Abstract: A control arrangement for a brake system having a plurality of electrically-controlled hydraulic valves includes a primary electronic control unit (“ECU”) including a primary microcontroller for selectively providing at least one of electrical power and a control signal in a normal non-failure braking mode. A secondary ECU is electrically connected to the primary ECU via a power connector and a controller area network (“CAN”) communication bus. The secondary ECU obtains electrical power from a wiring system of a vehicle associated with the brake system. A backup microcontroller is associated with a chosen one of the primary and secondary ECUs, receiving electrical power and a control signal from the secondary ECU. The backup microcontroller selectively provides at least one of electrical power and a control signal in a backup braking mode responsive to the control signal from the secondary ECU.

Abstract: An apparatus and method control regenerative braking torque of an electric vehicle on which an anti-lock brake system (ABS) is mounted. The apparatus and method can compensate the regenerative braking torque of the driving motor based on the behavior model of the electric vehicle, such that the ABS is prevented from entering an operating range to the maximum limit to maximize the energy recovery rate through regenerative braking. The apparatus includes a disturbance extractor that extracts a disturbance in a specific frequency band from a difference between a behavior model and an actual behavior of the electric vehicle. The apparatus includes a torque compensator that compensates for the regenerative braking torque based on the disturbance extracted by the disturbance extractor.

Abstract: A parking brake apparatus for a vehicle includes a motor section receiving electric power from an outside, and generating power; a power transmission section rotated by driving the motor section, and including transmission worm gears; a pair of pressing units receiving power from the power transmission section and pressing a brake pad; a load transmission unit installed between the pair of pressing units, connected to each of the pair of pressing units, transmitting a pressing load of any one of the pair of pressing units to the other pressing unit, and made of a magnetic material; a magnet unit disposed to be spaced apart from the load transmission unit; and a hall sensor unit disposed between the load transmission unit and the magnet unit, and sensing a change in magnetic field according to rotation of the load transmission unit.

Abstract: An electro-pneumatic parking brake arrangement includes a shut-off valve and a parking brake module. The parking brake module includes a reservoir connection configured to connect to a compressed air reservoir, a first spring-loaded accumulator connection configured to connect to the shut-off valve, an electro-pneumatic valve unit having at least one electro-pneumatic valve configured to output a spring-loaded brake pressure at the first spring-loaded accumulator connection, and an electronic control unit configured to receive parking brake signals from an electronic parking brake switch and/or a higher-order control unit. The shut-off valve comprises a second spring accumulator connection configured to connect the spring-loaded brakes of the further axle and to shut off the second spring accumulator connection depending on a shut-off signal provided by the parking brake module.

Abstract: A regenerative braking control method of a vehicle, may include a first operation of determining a driving risk of a road surface on the basis of a status of the road surface while driving; a second operation of determining whether an accelerator pedal is released while driving; a third operation of determining whether a brake pedal is operated while driving; and a fourth operation of performing no regenerative braking when the accelerator pedal is determined as being released, the driving risk of the road surface is determined as being high, and when the brake pedal is determined as not being operated.

Abstract: A brake system includes a brake actuator configured to engage a brake to limit movement of a tractive element, an air-to-hydraulic intensifier coupled to the brake actuator where the air-to-hydraulic intensifier is configured to receive a supply of air and provide a hydraulic fluid to the brake actuator based on the supply of air to overcome a brake biasing force of the brake actuator to disengage the brake actuator from the brake to permit movement of the tractive element, a hydraulic reservoir coupled to the air-to-hydraulic intensifier, and a valve. The valve includes a first port fluidly coupled to the air-to-hydraulic intensifier, a second port fluidly coupled to the hydraulic reservoir, a third port fluidly coupled to the brake actuator, and a valve gate that is repositionable between a first position that couples the first port to the third port and a second position that couples the second port to the third port.

Abstract: 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.

