A system and method are provided for brake temperature estimation of a trailer. The incline of the surface along which the trailer is being towed is sensed, as well as a brake line pressure to the trailer and the speed. A braking count is derived from braking time periods and a downhill count is derived from downhill driving time periods. An indicator of the brake temperature is then based on the braking count and the downhill count.

A target control value of the brake fluid pressure generated in dependence on the braking operation amount is set by using a first coefficient determined in dependence on the vehicle speed in an early phase of a braking operation performed by a vehicle operator and a second coefficient determined in dependence on the braking operation amount and the vehicle speed during a later braking action. The increase in the braking force for the buildup control can be restrained in an early phase of the braking operation so that the onset of deceleration in an early phase of the braking action for the given braking operation can be made gradual in a manner corresponding to the vehicle speed while a favorable buildup control is achieved by increasing the deceleration as the vehicle speed decreases in the course of the braking action.

A parking assist system includes an electronic control unit configured to: estimate first extending directions of obstacles respectively located on right and left sides of a target parking space in a state where a host vehicle moves across in front of the target parking space; calculate a planned moving path based on the estimated first extending directions; as the host vehicle is guided into the target parking space, estimate second extending directions of the obstacles respectively located on the right and left sides of the target parking space while updating the second extending directions; determine whether the estimated and updated second extending directions satisfy a predetermined condition; and when the updated second extending directions satisfy the predetermined condition, update the planned moving path by using the updated second extending directions instead of the first extending directions or the second extending directions before being updated.

Provided is an electric vehicle, including: motors configured to apply braking/driving torques to drive wheels via gear-type speed reducers; a braking apparatus; and a control device configured to calculate, for each drive wheel, a final target torque, which is a sum of a first target torque that is based on a braking/driving operation amount of a driver and a second target torque for controlling a travel behavior of the electric vehicle, and control the motors and the braking apparatus so that an actual braking/driving torque of the drive wheel reaches the final target torque. When the final target torque is a braking torque under a situation in which the first target torque is a driving torque, the final target torque is corrected to a value that is not a braking torque.

A vehicle-use brake apparatus has a control unit which includes a correcting pressure acquisition section that acquires a flow rate correcting pressure corresponding to a discharge amount of brake fluid discharged by a pump, a command differential pressure acquisition section that acquires a command differential pressure by performing a flow rate correction where the flow rate correcting pressure is subtracted from a target wheel cylinder pressure, and a correction restriction section that performs a correction restriction by which the flow rate correcting pressure is reduced or the flow rate correction is not performed if an actual wheel cylinder pressure is smaller than a target wheel cylinder pressure.

In a control apparatus, upon determination that an obstacle has a collision possibility, an operation determiner determines to instruct a notification system to issue, to an occupant, a notification related to the collision possibility with the obstacle. The operation determiner determines whether a collision-avoidance operation has been carried out by the occupant since the issuance of the notification. The operation determiner determines not to instruct the vehicle motion control system to execute a collision-avoidance assistance operation upon determination that (i) no collision-avoidance operations have been carried out by the occupant since the issuance of the notification and (ii) the obstacle having the collision possibility is a low-height object, the low-height object being defined as an object that has fallen on a road and has a height that is sufficiently low that the vehicle is enabled to pass over the obstacle.

A control device configured to control motion of a vehicle includes a controller. The controller is configured to execute braking control that generates a braking force for decelerating the vehicle in response to a braking request. The controller is configured to release the braking force by the braking control when a predetermined condition for continuing the braking control is not satisfied, and to maintain the braking force by the braking control when the predetermined condition is satisfied, in a case where an accelerator pedal is operated during execution of the braking control.

A method for operating an electromechanical vehicle brake system is provided. The method comprises determining that an activation condition has been met, building an initial portion of the pre-charge pressure in the brake system, applying the initial portion of the pre-charge pressure to at least one wheel brake, building a secondary portion of the pre-charge pressure in the brake system, and adjusting the secondary portion of the pre-charge pressure to an expected braking pressure. Adjusting the secondary portion of the pre-charge pressure may include reducing the secondary portion of the pre-charge pressure.

A motor vehicle includes a plurality of wheels and a brake system, which has brakes, which can be hydraulically actuated and are each associated with a wheel. The brakes can be actuated by at least one brake circuit which can be operated by a brake booster. The brake booster can be actuated by a brake pedal to be pressed by the driver. At least one pressure-generating and/or pressure-accumulating device, controlled by a control device to modulate the hydraulic pressure within the brake circuit. A second pressure-generating and/or pressure-accumulating device is provided in the brake circuit to automatically increase the pressure within the brake circuit in dependence on demand independently of the first pressure-generating and/or pressure-accumulating device, when a malfunction is detected in the brake system.

A vehicle auxiliary braking system, comprising a carbon brake arrangement, the carbon brake arrangement comprising a rotatable carbon brake disc operably connectable to at least one wheel of a vehicle, and brake pads operable to engage with the rotatable carbon brake disc, the vehicle auxiliary braking system further comprising a control unit comprising processing circuitry configured to determine a time period for an upcoming vehicle braking operation to be initiated at a brake start position at future point in time, and control the brake pads to engage with the rotatable carbon brake disc at the brake start position in response to the time period exceeding a predetermined threshold time period.