Abstract: A motor vehicle includes a motor and a transmission including a drive shaft driven by the motor and connecting the motor to the transmission, a first output shaft extending along the vehicle longitudinal axis in the one direction, which first output shaft is connected to a wheel axle by a first differential, and a second output shaft extending along the vehicle longitudinal axis in the opposite direction, which second output shaft is connected to a second wheel axle by a second differential, characterized in that the drive shaft is disposed in the longitudinal axis of the motor vehicle and the first and the second output shaft are disposed on opposing sides relative to the longitudinal axis of the motor vehicle with identical spacing with respect to the longitudinal axis of the motor vehicle.

Abstract: Anti-skid control is performed by switching between a reduction mode for reducing braking torque and an increase mode for increasing braking torque based on a comparison between four wheel speeds and vehicle body speed. A controller calculates wheel accelerations based on wheel speeds and includes a control mode condition where the reduction mode is selected at each wheel and a wheel acceleration condition where each wheel acceleration is within a predetermined value range. If a state in which the control mode condition and the wheel acceleration condition are simultaneously satisfied is maintained over a predetermined time period, the controller determines that a residual state is satisfied. When the residual state is not satisfied, the controller calculates vehicle body speed based on the maximum value of the wheel speeds, whereas when the residual state is satisfied, the controller calculates vehicle body speed based on the minimum value of the wheel speeds.

Abstract: A method for updating a vehicle reference speed for a vehicle is disclosed. The method includes increasing brake pressure to at least one wheel of the plurality of wheels and determining, via an electronic control unit, that a first wheel speed of the at least one wheel is less than a second wheel speed of another wheel of the plurality of wheels. The method also includes estimating the vehicle reference speed of the vehicle based upon the first wheel speed of the at least one wheel.

Abstract: In accordance with one aspect of the present disclosure, a vehicle may include a plurality of sensors configured to detect an object and to output a plurality of detection signals having a steering torque related to a result of detection; a braking device driver configured to drive a driving device of the vehicle; and a controller configured to select a single detection signal among the plurality of detection signals based on a predetermined priority, and configured to output an integrated control signal controlling the braking device driver based on the determined steering torque of the detection signal.

Abstract: A drag ring for a clutch includes an axis, a circumferential surface extending about the axis and first and second pluralities of segments. The first plurality of segments includes first and second ends integrally joined with the circumferential surface and a first center segment protruding radially outward from the circumferential surface. The second plurality of segments includes third and fourth ends integrally joined with the circumferential surface and a second center segment protruding radially inward from the circumferential surface. In an example embodiment, the first and second pluralities of segments are circumferentially distributed about the circumferential surface. In an example embodiment, the circumferential surface includes first and second continuous edges with a distance therebetween. A circular line extending about the circumferential surface at a midpoint of the distance is interrupted by the first and second pluralities of segments.

Abstract: A method for obtaining gear shifting of a vehicle, where the vehicle has a planetary gearing in the drive train, a combustion engine with an output shaft connected to a rotor of a second electric machine and to a first component of the planetary gearing, a first electric machine with a rotor connected to a third component of the planetary gearing and an input shaft of a gearbox connected to a second component of the planetary gearing. The method is started with the components of the planetary gearing interlocked by a locking means, in which they are released during the gear shifting and interlocked again after the gear shifting has been carried out.

Abstract: A vehicle includes an engine, a generator, and a motor. The engine burns a gaseous mixture in a cylinder to output a drive force. The generator generates electricity by being rotated by the drive force outputted from the engine. The motor drives by utilizing electric power generated by the generator or electric power that has accumulated in a battery charged with electric power generated by the generator, and the motor thereby outputs a vehicle-running drive force. A case covering the motor is of larger diameter than a case covering a differential. The motor has an output shaft outputting the vehicle-running drive force, and has the output shaft disposed parallel to a vehicle width direction. The generator is disposed such that part of the generator overlaps an upper section of the case covering the differential.

Abstract: A proportional brake is provided and includes first and second bodies, a spring element, a coil and a booster coil. The first body includes brake plates and the second body includes thrust plates. The second body is disposed such that the thrust plates are interleaved with the brake plates and is rotatable and movable with respect to the first body. The spring element urges the second body to move toward the first body such that the thrust plates are urged toward braking engagements with the brake plates. The coil is provided at a first side of the brake plates and, when energized, generates a first flux moment on the second body in opposition to the spring element. The booster coil is provided at a second side of the brake plates and, when energized, generates a second flux moment on the second body in support of the spring element.