Abstract: A braking system for vehicles includes wheel brakes, a pressure-providing device for actuating the wheel brakes, a master brake cylinder having a primary pressure chamber, a secondary pressure chamber, and a secondary piston. The primary pressure chamber is separated from a first set of the wheel brakes by a first, normally open separating valve, and the secondary pressure chamber is separated from a second set of the wheel brakes by a second, normally open separating valve. A pressure medium reservoir is connected to the secondary pressure chamber in the unactuated state of the secondary piston, the braking system is activated in order to actively build up pressure in the brakes in a by-wire operating mode by the pressure-providing device. In the event of a pressure medium surplus in the wheel brakes, the second separating valve is opened if a release of the brake pedal by the driver is detected.

Abstract: A hydraulic braking system for a vehicle has two sub-braking systems hydraulically separated from one another. A first sub-braking system of a first axle has a first circuit, a main system with a first power supply and a first ECU, and a secondary system with a second power supply and a second ECU. The first circuit includes first and second pressure generators assigned, respectively, to the main system and the secondary system, in parallel between a fluid container and wheel brakes. A modulation unit connects the pressure generators to the wheel brakes. A second sub-braking system of a second axle includes a second circuit and an auxiliary system with a third power supply and a third ECU. The second circuit includes a pressure generator assigned to the auxiliary system arranged between a fluid container and wheel brakes, and a modulation unit connecting the pressure generators to the wheel brakes.

Abstract: A braking system and method control application of brakes disposed onboard vehicles using brake control devices. The vehicles are in a multi-vehicle system and are associated with different segments of the vehicle system. Brake commands are sent to the brake control devices. These commands direct the brake control devices of the vehicles to concurrently engage the brakes onboard the vehicles to different brake levels based on which of the segments that the vehicles are associated.

Abstract: A braking system for a vehicle including front and rear wheels having wheel brakes includes a fluid displacement mechanism for supplying brake fluid to at least one of the wheel brakes. The fluid displacement mechanism includes a piston having a first position prior to braking and a second position for applying braking. A fluid accumulator is in fluid communication with the fluid displacement mechanism and stores brake fluid. A valve is in fluid communication with the fluid displacement mechanism and the accumulator and is configured to be closed while the piston moves from the second position towards the first position to prevent depletion of the accumulator.

Abstract: A brake control system for a vehicle includes a brake actuator operable over a range from an initial position that includes contiguous portions of displacement that are a first portion of displacement, a second portion of displacement and a third portion of displacement, a controller and an actuation sensor operatively coupled to the brake actuator. The actuation sensor sends a signal to the controller to activate a regenerative braking system using an electric motor of the vehicle if the actuation sensor detects the brake actuator is in the first portion of displacement. The regenerative braking system is activated and the friction braking system is activated when the brake actuator is in the second portion of displacement. The regenerative braking system is deactivated and the friction braking system is activated when the brake actuator is in the third portion of displacement.

Abstract: The disclosed vehicle braking device controls a hydraulic brake system (2) and a regeneration brake system (3) mounted on a vehicle (1) in accordance with an acceleration value and a brake value, and includes a first divider (11), a second divider (12), and a controller (13). The first divider (11) divides a driver demand torque set according to the accelerator value into a target coast torque and a remaining torque. The second divider (12) divides a sum of a deceleration torque set according to the brake value and the target coast torque divided by the first divider (11) into a hydraulic-brake demand torque and a regeneration-brake demand torque. The controller (13) controls the hydraulic brake system (2), using the hydraulic-brake demand torque, and controls the regeneration brake system (3), using a total regeneration brake torque calculated from the remaining torque and the regeneration-brake demand torque.

Abstract: The present disclosure relates to a vehicle having a park-by-brake module that can control an electronic parking brake coupled to the rear wheels of a vehicle. The park-by-brake module is coupled to an antilock brake module by a controller area network architecture. In one example, a first controller area network and a second controller area network are used to couple the park-by-brake module to the antilock brake module. The controller area network architecture allows the park-by-brake module to receive commands from various control modules. Based on the received commands, the park-by-brake module activates or deactivates the electronic parking brake.

