Abstract: A shield assembly is employed for a friction brake used to decelerate a road wheel of a vehicle. The vehicle has a body with a first body end configured to face an incident ambient airflow, a second body end opposite of the first body end, and an underbody section spanning a distance between the first and second ends. The shield assembly includes a first shield component arranged proximate the brake and rotationally fixed relative to the vehicle body. The shield assembly also includes a second shield component operatively connected to the first shield component for shifting relative thereto. The shield assembly additionally includes an actuator employing a shape memory alloy element to shift the second shield component relative to the first shield component in response to a temperature of the brake to thereby direct at least a portion of the airflow to the brake and control temperature thereof.

Abstract: System and method for controlling operation of a vehicle having a fluid reservoir. The system includes one or more fluid level indicators configured to respectively obtain a measured fluid level in the fluid reservoir. A plurality of sensors is operatively connected to the vehicle and configured to respectively obtain one or more parameters. A controller is configured to determine if a fluid level transition between the measured fluid level and a past fluid level is indicated, when there is exactly one fluid level indicator. The controller is configured to identify a reporting state from among a first state, a second state and a third state, based in part on a correlation to a dynamic event and an expected direction for the fluid level transition. A control action is executed by the controller based in part on the reporting state.

Abstract: Front and rear independent suspension mechanisms accommodating an increased range of motion to better absorb shock originating at the wheels of a riding mower to insulate the operator and reduce stress on the mower chassis and other mechanical components. The front suspension can include a front axle with pivot pockets allowing 360 degree rotation of pivots engaged within the pockets, thereby providing a greater range of absorption of shock entering the front axle at varying angles. The rear suspension can include a vertically pivoting transmission platform, providing for controlled vertical motion in the transmission while the transmission is powered by an engine by way of a belt assembly.

Abstract: According to aspects of the present disclosure, a vehicle includes a braking system, at least one controller, and at least one memory. The braking system includes a brake fluid therein and a brake pedal. The at least one memory stores instructions that, when executed by the at least one controller, are configured to: determine, via a boiling-point module, a boiling point of a brake fluid within a braking system of a vehicle; determine, via a fluidic-properties module, fluidic properties of the brake fluid; determine, via a corrosion-inhibitor module, an amount of corrosion inhibitors within the brake fluid; determine, via a reserve-alkalinity module, a reserve alkalinity of the brake fluid; estimate, a brake-fluid life module, a remaining effective life of the brake fluid using the boiling point, the fluidic properties, the amount of corrosion inhibitors, and the reserve alkalinity; and adjust a response curve of the braking system.

Abstract: A vehicle includes a plurality of brake assemblies configured to control braking of a respective wheel of the vehicle. The brake assemblies includes a first brake assembly integrated with a smart actuator unit including a first actuator controller and a first electro-mechanical actuator that is configured to adjust a brake force applied to a first wheel coupled to the first brake assembly. A second brake assembly excludes an actuator controller and has installed therein a second electro-mechanical actuator that is configured to adjust a brake force applied to a second wheel coupled to the second brake assembly. At least one electronic actuator driver unit is remotely located from the first and second brake assemblies, and is configured to output a high-power signal that drives the first and second electro-mechanical actuators in response to receiving a digital command signal from the first actuator controller.

Abstract: A vehicle with a fault tolerant electronic brake-by-wire (BBW) system includes a plurality of brake assemblies that control braking of a respective wheel of the vehicle. The brake assemblies include a first brake assembly and a second brake assembly. The first brake assembly is integrated with at least one enhanced brake actuator assembly including a first electronic actuator driver circuit in signal communication with a first electro-mechanical actuator. The first brake assembly is configured to adjust a brake force applied to a first wheel of the vehicle. The second brake assembly is integrated with at least one enhanced smart brake actuator assembly including a first actuator controller in signal communication with a second electronic actuator driver circuit. The second electronic actuator driver circuit is in signal communication with a second electro-mechanical actuator that is configured to adjust a brake force applied to a second wheel of the vehicle.