Abstract: To reduce the complexity and the outlay involved in the development and implementation in a vehicle of systems and methods known from the prior art for operating a differential-free, clutch-controlled balancing unit having a first clutch and a second clutch, the invention provides for the first clutch and the second clutch to be controlled independently of the driving conditions, and always using the same variable controlled variable of the same value.

Abstract: A robotic work tool system may include a robotic work tool. The robotic work tool may include two front wheels and a chassis. The robotic work tool is characterized in that the two front wheels are arranged on a beam axle that is pivotably arranged to the chassis.

Abstract: A rotation transmission device is configured such that when an electromagnet of an electromagnetic clutch is energized, an armature is attracted toward a rotor, so that a control retainer defining a two-way clutch is moved in an axial direction, whereby the control retainer and a rotary retainer are rotated relative to each other in a direction in which circumferential widths of pockets decrease, thereby disengaging pairs of rollers from an inner periphery of an outer ring and an outer periphery of an inner ring. The rotation transmission device includes a shock absorbing member on a surface of the armature facing the rotor, the shock absorbing member being configured to absorb impact force when the armature is attracted to the rotor by being elastically deformed.

Abstract: This invention relates to a vehicle speed control system, configured with off-road performance features, that will allow the driver to travel at a set speed in a smooth, controlled manner on various unmaintained surfaces without requiring the driver to press the brake or accelerator pedal. The vehicle speed control system uses a brake controller to control the wheel brakes, and an engine controller to control the engine/drivetrain torque, separate or in combination, to maintain a target speed.

Abstract: A clutch control device is provided for a four-wheel drive vehicle for transmitting drive force to the rear wheels. The clutch control device includes a dog clutch and a friction clutch, and a 4WD control unit that controls the engagement and disengagement of the dog clutch and the friction clutch. The 4WD control unit has as two-wheel drive modes, a disconnected two-wheel drive mode in which the dog clutch and the friction clutch are released, and a standby two-wheel drive mode in which the dog clutch is engaged and the friction clutch is released. The 4WD control unit is programmed to switch to the standby two-wheel drive mode when uphill movement is detected during the disconnected two-wheel drive mode.

Abstract: A clutch control device is provided for a four-wheel drive vehicle. The clutch control device is able to suppress the elevation of the temperature of the oil supplied to a friction clutch during two-wheel drive travel when the friction clutch is released. The clutch control device includes a dog clutch and an electronic control coupling. The friction clutch is housed in a coupling case. When the dog clutch and the friction clutch are released, a two-wheel drive mode is selected. The coupling case has a passage opening that is closed to retain lubrication oil in an oil chamber with respect to a clutch chamber that houses the friction clutch. When oil stirring conditions are met thereafter, the passage opening is opened and the lubrication oil is allowed to flow into the clutch chamber from the oil chamber.

Abstract: A vehicle engine activation control system includes a starter connected to a battery; an input unit configured to generate an operation request in response to input from a driver; an electric parking brake device including an electric motor connected to the battery, wherein the electric motor starts driving in response to the operation request; an idle stop control unit configured to automatically stop an engine and automatically reactivate the engine by the starter; and a mediating unit configured to prohibit the driving of the electric motor in response to a predetermined operation request, in at least one of a case where the predetermined operation request is generated while the engine is automatically stopping or after the automatic stopping of the engine is completed, and a case where the predetermined operation request is generated during the reactivation of the engine.

Abstract: An electric parking brake device holds a parking brake in a braking state by a rotation-linear motion conversion mechanism that converts rotation of an electric motor into a motion in a linear direction, and releases the parking brake by the rotation-linear motion conversion mechanism. In a case of releasing the parking brake, the electric motor is controlled by combining PWM control and ON/OFF control with each other. When the electric motor is driven according to the PWM control, and a predetermined time has elapsed after start of the PWM control, then the electric motor is changed to drive according to the ON/OFF control. In the ON/OFF control, a change in which a drive current of the electric motor is decreased stepwise is detected, whereby a torque drop of the rotation-linear motion conversion mechanism is detected.

Abstract: A control device is provided for operating a road-coupled hybrid vehicle having a first drive unit assigned to a first axle, a second drive unit assigned to a second axle, and a selector device which can be operated by the driver for manually changing between a purely electric operating mode and an automatic operating mode. At least one electronic control unit controls the drive units at least partially as a function of the operator control of the selector device. The first drive unit has an electric motor and a two-speed transmission which can be shifted automatically and interacts with the electric motor, and the second drive unit has an internal combustion engine and a further transmission which interacts with the internal combustion engine.

