Performance electric parking brake controllers determine braking control signals for a performance electric parking brake system based on a position of a parking brake lever. A parking brake lever has a first rate of resistance associated with movement in a first direction away from a neutral position and a second rate of resistance associated with movement in a second direction away from the neutral position opposite the first direction. The first and second rates of resistance are different. A controller is configured to electromechanically actuate rear brake calipers of the vehicle in response to a first set of operating conditions of the vehicle, to hydraulically actuate front brake calipers and the rear brake calipers of the vehicle in response to a second set of operating conditions of the vehicle, and to hydraulically actuate only the rear brake calipers in response to a third set of operating conditions of the vehicle.

An electronically controllable brake system for a vehicle includes at least one service brake circuit with service brakes and a service brake control module, wherein a service-brake brake pressure can be fed to the service brakes, and the service-brake control module is designed to generate a service-brake control signal as a function of a braking specification. The service-brake brake pressure can be generated as a function of the service-brake control signal and specified to the service brakes, for the implementation of the braking specification via the at least one service brake circuit, under electrical control by the service-brake control module. The electronically controllable brake system further includes a parking brake circuit with spring-loaded brakes, wherein a parking-brake brake pressure can be fed to the spring-loaded brakes, wherein the parking-brake brake pressure can be generated as a function of the braking specification and specified to the spring-loaded brakes.

A vehicle system and method for remote start operation in the vehicle system are provided. The method includes responsive to receiving a remote start request and while the vehicle is stationary, automatically engaging a wheel-arresting device coupled to a wheel in the vehicle. The method also includes when an electronically actuated clutch is automatically disengaged and subsequent to the automatic engagement of the wheel-arresting device, implementing remote start operation in an engine, where the wheel-arresting device is distinct from a secondary vehicle brake.

A vehicle system and method for remote start operation in the vehicle system are provided. The method includes responsive to receiving a remote start request and while the vehicle is stationary, automatically engaging a wheel-arresting device coupled to a wheel in the vehicle. The method also includes when an electronically actuated clutch is automatically disengaged and subsequent to the automatic engagement of the wheel-arresting device, implementing remote start operation in an engine, where the wheel-arresting device is distinct from a secondary vehicle brake.

A method for determining jumps and/or inflection points in an activation characteristic of an activation unit includes activating the activation unit using an activator, wherein different activation areas, separated from one another by the jumps and/or inflection points, are defined by the activation characteristic. Different activation forces for activating the activator are respectively set in the activation areas. The jumps and/or inflection points are determined by activating the activator by continuously determining activation travel values of the activator, respectively assigning an activation speed characteristic variable to the determined activation travel values, continuously forming value pairs from the determined activation travel value and the assigned activation speed characteristic variable, and checking, based on the value pairs which are formed whether significant changes occur in the activation speed. The jumps and/or inflection points in the activation characteristic are assigned to activation travel values at which significant changes occur in activation speed.

A vehicle auxiliary control apparatus includes: an auxiliary steering assembly, including: a frame; an auxiliary steering shaft mounted for rotation in the frame; an auxiliary steering wheel mounted to the auxiliary steering shaft; first and second cable spool assemblies mounted to the auxiliary steering shaft; and first and second cable assemblies coupled to the first and second cable spool assemblies, respectively; and coupling means for coupling the first and second cable assemblies to a stock steering shaft of a motor vehicle, such that rotation of the auxiliary steering shaft causes rotation of the motor vehicle steering shaft.

An autonomous driving system for a vehicle (e.g. a racing car) is installed in the space normally allocated to a human driver and is attached to the pre-existing anchor points used for structures that are no longer needed once a human is no longer required, such as the crash protection anchor points. The autonomous driving system enables AI and robotics technology to be seamlessly integrated into existing high-performance race car designs without requiring significant design modifications to the vehicle. This invention enables a new era of motorsport, where for example human drivers in a Formula One car can compete against the same car controlled by an autonomous driving system, because the design integrity of all cars remain identical.

An autonomous driving system for a vehicle (e.g. a racing car) is installed in the space normally allocated to a human driver and is attached to the pre-existing anchor points used for structures that are no longer needed once a human is no longer required, such as the crash protection anchor points. The autonomous driving system enables AI and robotics technology to be seamlessly integrated into existing high-performance race car designs without requiring significant design modifications to the vehicle. This invention enables a new era of motorsport, where for example human drivers in a Formula One car can compete against the same car controlled by an autonomous driving system, because the design integrity of all cars remain identical.

A brake actuating element coupling device. The coupling device includes a first input rod component which can be adjusted using a driver braking force out of its first starting position in a braking direction with respect to a brake master cylinder, a second input rod component, and a locking mechanism. The second input rod component is fastened via the locking mechanism, present in its locking functional mode, to the first input rod component in such a way that the second input rod component is also adjustable in the braking direction and the driver braking force can be transmitted to at least one adjustable piston of the brake master cylinder. If the locking mechanism is present in its non-locking functional mode, the second input rod component is adjustable relative to the first input rod component in the braking direction.

A brake actuating element coupling device. The coupling device includes a first input rod component which can be adjusted using a driver braking force out of its first starting position in a braking direction with respect to a brake master cylinder, a second input rod component, and a locking mechanism. The second input rod component is fastened via the locking mechanism, present in its locking functional mode, to the first input rod component in such a way that the second input rod component is also adjustable in the braking direction and the driver braking force can be transmitted to at least one adjustable piston of the brake master cylinder. If the locking mechanism is present in its non-locking functional mode, the second input rod component is adjustable relative to the first input rod component in the braking direction.