A road-surface-condition estimation device is configured by a tire-side device and a vehicle-side device so as to grasp a road surface condition based on road surface condition data transmitted from a tire-side device. As a result, the road surface condition or a road surface of a traveling road surface of a vehicle can be accurately detected, and a more accurate lane keeping control can be performed according to the detection result. In particular, since the tire-side device estimates the road surface condition by detecting the vibration of a ground contact surface of the tire, the road surface condition can be estimated more accurately. Therefore, the more accurate lane keeping control can be performed.

A computer system including processing circuitry configured to: determine, during a braking event of a vehicle, an oscillation amplitude of a currently oscillating part of the vehicle; perform an amplitude comparison by comparing the determined oscillation amplitude with a predefined reference value; receive a brake request value indicative of a desired total brake torque or total brake force; perform a brake request comparison by comparing the received brake request value with a predefined brake request value; and control a brake distribution between front axle brakes and rear axle brakes of the vehicle based on the amplitude comparison and the brake request comparison, wherein the brake distribution is in the form of a brake torque distribution of said desired total brake torque or a brake force distribution of said desired total brake force. There is also disclosed a computer-implemented method.

Technologies and techniques for operating an assistance system in a motor vehicle with which a driving a shoulder by the motor vehicle is detected by means of at least one detection device in the assistance system, and with which a control signal is generated by means of an electronic computing device in the assistance system for engaging with a functional unit in the motor vehicle. The shoulder that is detected is evaluated in terms of the type of shoulder, and a critical or non-critical driving of the vehicle on the shoulder is determined on the basis of the type of shoulder, and the control signal is generated in the case of a critical driving on the shoulder. The present disclosure also relates to an assistance system.

A lane departure prevention apparatus (17) has: a departure preventing device (172) for control a braking apparatus (122) to perform a departure prevention operation by applying yaw moment (M.sub.tgt) to a vehicle (1), wherein the yaw moment is generated by a difference of the braking forces between right wheels (121FR, 121RR) and left wheels (121FL, 121RL)1; and a controlling device (173) for controlling the departure prevention device so that the braking force applied to driving wheels (121RL, 121RR) becomes smaller and the braking force applied to non-driving wheels (121FL, 121FR) becomes larger when the departure prevention operation is performed and a differential apparatus (132) limits a differential rotation, compared to a case where the departure prevention operation is performed and the differential apparatus does not limit the differential rotation.

A deflection control apparatus is configured to perform a deflection control in which a subject vehicle is deflected by a braking force difference between left and right wheels. The deflection control apparatus is provided with a releaser configured to release the deflection control if a steering operation, which is an operation of deflecting the subject vehicle in a direction opposite to a direction in which the subject vehicle is deflected by the deflection control, is detected during the deflection control. When releasing the deflection control, the releaser is configured to reduce a controlled variable over a predetermined time, which is shorter than a fall time of the controlled variable when the deflection control is ended without being released, and which becomes longer, as the controlled variable increases when the steering operation is detected.

An autonomous vehicle which includes multiple independent control systems that provide redundancy as to specific and critical safety situations which may be encountered when the autonomous vehicle is in operation.

A lane keeping control method for a vehicle may include determining, by a controller, whether a wheel speed difference exists between predetermined wheels, during braking while the vehicle travels straight, determining, by the controller, a reference wheel and a control wheel, based on the wheel speed difference between the predetermined wheels, and reducing, by the controller, a wheel speed difference between the reference wheel and the control wheel by performing pre-decompression control for the control wheel, when the wheel speed difference exists.

A deflection control apparatus is configured to perform a deflection control in which a subject vehicle is deflected by a braking force difference between left and right wheels. The vehicle control apparatus is provided with: a calculator configured, in the deflection control, (i) to calculate a target yaw rate so that the subject vehicle drives on a target track by the deflection control, and (ii) to calculate a target yaw moment by dividing the calculated target yaw rate by a coefficient based on a velocity of the subject vehicle; and a controller configured to control a braking force of each wheel so that the target yaw moment is applied to the subject vehicle.

An apparatus includes a steering assist torque determination unit and a steering assist torque control unit. The steering assist torque determination unit determines a steering assist torque including a first component that is determined on the basis of a deviation between an actual steering angle and a target steering angle for achieving a target path determined irrespective of driver's steering. The steering assist torque control unit controls a steering assist mechanism such that the steering assist torque is applied. The ratio of the magnitude of the first component of the steering assist torque to the deviation between the target steering angle and the actual steering angle is determined on the basis of the magnitude of the deviation between the steering assist torque and the driver's steering torque in a past predetermined period.

A vehicle, a method, a secondary steering system unit and a secondary steering system are provided. The secondary steering system unit comprises: a fault determination arrangement arranged to determine the presence of a fault in the main steering system and a path controller arranged to generate an upcoming path for the host vehicle. The secondary steering system unit is arranged to steer the host vehicle along the path by differential braking upon determination that a fault is present in the main steering system. Furthermore, the secondary steering system is arranged to control the differential braking in dependence of both a yaw torque acting on the host vehicle as a result of the differential braking and a steering angle resulting from a generated alignment torque on a braked steerable wheel caused by the associated wheel suspension scrub radius.