Abstract: Systems and Methods for controlling an autonomous vehicle, may include: receiving sensor data, the sensor data comprising vehicle parameter information for the autonomous vehicle; using the sensor data to determine a vehicle state for the autonomous vehicle, wherein the vehicle state comprises information regarding a magnitude of an actual or predicted 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 determining a combination of one or more vehicle control inputs, including applying a brake torque, to correct the effective understeer gradient; applying the 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.

Abstract: An apparatus and method for controlling pressure of a braking system including a pressure sensor configured to detect a pressure value within the braking system mounted in a vehicle, and collect the detected pressure value as an analog pressure signal; and a control device configured to calibrate the analog pressure signal received from the pressure sensor, convert the calibrated analog pressure signal into a digital pressure signal, and output the digital pressure signal.

Abstract: A guide sleeve for guiding a collar of a relay valve for an electropneumatic modulator for a brake system for a vehicle, includes: a guide section configured to be couple-able to a counterpart guide section of the collar of the relay valve so as to allow guidance of the collar along the guide section; and a holding section configured to fasten the guide sleeve in a positively locking manner in a housing of the relay valve. Also described are a related guide sleeve device, and a relay valve, and a related method.

Abstract: Disclosed are an activation control method and apparatus for a railway train. The method includes that: at least one activation request sent by at least one motorman controller of a railway train is received; a number of at least one motorman controller sending the at least one activation request is determined; when there are a plurality of motorman controllers sending the at least one activation request, the railway train is controlled to perform an emergency braking; and when there is one motorman controller sending the at least one activation request, it is determined that a target motorman controller has a permission to control the railway train, wherein the target motorman controller is a unique motorman controller sending the at least one activation request. The present disclosure solves the problem in the related art of potential safety hazard of a double-vehicle activation processing method.

Abstract: A vehicle braking control method includes activating an electronic parking brake system on a vehicle to perform a braking operation; checking whether a rear wheel unlock braking activation condition is met during the braking operation, and if it is met, acquiring a current vehicle stability characteristic. The method further includes determining whether the acquired vehicle stability characteristic is within a preset range; if it is, using motive power supplied by an electric machine on the vehicle together with a rear wheel unlock braking system to execute the braking operation, otherwise executing the braking operation with the rear wheel unlock braking system.

Abstract: A vehicle includes a regenerative generator on a front wheel. A braking control device includes an actuator that applies a front wheel torque and a rear wheel torque, and a controller that individually adjusts the front wheel torque and the rear wheel torque. The controller is configured to determine the front wheel torque and the rear wheel torque to zero when a regenerative braking force Fg generated by the regenerative generator has not reached a maximum regenerative force Fx which is a generatable maximum value. On the other hand, the controller is configured to increase the rear wheel torque from zero before increasing the front wheel torque from zero when the regenerative braking force Fg reaches the maximum regenerative force Fx.

Abstract: A method for detecting a small hydraulic leak of braking fluid in a vehicle, the vehicle having at least a first braking circuit and a second braking circuit, the method includes determining whether system braking pressure falls within a predetermined range, determining whether leakage exists in the braking circuits, determining whether the vehicle is in secure standstill, monitoring small leakage of a braking circuit while the vehicle is in secure standstill if leakage was detected and the vehicle is in the secure standstill, and isolating at least one of the braking circuits if a leakage exists in one of the braking circuits.

Abstract: The present disclosure relates to an electrical parking control method and device, a readable storage medium and a computer device. The method includes that: when it is detected that a vehicle is in a self-piloting mode and a preset parking control condition is satisfied, a parking switching request message is generated, and sent to a VCU; a parking switching message fed back by the VCU is received, the parking switching message being a message generated when the VCU detects that a vehicle state is executable parking switching; a parking switching signal corresponding to the parking switching message is generated; and the parking switching signal is pushed to an external Electrical Park Brake (EPB) system, the parking switching signal being used to switch a state of the external EPB system, the state including a tightening state and a releasing state.

