The objective of the present invention is to provide a clutch disengagement control mechanism that is for a mechanical automatic transmission and that can perform clutch disengagement control at an optimal timing during both ordinary driving and low-speed driving at the verge of stopping. To this end, the present invention is provided with a vehicle speed measurement device (3 and 6, or 4), a brake-operation-speed measurement device (8), a clutch operation device (9), and a control device (10). The control device (10) has: a function for generating a control signal that disengages the clutch from the clutch operation device (9) when the brake operation speed is at least a second threshold (B) in the case that the vehicle speed (X) is at least a first threshold (A); and a function for generating a control signal that disengages the clutch from the clutch operation device (9) when the brake operation speed is at least a third threshold (C) in the case that the vehicle speed (X) is less than the first threshold (A).

A method for preventing a sudden start of an automatic transmission vehicle includes detecting data for determining whether a sudden start condition is satisfied; determining whether a shift stage is an N stage or a P stage when an engine runs. Whether the sudden start condition is satisfied is determined based on the data when the shift stage is the N stage or the P stage when the engine runs. An engine torque is limited below a predetermined torque, and a brake is operated when the sudden start condition is satisfied.

A cruise control arrangement for a vehicle is provided with a cruise control brake function that is set to a brake cruise speed. The cruise control arrangement is adapted to activate at least one auxiliary brake when the vehicle speed reaches the set brake cruise speed, and at the same time to apply a service brake of the vehicle to keep the speed of the vehicle at the set brake cruise speed, and is further adapted to decrease the brake power of the service brake at the same time as the brake power of the at least one auxiliary brake increases, such that the speed of the vehicle is kept at the set brake cruise speed. The speed of the vehicle can be held at the set cruise speed when an auxiliary brake is activated, regardless of the activation time of the auxiliary brake. In this way, an overshoot in speed can be avoided during the activation time of the auxiliary brake.

Systems and methods for providing predictive vehicle dynamics are described herein. Accordingly, embodiments of a method may include predicting a route of a vehicle, determining a route feature along the route, and determining a user-desired speed for traversing the route. Some embodiments may include determining an adjustment to a vehicle performance characteristic to be made in anticipation of the route feature at the user-desired speed and implementing the adjustment on a vehicle system of the vehicle.

A method of controlling a vehicle includes, in response to vehicle speed being approximately zero and a driver braking torque request being greater than a park interlock threshold, commanding vehicle brakes to provide an augmented braking torque. The augmented braking torque has a magnitude that is greater than the magnitude of the braking torque request. The braking torque returns to the level of the driver braking torque request following completion of a gear shift event.

A stopping control apparatus for a vehicle includes: a braking apparatus; a gear-type automatic transmission installed in a powertrain; and a control device configured to control the braking apparatus and the automatic transmission. The control device is configured to shift, after a vehicle transitions from a travel state to a stop state, a range of the automatic transmission to a P range under a state where the braking force applied to wheels is a braking force for maintaining the vehicle in the stop state, and then reduce the braking force applied to the wheels. The control device is configured to change a decrease rate of the braking force such that the decrease rate after a time point at which a predetermined period has elapsed from a start of a decrease in the braking force is less than the decrease rate before the time point.

A control device of a vehicle has a hill ascent angle update determiner, a slope estimator, a deceleration determiner, and a hill ascent angle estimator. The deceleration determiner determines that a vehicle is in a deceleration state when the throttle opening is equal to or lower than a threshold. The hill ascent angle update determiner prohibits update processing of an estimated hill ascent angle in the increase direction by the hill ascent angle estimator if the slope estimator estimates that a road surface has an upward slope and the deceleration determiner determines that the vehicle is in the deceleration state.

A method for controlling the braking effort of a tractor unit relative to the braking effort of a trailer being towed by the tractor unit comprises: activating an enhanced braking mode in the tractor unit; receiving a braking command from an operator input device whilst in the enhanced braking mode; increasing a tractor unit speed demand on the tractor unit whilst receiving the braking command; and applying the brakes to the trailer and tractor unit, wherein the braking effort applied to the tractor unit is reduced relative to the trailer due to the increased speed demand.