Abstract: A system and method is disclosed for applying a counter torque to at least one axle of a motor vehicle, wherein the motor vehicle has an electronic parking brake (EPB) subsystem, to thus enhance a braking action of the vehicle while the EPB subsystem is engaged. In one embodiment the system may have an all wheel drive (AWD) system configured to process electronic information received by the AWD system that informs the AWD system that the EPB subsystem has been engaged, and to then apply a counter torque to the at least one axle of the vehicle. The system may also at least one of release the counter torque after receiving electronic information informing the AWD system that the EPB subsystem has been disengaged, or return to a torque value required for AWD system operation.

Abstract: Provided is a motion controlling apparatus for a vehicle that can achieve improvement in drivability, stability, and driving comfort. The apparatus includes a control unit for controlling driving forces of vehicle wheels; a vehicle acceleration/deceleration instruction calculator for calculating an acceleration/deceleration instruction value on the basis of a lateral jerk; a first vehicle yaw moment instruction calculator for calculating a first vehicle yaw moment instruction value on the basis of the lateral jerk; and a second vehicle yaw moment instruction calculator for calculating a second vehicle yaw moment instruction value on the basis of lateral slip information.

Abstract: A vehicle is described having plural modes of operation for the front and rear differential and whereupon start-up of the vehicle, the front and rear differentials are opened to their most open position.

Abstract: An equalizing unit of a drive train of a motor vehicle includes a clutch device to be oiled in driving mode. In order to stop drag torques which act on the clutch device from the outside, and result in increased dissipation when said clutch device is not required due to an operating state, measures are provided which promote the dry running of the clutch device. The measures include the spatial-functional separation of the oil delivery device from the clutch device and the provision of a braking or decoupling device by which the oil delivery device can be deactivated if there is no oil requirement.

Abstract: A process for controlling a vehicle start-stop operation having a hybrid drive with an internal-combustion engine and an electric motor, a service brake with an ABS and an electric parking brake, includes: determining, monitoring and analyzing performance parameters of the vehicle, the internal-combustion engine, the electric motor, the service brake and the parking brake; automatically releasing the parking brake in the case of a starting prompt because of determined performance parameters; driving the vehicle by the electric motor for the start; starting the engine by the electric motor if the engine is switched off; driving the vehicle by the electric motor and the engine; activating a generator operation of the electric motor in the case of a braking prompt because of determined performance parameters; activating the service brake; and automatically locking the electric parking brake when the vehicle is stopped after a previously definable deceleration time.

Abstract: A vehicle drive train includes a first power disconnection device and a first driveline for transferring torque to a first set of wheels. A second driveline for transferring torque to a second set of wheels includes a differential gearset having an output coupled to a second power disconnection device. A hypoid gearset is positioned within the second driveline in a power path between the first and second power disconnection devices. The second power disconnection device includes a clutch having a first set of clutch plates fixed for rotation with the differential gearset output. The clutch further includes a second set of clutch plates fixed for rotation with a shaft adapted to transfer torque to one of the wheels of the second set of wheels. A valve limits a flow of coolant to the clutch when the second power disconnection device operates in a disconnected mode.

Abstract: A vehicle drive train includes a first power disconnection device and a first driveline for transferring torque to a first set of wheels. A second driveline for transferring torque to a second set of wheels includes a differential gearset having an output coupled to a second power disconnection device. A hypoid gearset is positioned within the second driveline in a power path between the first and second power disconnection devices. The second power disconnection device includes a clutch having a first set of clutch plates fixed for rotation with the differential gearset output. The clutch further includes a second set of clutch plates fixed for rotation with a shaft adapted to transfer torque to one of the wheels of the second set of wheels. A valve limits a flow of coolant to the clutch when the second power disconnection device operates in a disconnected mode.

Abstract: An engine unit 5 is arranged in the middle of the vehicle body frame 2 with respect to the widthwise direction of the vehicle and rearward of the steering shaft 28, and the fuel tank 10 with a built-in fuel pump 11 and the rear gear unit 31 comprising a wet brake 45 are arranged rearward of the cylinder head 20b of the engine unit 5 and such that at least a portion of the fuel tank 10 and of the rear gear unit 31 is located in the middle with respect to the widthwise direction of the vehicle, and the power steering unit 47 comprising an electric motor 49 is arranged forward of the cylinder head 20b and such that at least a portion of the unit is located in the middle with respect to the widthwise direction of the vehicle.