Abstract: The disclosure relates to a hydraulic brake system for a highly automated or autonomous vehicle which includes three pressure generators which provide sufficient braking force even in a case of a fault. Two of the pressure generators are assigned in a redundant manner to one axle and a modulation unit is configured to hydraulically connect the two pressure generators to the wheel brakes of the first axle, and to perform individual brake pressure modulation in the wheel brakes. The third pressure generator is hydraulically separate from the other pressure generators, and another modulation unit is configured to hydraulically connect the third pressure generator to wheel brakes of another axle, and to perform individual brake pressure modulation in the wheel brakes.

Abstract: A hydraulic system of a vehicle includes a hydraulic pump with variable delivery capacity. The hydraulic pump is controllable as a function of a load and operatively connected to a drive of the vehicle. The system includes a first brake system for reducing a speed of the vehicle by at least one friction brake, and a permanent brake system being independent of the first brake system and configured to reduce the speed of the vehicle. The permanent brake system includes a first retarder circuit which cooperates with the hydraulic pump such that kinetic energy is removed from the vehicle by the permanent brake system via the hydraulic pump in order to decelerate the vehicle.

Abstract: Systems, methods, and vehicles for closed-loop control of regenerative braking. The system includes, in one implementation, a regenerative braking subsystem and a vehicle controller. The vehicle controller is configured to command the regenerative braking subsystem to apply a first amount of regenerative braking torque. The vehicle controller is also configured to determine a current vehicle deceleration while the first amount of regenerative braking torque is applied. The vehicle controller is further configured to determine a difference between the current vehicle deceleration and a target vehicle deceleration. The vehicle controller is also configured to set a second amount of regenerative braking torque to reduce the difference between the current vehicle deceleration and the target vehicle deceleration. The vehicle controller is further configured to command the regenerative braking subsystem to apply the second amount of regenerative braking torque.

Abstract: An electronic braking system with independent antilock braking and stability control. The system can utilize a variety of electro-mechanical actuators to apply clamping force to a mechanical brake caliper. The system can include a caliper electronic control unit (CECU) and a wheel speed sensor at each wheel of the vehicle to enable independent slip control, or antilock braking, at each wheel. A separate executive management unit (EMU) can receive data from each electronic caliper, vehicle accelerometers, and other sensors to provide electronic stability control (ESC) independent of antilock braking (ABS) functions. The removal of a conventional master cylinder, brake pedal, ABS pump, brake lines, and other components can reduce weight and complexity. The elimination of hydraulic lines running to a central ABS module and master cylinder can enable modular drive units to be swapped out more quickly and efficiently.

Abstract: A corresponding vehicle includes two steerable axles VA1 and HA1 each with an angle sensor, wherein a rear axle HA1 in an all-wheel mode is synchronously steered with the front axle VA1 in the opposite direction, this being designated as a 4×4 steering system. The vehicle further includes a control device for setting the steering angle of the axles based on the data provided by angle sensors.

Abstract: Disclosed is a method for operating an automated parking brake for a motor vehicle comprising at least one braking mechanism with a brake piston. In said method, the parking brake moves the brake piston by means of an actuator between an idle position, in which the brake piston applies no braking moment, and a braking position, in which the brake piston applies a braking moment, in relation to a brake disk, and during a disengagement process of the parking brake, a reference point is determined in which the brake piston is located in a position in which it applies substantially no braking moment and which is between its idle position and its braking position. The method according to the disclosure is characterized in that the reference point is estimated taking into account an extrapolation of a variable describing the disengagement process.

Abstract: A method is provided for decelerating a vehicle. The vehicle has an electro-pneumatic brake system, at least one front axle, at least one rear axle, and a brake value transmitter. The vehicle further includes at least one axle modulator for the front axle of the vehicle, for performing control of at least one front axle brake pressure at the at least one front axle, and/or at least one axle modulator for the rear axle of the vehicle, for performing control of a rear axle brake pressure at the at least one rear axle of the vehicle. The method includes generating a redundancy signal at a first axle, the front axle or rear axle, or at a trailer control valve, and performing open-loop and/or closed-loop control of an auxiliary brake pressure at another axle, the front axle or the rear axle, via the redundancy signal.