Abstract: A vehicle includes a plurality of brake assemblies and a plurality of electrical power circuits. Each brake assembly includes an electro-mechanical actuator configured to adjust a torque force applied to a wheel of the vehicle. The electrical power circuits are located remotely from one another. Each power circuit is configured to drive a respective actuator. The vehicle further includes a first electronic brake system (EBS) controller and a second EBS controller. The first EBS controller is configured to output a first data command signal to control a first group of power circuits among the plurality of power circuits. The second EBS controller is configured to output a second data command signal to control a second group of power circuits among the plurality of power circuits. The second group excludes the power circuits from the first group.

Abstract: A shield assembly is employed for a friction brake used to decelerate a road wheel of a vehicle. The vehicle has a body with a first body end configured to face an incident ambient airflow, a second body end opposite of the first body end, and an underbody section spanning a distance between the first and second ends. The shield assembly includes a first shield component arranged proximate the brake and rotationally fixed relative to the vehicle body. The shield assembly also includes a second shield component operatively connected to the first shield component for shifting relative thereto. The shield assembly additionally includes an actuator employing a shape memory alloy element to shift the second shield component relative to the first shield component in response to a temperature of the brake to thereby direct at least a portion of the airflow to the brake and control temperature thereof.

Abstract: Front and rear independent suspension mechanisms accommodating an increased range of motion to better absorb shock originating at the wheels of a riding mower to insulate the operator and reduce stress on the mower chassis and other mechanical components. The front suspension can include a front axle with pivot pockets allowing 360 degree rotation of pivots engaged within the pockets, thereby providing a greater range of absorption of shock entering the front axle at varying angles. The rear suspension can include a vertically pivoting transmission platform, providing for controlled vertical motion in the transmission while the transmission is powered by an engine by way of a belt assembly.

Abstract: Technical solutions are described for determining thickness of a vehicle brake pad. An example method for estimating brake pad wear on a vehicle includes computing a corner torque for a brake based on corner brake pressure applied to the brake. The method also includes computing a corner power for the brake based on the corner torque. The method also includes computing a rotor temperature of a rotor of the brake based on the corner power. The method also includes determining a brake pad wear rate per unit of power based on the rotor temperature and the corner power. The method also includes computing a brake pad wear based on the brake pad wear rate and the corner power.

Abstract: A zero turn mower may include a frame having a front portion, a rear portion and opposing side portions, a pair of front wheels located near the front portion of the frame, a pair of rear wheels located near the rear portion of the frame, wherein the engine is supported by the frame in between the pair of rear wheels near the rear portion of the frame, a seat supported by the frame, a cutter deck assembly having at least one cutting blade to cut grass, wherein the cutter deck assembly is located between the pair of front wheels and the pair of rear wheels, a utility bed supported by the frame having an imperforate floor and an air intake through which air is drawn to cool the engine.

Abstract: A self-contained starting module for outdoor power equipment that has control circuit and a start button. The starting module includes internal control circuit that can be either microprocessor based or analog. The control circuit receives a start signal from a start button of the starting module. The control circuit monitors for the presence of an enable device and, upon activation of the start button and the presence of the enable device, provides electric power to the electric load of the power equipment. When the start button is depressed for longer than a minimum engagement period, the control circuit initiates operation of the engine. If the start button is pressed for less than the minimum engagement period, the control circuit activates the electric load for an auxiliary period without starting the engine. During engine operation, if the start button is depressed, the operation of the engine is terminated.

Abstract: Some embodiments of the invention provide a transaxle drive system for ride-on equipment. The transaxle drive system can include a frame supporting at least one power source and at least two subframes, the at least one power source including at least one drive pulley. The system can also include transaxle assemblies driven by at least a portion of at least one belt from the at least one drive pulley. The transaxle assemblies can include a first transaxle assembly supported by a subframe, the first transaxle assembly coupled to the at least one drive pulley with at least one belt, and a second transaxle assembly supported by another subframe, the second transaxle assembly coupled by at least one belt to the at least one drive pulley. The transaxle assemblies can be independently pivoted with respect to each other, the frame, and the power source.

Abstract: A vehicle having an electronic parking brake system is provided. The vehicle includes a braking system having a first rotor and a first caliper. An electric motor is coupled to operate the first caliper. At least one sensor coupled to the vehicle to determine a braking characteristic. A controller electrically is coupled to the electric motor and the at least one sensor, the controller transmitting a first signal to the electric motor in response to receiving a second signal from the at least one sensor and determining that the braking system is performing below a predetermined level, the electric motor actuating the first caliper to apply a clamping force on the first rotor in response to the first signal.

