A novel wheel slip control device and method improve upon conventional anti-lock brake systems by providing a user interface device which allows the vehicle operator to manipulate the slip ratio threshold of the anti-lock brake system on demand as he or she executes a slide or drift maneuverthus preventing the system from interrupting the maneuver while also retaining the safety benefits of the anti-lock brake system during ordinary vehicle operation.

A motorcycle braking arrangement comprising a brake lever (and/or brake pedal) defining a grasping or stepping surface, respectively, whereby a rider is able to apply pressure in order to produce a first analogue signal, a force-sensitive resistor (FSR) mounted on and/or in the surface and configured to produce a second analogue signal. In this manner, pressure applied to the grasping surface results in simultaneous production of the first and second signals, whereby a controller is configured to electronically correlate the second signal with the first. The arrangement also includes at least one servomechanism, which is arranged in signal communication with the controller and is configured to actuate a brake of the motorcycle according to the correlation between the first and second signals.

The disclosure relates to a method for controlling a vehicle braking system on the basis of vehicle-specific data, wherein the vehicle braking system comprises individually actuatable brakes. In the method, a braking operation is detected, a status condition is queried during a temporal observation window, and a yaw variable present and a physical characterizing variable present at the same time are detected. Subsequently, the detected yaw variable is stored and the yaw variable is assigned to a data set. This is repeated in order to create a database. Further, a corrective braking force is determined and the braking force of a brake is automatically adjusted depending on the corrective braking force to reduce the yaw variable. The disclosure also relates to an apparatus for compensating a yaw moment acting on a vehicle.

An electronic stability control system for a vehicle is disclosed. The electronic stability control system for a vehicle may include: first, second, third, and fourth acceleration sensors mounted on each wheel of the vehicle to detect the lateral acceleration and vertical acceleration of the corresponding wheel; a controller configured to be connected to first, second, third, and fourth acceleration sensors and receives lateral accelerations and vertical accelerations of the four wheels, calculate maximum values of lateral accelerations of front and rear wheels and lateral tire stiffness of the front and rear wheels considering load movement based on the lateral accelerations and vertical accelerations of the four wheels, calculate side slip angles of the front and rear wheels and a difference between the side slip angles of the front and rear wheels based on maximum values of lateral angular velocities of the front and rear wheels and the lateral tire stiffness of the front and rear wheels considering load movement, and determine brake pressure and a target wheel to which the brake pressure is to be applied in response to the difference between the side slip angles of the front and rear wheels exceeding a set value; and an actuator configured to receive a control signal from the controller and apply the brake pressure to the target wheel.

An electronic stability control method for a vehicle using the electronic stability control system is further disclosed.

A motorcycle braking arrangement comprising a brake lever (and/or brake pedal) defining a grasping or stepping surface, respectively, whereby a rider is able to apply pressure in order to produce a first analogue signal, a force-sensitive resistor (FSR) mounted on and/or in the surface and configured to produce a second analogue signal. In this manner, pressure applied to the grasping surface results in simultaneous production of the first and second signals, whereby a controller is configured to electronically correlate the second signal with the first. The arrangement also includes at least one servomechanism, which is arranged in signal communication with the controller and is configured to actuate a brake of the motorcycle according to the correlation between the first and second signals.

A computer implemented method for controlling at least one driven and/or braked wheel of a heavy-duty vehicle includes configuring a default inverse tire model and a boost inverse tire model, where each inverse tire model represents a respective relationship between longitudinal wheel slip and longitudinal wheel force at the wheel, where the boost inverse tire model is associated with a higher maximum obtainable wheel slip value for the wheel compared to the default inverse tire model, obtaining a motion request indicative of a desired longitudinal force to be generated by the wheel, selecting the boost inverse tire model as active inverse tire model in response to detecting a boost signal and selecting the default inverse tire model as active inverse tire model otherwise, and controlling the at least one driven and/or braked wheel in dependence of the motion request and based on the active inverse tire model.

Disclosed is a number of variations that may include a method, system, or computer product useful in determining an intended yaw or yaw rate that a driver desires using a model, comparing the yaw or yaw rate with the actual vehicle yaw or yaw rate to determining a yaw error or yaw rate error, using the yaw error or yaw rate error in a model predictive control to determine the brake pressure required to minimize or reduced to zero the yaw error or the yaw rate error.

In various examples, activation criteria and/or braking profiles corresponding to automatic emergency braking (AEB) systems and/or collision mitigation warning (CMW) systems may be determined using sensor data representative of an environment to a front, side, and/or rear of a vehicle. For example, activation criteria for triggering an AEB system and/or CMW system may be adjusted by leveraging the availability of additional information with regards to the surrounding environment of a vehiclesuch as the presence of a trailing vehicle. In addition, the braking profile for the AEB activation may be adjusted based on information about the presence of and/or location of vehicles to the front, rear, and/or side of the vehicle. By adjusting the activation criteria and/or braking profiles of an AEB system, the potential for collisions with dynamic objects in the environment is reduced and the overall safety of the vehicle and its passengers is increased.

A driving assistance apparatus is applied to a vehicle (VC) including a wheel-turning actuator (32) that turns a wheel and a brake actuator (41-44). The driving assistance apparatus is configured to detect, as a slip detection process (S22), slip of the vehicle on a road surface on which the vehicle is traveling. The limitation process (S24, S24a) limits the a braking force of the brake actuator to a smaller magnitude. The limitation process includes a process where the braking force of the brake actuator is limited to the smaller magnitude at least during the period over which the obstacle is being avoided when the wheel-turning actuator of the vehicle turns the wheel in order to avoid an obstacle and when the slip has been detected at the slip detection process.

A travel assistance method sets a target slip angle, estimates or detects an actual slip angle, sets a target braking/driving force by, when a sign of the vehicle body slip angle rotating in a turning direction of the vehicle is defined as positive and a sign of the vehicle body slip angle rotating in an opposite direction to the turning direction is defined as negative, correcting a required braking/driving force in such a manner as to increase a braking/driving force for a rear wheel or reduce a braking/driving force generated on a front wheel when the actual slip angle is larger than the target slip angle and correcting the required braking/driving force in such a manner as to reduce a braking/driving force for the rear wheel or increase a braking/driving force generated on the front wheel when the actual slip angle is smaller than the target slip angle.