and methods for coordinating and providing braking assistance between towing vehicles and towed vehicles during towing events, such as bidirectional charging towing events, are provided. The towing braking assistance may be provided by the towed vehicle in the form of an assistive braking torque output to assist the towing vehicle with meeting a target deceleration rate during the towing event. The assistive braking torque output may be provided to account for mutual vehicle deceleration events, brake compensation or brake fade events, and stability events of the coupled vehicles during the towing events, for example.

This braking control device pumps a brake fluid from a reservoir to each wheel cylinder by one fluid pump and includes an electric motor which drives the fluid pump; and a controller which controls the electric motor. The controller calculates a target fluid pressure on the basis of at least one among the vehicle wheel speed, the vehicle deceleration state, and the turning state of the vehicle, calculates a target discharge amount for the fluid pump on the basis of the target fluid pressure, and controls the electric motor on the basis of the target discharge amount. The controller has a front wheel calculation map of the relationship between the fluid pressure and the inflow volume of the brake fluid corresponding to a front wheel cylinder, and a rear wheel calculation map corresponding to a rear wheel cylinder, and calculates the target discharge amount on the basis of the maps.

An autonomous vehicle control system is provided. The control system may include a plurality of cameras to acquire a plurality of images of an area in a vicinity of a vehicle; and at least one processing device configured to: recognize a curve to be navigated based on map data and vehicle position information; determine an initial target velocity for the vehicle based on at least one characteristic of the curve as reflected in the map data; adjust a velocity of the vehicle to the initial target velocity; determine, based on the plurality of images, observed characteristics of the curve; determine an updated target velocity based on the observed characteristics of the curve; and adjust the velocity of the vehicle to the updated target velocity.

The present invention obtains a controller and a control method capable of improving a rider's perceptibility of a warning.

A controller (51) for a rider-assistance system (50) mounted to a straddle-type vehicle (100) includes: a determination section that determines necessity of the warning given to the rider; a haptic motion performing section that performs haptic motion at least once to reduce or increase acceleration/deceleration of the straddle-type vehicle (100) only for a moment; and an acquisition section that acquires travel state information of the straddle-type vehicle (100). The haptic motion performing section changes a priority of each wheel (3, 4) at the time of changing a braking force to reduce or increase the acceleration/deceleration only for the moment in the haptic motion according to the travel state information acquired by the acquisition section.

[Problem] The present invention provides a vehicle brake system capable of shortening a delay time from time at which an execution request of a pre-crash brake executed by actuation of an electric booster is sent to time at which the pre-crash brake is actually actuated.

[Means for Resolution] In a vehicle brake system (1) including: a hydraulic unit (20); a braking control section (90) for controlling the hydraulic unit (20); a master cylinder (14); an electric booster (10); a booster control section (100) for controlling the electric booster (10); and a pre-crash brake execution determination section (110), the pre-crash brake execution determination section (110) sends information on a specified target value (P_tgt) for decelerating a vehicle to the booster control section (100) and the braking control section (90). When a change amount (ΔP) of the target value (P_tgt) received from the pre-crash brake execution determination section (110) exceeds a specified threshold value (ΔP_thr), the booster control section (100) drives the electric booster (10) prior to a command from the braking control section (90) and executes preceding brake control for generating a specified brake hydraulic pressure to a wheel cylinder.

A method of implementing autonomous emergency braking (AEB) for advanced driver-assistance systems (ADAS), the method includes receiving one or more first inputs and identifying one or more targets external to a host vehicle based on the one or more first inputs. The method further includes receiving one or more second inputs related to a turning status of the host vehicle and detecting a U-turn state associated with the host vehicle based on the one or more second inputs. The AEB algorithm may be modified in response to the detected U-turn state, wherein the AEB algorithm initiates an AEB event as necessary to avoid collisions with the one or more identified targets.

A system-on-chip (SoC) includes a processor, a system interconnect (a first bus) connected to the processor, a physical layer protocol (PHY) intellectual property (IP) block, a second bus connected to the processor, and a reset controller connected to the first bus and the second bus. The processor includes a plurality of central processing unit (CPU) cores. The PHY IP block, connected to the first bus, includes a plurality of PHY IPs including physical layers and is connected to external devices. The reset controller detects an abnormal state of the processor based on a signal from the processor, or an absence of a signal from the processor. The reset controller applies a reset signal to the PHY IP block in response to the detected abnormal state. The PHY IP block outputs a corresponding preset data to respective one of the external devices in response to the reset signal during a reset period.

The techniques and systems herein enable estimated-acceleration determination for AEB Specifically, for a potential collision, a determination is made as to whether the target of the potential collision is likely to be stopped prior to the potential collision (e.g., due to its own braking). One of a plurality of estimated-acceleration functions is then selected based on whether the target is likely to be stopped prior to the potential collision. Using the selected estimated-acceleration function, an estimated acceleration to avoid the potential collision is calculated. By selecting different estimated-acceleration functions based on whether targets are likely to be stopped prior to potential collisions, more-accurate estimated accelerations may be generated, thus enabling better collision avoidance and/or avoiding unnecessarily strong braking.