Abstract: A vehicle includes a plurality of brake assemblies and a plurality of electronic brake system (EBS) controllers. The brake assemblies each include an electro-mechanical actuator configured to adjust a torque force applied to a wheel of the vehicle. The EBS controllers are located remotely from one another. Each EBS controller has integrated therein an electronic actuator driver unit that includes an electronic power circuit configured to drive at least one of the electro-mechanical actuators. A first EBS controller is configured to drive a first group of electro-mechanical actuators, and a second EBS controller is configured to drive a second group of electro-mechanical actuators that exclude the electro-mechanical actuators of the first group.

Abstract: According to aspects of the present disclosure, a vehicle includes a braking system, at least one controller, and at least one memory. The braking system includes a brake fluid therein and a brake pedal. The at least one memory stores instructions that, when executed by the at least one controller, are configured to: determine, via a boiling-point module, a boiling point of a brake fluid within a braking system of a vehicle; determine, via a fluidic-properties module, fluidic properties of the brake fluid; determine, via a corrosion-inhibitor module, an amount of corrosion inhibitors within the brake fluid; determine, via a reserve-alkalinity module, a reserve alkalinity of the brake fluid; estimate, a brake-fluid life module, a remaining effective life of the brake fluid using the boiling point, the fluidic properties, the amount of corrosion inhibitors, and the reserve alkalinity; and adjust a response curve of the braking system.

Abstract: Some embodiments of the invention provide a transaxle drive system for ride-on equipment. The transaxle drive system can include a frame supporting at least one power source and at least two subframes, the at least one power source including at least one drive pulley. The system can also include transaxle assemblies driven by at least a portion of at least one belt from the at least one drive pulley. The transaxle assemblies can include a first transaxle assembly supported by a subframe, the first transaxle assembly coupled to the at least one drive pulley with at least one belt, and a second transaxle assembly supported by another subframe, the second transaxle assembly coupled by at least one belt to the at least one drive pulley. The transaxle assemblies can be independently pivoted with respect to each other, the frame, and the power source.

Abstract: Some embodiments include a transaxle drive system for ride-on equipment with a plurality of transaxle assemblies supported by a suspended subframe, and a frame supported on a pair of front wheels at one end that is coupled to and pivotably suspends the subframe. Some embodiments include a power source with a drive pulley supported by the frame at an opposite end. Some embodiments include a belt coupling the drive pulley to a driven pulley of the transaxle assemblies. In some embodiments, the plurality of transaxle assemblies can be driven from the drive pulley by at least a portion of the belt. Further, in some embodiments, the plurality of transaxle assemblies include a first and second transaxle assembly each coupled to a separate rear wheel. The first and second transaxle assemblies are suspended from the subframe, and can be pivoted together about the frame, and the at least one drive pulley.

Abstract: A vehicle includes a chassis, a power system supported by the chassis, and a plurality of wheels supported by the chassis. At least one of the plurality of wheels is operatively connected to the power system. A plurality of brakes is operatively associated with corresponding ones of the plurality of wheels, and a simulated brake pedal is operatively associated with the plurality of brakes. The simulated brake pedal is hydraulically isolated from the plurality of brakes. A non-hydraulic braking feedback controller is operatively connected to the plurality of brakes and the simulated brake pedal. The non-hydraulic braking feedback controller selectively provides at least one of a tactile, an audible, and a visual feedback to a driver based on an activation of the simulated brake pedal.

Abstract: A brake pad monitoring sensor includes an erodible, electrically non-conductive body, and an electrical circuit disposed within the body. The electrical circuit includes a first wear indicating portion. Electrical continuity of the first wear indicating portion is broken when the body erodes, in response to abrasion against a brake rotor, beyond a first depth relative to a contact surface of the body, to sense a first degree of wear. The electrical circuit includes a first thermocouple that is operable to generate a temperature dependent voltage signal for sensing a temperature of the brake pad. The brake pad monitoring sensor may be used to determine both brake pad wear, and brake pad temperature.