Abstract: A system comprises a first control module that meets specified operational criteria for controlling a component of a vehicle and a second control module that meets specified operational criteria for actuating the component. The first control module is arranged to send a first signal to open a relay that, when closed, electrically couples a power output of the second control module to ground via a fuse, send a second signal to cause the second control module to power a motor for actuating the component, receive a third signal indicating a completion of actuation of the component, and responsive to receiving the third signal, send a fourth signal to close the relay.

Abstract: A linear actuator includes a case, a driving module, a main gear, a reinforcing seat, and a threaded shaft. The case includes a first receiving space, a second receiving space, and a bore. The driving module is disposed within the first receiving space. The main gear is disposed within the second receiving space and linked with the driving module. The reinforcing seat is disposed within the second receiving space and connected to the main gear. The reinforcing seat includes a reinforcing seat body, and a reinforcing seat flange connected to the reinforcing seat body and engaged with the annular groove. One end of the threaded shaft passes through the bore and the main gear to be restricted by the reinforcing seat, and the threaded shaft is linked with the main gear.

Abstract: A control device for automatic transmission of the present invention includes a transmission mechanism and a park lock device. The park lock device has a rod member and a lock mechanism. The lock mechanism restricts movement of the rod member when being in a locked state. If a CPU reset (reset of a CPU constituting an ATCU) occurs, the control device maintains the locked state of the lock mechanism after a return from the CPU reset.

Abstract: A method of transporting an unmanned aircraft (UA) is provided. The method may include determining a route for transporting an unmanned aircraft (UA). Further, the method may include determining at least one vehicle for transporting the UA along the determined route. The method may also include deploying the UA to a first waypoint of the determined route. Moreover, the method may include docking the UA to a first docking station mounted to a first vehicle of the at least one vehicle proximate the first waypoint. In addition, the method may include transporting the UA to a second waypoint of the determined route via the first vehicle, and undocking the UA from the first docking station at the second waypoint.

Abstract: A control method for a parking release apparatus of a shift-by-wire shifting device can improve the commercial value of a vehicle by improving safety of the vehicle and preventing robbery, by interfering with or preventing an attempt of abnormally and manually releasing a parking state of the vehicle when there is no problem in the electric system of the vehicle, using a part provided to be manually operated in the parking release apparatus such that a P-stage state and an N-stage state can be manually switched when a problem, such as discharge, occurs in the electric system, in the vehicle equipped with a shift by wire apparatus.

Abstract: A control system for a work vehicle includes: a negative-type parking brake device that starts operating in response to a parking brake instruction; an output device that outputs the parking brake instruction; a service brake device that operates in response to an operation of a brake pedal by an operator; and a brake control device that operates the service brake device regardless of a pedal operation by the operator when the parking brake instruction is output from the output device.

Abstract: Control apparatuses (6, 10) include an ending process element that, when a locked state is established within a reference period after operation of a parking mechanism (5), performs a normal ending process that stops a vehicle drive source (1) and switches to an ignition off position, and when the locked state is not established within the reference period, performs an abnormal ending process that stops the vehicle drive source (1) and switches to an accessory position; and a support process element that, when the parking mechanism (5) is operated, if a vehicle speed increase is detected, performs a support process that prohibits operation of the parking mechanism (5) and extends the reference period.

Abstract: A method for inhibiting automatic actuation of an electric parking brake (EPB) system of a motor vehicle is disclosed. The vehicle has an ignition switch for receiving an ignition key so as to mobilize or immobilize the vehicle. The EPB system includes an EPB mechanism for applying an actuating force to a park brake of the vehicle, an EPB control module for automatically applying the force when at least the ignition key is detected as removed from the ignition switch and an EPB control switch. The EPB control switch can be moved towards two instable positions from a neutral position respectively a brake release position and a brake apply position so as to apply or release the park brake.

Abstract: A method and a device for tightening a hydraulic parking brake are disclosed. In the method, a tightening force is generated in a first step by creating a hydraulic pressure in a parking brake circuit. To this end, a pressure generating unit driven by an electric motor is used. In a subsequent step, at least one motor-related parameter which permits a conclusion about the hydraulic pressure prevailing in the parking brake circuit is detected. Subsequently, an activation of a tightening force assistance device takes place depending on the detected motor-related parameter and without the necessity of providing a pressure sensor.

