Abstract: A motor vehicle with a first and a second wheel; a control member, which can be activated; a first and a second braking device, which can be operated by means of the control member; and a braking control system, which is connected to the control member and is provided with a first fluidic line and with a second fluidic line connected to the control member and to a first a first and a second chamber of the first braking device; a third fluidic line fluidically connected to one of the first and the second chamber; and a control valve, which can be moved between a first position, in which it connects the third fluidic line to the second fluidic line and isolates the second fluidic line from the second chamber; and a second position, in which it isolates the third fluidic line from the second fluidic line and connects the second fluidic line to the second chamber; and a control unit programmed to acquire an operating state of the control member and a plurality of operating parameters of the motor vehicle and to m

Abstract: A method for the automatic adjustment of a cockpit inside a road vehicle comprising the steps of determining anthropometric data of a driver; processing an ergonomic position of a model of the driver sitting on board the road vehicle; processing an optimal configuration of the cockpit; operating a plurality of actuator systems so as to cause the cockpit to reach the optimal configuration; wherein the ergonomic position of the model is processed in association with a minimum ground visibility; a minimum visibility of a control panel; and at least one first comfort angle of a body joint of the driver.

Abstract: A braking system for a road vehicle having: a brake disc; a brake caliper provided with at least one hydraulic piston; a hydraulic circuit containing a brake liquid and having: a hydraulic control unit provided with an electrically controlled pump and a delivery pipe, which connects the hydraulic control unit to the hydraulic piston; a return pipe, which is separate from and independent of the delivery pipe and connects the hydraulic piston to the hydraulic control unit; a recirculation solenoid valve, which is interposed along the return pipe and can be controlled so as to enable or forbid the circulation of the brake liquid along the return pipe; and a control unit, which, when the braking system is not used, opens the recirculation solenoid valve and operates the electrically controlled pump so as to create a circulation of the brake liquid through the first delivery pipe and through the return pipe.

Abstract: A braking system for a road vehicle having: a brake disc; a brake caliper provided with at least one hydraulic piston; a hydraulic circuit containing a brake liquid and having: a hydraulic control unit provided with an electrically controlled pump and a delivery pipe, which connects the hydraulic control unit to the hydraulic piston; a return pipe, which is separate from and independent of the delivery pipe and connects the hydraulic piston to the hydraulic control unit; a recirculation solenoid valve, which is interposed along the return pipe and can be controlled so as to enable or forbid the circulation of the brake liquid along the return pipe; and a control unit, which, when the braking system is not used, opens the recirculation solenoid valve and operates the electrically controlled pump so as to create a circulation of the brake liquid through the first delivery pipe and through the return pipe.

Abstract: A method for controlling the side slip angle of a rear-wheel drive vehicle when turning; the control method provides for the steps of: detecting the position of an accelerator control which is displaced along a predetermined stroke; using a first initial part of the stroke of the accelerator control for directly controlling the generation of the drive torque so that the generated drive torque depends on the position of the accelerator control; and using a second final part of the stroke of the accelerator control to directly control a side slip angle of the vehicle when turning so that the side slip angle depends on the position of the accelerator control.

Abstract: An assistance method for performance driving of a vehicle; the assistance method includes the steps of: identifying a route used by the vehicle; on each section of the route, identifying the optimum point for the operation of an accelerator command, a brake command, a steering command and/or a gearbox command; identifying the current position of the vehicle along the route; identifying the next optimum point for the operation of a command; identifying a warning advance in accordance with an estimate of the reaction time of the driver and in accordance with the current speed and acceleration of the vehicle; and signalling to the driver to operate the command using the previously identified warning advance so that the driver actually operates the command at the optimum point of operation.

Abstract: An embodiment of a control method for a vehicle which is provided with a number of wheels, each of which comprises a tire and at least a disc brake of a braking system; the control method includes the step of sensing the current temperature of at least one component of a respective wheel by means of at least one sensor; determining, in a step of engineering and setting up, at least one first predetermined threshold value indicating the minimum temperature from which the component of wheel shows its maximum efficiency; comparing the current temperature of the component of wheel with the first predetermined threshold value; and signaling to the driver when the current temperature of the component of wheel is lower than the first predetermined threshold value.

Abstract: A method for controlling the side slip angle of a rear-wheel drive vehicle when turning; the control method provides for the steps of: detecting the position of an accelerator control which is displaced along a predetermined stroke; using a first initial part of the stroke of the accelerator control for directly controlling the generation of the drive torque so that the generated drive torque depends on the position of the accelerator control; and using a second final part of the stroke of the accelerator control to directly control a side slip angle of the vehicle when turning so that the side slip angle depends on the position of the accelerator control.

Abstract: An assistance method for performance driving of a vehicle; the assistance method includes the steps of: identifying a route used by the vehicle; on each section of the route, identifying the optimum point for the operation of an accelerator command, a brake command, a steering command and/or a gearbox command; identifying the current position of the vehicle along the route; identifying the next optimum point for the operation of a command; identifying a warning advance in accordance with an estimate of the reaction time of the driver and in accordance with the current speed and acceleration of the vehicle; and signalling to the driver to operate the command using the previously identified warning advance so that the driver actually operates the command at the optimum point of operation.

Abstract: An embodiment of a control method for a vehicle which is provided with a number of wheels, each of which comprises a tire and at least a disc brake of a braking system; the control method includes the step of sensing the current temperature of at least one component of a respective wheel by means of at least one sensor; determining, in a step of engineering and setting up, at least one first predetermined threshold value indicating the minimum temperature from which the component of wheel shows its maximum efficiency; comparing the current temperature of the component of wheel with the first predetermined threshold value; and signaling to the driver when the current temperature of the component of wheel is lower than the first predetermined threshold value.

Abstract: A method and device for determining wear of composite material brake disks of a road vehicle, wherein, the kinetic energy differential of the vehicle induced by deceleration is calculated at each deceleration of the vehicle; an instantaneous value of the energy dissipated by the brake disks during deceleration is determined as a function of the kinetic energy differential of the vehicle; an instantaneous wear contribution of the brake disks during deceleration is determined on the basis of the value of the energy dissipated by the brake disks during deceleration; and a total wear value of the brake disks is updated by adding the instantaneous wear contribution of the brake disks during deceleration to the previous total wear value.