Abstract: Techniques for reducing the wear on vehicles. For instance, a vehicle may include a bidirectional vehicle that operates in a first mode at which a first end of the vehicle operates as a front of the vehicle and a second mode at which a second end of the vehicle operates as the front of the vehicle. As such, the vehicle may store data representing a first distance that the vehicle has traveled while operating in the first mode and a second distance that the vehicle has traveled while operating in the second mode. The vehicle may then detect the occurrence of an event. Based on the occurrence of the event, the vehicle may select a mode for operating the vehicle using the first distance and the second distance. For example, the vehicle may select the mode that is associated with the shortest distance.

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: Aspects of the invention relate to a method comprising: determining an output torque at a wheel of a vehicle mounted to a test apparatus comprising an external motor, the output torque being in response to a command; determining a correction factor based on the output torque and at least one coefficient associated with a reaction of a component of the vehicle and/or of the test apparatus to an applied torque at the vehicle; and controlling the external motor to apply the correction factor to the wheel of the vehicle.

Abstract: Demand associated with one or more vehicle systems can be predicted for a vehicle traversing a planned travel path. Based at least in part on the predicted demand, a control strategy can be determined for controlling operation of the one or more vehicle systems to optimize for efficiency, cabin temperature, component temperature, passenger comfort, etc. The one or more vehicle systems can be controlled, based at least in part on the control strategy, at least one of before the vehicle traverses the travel path, or as the vehicle traverses the travel path.

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: 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: Brake force distribution via a combination of mechanical braking and regenerative braking techniques is described. In an example, a brake system of a vehicle can detect a braking action and can cause a first negative force to be distributed across two or more wheel assemblies associated with the vehicle. A control system of the vehicle can send a command to at least a power system of the vehicle to cause the power system to affect a second negative force on a first wheel assembly and a positive force on a second wheel assembly to cause an uneven distribution of brake force between the first wheel assembly and the second wheel assembly. As a result, a combined net braking force is applied to the front wheels—the wheels with the most grip—and a reduced net braking force to is applied to the rear wheels to prevent rear-wheel lock-up.

Abstract: Brake force distribution via a combination of mechanical braking and regenerative braking techniques is described. In an example, a brake system of a vehicle can detect a braking action and can cause a first negative force to be distributed across two or more wheel assemblies associated with the vehicle. A control system of the vehicle can send a command to at least a power system of the vehicle to cause the power system to affect a second negative force on a first wheel assembly and a positive force on a second wheel assembly to cause an uneven distribution of brake force between the first wheel assembly and the second wheel assembly. As a result, a combined net braking force is applied to the front wheels—the wheels with the most grip—and a reduced net braking force to is applied to the rear wheels to prevent rear-wheel lock-up.

Abstract: Brake force distribution via a combination of mechanical braking and regenerative braking techniques is described. In an example, a brake system of a vehicle can detect a braking action and can cause a first negative force to be distributed across two or more wheel assemblies associated with the vehicle. A control system of the vehicle can send a command to at least a power system of the vehicle to cause the power system to affect a second negative force on a first wheel assembly and a positive force on a second wheel assembly to cause an uneven distribution of brake force between the first wheel assembly and the second wheel assembly. As a result, a combined net braking force is applied to the front wheels—the wheels with the most grip—and a reduced net braking force to is applied to the rear wheels to prevent rear-wheel lock-up.