A vehicle brake system installed on a vehicle equipped with an electric motor that applies a drive force to a wheel, including: a brake device configured to apply a braking force to the wheel; and a brake controller configured to control the braking force, wherein the brake controller is configured to execute a swinging-back reducing control for reducing swinging-back of a body of the vehicle on stopping by weakening the braking force immediately before the vehicle stops, based on a motor-rotation-speed-dependent running speed that is a running speed of the vehicle detected in dependence on a rotation speed of the electric motor.

A device and a method for decelerating a vehicle having a front-loading device has a brake system and sensors for measuring the mass and the center of gravity of a load. An electronic evaluation and control unit evaluates the sensor data to determine a maximum brake deceleration in forward travel, in order to prevent the vehicle tilting about the front axle. At least one sensor of the brake system generates a sensor signal in an emergency braking situation for triggering an emergency braking operation, in which the delimitation or reduction of the effective brake pressure in the wheel brake cylinders of the front axle is canceled and, with the exception of an ABS control operation, the full brake pressure is introduced in a controlled manner by way of a primary brake valve into the wheel brake cylinders of the front axle.

A method for determining a speed profile to be followed by a vehicle, including acquiring event data including a distance from an event and a target speed at this event for the vehicle, and determining a speed profile to be followed as a function of time, between an initial speed and the target speed in three successive distinct phases, respectively a first phase in which the jerk is set constant at a predetermined maximum jerk value to reach an optimal target acceleration value, a second phase in which the optimal target acceleration value is kept constant, and a third phase in which the jerk is again set constant to reach a zero acceleration value at the end of the third phase. The optimal target acceleration value is such that the distance required to carry out the three phases of the profile is equal to the distance from the event.

A method for coordinating vehicles of a vehicle group, including implementing a requested setpoint acceleration, wherein the setpoint acceleration for each vehicle is specified as a function of an emergency braking request triggered manually or automatically, assigning a position in the vehicle group to each vehicle, implementing the emergency braking request, providing, in an advanced emergency braking system (AEBS) cascade, at least a first warning phase for an optical or acoustic warning of a driver of the respective vehicle of the vehicle group, and an emergency braking phase for braking the respective vehicle of the vehicle group as a function of the emergency braking request, at an emergency braking time, and providing a haptic warning phase for at least one vehicle of the vehicle group at a haptic time within a framework of the AEBS cascade.

First target braking forces for front and rear wheels are calculated by distributing a target braking force of automatic braking to the front and rear wheels at a first front/rear wheel distribution ratio when braking operation is started by a driver during execution of the automatic braking control, second target braking forces for the front and rear wheels are calculated by distributing the braking force requested by the driver to the front and rear wheels at a second front/rear wheel distribution ratio preset to be different from the first front/rear wheel distribution ratio such that a pitch moment applied to a vehicle body due to braking forces of the front and rear wheels becomes zero, and braking forces of the front and rear wheels are controlled so as to be sums of the first and second target braking forces of the front and rear wheels, respectively.

A method for the automated control of the longitudinal movement of a motor vehicle having an automated positive acceleration process in a longitudinal direction of the vehicle and an automated deceleration in the longitudinal direction of the vehicle. An acceleration variable is determined based on a jerk value and limited in terms of absolute value. And the jerk value is in turn determined in a driving mode in which, starting from a vehicle actual longitudinal speed and a vehicle actual longitudinal acceleration, the motor vehicle is adjusted to a predeterminable vehicle longitudinal speed taking into account a predeterminable maximum positive driving mode vehicle longitudinal acceleration, a predeterminable maximum driving mode vehicle longitudinal deceleration and at least one predeterminable driving operating mode jerk absolute value which limits the jerk.

A vehicle control device, a vehicle control method, and a vehicle suitable for an automatic/manual driving mode vehicle that employs brakes capable of controlling braking forces of four wheels. A vehicle control device including a pitch angle adjustment unit that adjusts a pitch angle, which is an inclination of a vehicle generated in the vehicle when braking the vehicle, or a change amount of the pitch angle, the pitch angle adjustment unit adjusting the pitch angle according to a traveling mode of the vehicle instructed by a host controller provided in the vehicle.

A vehicle control device 1 having: a deceleration detection unit 121 that detects deceleration of a vehicle T; a vehicle stop schedule identification unit 122 that identifies that the vehicle T is scheduled to stop; a brake control unit 123 that starts to reduce brake pressure when the speed of the vehicle T has dropped to or below a threshold value; and a threshold value determination unit 124 that determines the threshold value such that the threshold value increases the greater the deceleration detected by the deceleration detection unit 121 after the vehicle stop schedule identification unit 122 has identified that the vehicle T is scheduled to stop.

The present invention obtains a controller and a control method capable of appropriately stabilizing a posture of a straddle-type vehicle. In the controller and the control method according to the present invention, when the straddle-type vehicle jumps, automatic posture control for controlling the posture of the straddle type vehicle by increasing or reducing a rotational frequency of a wheel is executed in accordance with posture information at the time when the straddle-type vehicle jumps. Furthermore, in the case where it is determined whether a driver has intention to control the posture of the straddle-type vehicle at the time when the straddle-type vehicle jumps without relying on the automatic posture control and where it is determined that the driver has the intention, the automatic posture control is prohibited.

A controller for a vehicle is provided. One of a prime mover that drives a front wheel and a prime mover that drives a rear wheel is referred to as a first prime mover, and the other one is referred to as a second prime mover. The controller generates, when a required torque required for a drive wheel of the vehicle is a braking torque, the braking torque from the first prime mover. The controller limits, when the required torque changes from the braking torque to a driving torque, an increase in the driving torque generated from the first prime mover during a set period. The controller generates, from the second prime mover that does not generate the braking torque, the driving torque required during execution of the torque limit process.