Abstract: An electric vehicle according to an example of the present application includes a battery, a regenerative brake, a friction brake, and a controller. The regenerative brake imparts regenerative braking torque to drive wheels. The friction brake imparts frictional braking torque to the drive wheels and non-drive wheels. The controller execute a slip control when the slip of the drive wheels is expected. The controller controls, during the execution of slip control, the regenerative and the friction brakes so that; the total of the frictional and the regenerative braking torque imparted to the drive wheels is less than or equal to upper limit torque set within a range that the drive wheels do not slip; the power of the regenerative power generation is not to exceed an acceptable charging power set according to a state of charge of the battery; and the regenerative braking torque is smaller than the regenerative braking torque before the start of the slip control.

Abstract: A trailer brake module includes a brake output driver configured to be connected to a power supply, a flyback diode, and a MOSFET arranged between the power supply and the flyback diode. The MOSFET is in series with the flyback diode.

Abstract: The present disclosure relates to a vehicle and a parking control method therefor which can prevent a parking curb or a driving system from being damaged during parking due to collision with the parking curb or running over the parking curb according to creep torque imitation by an electric motor in a vehicle equipped with the electric motor. A parking control method includes determining whether a parking situation occurs, applying a creep torque modification coefficient to a creep torque until contact with an object that applies a reaction force to a wheel in a parking direction is sensed to determine a modified creep torque upon determining the parking situation, and variably controlling the creep torque by applying a variable coefficient to the modified creep torque.

Abstract: A method for braking an electric vehicle in which a first axle of an electric vehicle is decelerated by an electric motor of the electric vehicle and/or by a friction brake system of the electric vehicle.

Abstract: A vehicle includes a passenger capsule having a first end and a second end, a front module coupled to the first end of the passenger capsule and including a front axle assembly, a rear module coupled to the second end of the passenger capsule and including a rear axle assembly, and a braking system. The braking system includes a pump, an actuator including a rod that extends through a brake housing to apply a biasing force to a brake and inhibit movement of the vehicle, and a line coupling the pump to the actuator. Engagement of the pump provides a pressurized fluid flow through the line that overcomes the biasing force and releases the brake.

Abstract: A regenerative braking system and method include: a regenerative braking determination unit configured to determine whether or not a vehicle satisfies an entry condition for regenerative braking based on information collected by the vehicle; a calculation unit configured to calculate a hydraulic braking torque according to a pressure of a master cylinder and a target amount of a regenerative braking torque varied according to the pressure of the master cylinder, if the vehicle satisfies the entry condition; and a controller configured to perform braking of the vehicle based on the target amount of the regenerative braking torque and the hydraulic braking torque.

Abstract: An apparatus for controlling pressure of a braking system including a pressure sensor configured to detect a pressure value within the braking system mounted in a vehicle, and collect the detected pressure value as an analog pressure signal; and a control device configured to calibrate the analog pressure signal received from the pressure sensor, convert the calibrated analog pressure signal into a digital pressure signal, and output the digital pressure signal.

Abstract: A system and method for simulating positive train control (PTC) systems in a local and controlled environment using software and hardware. The system can simulate various functionalities of the PTC system in the environment using software and hardware components. The system can instruct the software of a train management computer (TMC) to control electromechanical valves to simulate air compression on brake pipes in response to the PTC system executing a penalty on the locomotive. The system can display statuses of various systems on the locomotive to a user using a cab display unit (CDU). The system can control the software and hardware components to simulate warnings and actions from the PTC system allowing locomotive engineers and conductors to experience the PTC system for optimum training.