Abstract: A brake system of a motor vehicle can activate a brake when an activation condition exists. The braking effect is reduced when a deactivation condition exists. It is suggested that at least one property of the reduction of the braking effect, e.g., the duration or the gradient of the reduction, be at least temporarily a function of a longitudinal inclination of the motor vehicle.

Abstract: An actuator includes a screw mechanism (13) having a threaded nut (16) rotatable by an electric motor (11) about a longitudinal axis (x) and a screw (17) translatable along the axis between an axially extended position and an axially retracted position. The screw (17) is connectable to a wire (W) of a Bowden cable (C) having an outer sheath (S). The actuator has a casing (20) with a first, fixed transversal surface (18). A cup (50) is mounted axially slidably on the casing (20) and has a second transversal surface (51) adapted for resting against an end of the sheath (S). A spring (53) is compressed between the first, fixed transversal surface (18) and the sliding cup (50). The cup (50) is capable of reaching an axially extended position, corresponding to a released brake condition, and an axially retracted position towards the first fixed transversal surface (18), against the bias of the spring (53), corresponding to a brake actuated condition.

Abstract: An cable drive device (10) having a motor (M), a speed reducer (G), a nut member (26) connected to the speed reducer, a rod (32) screwed to the nut member (26) and guided by a guide member (34) so as not to rotate, a control cable (15) composed of an inner cable (45) connected to the rod and a guide tube (49) for guiding the inner cable, a sensor for detecting the amount of operation of the cable based on the amount of rotation of the speed reducer (G), and a load sensor (17) for detecting a load applied to the cable. An electric brake device can be obtained by connecting the control cable and a brake mechanism of the cable drive device (10).

Abstract: During service and repair work on an electric parking brake (1) of a motor vehicle, there is the problem that, in order to switch into a service mode in which the parking brake (15) can be completely opened, in order for example to be able to exchange a brake cable, a special diagnosis unit must generally be used. A diagnosis unit of this type is however not always available in workshops. It is therefore proposed to carry out the switch into the service mode of the electric parking brake (1) with at least one control element (2,2a) of the motor vehicle. Here, it is provided that, for safety reasons and in order to avoid an undesired switch into the service mode, the actuation of the at least one control element (2, 2a) must take place according to a predefined input procedure.

Abstract: Presented is a method for actuating a parking brake for a vehicle wheel. The parking brake includes a drive, a force transmitting device, and a device for sensing an application force component of the parking brake. The method includes minimizing friction losses and ageing losses of the force transmitting device, and sensing the application force component of the parking brake by performing a force measurement directly on the drive. Also presented is a device for actuating a parking brake for a motor vehicle wheel. The device includes a drive, a force transmitting device, and a device for sensing an application force component of the parking brake. The device for sensing the application force component includes a device for minimizing the friction losses and ageing losses of the force transmitting device, and a device for measuring force directly on the drive.

Abstract: A device for controlling an electrically-operated holding magnet of a parking lock of a motor vehicle transmission in which a holding magnet supplied with power via a transmission control resettable to a basic setting holds the parking lock in the disengaged state, an apparatus for bridging a reset of the transmission control that maintains the power supply of the holding magnet during the reset being provided.

Abstract: A hill-hold method and system for a vehicle with manual transmission provides automated brake release timing when the vehicle's clutch is still disengaged to minimize or even prevent backward coasting of such a vehicle on a non-zero grade or hill by delaying full release of the brakes when the vehicle operator is in the transition of releasing the brake pedal and moving to the accelerator pedal.

Abstract: An actuating device has an electric motor actuator, at least one output shaft coupled to at least one positioning element and a braking to stop device coupled with the electric motor actuator on the input side and with the output shaft on the output side or includes the output shaft. The braking to stop device has a brake body coupled with the output shaft and is arranged such that it is axially displaceable. The braking to stop device is constructed such that it makes it possible to convert a rotational motion on the input side into the axial lifting motion of the braking body for the displacement thereof from a braking position or positioning the braking body in a braking position. The braking to stop device is also constructed in such a way that it transmits the rotational motion on the input side to the braking body.

