A local control unit for a brake system is described. The control unit serves to actuate an electromechanical brake of the brake system of a wheel and according to one exemplary embodiment has a first connection for a main power supply and a second connection for a generator which is coupled to the wheel and which provides a standby power supply for the control unit.

Systems and methods are provided for train operation control and enforcement. A vehicle mounted system for train control may include a vehicle mounted data radio mounted on a railway vehicle and a vehicle mounted controller. The vehicle mounted controller may be connected to the vehicle mounted data radio. The vehicle mounted data radio may be in wireless communication with a wayside reporting station, which may be in communication with a signal control point that is associated with a safety point that is further associated with an interlocking, and the vehicle mounted data radio may be configured to receive signal state status information from the wayside reporting station. The vehicle mounted controller may be configured to determine a distance between the railway vehicle and the safety point. The vehicle mounted data radio may be an ultra-wide band (UWB) radio.

A vehicle controller applies a braking force to wheels using a hydraulic braking force generating mechanism and sets a vehicle driving torque, which is generated by an engine, to a second torque which is smaller than a first torque in a normal state, when a switch is switched to an ON state in a state in which a vehicle is traveling and an accelerator is turned on. Then vehicle stops, the vehicle controller implements an EPB mechanical operating state using a mechanical parking brake mechanism. When the switch is switched to an OFF sate, the vehicle controller maintains the EPB mechanical operating state until an accelerator pedal operating level reaches “0,” and maintains the vehicle driving torque at the second torque. Then the accelerator pedal operating level reaches “0”, the EPB mechanical operating state is released and the vehicle driving torque is returned to the first torque.

A vehicle controller applies a braking force to wheels using a hydraulic braking force generating mechanism and sets a vehicle driving torque, which is generated by an engine, to a second torque which is smaller than a first torque in a normal state, when a switch is switched to an ON state in a state in which a vehicle is traveling and an accelerator is turned on. Then vehicle stops, the vehicle controller implements an EPB mechanical operating state using a mechanical parking brake mechanism. When the switch is switched to an OFF sate, the vehicle controller maintains the EPB mechanical operating state until an accelerator pedal operating level reaches “0,” and maintains the vehicle driving torque at the second torque. Then the accelerator pedal operating level reaches “0”, the EPB mechanical operating state is released and the vehicle driving torque is returned to the first torque.

An aircraft landing gear longitudinal force control system for an aircraft having landing gears with braking and/or driving wheel(s). The system includes an error-based force controller having feedback for minimising any error between the demanded force and the actual force achieved by the force control system. The feedback may be derived from force sensors on the landing gear for direct measurement of the landing gear longitudinal force. The force control system may include an aircraft level landing gear total force controller and/or a landing gear level force controller for each actuated landing gear.

Disclosed is a fall-resistant control method for an intelligent rollator, an intelligent rollator and a controller. The intelligent rollator has a vehicle body, front wheels and/or rear wheels configured at the bottom of the vehicle body and driven by a motor. The fall-resistant control method includes: recording the current position of the motor as the initial position when the moving speed of the intelligent rollator exceeds a first threshold and the acceleration of the intelligent rollator exceeds a second threshold; determining a first braking torque according to the position change of the motor relative to the initial position, wherein the greater the position change, the greater the first braking torque; determining a second braking torque according to the moving speed and/or acceleration of the intelligent rollator, wherein the greater the moving speed and/or the acceleration, the greater the second braking torque; determining the fall-resistant braking torque according to the first braking torque and the second braking torque.

A robotic applique assembly for incorporation into a manually controlled vehicle to provide unmanned operational capability to the vehicle includes an assembly body configured to be positioned into the vehicle in substantially the same area occupied by a user of the vehicle. The assembly body can have a series of segments including a torso segment, a bench segment and a leg segment. The segments are pivotally coupled one to another to allow adjustment of position of the segments relative to one another.

A brake device for a brake-by-wire system includes a brake pedal, a sensor, a reaction force generator, and a reaction force changing mechanism. The brake pedal is rotatably mounted on a housing and not mechanically connected to a hydraulic pressure generator. The sensor outputs a signal corresponding to a stroke amount of the brake pedal to an electronic control unit. The reaction force generator has one end connected to the brake pedal and the other end connected to the housing so as to generate a reaction force against a depression force applied to the brake pedal by a driver. The reaction force changing mechanism generates a reaction force against a depression force applied to the brake pedal by the driver, and is able to change a magnitude of the reaction force in advance according to the driver.

Includes electric motor (330) driving driving wheel (610) , speed control unit (300) controlling driving of electric motor (330) based on instructed speed ω.sub.r*, brake control unit (400) controlling hydraulic brake (500) applying mechanical braking to an electromotive vehicle, speed sensor (340) detecting traveling speed ω.sub.r of the electromotive vehicle, and determination unit (200) determining whether the mechanical braking needs to be applied in response to the difference between instructed speed ω.sub.r* and traveling speed ω.sub.r, and controlling operation of brake control unit (400) based on the determination result. Determination unit (200) determines that mechanical braking needs to be applied when instructed speed ω.sub.r* indicates deceleration and traveling speed ω.sub.r is higher than instructed speed ω.sub.r* , and performs control so that brake control unit (400) works hydraulic brake (500) .

An electric brake power conversion and distribution system for use in aircraft is provided. An array of DC-DC converters is interposed between a DC power source and a plurality of aircraft electric brake actuators. Each of the DC-DC converters has a characteristic output voltage. The DC-DC converters are interconnected in an additive series of connections to provide an output voltage to the plurality of aircraft electric brake actuators that comprises the sum of the characteristic voltages of the DC-DC converters that are enabled at a particular point in time. A controller manipulates an array of switches interconnected with the array of DC-DC converts, such that the controller can selectively enable or inhibit selected ones of the DC-DC converters, as desired. Accordingly different voltages can be made available for the electric brake actuators depending upon aircraft activity, such as landing, taxiing, parking, or in flight. The invention reduces the size, weight, cost, and associated heat buildup of prior power conversion and distribution systems.