Abstract: A brake apparatus, for electrically driven motor vehicles, includes a traction motor at an axle of a vehicle, which traction motor is used both as drive motor and as brake system with recuperation of brake energy, a first piston-cylinder unit, which is actuatable by means of an actuating device, in particular brake pedal, a second piston-cylinder unit, which is actuatable by means of an electromotive drive and a non-hydraulic gearing apparatus, in particular spindle drive. The piston-cylinder units are connected via hydraulic connecting lines to wheel brakes of the motor vehicle. A pressure chamber of the first piston-cylinder unit is connected to two wheel brakes of a vehicle axle, and a pressure chamber of the second piston-cylinder unit is connected to a vehicle axle for active brake force feedback control and recuperation control in interaction with the traction motor.

Abstract: A brake control apparatus according to an embodiment of the present disclosure includes a braking device configured to generate a braking pressure based on a hydraulic pressure to provide a main braking force to a vehicle; and a controller configured to control at least one control module selected based on the speed of the vehicle among a plurality of control modules including an engine control module (EMS) of the vehicle, a motor control module and a parking brake control module to provide an auxiliary braking force to the vehicle when the braking device is in an abnormal state.

Abstract: Presented are driver alert systems with control logic for powertrain energy tracking and reporting, methods for making/using such systems, and electric-drive vehicles with alert systems for providing driver cues to indicate real-time potential energy buildup in the powertrain. A method of operating a driver alert system for an electric-drive vehicle includes a vehicle controller receiving a selection of a powertrain operating mode. Responsive to the received selection, the vehicle controller determines a buildup of output torque generated via an electric traction motor for an impending vehicle maneuver associated with the selected powertrain operating mode. The controller accesses a memory-stored, torque-based lookup table to retrieve an output level calibrated to an in-vehicle sensory output device and corresponding to an output torque value for the determined torque buildup.

Abstract: This vehicle brake device performs raising processing for raising, by a predetermined raising amount, the target hydraulic pressure of hydraulic fluid when the pressure of the hydraulic fluid starts increasing in order to suppress a delay in response to the increase in the pressure of hydraulic fluid during switching processing for gradually switching at least part of regenerative braking force to hydraulic braking force, and includes a judging portion which judges whether or not required braking force or deceleration is reduced during cooperative control; and a raising amount setting portion which during the raising processing, sets a second predetermined pressure as a raising amount if the judgement result of the judging portion is positive, the second predetermined pressure being smaller than a first predetermined pressure that is the raising amount when the determination result of the determination result is negative.

Abstract: A vehicle braking system comprising a first braking electronic control unit (ECU) which is operable to control the operation of a first set of vehicle brakes, a second braking electronic control unit (ECU) which is operable to control the operation of a second set of vehicle brakes, and a first connection between the first and second braking ECUs by means of which an electrical braking control signal may be transmitted between the first and second braking ECUs, the first braking ECU being provided with a first wireless signal receiver by means of which data from a further vehicle concerning the braking of the further vehicle may be received, wherein the second braking ECU is provided with a second wireless signal receiver by means of which data from a further vehicle concerning the braking of the further vehicle may be received, and is programmed to, in the event of a failure of the first wireless signal receiver, transmit either the data received from the further vehicle or information or instructions based

Abstract: A military vehicle includes a brake positioned to facilitate braking a tractive element, a brake housing defining an inner volume, a piston separating the inner volume into a first chamber and a second chamber, a rod extending through an end of the brake housing and coupled to the piston where the rod is positioned to selectively engage with the brake to inhibit movement of the tractive element, a resilient member positioned within the inner volume and configured to generate a biasing force against the piston such that the rod is biased into engagement with the brake, and an air-to-hydraulic intensifier coupled to the brake housing. The air-to-hydraulic intensifier is configured to receive a supply of air and provide a hydraulic fluid to the brake housing based on the supply of air to overcome the biasing force to disengage the rod from the brake to permit movement of the tractive element.

