A vibration damping control apparatus which has a control unit that calculate a pitch damping driving torque based on a pitch angular velocity of a vehicle body, and control an engine based on at least the pitch damping driving torque. The control unit stores a vehicle speed corresponding to a phase difference of 180 in a relationship between a phase difference and a vehicle speed as an upper limit reference vehicle speed, the relationship being derived by obtaining phase characteristic of a wheelbase filter function for various vehicle speeds and obtaining a relationship between the phase difference of vertical displacements of the vehicle body at positions of front and rear wheels and a vehicle speed with respect to a pitch resonance frequency of the vehicle, and reduces the pitch damping driving torque when a vehicle speed is not higher than the upper limit reference vehicle speed.

Provided is a vehicle turning control device that can stabilize a vehicle by performing yaw moment control considering a tire grip limit and gives no uncomfortable feeling to a driver even if the control is switched from the yaw moment control to control for stabilizing the attitude of the vehicle. The vehicle turning control device includes a target yaw rate calculation module (25), a yaw moment calculation module (27), a yaw rate deviation calculation module (29), a road surface frictional coefficient calculation module (24), and a control gain calculation module (26). The control gain calculation module (26) causes a yaw response characteristic used in the target yaw rate calculation module (25) to approach a reference yaw response characteristic from a predetermined yaw response characteristic as a calculated yaw rate deviation increases or as an estimated road surface frictional coefficient decreases.

A braking force controller causes a first actuator unit to generate a target jerk when the target jerk is equal to or larger than a first jerk, causes the first actuator unit to generate the first jerk and a second actuator unit to generate a jerk obtained by subtracting the first jerk from the target jerk as an additional jerk when the target jerk is smaller than the first jerk and equal to or larger than the sum of the first jerk and a second jerk, and causes the first actuator unit to generate the first jerk and the second actuator unit to generate the second jerk as the additional jerk when the target jerk is smaller than the sum of the first jerk and the second jerk.

A driving assistance apparatus can execute deceleration assistance of decelerating a host vehicle independently of an operation by a driver. The driving assistance apparatus is provided with: an acquirer configured to obtain surrounding information associated with a surrounding situation of the host vehicle; and a controller programmed to reduce a deceleration assistance amount associated with the deceleration assistance when execution of the deceleration assistance is released. The controller is programmed to quickly reduce the deceleration assistance amount when execution of the deceleration assistance is released, if a surrounding situation indicated by the obtained surrounding information is a first situation in which the host vehicle can be required to accelerate, in comparison with a second situation in which the host vehicle cannot be required to accelerate.

A vehicle behavior stabilization system includes a yaw moment applying device configured to apply a yaw moment to the vehicle, a vehicle behavior stabilization control unit configured to selectively control the yaw moment applying device in such a way to stabilize a vehicle behavior according to a computed rear wheel slip angle in relation to a start threshold value and an end threshold value, and a threshold value correcting unit configured to correct the start threshold value and the end threshold value according to a change rate of the computed rear wheel slip angle and/or a change rate of a computed vehicle body slip angle.

A control device configured to control a vehicle is provided. The device comprises: a traveling control unit capable of executing stop hold control in an automatic brake hold function and a one-pedal function; and an output control unit capable of displaying a first indicator indicating that the one-pedal function is enabled and a second indicator indicating that the automatic brake hold function is enabled. The traveling control unit exclusively executes the automatic brake hold function and the one-pedal function. The output control unit executes at least one of ending display of the second indicator and displaying the first indicator when the one-pedal function is enabled instead of the automatic brake hold function and/or ending display of the first indicator and displaying the second indicator when the automatic brake hold function is enabled instead of the one-pedal function.

A vehicle control apparatus is provided with: a controller (i) configured to set first brake fluid pressure associated with wheels on one of left and right sides out of a plurality of wheels to be higher than second brake fluid pressure associated with wheels on the other side in order to turn a vehicle in one direction, and configured (ii) to then increase the second brake fluid pressure by using a fluid pressure difference between the first brake fluid pressure and the second brake fluid pressure, and (iii) to set the first brake fluid pressure to be lower than the second brake fluid pressure while holding the second brake fluid pressure in order to turn the vehicle in another direction, which is different from the one direction.

A vehicle including a primary coil, a secondary coil, and a controller is provided. The controller may be programmed to position the secondary coil relative to a primary coil by, responsive to increases in voltage induced in the secondary coil by the primary coil, commanding the vehicle forward. The controller may be further programmed to, responsive to decreases in the voltage immediately following increases, commanding the vehicle forward a predetermined distance. The controller may be further programmed to, responsive to decreases in the voltage immediately beyond the predetermined distance, command the vehicle reverse. The controller may be further programmed to position the secondary coil relative to the primary coil by, responsive to increases in the voltage during reverse movement of the vehicle, command the vehicle reverse.

Provided is an electric brake system that changes responsiveness depending on responsiveness required for an electric brake device, thereby enabling operation sound and power consumption to be reduced without influencing movement of a vehicle. The electric brake system includes one or more electric brake device (3) each having a control operation module (12) for performing follow-up control for a target braking force. The electric brake system includes a response requirement determination module (14) for determining responsiveness required for the brake actuator (4) from one or both of a braking requirement and the vehicle travelling condition. The braking requirement is outputted from a brake operation member or a vehicle-stable-travelling control system. The electric brake system includes a control modification module (15) for changing a control operation formula to be used for follow-up control by the module (12), depending on responsiveness determined by the module (14).

A method of controlling a vehicle is disclosed, comprising steps of: obtaining a current value of a slip angle of the vehicle; setting a reference yaw rate in accordance with the obtained slip angle; setting a reference yaw moment based on the reference yaw rate; and controlling the electric vehicle to apply torque to a plurality of wheels of the vehicle in accordance with the reference yaw moment. By using a slip angle to set the reference yaw rate, embodiments of the present invention can remove the need to estimate the tyre-road coefficient of friction. Apparatus for performing the method is also disclosed.