Disclosed are a brake force distribution device for vehicle and method thereof. The brake force distribution device for vehicle includes: a turning state detection part detecting whether the vehicle is in a turning state based on the driving state of the vehicle; a vehicle speed detection part detecting whether the vehicle speed is equal to or less than a prescribed threshold; a first yaw moment calculation part calculating the first yaw moment based on the driving state of the vehicle, the vehicle speed and the first wheelbase; a second yaw moment calculation part calculating the second yaw moment based on the driving state and the vehicle speed as well as based on the second wheelbase which is the inherent value of the vehicle; and a target moment calculation part calculating a target moment based on the difference between the first yaw moment and the second yaw moment.

A driving dynamics system for a vehicle may include a primary control unit for detecting and/or generating steering commands and braking commands; a brake system having first and second electrohydraulic pressure supply units; four hydraulically actuable wheel brakes of respective wheels; electrically actuable brake pressure adjustment valves; and an electric steering actuator for actuating at least one axle. The driving dynamics system may implement a steering command during normal operation to actuate at least one of the pressure supply units and the steering actuator and/or, to implement a braking command during normal operation, to actuate at least the second pressure supply unit and at least the brake pressure adjustment valves for a wheel-specific pressure adjustment and, in a fault case, to actuate at least the first pressure supply unit and at least the brake pressure adjustment valves for a wheel-specific pressure adjustment.

A number of variations are disclosed including a system and method for modifying, in real-time, at least one brake or powertrain application to individual roadwheels of a vehicle to increase lateral maneuver capability in a vehicle having an operational, partially operational, failing, or failed electronic steering system. The system and method may include modifying at least one brake or powertrain command to individual roadwheels where vehicle instability is detected.

The invention relates to an assistance system (16) configured to be installed in an ego vehicle (10) and support a driver of the ego vehicle (10) in avoiding a collision of the ego vehicle (10) with another vehicle (18), the assistance system (16) being configured to monitor an environment (40) of the ego vehicle (10) and detect the other vehicle (18) approaching the ego vehicle (10). The assistance system (16) is configured to determine that the driver of the ego vehicle (10) is about to perform a turning maneuver (32) of the ego vehicle (10) towards a driver's side (26) of the ego vehicle (10). The assistance system (16) is configured to determine the risk of a collision resulting from the turning maneuver (32), between the ego vehicle (10) and the other vehicle (18).

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.

The present invention provides a vehicle control apparatus capable of ensuring drivability when a vehicle is turning. The vehicle control apparatus calculates a vehicle body speed based on a wheel speed of each of wheels, and controls a slip state of each of the wheels according to states of a corrected wheel speed, which is acquired by correcting the wheel speed based on vehicle specifications indicating a position of each of the wheels, and based on the vehicle body speed. Alternatively, the vehicle control apparatus calculates a corrected wheel speed, which is acquired by removing a wheel speed change component generated along with a turn from a wheel speed of each of a plurality of wheels, and controls a slip state of the wheels according to states of the control wheel speed and the vehicle body speed

A method of providing an additive offset of a longitudinal acceleration signal of a traveling motor vehicle. The signal being measured by an inertial sensor is ascertained. At least the longitudinal acceleration signal, a braking signal, and a drive signal are detected. A force balance of the longitudinal dynamic of the motor vehicle is analyzed. The signals are detected both during at least one acceleration process as well as during at least one braking process. The signals during the acceleration processes are detected and/or analyzed separately from the signals during the braking processes, and the additive offset is ascertained by comparing the signals detected during the acceleration processes or the values calculated therefrom with the signals detected during the braking processes or the values calculated therefrom. The invention further relates to an electronic controller.

A radar system suitable for an automated vehicle includes a radar sensor and a controller. The radar-sensor is mounted on a host-vehicle. The radar-sensor is operable to detect radar-signals reflected by scattering-points of a target-vehicle located proximate to the host-vehicle. The controller is in communication with the radar-sensor. The controller is configured to determine a present-range-rate, a present-azimuth, and optionally a present-range, of each of the scattering-points at a present-time. The controller is also configured to recall a prior-range-rate, a prior-azimuth, and optionally a prior-range, of each of the scattering-points at a prior-time. The controller is also configured to calculate a yaw-rate of the target-vehicle at the present-time based on the present-range-rate, the present-azimuth, the prior-range-rate, and the prior-azimuth, and optionally the present-range and the prior-range, of each of the scattering-points.

A method for setting a slip threshold for a vehicle movement dynamics control device of a motor vehicle is provided. The method includes defining a slip threshold starting from which the vehicle movement dynamics control device is activated in order to reduce slip, and determining wheel-specific minimum slip values for the wheels of the motor vehicle, which slip values are derived from the respective wheel-specific slip signals. The method also includes detecting a geometric slip by correlating all the determined wheel-specific minimum slip values with one another, and evaluating the wheel-specific minimum slip values that are correlated with one another. The method also includes raising the slip threshold in the event of geometric slip being detected. The present disclosure also relates to a vehicle movement dynamics control device.

Wireless power receivers include a first inductive element featuring a planar coil occupying a first plane and having first and second terminals, a first capacitive element connected to the first terminal, a second capacitive element connected to the first capacitive element at a third terminal and to the second terminal, a rectifier connected to the second terminal and third terminal such that an oscillating magnetic field will induce a current in the first inductive element, resulting in a voltage across the input of the rectifier, a communications modulation circuit, and a layer of magnetic material centered over the planar coil in a second plane parallel to the first plane.