An electropneumatic brake control module (1) has a supply connection (2) for connecting a compressed air supply (3); a first wheel brake connection (4) and a second wheel brake connection (6); a pneumatically controlled inlet-outlet valve unit (8) for controlling a first brake pressure (PB1) at the first wheel brake connection (4) and a second brake pressure (PB2) at the second wheel brake connection (6), which is independent of the first brake pressure (PB1); and an electropneumatic pilot control unit (10) for controlling at least one main control pressure (PH) at a main valve (12) of the inlet-outlet valve unit (10). The main valve (12) of the inlet-outlet valve unit (10) is a pneumatically controllable 3/2-way valve (13) with a main valve control connection (12.4).

A driving support apparatus includes a feedback control system. The feedback control system calculates each operation amount of a brake actuator and a drive actuator so as to match an actual value of a control amount indicating a motion state of the vehicle to a target value. The target value of the control amount is set so as to stop the vehicle to a target stop position. The driving support apparatus sets, when remaining distance from a current position of the vehicle to the target stop position is first distance, a feedback gain of the feedback control system to large value, as compared with the feedback gain set when the remaining distance is second distance which is greater than the first distance.

A driving support apparatus includes a feedback control system. The feedback control system calculates each operation amount of a brake actuator and a drive actuator so as to match an actual value of a control amount indicating a motion state of the vehicle to a target value. The target value of the control amount is set so as to stop the vehicle to a target stop position. The driving support apparatus sets, when remaining distance from a current position of the vehicle to the target stop position is first distance, a feedback gain of the feedback control system to large value, as compared with the feedback gain set when the remaining distance is second distance which is greater than the first distance.

A pedal system for a vehicle, where the vehicle is configured for operating in a first vehicle mode for flight operational use and a second vehicle mode for road operational use. The pedal system includes a first pedal arrangement having a first lower pedal part and a first upper pedal part arranged in connection to each other. In the first vehicle mode the first lower pedal part is configured for activating a rudder function of the vehicle, and in the first vehicle mode the first upper pedal part is configured for activating a braking function of the vehicle. In the second vehicle mode the first lower pedal part and the first upper pedal part are configured for cooperating with each other to activate a throttle function of the vehicle.

A brake control device as an example of the present disclosure includes: an acquisition unit configured to acquire an output of a sensor that detects information indicating a ground contact state of a drive wheel of a vehicle; and a control unit configured to, when an acceleration operation for causing the vehicle to accelerate is performed on the vehicle stopped due to a parking brake force generated by an electric parking brake, identify the ground contact state of the drive wheel based on the output of the sensor acquired by the acquisition unit, and control the electric parking brake to release the parking brake force by a control method that differs depending on the identified ground contact state.

A vehicle control device controls travel of a vehicle by performing state transition for a plurality of control states having different driving assistance levels based on vehicle surrounding information. The vehicle control device comprises: an acquisition unit configured to acquire the vehicle surrounding information; and a control unit configured to control the state transition and braking operation of the vehicle based on the information acquired by the acquisition unit, wherein, based on the information, the control unit is configured to transition from a first control state set for travel of the vehicle to a second control state with a lower driving assistance level in a case where it is determined that another vehicle is crossing a lane line in front of the vehicle in a lane where the vehicle is traveling.

An automatic pressure regulating valve for multiple levels of driving automation of a commercial vehicle includes an upper valve body, a lower valve body, a piston, a main valve core assembly, a switching valve, a quick-acting intake valve, and a quick-acting exhaust valve. The switching valve, the quick-acting intake valve and the quick-acting exhaust valve are all mounted at an upper end of the upper valve body. The piston is located in a chamber formed by the upper valve body and the lower valve body to divide the chamber into an upper control chamber and a lower chamber. The main valve core assembly is mounted in the lower valve body. The automatic pressure regulating valve is applicable to a commercial vehicle allowing for multiple levels of driving automation.

An automatic pressure regulating valve for multiple levels of driving automation of a commercial vehicle includes an upper valve body, a lower valve body, a piston, a main valve core assembly, a switching valve, a quick-acting intake valve, and a quick-acting exhaust valve. The switching valve, the quick-acting intake valve and the quick-acting exhaust valve are all mounted at an upper end of the upper valve body. The piston is located in a chamber formed by the upper valve body and the lower valve body to divide the chamber into an upper control chamber and a lower chamber. The main valve core assembly is mounted in the lower valve body. The automatic pressure regulating valve is applicable to a commercial vehicle allowing for multiple levels of driving automation.

A device and a method for controlling autonomous driving control a speed of an autonomous vehicle before downhill travel. The device and method calculate a travel resistance of an autonomous vehicle on a travel-intended-route, including a downhill route, a main braking pressure required to travel at a constant speed, and a brake temperature based on braking. The device and method determine whether to reduce the main braking pressure based on the calculated brake temperature and calculates a decreased amount of the main braking pressure and an increased amount of a speed of the autonomous vehicle based on the decreased amount of the main braking pressure on the travel-intended-route when determining to reduce the main braking pressure. The device and method limit a maximum speed of the autonomous vehicle before entering the travel-intended-route based on the increased speed amount.

An automatic brake subsystem (24) includes second accumulators (25F, 25R), a front second line (28) and a rear second line (29), second brake valves (30F, 30R), a first solenoid switching valve (32), first shuttle valves (33F, 33R), and a controller 37. A second solenoid switching valve (34F) and a pressure sensor (35F) are provided in the front second line (28), and a second solenoid switching valve (34R) and a pressure sensor (35R) are provided in the rear second line (29). In a case where it is determined that each of the second brake valve (30F, 30R) is not performing normally based upon a pressure of a hydraulic fluid detected by each of the pressure sensors (35F, 35R) and an operating signal supplied to the first solenoid switching valve (32) or each of the second brake valves (30F, 30R), a controller 37 performs control to switch each of the second solenoid switching valves (34F, 34R).