An anti-rollover apparatus and control method for heavy-duty vehicles with a pneumatic brake system includes an anti-yaw module, an anti-roll module, an electronic control unit (ECU) (10), a yaw velocity sensor (12), and a vehicle roll angle sensor (18). The ECU (10) controls solenoid valves (4, 9, 11, 19, and 24) to achieve braking of part of wheels to obtain anti-yaw torques and improve the yaw stability of the heavy-duty vehicles. The ECU (10) controls gas switch valves (21 and 22) to spray high-pressure gases recovered in brake chambers (1, 13, 16, and 26) out, anti-roll torques are obtained through the jet reactive force, and the roll stability of the heavy-duty vehicles is improved.

The vehicle includes: a sensor part configured to acquire occupancy information of an surrounding area of the vehicle and a speed of the vehicle; a camera configured to acquire a surrounding image of the vehicle; and a controller configured to form map information based on the occupancy information according to movement of the vehicle, determine presence or absence of an obstacle around the vehicle based on the map information and the surrounding image, and control, in response to presence of the obstacle, the vehicle based on the presence of the obstacle and a possibility of collision of the vehicle derived from the speed of the vehicle and the map information.

A wheelie controller and a control method thereof or preventing a reduction of acceleration that is more than necessary and reducing a shock during a contact of a front wheel with the ground when a wheelie state is terminated. The wheelie controller for controlling a wheelie of a vehicle body computes a target trajectory, which is a target of a parameter and is used to control the wheelie state of the vehicle body, in accordance with the parameter that is related to pitch of the vehicle body and controls an increase/reduction of the pitch of the vehicle body so as to bring the parameter close to the target trajectory.

Disclosed are a self-adaptive assistance control device, a computer device and a storage medium for vehicle passing curve. The method comprises: step S10, according to signals from vehicle's sensors, identifying current bend types, and obtaining, corresponding to bend types, a lateral impact degree of the current vehicle according to a lateral acceleration; step S11, obtain an expected longitudinal acceleration based on the lateral impact degree; step S12, according to the expected longitudinal acceleration and a current actual longitudinal acceleration, determining an activation type for current bend assist control; and step S13, according to the activation type, cooperatively controlling an engine torque or/and an ESC braking intensity, so as to realize expected longitudinal control over the vehicle in the road curve.

A control device may be configured for responding to failure for ensuring the stability of a vehicle by switching from a two-wheel-drive mode to a four-wheel-drive mode when detecting failure of the brake system in a two-wheel-drive mode.

A vehicle control system configured to control a braking operation of a hitch ball to a coupler on a trailer. The system may comprise a vehicle brake control system, a maneuvering system, an image sensor configured to capture an image data, and a velocity sensor. The system may also comprise a vehicle mass sensor configured to detect a vehicle mass and a controller. The controller may be configured to control the maneuvering system of the vehicle along a vehicle path. The controller may also identify a coupler distance based on the image data depicting a coupler of the trailer. The controller may also calculate a stopping distance for the braking operation based on a plurality of braking parameters, wherein the braking parameters comprise the velocity, the brake pressure, and the vehicle mass.

A vehicle includes an axle, an electric machine, a first wheel, a second wheel, a first friction brake, a second friction brake, and a controller. The controller is programmed to, in response to and during an anti-locking braking event, generate first and second signals indicative of a braking torque demand at the first and second wheels, respectively, based on a difference between a desired wheel slip ratio and an actual wheel slip ratio of the first and second wheels, respectively, adjust a regenerative braking torque of the electric machine based on a product of the first signal and a regenerative braking weighting coefficient, adjust a first friction braking torque based on a product of the first signal and a friction braking weighting coefficient, and adjust a second friction braking torque based on the second signal and dynamics of the first and second output shafts.

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing includes a single external power access for the shift actuator. A controller interprets a shaft displacement angle, determines if the transmission is in an imminent zero or zero torque region, and performs a transmission operation in response to the transmission in the imminent zero or zero torque region.

A vehicle braking force control apparatus of the disclosure executes a slip rate reduction control to reduce a slip rate of any of wheels of a vehicle becoming equal to or greater than a predetermined slip rate threshold by automatically changing braking force applied to one or more of the wheels. The apparatus uses a first slip rate threshold as the predetermined slip rate threshold during a normal acceleration-and-deceleration control and a normal steering control. The apparatus uses a second slip rate threshold during a driving assist control. The second slip rate is set to a value smaller than the first slip rate threshold and near and smaller than the slip rate, at which a friction coefficient between the wheel and a surface of a road on which the vehicle moves is maximum.

The present invention obtains a controller and a control method capable of achieving appropriate cornering during cruise control of a straddle-type vehicle.

In the controller and the control method according to the present invention, during the cruise control, in which acceleration/deceleration of the straddle-type vehicle is automatically controlled without relying on an accelerating/decelerating operation by a driver, a vehicle speed of the straddle-type vehicle is restricted to be equal to or lower than an upper limit speed at the time of turning, an exit of a curved road is detected on the basis of a predicted route of the straddle-type vehicle, and a magnitude of the deceleration of the decelerated straddle-type vehicle is reduced at a time point before the straddle-type vehicle reaches the exit.