Abstract: A vehicle braking control system includes a vehicle brake associated with a wheel on the vehicle. A pedal activated by an operator of the vehicle controls application of the brake. An electronic control unit determines a grade mode of the vehicle and controls application of the brake independent of the operator activating the pedal while in an automatic braking mode. The electronic control unit sends a control signal to apply the brake in a manner to reduce brake fade while controlling a speed of the vehicle when the electronic control unit is in the automatic braking mode and the vehicle is in a downhill grade mode.

Abstract: A tractor braking system (10) having independent brake circuits (L,R) for each of a left and a right wheel is provided. Each circuit is activated by a respective brake pedal (16,17). The system comprises a releasable locking mechanism (25) to lock the two pedals together and sensors (50) to detect depression of the respective pedals (16,17). In response to a detection of only one pedal being depressed, warning means are provided to indicate to a driver that the pedals are in an unlocked state. A sensing of simultaneous depression of the pedals may be used to indicate that the pedals are in a locked state.

Abstract: A brake and steer-by-braking pedal arrangement for tractors includes a right pedal and a left pedal operating synchronously or diachronically; and at least one hydraulic or pneumatic circuit connected to one master cylinder activated by at least one of the pedals. The pedal arrangement also has potentiometers connected electronically to an electronic central control unit and the potentiometers determine the distance between the pedals The electronic central control unit determines, on the basis of data received from the potentiometers, whether or not to activate the steer-by-braking function.

Abstract: A control circuit for operating the lights of a vehicle. In one embodiment, the rear lights of the vehicle are controlled by the control circuit. The control circuit illuminates two or more of the vehicle lights in a common pattern to indicate a specific vehicle operation. When the vehicle simultaneously performs two operations, the controller may transition the lights to illuminate in different patterns to clearly indicate the separate vehicle operations. The controller may further provide for adjusting the light intensity of one or more of the lights. The lights may be adjusted to have a similar intensity to prevent confusion when the different lights are used in combination to indicate a vehicle operation.

Abstract: The motorcycle comprises an engine with a gearbox, a gear group and a drive wheel. A secondary transmission chain placed between the engine and said gear group, whereas a tertiary transmission chain is placed between the gear group and the drive wheel. The secondary transmission chain is placed at one side of the motorcycle and the tertiary transmission chain is placed at an opposite side of the motorcycle with respect to the longitudinal axis thereof. This arrangement is resulted in the motorcycle body having substantially narrower width compared to the width of the prior art motorcycles.

Abstract: A power steering device is mounted on a vehicle and includes a torque applying unit and an applied friction torque changing unit. The torque applying unit sets an applied friction torque applied to a steering wheel based on a real steering angle and a target steering angle, and performs a control of applying the applied friction torque to the steering wheel. The applied friction torque changing unit changes the applied friction torque based on a load condition of the vehicle.

Abstract: Systems and methods disclosed herein may be useful for braking systems for use in, for example, an aircraft. A method is disclosed comprising determining, at a brake controller, an aircraft reference speed for an aircraft having a first wheel and a second wheel, identifying, at the brake controller, a state comprising the first wheel having a different rotational velocity than the second wheel, wherein the difference in rotational velocity sums to about zero, calculating, at the brake controller, a compensation factor for at least one of the first wheel and the second wheel, and adjusting, at the brake controller, a locked wheel trigger velocity in accordance with the compensation factor.

Abstract: An object of the invention is to provide a traction control apparatus capable of suitably controlling an error, if it occurs, between an estimation of a vehicle speed and an actual vehicle speed. A traction control apparatus according to the invention includes a vehicle speed estimator and a driving-force controller. The traction control apparatus includes a vehicle state determiner that determines whether the vehicle speed of the construction vehicle estimated by the vehicle speed estimator and the driving-force control by the driving-force controller are balanced, and a driving-force control changer that changes a driving-force control by the driving-force controller when the vehicle state determiner determines the vehicle speed and the driving-force control to be unbalanced.

Abstract: A traction control device includes: rotation speed detectors provided to wheels; a control-start determiner that determines whether or not to control a braking mechanism and a differential adjusting mechanism based on rotation speeds; a braking mechanism controller that controls the braking mechanism based on a result of the determination of the control-start determiner; and a differential adjusting mechanism controller that controls the differential adjusting mechanism based on the result of the determination of the control-start determiner, in which the control-start determiner includes: a right-left-wheel rotation speed difference calculating section; a front-rear-wheel rotation speed difference calculating section; and a control-start determining section that determines whether or not to start controlling at least one of the braking mechanism and the differential adjusting mechanism when one of rotation speed differences reaches or exceeds a predetermined threshold.

