An electronic mechanical brake comprising: a pedal sensor for sensing a stepping force corresponding to a driver's intention to brake; a center controller for issuing a braking command corresponding to the stepping force and for securing braking redundancy based on a first controller and a second controller; a plurality of wheel controllers for receiving a braking command from the center controller and generating a braking force based on the received braking command using electronic mechanical brakes respectively disposed on a right front wheel, a left front wheel, a right rear wheel, and a left rear wheel; a plurality of wheel speed sensors respectively connected to the plurality of wheel controllers to measure the speed of the right front wheel, the left front wheel, the right rear wheel, and the left rear wheel; and a communications unit including a first communication line for transmitting and receiving signals between the center controller and the plurality of wheel controllers and a second communication line for securing communication redundancy with the first communication line, wherein the plurality of wheel controllers perform backup braking when an error occurs in either or both of the center controller and the communications unit.

A speed scaler adjusts the electronic signals received from the electronic speed sensor on a vehicle to reflect the actual speed of operation of a vehicle after replacement tires are installed on the vehicle. The dimensional parameters of the original tires and the replacement tires for the vehicle are stored in the memory of the speed scaler system and compared to create a ratio for adjustment. The speed scaler is operatively positioned between the electronic speed sensor which creates an electronic pulse corresponding to the rotational speed of each wheel. The speed scaler intercepts these electronic pulses and adjusts the timing of the pulses in accordance with the ratio of the original tire circumference and the replacement tire circumference, and then transmits the adjusted electronic pulse to the Anti-Lock Brake System for re-transmission to the components of the vehicle requiring accurate vehicle speed indications.

A method for operating a driver assistance system of a commercial vehicle having two vehicle wheels pivotably arranged on a front axle is provided. An environment of the commercial vehicle is detected by a detection device of the driver assistance system. When there is an imminent collision with an object, which is formed separately from the commercial vehicle and located in the environment, is detected by the detection device during a stop approach, a parking maneuver, or a turning maneuvers of the commercial vehicle, one of the vehicle wheels is braked by a braking intervention effected by a braking device of the commercial vehicle so that the vehicle wheels are pivoted as a result of the braking intervention in order to prevent the collision of the commercial vehicle with the object.

A device for changing a braking mode provided in a vehicle including a plurality of braking modes includes a receiving unit configured to receive vehicle state information, a condition determination unit configured to determine whether conditions for preparation of changing the braking mode and conditions for changing the braking mode are satisfied, based on the vehicle state information, an electromechanical braking (EMB) device configured to generate braking force on a vehicle, and a braking mode changing unit configured to change a braking mode based on the determination of the condition determination unit, where, when the braking mode is changed, the braking mode changing unit generates vibrations using the EMB device.

A vehicle trajectory for transitioning out of a deceleration trajectory may be determined based on predicted vehicle state(s) and/or environmental condition(s). A determination about whether to transition into the determined trajectory may be based on whether the condition that triggered the deceleration trajectory still exists, whether the determined trajectory meets safety criteria, and/or whether an alternative deceleration trajectory is warranted. The determination may be used to determine which trajectory to control the vehicle and/or to inform the vehicle's driving behavior.

A vehicle motion management, VMM, system for a heavy-duty vehicle has at least one wheel speed sensor to output a wheel speed signal indicative of a rotation speed of a wheel on the vehicle, and at least one torque-generating device to apply torque to the wheel. The VMM system comprises processing circuitry arranged to determine at least the direction of a current applied torque at the wheel, and in preparation for determining wheel speed by the wheel speed signal, to apply a transient amount of torque to the wheel by the torque-generating device during a limited time period in a direction opposite to the direction of the current applied torque at the wheel.

A method of parking an aircraft is disclosed including flight crew pedal braking to cause a brake force to be applied to the aircraft wheel brakes to slow the aircraft to a stationary state in which it is ready to be parked. Flight crew then activate a parking brake device and then release the pedal braking. An electronic control device, forming part of the aircraft's braking system for example, automatically intervenes, following the manual release of the pedal braking, to cause a brake force to continue to be applied to the wheels. This may be until sufficient brake force is applied, as a result of the activation of the parking brake device, to hold the aircraft in its parked state or may be for a predetermined period of time, say, ten seconds.

A golf vehicle includes a chassis, a prime mover, a plurality of tractive elements, a motion sensor, an inertial measurement unit (IMU), and a controls system. The motion sensor is configured to acquire data regarding a speed or an acceleration of at least one of the prime mover or the at least one of the plurality of tractive elements. At least one of the plurality of tractive elements is driven by the prime mover. The control system is configured to acquire a first motion characteristic of the golf vehicle from a first source, acquire a second motion characteristic of the golf vehicle from a second source, detect a brake lockup event based on the first motion characteristic and the second motion characteristic, and implement a countermeasure to mitigate the brake lockup event. The first source is the IMU or a global positioning system. The second source is the motion sensor.

Provided is a brake system capable of improving the running stability during parking brake application, the brake system including: a service brake capable of generating a first braking force on a vehicle; and a parking brake capable of generating a second braking force on the vehicle. The brake system includes a hardware processor that controls the first braking force according to the vehicle speed of the vehicle and controls the second braking force according to the vehicle speed.

Embodiments of the present disclosure disclose a parameter determination method for an AEB function, a medium, and a device. The method includes: configuring current parameters of the AEB function of a vehicle; performing testing on the vehicle based on a test scenario to obtain behavior of the vehicle under the current parameters, the behavior being one of pre-collision braking to stop and collision; performing adjustment on the current parameters based on the behavior to obtain adjusted parameters; and determining the adjusted parameters as target parameters of the AEB function in response to the adjusted parameters meeting an expected condition.