In a vehicle, application of hydraulic pressure in a hydraulic braking device is started, when an accelerator is turned on, and the accelerator is predicted to be turned off, and engine braking feeling is predicted to become insufficient, the engine braking feeling being deceleration feeling given to a driver when the accelerator is turned off and an engine brake is operated, and a predetermined condition that prediction time until the accelerator is turned off is shorter than dead time of a hydraulic pressure response of the hydraulic braking device is established. The hydraulic braking device generates a negative jerk in the vehicle when the accelerator is turned off upon lapse of dead time after application of the hydraulic pressure in the hydraulic braking device is started.

An electric self-traveling trailer capable of performing automatic following traveling to a towing vehicle without mechanical connection, includes a detection unit configured to detect a peripheral situation, a recognition unit configured to recognize a parking space based on a detection result of the detection unit, a setting unit configured to set a moving track used to move the trailer from a position at which the towing vehicle and the trailer have stopped to the parking space, and a moving control unit configured to move the trailer to the parking space along the moving track set by the setting unit. The setting unit sets the moving track that maintains a distance between the towing vehicle and the trailer within a predetermined range.

A power brake system (1.1) of a vehicle (2) has a pressure medium source (14) and a pressure-medium-operated primary brake system (30) operable as a service brake and steering brake system. The primary brake system has at least one foot brake valve (36a, 36b) and two wheel brake cylinders (40a, 40b) arranged on both sides on a drive axle (8) and operable independently of one another. A pressure-medium-operated secondary brake system (50), operable independently of the primary brake system (30), has a brake control valve (56) and at least one brake cylinder (62a, 62b. The secondary brake system (50) is electronically controllable and has a brake control valve (56) configured as a solenoid valve. The braking force of the at least one brake cylinder (62a, 62b) can be set by feeding or removing pressure medium to or from the latter via the brake control valve (56).

A braking control device includes an actuator, a controller, a steering angle sensor, and a yaw rate sensor. The controller calculates a reference turning amount, an actual turning amount, an understeer index, sets to a non-adjustment region in which the increase slope is not decreased when the understeer index is smaller than or equal to a first threshold value, sets to an adjustment region in which the increase slope is decreased when the understeer index is greater than or equal to a second threshold value greater than the first threshold value, and sets to a transition region in which the increase slope is decreased when the understeer index is transitioned from the non-adjustment region and the increase slope is not decreased when the understeer index is transitioned from the adjustment region when the understeer index is greater than the first threshold value and smaller than the second threshold value.

A vehicle includes an inertial measurement unit (IMU); and a controller electrically connected to the IMU. The controller is configured to receive an output signal including at least one of an angular velocity and an acceleration from the IMU, to identify a driving state of the vehicle according to at least one of the output signal, a steering angle of the vehicle, a steering angular velocity of the vehicle, a number of gear stages of the vehicle, a wheel speed of the vehicle, and a braking pressure of the vehicle, to identify an offset and an offset reliability of the output signal according to the driving state of the vehicle, and to transmit a signal from which the offset is removed from the output signal according to the offset and the offset reliability.

A system and a method for preventing instability of a vehicle due to regenerative braking of a rear, may include a first controller configured of distributing braking torque of front and rear wheels for a deceleration level according to a basic regenerative braking distribution ratio on a regenerative brake map on the basis of a driver demand braking amount, and configured of previously reducing a rear-wheel regenerative braking torque of the rear wheel to a first reference value or less than the first reference value in an adjustment section between first and second deceleration; and a second controller connected to the first controller and configured of further reducing the rear-wheel regenerative braking torque to transmit it to the first controller, if a wheel slip value is greater than a reference slip value according to vehicle driving information during braking of the vehicle.

A vehicle includes driven wheels, an actuator operably coupled to the driven wheels by a drivetrain, and a braking system having friction brakes associated with the driven wheels. A controller is programmed to, in response to the vehicle being in a drift mode, decouple the driven wheels from the actuator, engage the friction brakes to lockup the driven wheels, and place the actuator in speed control and command a torque to the actuator based on a difference between a measured speed of the actuator and a target speed of the actuator.

A vehicle includes driven wheels, an actuator operably coupled to the driven wheels by a drivetrain, and a braking system having friction brakes associated with the driven wheels. A controller is programmed to, in response to the vehicle being in a drift mode, decouple the driven wheels from the actuator, engage the friction brakes to lockup the driven wheels, and place the actuator in speed control and command a torque to the actuator based on a difference between a measured speed of the actuator and a target speed of the actuator.

Systems and methods for controlling a vehicle may include receiving sensor data from a plurality of sensors, the sensor data including vehicle parameter information for the vehicle; using the sensor data to determine a vehicle state for a vehicle negotiating a corner, wherein the vehicle state comprises information regarding a magnitude of an effective understeer gradient for the vehicle; computing a yaw moment required to correct the effective understeer gradient based on the magnitude of the effective understeer gradient; and applying a brake torque to a single wheel of the vehicle, wherein an amount of brake torque applied is sufficient to lock up the single wheel to create a yaw moment on the vehicle to achieve the computed yaw moment required to correct the effective understeer gradient.

A device 10 for controlling a vehicle 1 includes: a sensor 20 configured to detect a rudder angle; a calculation part 40a configured to calculate a target braking force for making a pitch angle equal to a target pitch angle, the target braking force increasing as the rudder angle increases; a determination part 40b configured to determine whether a steering action is in a steady state; a correction part 40c configured to correct the target braking force to be reduced by an offset amount when it is determined that the steering action is in a steady state; and an actuator 30 configured to apply the corrected target braking force to the vehicle.