A method for controlling the brakes of a vehicle combination having a towing vehicle and an attached accessory device or at least one trailer vehicle coupled to the towing vehicle. The vehicle combination comprises an electronic brake system and first sensor means for determining the driving speed, where at least the towing vehicle comprises a friction brake system that can be actuated by the brake control system, and where at least the coupled attached accessory device or trailer vehicle has second sensor means for recognizing a need to brake the vehicle combination and for signaling a braking demand. A signaled braking demand is communicated directly or indirectly to the brake control system, and the vehicle combination is braked automatically by the brake control system actuating the friction brake system of the towing vehicle.

Examples herein include a brake hydraulic pressure control device and a brake hydraulic pressure control method capable of preventing a rear wheel of a saddle-type vehicle from lifting. The brake hydraulic pressure control device of a saddle-type vehicle is configured to execute anti-lock brake control and determine an opening time of one opening of a hydraulic pressure adjusting valve, and control the hydraulic pressure adjusting valve to repeatedly open for the opening time and close a main flow path, causing a brake fluid to flow from a master cylinder to a wheel cylinder. A pressure of the brake fluid in the wheel cylinder is increased after a decrease in the pressure of the brake fluid in the wheel cylinder during the anti-lock brake control. The opening time is determined according to the pressure of the brake fluid in the master cylinder and the input gradient of the brake lever.

This disclosure provides systems and methods for determining a rate of deceleration for automatic emergency braking (AEB) operations based, at least in part, on environment status including passenger status, road status, and the vehicle status itself, and providing a more comfortable passenger/occupancy feeling while maintaining autonomous drive safety as well when the AEB was engaged during Autonomous driving (AD). For example, based on a distance to an obstacle (or more obstacles, such as a vehicle behind) and a current velocity, a range of safe deceleration rates may be ascertained (e.g., to avoid impact against the vehicle in the front and allowing for spaces for the vehicle behind to decelerate). Within this range, a rate of deceleration is determined based on a status of the occupant of the vehicle, e.g., to avoid discomfort or even injury to the occupant.

A simulation platform may receive equipment information regarding ride equipment. The equipment information identifies a first location of a first end of the ride equipment on a travel path and identifies a second location of a second end of the ride equipment. The simulation platform may determine, based on the equipment information, that the first location is at a first distance from a starting location on the travel path and indicates that the second location is at a second distance from the starting location. The simulation platform may execute a computer model to perform a simulation of a movement of a passenger vehicle along the travel path. The simulation platform may determine, during the simulation, that the passenger vehicle is located at a particular distance from the starting location. The simulation platform may determine whether the particular distance corresponds to a location between the first location and the second location.

Systems and methods for dynamic control of a configuration of electrical circuits are provided. An example system includes a plurality of electric power sources and a plurality of switches configured to connect and disconnect some of the electric power sources. The system may include a controller coupled to the switches. The controller may be configured to enable and disable the switches to cause a change in a configuration of the connections between the electric power sources. The electric power sources can include at least one generator and at least two batteries. The controller can be further configured to cause a change in the configuration to connect the two batteries in series to a load for discharging and connect the two batteries in parallel to the generator for recharging.

An overrunable test vehicle including an electronically-controlled anti-slip braking system for reducing wheel slip during rapid deceleration comprising: a chassis, at least one electric motor connected to a first axle, a hydraulic braking system connected with the chassis and at least a second axle, a rotational speed sensor for determining a rotational speed of a connected axle, a ground speed sensor, and a controller connected with the electric motor, the hydraulic braking system, the rotational speed sensor, and the ground speed sensor. The controller is configured to calculate a difference between the rotational speed of the axle and the ground speed of the chassis to determine a slip threshold of the wheels, actuate the hydraulic brake system to apply a first stopping force, control at least one motor parameter of the electric motor to apply a second stopping force. The first and second stopping forces combined are less than the slip threshold of the wheels such that the chassis rapidly decelerates free of a wheel slip condition.

A behavior stabilizer of a vehicle braking force control device includes a plurality of first valves configured to control movement of a hydraulic fluid to respective friction brakes, second valves configured to control the movement of the hydraulic fluid to reservoirs, and a drive motor configured to drive pumps that pump the hydraulic fluid from the reservoirs into a path leading to a hydraulic pressure generator. When a vehicle is in a state of turning at a specific vehicle speed or lower, a controller executes a turning control to control operation of an electric actuator to cause the hydraulic pressure generator to generate hydraulic pressure, and to control open/closed states of the first valves and the second valves to apply a braking force to a plurality of wheels. The controller keeps the driving of the drive motor in a stopped state during the turning control.

The present disclosure relates to a resource allocation procedure for allocating time-frequency radio resources by a scheduler in a mobile communication system. A plurality of numerology schemes are defined, each partitioning a plurality of radio resources of the mobile communication system into resource scheduling units in a different manner. A reference resource set is defined per numerology scheme, each being associated to a set of radio resources usable for being allocated according to the respective numerology scheme. The reference resource set of at least one numerology scheme overlaps with the reference resource set of at least another numerology scheme in the frequency and/or time domain. The resource allocation procedure is performed for allocating radio resources to one or more user terminals according to the numerology schemes. The resource allocation procedure is performed for each numerology scheme based on a scheduling time interval defined for the respective numerology scheme.

This driving assistance device includes a braking control unit and a target speed determination unit. The braking control unit executes driving assistance control for adjusting the braking force to be applied to a vehicle by actuating a brake actuator such that the vehicle body speed does not exceed a target speed. In cases where the accelerator pedal is being operated in a state where the braking control unit is executing the driving assistance control, the target speed determination unit determines the target speed depending on the larger value of either: the vehicle body speed that is correlated with at least one of the wheel speeds of the plurality of wheels provided to the vehicle; or the lower speed limit value that has been set.

A control method of an idle stop and go system is provided. The method includes determining whether a stop condition of an engine operating in an idle state is satisfied and determining whether a pressure increase value of a brake oil formed during a predetermined time period is greater than a predetermined value when the stop condition of the engine is satisfied. A valve connected to a hydraulic line to which the brake oil pressure is transmitted is then temporarily closed and then reopened when the pressure increase value is greater than the predetermined value. The engine is stopped after the valve is temporarily closed and reopened.