Abstract: An off-road vehicle is disclosed which comprises a driveline assembly unit operative Iy connecting the propeller shaft to the front or rear wheel assemblies. The driveline assembly unit includes a main housing, a slip clutch torque limiting mechanism, and a wet brake clutch assembly. The slip clutch torque limiting mechanism and the wet brake clutch assembly being housed within the main housing and are coaxial with the propeller shaft of the off-road vehicle. A driveline unit is also disclosed that combines torque limiting and brake functions.

Abstract: A process for controlling a start-stop operation of a vehicle having a hybrid drive with an internal-combustion engine and an electric motor, a service brake with an ABS and an electric parking brake, includes: determining, monitoring and analyzing performance parameters of the vehicle, the internal-combustion engine, the electric motor, the service brake and the electric parking brake; automatically releasing the electric parking brake in the case of a starting prompt because of determined performance parameters; driving the vehicle by the electric motor for the start; starting the internal-combustion engine by the electric motor if the internal-combustion engine is switched off; driving the vehicle by the electric motor and the internal-combustion engine; activating a generator operation of the electric motor in the case of a braking prompt because of determined performance parameters; activating the service brake; and automatically locking the electric parking brake when the vehicle is stopped after a prev

Abstract: A cooperative traction control system that integrates throttle control and torque distribution. The system also uses dual slip controllers and methods that involve controlling the distribution of torque between wheels in the front and rear axles of a vehicle and a relatively small or no adjustment of the engine throttle (or, more generally, engine torque output) to reduce wheel slip. The control is cooperative in the sense that two controllers—a front axle torque controller and a rear axle torque controller—work together (or are controlled together) to reduce wheel slip and thereby achieve improved straight-line movement of a vehicle from a standstill.

Abstract: A drive train of a vehicle is disclosed which comprises a permanently driven primary axle and a secondary axle connectable to the primary axle via a switch-on device with a switch-on mechanism, whereby the secondary drive train output via side shaft couplings is transferred to the drive wheels of the secondary axle. Because the switch-on mechanism and/or the side shaft couplings have frictionally engaged couplings, it can be that when the secondary axle is uncoupled, the shutdown section of the secondary drive train located between the switch-on device and the side shaft couplings is uncoupled both from the primary axle and from the secondary drive wheels, such that there is no more power loss in this shutdown section, whereby connecting the secondary drive train during travel is possible all the same and losses in comfort and practicability do not have to be tolerated.

Abstract: A vehicle drive control device includes a target driving torque value control means, a target braking torque value control means, and an automatic drive control means for controlling the target driving torque value control means and the target braking torque value control means through a control signal, for executing an automatic drive control by sending the control signal to the target driving torque value control means and the target braking torque value control means in order to execute a feedback control on a present vehicle speed and for continuously executing the automatic drive control, wherein the target driving torque value control means controls the target value of an actual driving torque to be smaller than an presumed target value of the driving torque calculated by presuming the target value of the braking torque to be zero, for a predetermined time after the cancellation of the braking operation.

Abstract: Methods and apparatus are provided for integrating a torque vectoring differential (TVD) and a stability control system in a motor vehicle. The integrated system is utilized for more efficiently correcting understeer and/or oversteer slides in a motor vehicle. In correcting these slides, the integrated system utilizes the TVD to rotate two wheels on opposite sides of the motor vehicle at different rates to create a yaw moment at the vehicle's center of gravity until the TVD reaches a saturation point and the understeer or oversteer slide is not corrected. Once the saturation point is reached without correcting the understeer or oversteer slide, the stability control system is employed to selectively apply one or more of the vehicle's brakes in a further effort to correct the understeer or oversteer slide.

Abstract: In the case where a difference between rotational speeds of right and left wheels detected by wheel speed sensors is less than a predetermined value, a right and left wheel power transmission control section distributes driving force between the right and left wheels so that a total value of the driving force of the right and left wheels does not exceed a limit value set up by a front and rear wheels power transmission control section. In the case where the difference between the rotational speeds of the right and left wheels is the predetermined value or more, the right and left wheel power transmission control section transmits the driving force up to a driving force upper limit for each wheel to the respective right and left rear wheels regardless of the total value of the driving force of the right and left rear wheels.

