A method for controlling the traveling of a vehicle includes determining, by a control unit, a basic torque command based on vehicle operating information collected during traveling of a vehicle; obtaining, by the control unit, vertical load information of a left wheel and a right wheel of the vehicle in real time during traveling of the vehicle based on information collected in the vehicle; determining, by the control unit, a partial braking amount from the determined real-time basic torque command and the obtained real-time vertical load information; and performing, by the control unit, a partial braking control controlled by an inner wheel braking device so that a braking force corresponding to the partial braking amount is applied to a turning inner wheel among the left wheel and the right wheel.

An apparatus for estimating brake judder of a vehicle and a method thereof includes a communication device that receives sensor data from a plurality of vehicles, and a controller that extracts learning data by pre-processing the sensor data, trains a clustering model to group characteristic data corresponding to the learning data into a preset number of clusters, and estimates brake judder of a target vehicle based on the learned clustering model.

A method of traction control for a vehicle. Lateral and longitudinal accelerations are measured for a vehicle. A maximum supportable drive torque for a first wheel of the vehicle is calculated as a function of the lateral and longitudinal accelerations. A commanded vectoring brake torque is applied to the first wheel using a brake device. The commanded vectoring brake torque is an amount by which a driveline torque delivered to the first wheel exceeds the maximum supportable drive torque.

Instantaneous Tire Traction Modulating Valves [ITTMV] is a wheels internal and external highly time-sensitive application specific fail-safe electro-pneumatic valve design, valve's current-profile and regulator technique that proactively sense and instantaneously modulate the tire pressure between tire's upper and lower cut-off pressure valves from present/recommended values particularly during imminent/inevitable critical driving situations to mitigating-aquaplaning/hydroplaning, loss of stability/control, over/under steering, loss-of-traction, minimise-emergency/high speed braking distance, roll-over and loss of control due to puncture; by real-time sensing, perform context-aware computing and directing Tyre Pressure Modulating Units [TPMU] to actively modulate the tyre pressure in right time with right pressure on right tyres thereby instantly optimizing footprint/sidewall deformation rate to enhance tire traction simultaneously sustaining stability/steer-ability and restore/optimize to pre-set tyre pressure value immediately after overcoming critical situation for further safe and comfortable driving. Wheel hub housing integrated with rotary-link comprising electrically-insulated conductive-fluidic containers to transfer ITTMV's operational power and control-signal/data to wheels.

A method for validating a model of vehicle dynamics for use in autonomous driving. The method comprising setting a wheel slip limit on an operation of at least one vehicle torque device, obtaining a model of vehicle dynamics based on the set wheel slip limit, and validating the model of vehicle dynamics based on the set wheel slip limit.

In the case of a method for operating a brake system of an at least double-tracked motor vehicle (10) which comprises 2 breakable wheels (12.sub.L, 12.sub.R), which are arranged at opposite ends of an axle (14.sub.V), and a rollover protection system, which can cause braking of the wheels (12.sub.L, 12.sub.R) in order to prevent a rollover situation, automatic braking of that wheel of the axle (14.sub.V), which is loaded more greatly when cornering is brought about by way of the rollover protection system. Subsequently, a counter-steering movement is detected by way of a predefined steering angle change being exceeded in a predefined time period in the direction counter to the cornering direction, and, thereupon, a brake force is caused to be built up at the opposite wheel, which is loaded less greatly by way of the rollover protection system.

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.

In a railway vehicle, a brake control device controlling a first brake device that presses a friction material against a wheel and a second brake device not using the friction material includes: a wheel load estimation unit estimating a wheel load-based on a wheel speed and a brake force applied to the wheel by the friction material; a friction surface state quantity estimation unit estimating a current friction coefficient of the friction material from a state of a friction surface thereof based on the wheel load, the wheel speed, and a brake force command, and outputting a mirror-surfacing signal indicating the friction surface is in a mirror-surfaced state when the friction coefficient is less than a first threshold value; and a brake control unit controlling operations of the first and second brake devices based on the brake force command and presence or absence of the mirror-surfacing signal.

An apparatus determines a road friction of a commercial vehicle. The commercial vehicle has a first axle and a second axle, a load distribution mechanism for changing a load on the first axle or on the second axle, and a slip sensor for determining a slip value for at least one wheel on the first axle or on the second axle. The apparatus includes an evaluation unit configured to control the load distribution mechanism to change the load of the first axle or on second axle, determine a change in the slip value in response to the change of the load, and evaluate the road friction based on the change in the slip value.

A system for a vehicle for controlling/adjusting the wheel behaviour of at least one vehicle wheel comprises at least one unit for determining the wheel vertical force of at least two vehicle wheels which are mounted on the same axle of the vehicle. The system is adapted to determine for each of the at least two vehicle wheels at least one parameter indicative of the wheel behaviour. The system is further adapted to determine, on the basis of the wheel vertical forces determined by the unit for determining the wheel vertical force for the at least two vehicle wheels, at least the vehicle wheel with the higher wheel vertical force. The system is further adapted to set the at least one parameter indicative of the wheel behaviour determined for the at least one vehicle wheel with the higher wheel vertical force as the target value for the vehicle wheel with a lower wheel vertical force.