Abstract: Vehicles with integrated power generation produced by rotation of the wheels are provided. In exemplary implementations, a vehicle includes a frame, a wheel assembly coupled to the frame, and a power generating unit. The wheel assembly includes a wheel defining a wheel axis. The wheel is configured to rotate about the wheel axis during operation of the vehicle. The wheel assembly further includes supporting components fixed about the wheel axis during operation of the vehicle. The power generating unit includes a rotating assembly rotatable with the wheel about the wheel axis, including at least one of a magnet assembly or a coil assembly, and, also includes a stationary assembly mounted to at least one of the supporting components of the wheel assembly or the frame and including the other of the magnet assembly or the coil assembly such that rotation of the wheel rotates the rotating assembly relative to the stationary assembly for generating electrical power.

Abstract: A vehicle power supply apparatus includes first and second power supply systems, first and second switches, and a fail-safe controller. The second power supply system includes a generator motor coupled to an engine, and a second electrical energy accumulator able to be coupled to the generator motor. The fail-safe controller inhibits a powering state of the motor generator on the condition that the second switch is in a malfunctioning state in which the second switch is rendered inoperative in a second turn-off state. The second turn-off state includes isolating the generator motor and the second electrical energy accumulator from each other.

Abstract: A transaxle with a brake includes an axle supported by the transaxle casing, a continuously variable transmission disposed in the transaxle casing, a braking device that is disposed in the transaxle casing and locks a rotation of the axle, a speed control arm that is journaled so as not to rotate relatively with respect to the transmission operating shaft of the transmission, controls the transmission, and is capable of changing a rotation of the axle continuously. A brake arm that is journaled with respect to an operating shaft of the braking device and a relay arm that is journaled so as to be relatively rotatable with respect to the transmission operating shaft are also included. The relay arm has one end connected to the brake arm via a link mechanism and the other end for lock operation input.

Abstract: Disclosed herein is a vehicle control system capable of improving driving stability and providing safe fun driving to a driver by varying and controlling a regenerative braking torque generated by a motor during coasting. The vehicle control system according to an embodiment of the disclosure includes: a motor configured to provide a driving force to a wheel; a wheel sensor configured to detect a rotational speed of the wheel; and a controller configured to control the motor to generate a first regenerative braking torque during coasting, and to control the motor to generate a second regenerative braking torque lower than the first regenerative braking torque when a wheel slip of the wheel is detected based on an output of the wheel sensor.

Abstract: A variable load calculator calculates a variable load command VL based on AS pressure and a predetermined table. A vehicle deceleration calculator calculates vehicle deceleration ? based on a brake notch command BN and a predetermined table. A required braking force calculator calculates required braking force BL by multiplying a weight indicated by the variable load command VL and the vehicle deceleration ?. An electric braking controller calculates an electric braking pattern in accordance with the required braking force BL and then transmits the electric braking pattern to an inverter controller. The electric braking controller calculates an electric braking force produced by operation of the electric motor and then transmits to a subtractor as feedback BT the electric braking force adjusted in accordance with a speed of the electric motor. The subtractor transmits to a mechanical brake as a mechanical braking command a result obtained by subtracting the feedback BT from the required braking force BL.

Abstract: A method for operating a motor vehicle, including an electric machine and a coupling device, which, in a first coupling state, couples the electric machine to a drivetrain and, in a second coupling state, decouples the electric machine from the drivetrain, wherein the method includes the following steps: a) registering an item of coupling information, which specifies whether the coupling device is in the first or second coupling state, b) analyzing a recuperation condition, the fulfillment of which is dependent on the coupling information, wherein the recuperation condition is fulfilled or can only be fulfilled if the coupling device is in the second coupling state, and c) braking the electric machine by operating the electric machine as a generator if the recuperation condition is fulfilled.

Abstract: In an electric vehicle including a motor for traveling, when an accelerator is switched from an on-state to an off-state, the motor is controlled such that a vehicle torque is varied more gradually toward a requested torque on a brake side (requested torque in the off-state) in turning than in traveling straight. Thereby, when the accelerator is switched from the on-state to the off-state in turning, drivability of the driver can be restrained from deteriorating.