Abstract: A torque transfer device in a motor vehicle, used for variable transfer of torque from a first shaft associated with a first wheel pair to a second shaft associated with a second wheel pair. A coupling unit facilitates variable torque-transferring coupling of the first and second shaft. The coupling unit has a first coupling element rotationally connected to the first shaft and a second coupling element connected to the second shaft. The elements cooperate with each other or are capable of cooperating with each other in order to transfer torque. A controllable adjusting device adjusts a strength of the interaction between the coupling elements by adjusting a relative position and/or a mechanical contact pressure. A control device controls the adjustment. The control device includes a data processing unit for calculating a first control signal on the basis of a plurality of input signals according to predefined rules and for controlling the adjusting device.

Abstract: A driving force transmission device for four-wheel-drive vehicle based on the two-wheel drive of rear wheels or front wheels is provided. In the case of the two-wheel drive of rear wheels, a multi-disc clutch mechanism for controlling the driving force distribution to a front wheel output shaft, and a disconnection/connection mechanism for disconnecting and connecting a front wheel differential and a left front wheel drive shaft are provided, and in the two-wheel drive of rear wheels, the dragging torque of the multi-disc clutch mechanism is made smaller than the friction torque of a front wheel driving force transmission section, and the front wheel differential and the left front wheel drive shaft are disconnected by the disconnection/connection mechanism, thereby the rotation of the front wheel driving force transmission section is stopped.

Abstract: The present disclosure relates to a commercial vehicle with a control unit connected with the drive of the commercial vehicle and to a method for controlling a commercial vehicle.

Abstract: A wheel slip control system includes wheel speed sensors that generate wheel speed signals and a control module that controls torque production of at least one of an engine and an electric motor and that detects a negative wheel slip based on the wheel speed signals. The control module increases torque production of at least one of the engine and the electric motor when the negative wheel slip is detected.

Abstract: A driver control input device includes a support post and a steering ring rotatably supported with respect to the support post. A steering transducer is operatively connected between the steering ring and support post to convert mechanical rotation of the steering ring into non-mechanical steering control signals to be sent to a steer-by-wire system. A braking ring and acceleration ring may also be provided for generating non-mechanical braking and acceleration control signals.

Abstract: In one example, A method for controlling a powertrain of a vehicle with wheels, the vehicle having a pedal actuated by a driver, is described. The method may include generating powertrain torque transmitted to the wheels in a first relation to actuation of the pedal by the driver during a first condition where said transmitted torque causes said wheels to slip relative to a surface; overriding said driver actuated powertrain torque to control said slip; and during a second condition after said first condition where said vehicle is moving less than a threshold, generating powertrain torque transmitted to the wheels in a second relation to actuation of the pedal by the driver, where for a given pedal position, less powertrain torque is transmitted with said second relation compared to said first relation.

Abstract: A steering transaxle comprises: left and right drive shafts drivingly connected to respective steerable wheels; a differential gear unit differentially connecting the drive shafts to each other; a transaxle casing having an opening, the transaxle casing incorporating the differential gear unit and the drive shafts; a cover for covering the opening of the transaxle casing; a variable hydraulic motor having a movable swash plate, the hydraulic motor being provided on the inside of the cover; a motor control mechanism for controlling the movable swash plate, the motor control mechanism being provided on the outside of the cover; and a hydraulic oil port for oil supply and delivery to and from the hydraulic motor, the hydraulic oil port being provided on the outside of the cover.

Abstract: When supplied with a signal for correcting a vehicle behavior is input from a brake controller, an electrically-driven parking brake controller releases actuation of an electrically-driven parking brake when the electrically-driven parking brake is actuated. When supplied with a brake control amount when abnormality occurs in a main brake system is input the electrically-driven parking brake controller drives electric motors to generate the brake control amount concerned. Furthermore, when supplied with the brake control amount of the electrically-driven parking brake 30 from an ACC system, the electrically-driven parking brake controller drives the electric motors to generate the brake control amount concerned. The front-and-rear driving force distribution controller directly couples the front shaft and the rear shaft when the electrically-driven parking brake is actuated.

Abstract: If a driver of a vehicle has slowed-down the vehicle, a deceleration controller does not apply deceleration to the vehicle within a specified time after the driver has finished slowing-down of the vehicle. The deceleration controller is a device that automatically decelerates the vehicle if a distance between the vehicle and another vehicle running in front of the vehicle is less than a specific distance to avoid collision of the two vehicles.