Abstract: In an electronic parking brake system and a method for controlling said system, the parking brake system control (12) shifts to a second operational state (38) when the system is in a secure state (40) and the ignition is turned off. In the second state, consumption of quiescent current is reduced as a result of a drop in input interface (20) request frequency.

Abstract: A method for inhibiting automatic actuation of an electric parking brake (EPB) system of a motor vehicle is disclosed. The vehicle has an ignition switch for receiving an ignition key so as to mobilize or immobilize the vehicle. The EPB system includes an EPB mechanism for applying an actuating force to a park brake of the vehicle, an EPB control module for automatically applying the force when at least the ignition key is detected as removed from the ignition switch and an EPB control switch. The EPB control switch can be moved towards two instable positions from a neutral position respectively a brake release position and a brake apply position so as to apply or release the park brake.

Abstract: Disclosed is a brake system of a vehicle. The present invention includes parking brake interlocking mechanism being installed on a pedal assembly of a main brake and the parking brake interlocking mechanism is interlocked with a brake pedal so as for the parking brake to be operated in a brake pedal operation rear range beyond a brake pedal operation range during normal driving or traveling, a locking mechanism for preventing the interlocking mechanism from being returned when the parking brake is operated, and a locking control for releasing the locking of the locking mechanism when an accelerator pedal is operated.

Abstract: Method, system and controller for electronically controlling a park-interlock device in a land-based vehicle are provided. The method allows for providing a driver-selectable shifter for selecting a respective one of a plurality of propulsion modes of the vehicle. One of the propulsion modes is a park mode. The method further allows for sensing at least one vehicle parameter for determining whether or not the park interlock device is to be actuated to a respective interlock state corresponding to the driver-selected mode and/or an operational mode automatically determined by a controller for stopping and starting during a Hill-hold function in an electric, hybrid electric vehicle. Memory is provided for storing nominal values for each vehicle parameter. A comparing action allows to compare the sensed vehicle parameters relative to the nominal parameter values stored in memory.

Abstract: A ignition-controlled parking brake interlock is provided for a vehicle. The parking brake operating lever is latched in brake-applied positions by engagement of a lever-mounted pawl with fixed sector. A solenoid is movable between positions blocking and unblocking movement of the vehicle ignition to OFF. A lock bar carried by the lever is movable by a second solenoid between positions blocking and unblocking movement of the pawl to release the lever. In one embodiment, a brake lever position switch and a switch operated by the second solenoid control solenoid operation to prevent ignition key removal unless the parking brake is applied and to prevent parking brake release unless the key is inserted and the ignition moved to RUN. In another embodiment, bi-stable solenoids are controlled by a controller that is provided with high and low current inputs from branch circuits that include control switches operated by ignition position and parking brake lever position.

Abstract: In a brake system with an automatic braking mechanism of the present invention, a master cylinder pressure developed by pedaling a brake pedal 1 is supplied to wheel cylinders through first and second brake paths 6,7, first and second center valves 26', 26 and first and second outlets 24', 24 of an automatic broke actuator 8 so that the normal brake is actuated. An electronic control unit (ECU) 40 actuates a thrust generator 38 and thus an automatic braking signal pressure is developed, whereby first and second small-diameter pistons 18', 18 and first and second large-diameter pistons 16', 16 are moved forward to close the first and second center valves 26', 26 to develop pressures which are supplied to the Wheel cylinders, with the result that the automatic brake is actuated.

Abstract: A brake mechanism is retainable releasably in a braking state and includes a fixed base member to which a brake pedal unit is connected pivotally. An electromagnet is mounted on the brake pedal unit. A motor unit is located on one side of the electromagnet and has a driving shaft with a first end portion extending away from the electromagnet and a second end portion extending toward the electromagnet. A sheave is mounted securely on the first end portion of the driving shaft. A string unit has a first end portion connected to the sheave and a second end portion to be secured to a body part of the automobile. A permanent magnet is sleeved on and is movable along the second end portion of the driving shaft. The motor unit and the electromagnet are normally deactivated so as to permit the electromagnet to attract normally with the permanent magnet in order to prevent rotation of the driving shaft to prevent correspondingly winding of the string unit on the sheave.