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 control method of an in-wheel motor vehicle includes: determining, by a controller, a state of a steering load that is a load of a steering system; maintaining, by the controller, a front wheel brake in a released state, when the state of the steering load is in a high load state of a predetermined level or more; determining, by the controller, a tire angle of a front wheel according to a driver steering input based on driver steering input information in the released state of the front wheel brake; determining, by the controller, a required tire rotational angle of the front wheel by using the determined tire angle of the front wheel; and reducing, by the controller, the steering load by driving an in-wheel motor of the front wheel for a compensation by the determined required tire rotational angle of the front wheel.

A traction control method and a traction control apparatus for a vehicle are provided. The traction control method includes: estimating driving torque for each wheel and a difference between left and right wheel rotation speeds; determining a situation, in which the difference between the left and right wheel rotation speeds exceeds a first set value, to be a split wheel spin situation; estimating a maximum coefficient of friction between a spinning wheel and a road surface in the split wheel spin situation and estimating a maximum driving torque, at which the road surface is acceptable, by the maximum coefficient of friction; and obtaining a difference between driving torque of the spinning wheel and the maximum driving torque to calculate a road surface limitation excess driving torque and determining entry into traction control when the road surface limitation excess driving torque exceeds a second set value.

Control system and method which is adapted for use in a motor vehicle and intended to effect an at least semi-autonomous driving operation of the motor vehicle by means of assigned actuators on the basis of environmental data which are obtained from one or more environment sensors assigned to the motor vehicle, and wherein the control system is adapted and intended to detect a failure of a conventional steering system of the motor vehicle and attempt a change of direction of the vehicle, which corresponds to a desired steering angle, from current driving parameters by means of matched acceleration and/or deceleration interventions at individual wheel drives or wheel brakes, respectively, of the vehicle.

A P-range engagement method of the vehicle and a device thereof are disclosed. The P-range engagement method is applied to the vehicle equipped with an electronic shift lever, and the method includes performing the vehicle stopping process based on detection of stopping of a traveling vehicle through a control device, holding wheel disks of the vehicle through a controller that is controlled by the control device, comparing the vehicle stopped time period, which is measured by the control device, with a predetermined reference value stored in the control device to determine whether the vehicle stopped time period exceeds the predetermined reference value, and upon determining that the vehicle stopped time period exceeds the predetermined reference value, determining whether conditions for performing P-range engagement are satisfied, and upon determining that the conditions for performing the P-range engagement are satisfied, completing the P-range engagement.

In some examples, a controller receives information of a route of a vehicle, and selects a first parameter set from among a plurality of parameter sets based on the route of the vehicle, the plurality of parameter sets corresponding to different conditions of usage of the vehicle, where each parameter set of the plurality of parameter sets includes one or more parameters that control adjustment of one or more respective adjustable elements of the vehicle. The controller causes application of the first parameter set to control a setting of the one or more adjustable elements of the vehicle.

A method performed by a control unit for handling safe stop mode of a vehicle. The control unit obtains an activation request for activating the safe stop mode. When the activation request has been obtained, the control unit verifies that all safety conditions of the vehicle are fulfilled. The control unit activates the safe stop mode when the activation request has been obtained and when all safety conditions are fulfilled. The control unit triggers at least one light source to be turned on when all safety conditions are fulfilled. After the safe stop mode has been activated, the control unit obtains an inactivation request for inactivating the safe stop mode of the vehicle. The control unit inactivates the safe stop mode of the vehicle when the inactivation request has been obtained.

The braking control device includes a control amount derivation unit that derives a target vehicle braking force representing a target value of a vehicle braking force applied, and a braking control unit that controls a regenerative braking device and a frictional braking device based on the target vehicle braking force. When the target vehicle braking force is increased, the braking control unit executes a braking force application process of increasing the frictional braking force applied to the wheel so that such frictional braking force becomes larger than the regenerative braking force applied to the wheel. When the target vehicle braking force is increased, the braking control unit executes a switching process of switching at least a part of the frictional braking force applied to the wheel to the regenerative braking force to increase the regenerative braking force applied to the wheel after execution of the braking force application process.

A device and a method for controlling autonomous driving control a speed of an autonomous vehicle before downhill travel. The device and method calculate a travel resistance of an autonomous vehicle on a travel-intended-route, including a downhill route, a main braking pressure required to travel at a constant speed, and a brake temperature based on braking. The device and method determine whether to reduce the main braking pressure based on the calculated brake temperature and calculates a decreased amount of the main braking pressure and an increased amount of a speed of the autonomous vehicle based on the decreased amount of the main braking pressure on the travel-intended-route when determining to reduce the main braking pressure. The device and method limit a maximum speed of the autonomous vehicle before entering the travel-intended-route based on the increased speed amount.

Provided is a control apparatus for a vehicle configured to perform parking assist control, the control apparatus including a first power supply device, a second power supply device, and a power supply circuit, the power supply circuit being configured to, when an abnormality occurs in the first power supply device during the performance of the parking assist control, supply an electric power from the second power supply device to a braking device and a shift switching device, and the braking device and the shift switching device being configured to operate such that a timing at which a current flowing from the second power supply device to the braking device reaches a maximum value and a timing at which a current flowing from the second power supply device to the shift switching device reaches a maximum value do not overlap.