Determining a brake torque reduction parameter for brake torque reduction in a motor vehicle having a brake holding assist function. The determination including detecting a motion parameter of the motor vehicle and analyzing the detected motion parameter to determine a correction value for a brake torque reduction parameter. Adjusting the brake torque reduction parameter using the correction value determines an optimized brake torque reduction parameter. The optimized brake torque reduction parameter is used as a brake torque reduction parameter of the brake torque reduction.

An automated parking brake for a motor vehicle having at least one brake device is configured to adopt at least two states. In a first state, no clamping force is established by the parking brake, and in a second state, a clamping force is established by the parking brake. A transition point defines a transition between the two states. An identification of the transition point is carried out during a releasing process of the parking brake.

A method for operating an automated parking brake in a motor vehicle with a hydraulic actuator for generating a hydraulic force component and an electromechanical actuator for generating an electromechanical force component, includes overlaying the hydraulic force component and the electromechanical force component to achieve a total clamping force for a parking brake process. The method further includes setting, on occurrence of a first condition, a first hydraulic pressure level, and setting, on occurrence of a second condition, a second hydraulic pressure level. The method also includes holding substantially constant the set first hydraulic pressure level with the hydraulic actuator until the occurrence of the second condition.

A vehicle includes a transmission, friction brakes, and a controller. The transmission has a clutch that is configured to transfer torque from an input of the transmission to a drive wheel. The controller is programmed to, in response to application of the friction brakes resulting in a stationary position of the vehicle, disengage the clutch to establish a neutral condition of the transmission. The controller is also programmed to, in response to a command to launch the vehicle while the transmission is in the neutral condition, engage the clutch. The controller is further programmed to, in response to an estimated wheel torque exceeding a rollback threshold during the clutch engagement, release the friction brakes. The wheel torque is based on an estimated clutch torque which is based on a clutch pressure and a transmission input torque.

A method for controlling the braking system of a vehicle when the vehicle is switching from a standstill state where parking brake is applied to a driving state includes at least the following steps: a) detecting at least one starting condition of the vehicle, b) determining at least one parking condition of the vehicle, c) assessing whether said parking condition is favorable or unfavorable, d) if said parking condition is considered to be favorable at step c), starting to release the parking brake, and e) after step d), starting to apply the service brake.

A motor control device is provided with: an electric motor which drives an applying mechanism for applying torque to the wheels of a vehicle, and has three coils; a drive circuit that supplies current individually to the three coils; and a controller that controls the drive circuit on the basis of the operation amount of an operating member of the vehicle, and adjusts the output of the electric motor. When the vehicle is stopped, the controller executes swing control to periodically increase or decrease the rotary motion of the electric motor, even if the constant state of the operation amount is continued after the operation amount is constant, and the power generated by the applying mechanism and the power received by the applying mechanism are equalized and the rotary motion of the electric motor has stopped.

An automatic transmission includes a park rod adapted to non-rotatably lock an output shaft of the automatic transmission, an actuator adapted to drive the park rod, and an ATCU adapted to drive the actuator when a setting range of the automatic transmission is set into a P range. In a situation where an accelerator pedal is pressed on a climbing slope, driving force and gradient resistance are balanced, and a vehicle is stopped, the ATCU does not set the setting range of the automatic transmission into the P range even when a shifter is operated into the P range.

A method of preventing an automatic transmission vehicle from rolling downward on a hill is provided. The method includes determining whether the vehicle travels normally or abnormally on the hill based on a gradient measured by a G sensor and a direction of a wheel measured by a wheel sensor. A controller is maintained in an off state when the vehicle travels normally based on driver intention. The method further includes determining whether to operate the controller by determining a difference in wheel speed between a front wheel and a rear wheel of the vehicle when the vehicle travels abnormally as the vehicle rolls downward.

Various methods of detecting or controlling vehicle stability are disclosed. Certain embodiments provide a method for performing hill hold control for a vehicle, a method for detecting a vehicle sliding into loss of control, and/or a method for controlling a vehicle's sliding into loss of control. Methods for detecting sliding into loss of control may include comparing the vehicle's longitudinal velocity gradient with a reference speed computed from wheel speed sensors inputs and/or detecting a lateral velocity of the vehicle and a longitudinal velocity of the vehicle when vehicle sliding is detected. Methods for control may include calculating a vehicle pitch angle from the lateral acceleration, the longitudinal acceleration, the yaw rate, the roll rate, and the pitch rate, calculating a longitudinal velocity gradient from the vehicle pitch angle, and/or calculating a sideslip angle.

A valve module is provided for enabling a vehicle to control an autonomous event of the vehicle. The valve module comprises a relay valve, a first solenoid valve, and a second solenoid valve. A first control pressure can be delivered through the first solenoid valve and applied to a control port of the relay valve. In one embodiment, a second control pressure can be delivered through the second solenoid valve and combined with the first control pressure. The combined first and second control pressures are applied to the control port of the relay valve.