A braking device is mounted on a vehicle having two or more rows of right and left wheels, electric brakes, and at least one steering actuator. The steering actuator is capable of turning at least one row of the right and left wheels regardless of a steering wheel operation. The braking device includes a braking control unit configured to control a braking force of the electric brake for each of the wheels and operation of the steering actuator. When an abnormality detector detects an abnormality in the electric brakes, the braking control unit switches to an abnormal-time braking control different from a normal state control, at least controlling the steering actuator so as to suppress an influence on the vehicle due to the abnormality.

The present invention is an actuator that may be used to service a vehicle, where the actuator engages an accelerator pedal of the vehicle and can control the pedal remotely using a vehicle service module or tech station that automatically carries out a vehicle engine service. The actuator comprises a member that uses a linear actuator to engage the vehicle's accelerator pedal and controls the speed of the engine using feedback directly from the engine's ECU or other direct engine input. The pedal actuator include input cables that receive signals from the remote service module to adjust the speed of the engine to optimize a service performance. The data from the engine can include temperature, pressure, RPMs, and various other inputs depending on the service to be performed. The present invention allows the service technician to control the engine without the need for a second tech to apply pressure to the accelerator and monitor the engine speed.

A system and method for simulating positive train control (PTC) systems in a local and controlled environment using software and hardware. The system can simulate various functionalities of the PTC system in the environment using software and hardware components. The system can instruct the software of a train management computer (TMC) to control electromechanical valves to simulate air compression on brake pipes in response to the PTC system executing a penalty on the locomotive. The system can display statuses of various systems on the locomotive to a user using a cab display unit (CDU). The system can control the software and hardware components to simulate warnings and actions from the PTC system allowing locomotive engineers and conductors to experience the PTC system for optimum training.

A system and method for simulating positive train control (PTC) systems in a local and controlled environment using software and hardware. The system can simulate various functionalities of the PTC system in the environment using software and hardware components. The system can instruct the software of a train management computer (TMC) to control electromechanical valves to simulate air compression on brake pipes in response to the PTC system executing a penalty on the locomotive. The system can display statuses of various systems on the locomotive to a user using a cab display unit (CDU). The system can control the software and hardware components to simulate warnings and actions from the PTC system allowing locomotive engineers and conductors to experience the PTC system for optimum training.

A shift range control device switches a shift range by controlling drive of a motor. An angle calculation unit calculates a motor angle based on a signal from a rotation angle sensor that detects a rotation position of the motor. A drive control unit drives the motor so that the motor angle becomes a target angle according to the target shift range, and stops a rotor by a fixed phase energization, when the motor angle reaches a target angle. When the rotor vibrates with respect to stop position, the drive control unit maintains a state in which a brake torque, which is the torque generated when moving away from center of vibration, is larger than an acceleration torque, which is the torque generated when moving toward the center of vibration, and reduces the current that energizes the motor based on a difference between the brake torque and the acceleration torque.

An electronic parachute deployment system includes an electronic actuator, a control module, a deployment actuator, and a release mechanism. A parachute is positioned on a payload device, such as a racecar, to slow or stop the payload upon receipt of an electronic deployment activation signal. The electronic deployment signal is verified, including determining proper voltage and source. The deployment system includes multiple redundancies including mechanical deployment redundancy, remote deployment redundancy, and power supply redundancy. The control module responsible for monitoring deployment includes indicators and sensors to indicate a status, operation, or mode relative to the operability of the payload device, relative to components of the release mechanism, and relative to the parachute deployment.

An electronic parachute deployment system includes an electronic actuator, a control module, a deployment actuator, and a release mechanism. A parachute is positioned on a payload device, such as a racecar, to slow or stop the payload upon receipt of an electronic deployment activation signal. The electronic deployment signal is verified, including determining proper voltage and source. The deployment system includes multiple redundancies including mechanical deployment redundancy, remote deployment redundancy, and power supply redundancy. The control module responsible for monitoring deployment includes indicators and sensors to indicate a status, operation, or mode relative to the operability of the payload device, relative to components of the release mechanism, and relative to the parachute deployment.

A method of sensing wheel rotation can include: sensing magnetic force information in an environment of a wheel by a magnetometer to obtain measured magnetic force information; generating relative magnetic force information by performing mathematical operation processing in accordance with the measured magnetic force information, where the relative magnetic force information does not change with geomagnetic field and does change with a rotation angle of a wheel; and obtaining angle information related to the rotation angle of the wheel in accordance with the relative magnetic force information.

A brake system (BS) includes first/second electric-power-supply-units (EPSU), and an electronic-brake-control-unit (EBCU) connected to the first EPSU. The BS includes a first axle-pressure-modulator (APM) for service-brake-chambers for a first vehicle-axle (VA). The first APM is connected to the EBCU. The BS includes a second APM for spring-brake-cylinders for a second VA. The second APM is connected to the EBCU. The BS includes a redundant-brake-pedal-sensor (BPS) connected to the EBCU. The BS includes first/second pressure-modulators (PM), which are connected to the second EPSU and redundant BPS. The first/second PMs are respectively fluidically connected to the first/second APMs. The redundant-BPS issues a first control-signal (CS) for the EBCU and a second CS for controlling the first/second PMs. The first PM commands pneumatic-control-pressure for the first APM depending on the second CS from the redundant-BPS. The second PM commands pneumatic-control-pressure for the second APM depending on the second CS from the redundant-BPS.

Provided is a trailer breakaway device for use with a vehicle/trailer having a vehicle/trailer brake, a vehicle/trailer electrical power supply, and a vehicle/trailer electrical ground, the trailer breakaway device including one or more rechargeable lithium battery cells; a battery management system (BMS) connected to the one or more rechargeable lithium battery cells; a charger connect to the vehicle/trailer power supply, the charger configured to receive power from the vehicle/trailer power supply; a current limiter connected to the one or more rechargeable lithium battery cells; and a breakaway switch connected to the current limiter.