An electro-hydraulic hybrid system for a vehicle utilizes both the advantages of the hydraulic hybrid system and the electric hybrid system to maximize the collection of energy lost during a braking process and to provide launch assists in an acceleration process. The electro-hydraulic hybrid system includes an ECU that controls the electro-hydraulic hybrid system, a hydraulic drive pump, an accumulator, a hydraulic reservoir, a hydraulic pump, an electric motor, a power converter, and a battery. The hydraulic reservoir is in fluid communication with the accumulator through the hydraulic drive pump that functions as the main component of the hydraulic regenerative braking system. The hydraulic reservoir is also in fluid communication with the accumulator through the hydraulic pump that acts as the main component of the electro-hydraulic inter-conversion unit along with the electric motor, the at least one battery, and power converter that are electrically connected to each other.

An electro-hydraulic hybrid system for a vehicle utilizes both the advantages of the hydraulic hybrid system and the electric hybrid system to maximize the collection of energy lost during a braking process and to provide launch assists in an acceleration process. The electro-hydraulic hybrid system includes an ECU that controls the electro-hydraulic hybrid system, a hydraulic drive pump, an accumulator, a hydraulic reservoir, a hydraulic pump, an electric motor, a power converter, and a battery. The hydraulic reservoir is in fluid communication with the accumulator through the hydraulic drive pump that functions as the main component of the hydraulic regenerative braking system. The hydraulic reservoir is also in fluid communication with the accumulator through the hydraulic pump that acts as the main component of the electro-hydraulic inter-conversion unit along with the electric motor, the at least one battery, and power converter that are electrically connected to each other.

A braking force control apparatus for a saddle ride vehicle includes a transmission controller which reduces driving force of an engine by a predetermined speed reduction ratio and transmits the driving force to a drive wheel, a clutch device which connects—disconnects the driving force between the engine and the transmission, a brake device which generates braking force on the drive wheel, and a sensor which detects a state of the transmission. The transmission switches between a neutral state and an in-gear state, and when the sensor detects that the transmission is switching from the neutral state to the in-gear state, the controller causes the brake device to generate braking force on the drive wheel, and then releases the braking force upon completion of the switching to the in-gear state.

A braking force control apparatus in a motorcycle, includes a controller which controls a transmission to reduces driving force of an engine by a predetermined speed reduction ratio and transmits the driving force to a drive wheel of a vehicle, a clutch between the engine and the transmission, and brake devices which generate braking force on the wheels. The vehicle is switchable between a normal and a slow speed driving modes. In the slow speed mode the controller detects an inclination pitching angle θ, and causes the brake devices to generate braking force on at least one of the drive wheels when θ≧a predetermined value, then starts switching the clutch to a connected state when a driving operation is input, and gradually releases the braking force once driving force starts to be transmitted to the drive wheel.

A braking force control apparatus in a motorcycle, includes a controller which controls a transmission to reduces driving force of an engine by a predetermined speed reduction ratio and transmits the driving force to a drive wheel of a vehicle, a clutch between the engine and the transmission, and brake devices which generate braking force on the wheels. The vehicle is switchable between a normal and a slow speed driving modes. In the slow speed mode the controller detects an inclination pitching angle θ, and causes the brake devices to generate braking force on at least one of the drive wheels when θ≧a predetermined value, then starts switching the clutch to a connected state when a driving operation is input, and gradually releases the braking force once driving force starts to be transmitted to the drive wheel.

A technique for simplifying the structure of an idling stop device. The idling stop device 100 includes a deceleration detector 200 which detects decelerations of a vehicle. The idling stop device 100 also includes an estimation part 350 which acquires, based on the deceleration detected by the deceleration detector 200, first deceleration when a vehicle is decelerated to a preset speed of less. Based on the acquired first deceleration, the estimation part 350 estimates a first brake pressure applied to the vehicle when the vehicle is decelerated to the preset speed or less.

A technique for simplifying the structure of an idling stop device. The idling stop device 100 includes a deceleration detector 200 which detects decelerations of a vehicle. The idling stop device 100 also includes an estimation part 350 which acquires, based on the deceleration detected by the deceleration detector 200, first deceleration when a vehicle is decelerated to a preset speed of less. Based on the acquired first deceleration, the estimation part 350 estimates a first brake pressure applied to the vehicle when the vehicle is decelerated to the preset speed or less.

Control equipment is capable of controlling braking of an autonomous motor vehicle that includes at least one wheel. The control equipment includes a braking system, which includes at least a hydraulic circuit and a brake able to apply a braking force on the wheel as a function of a hydraulic pressure present in the hydraulic circuit. The control equipment also includes a primary controller configured to determine a braking setpoint, a primary actuator able to generate hydraulic pressure as a function of the braking setpoint when the primary actuator receives the braking setpoint, an external sensor configured to transmit an external measurement signal to the primary controller, and an auxiliary actuator able to generate the hydraulic pressure as a substitute for the primary actuator.

Exemplary embodiments relate to a vehicle control system, an external electronic control unit, a vehicle control method, and an application, and more particularly, to a vehicle communication system installed in a vehicle and an external electronic control unit capable of performing vehicle control by transmitting, to the vehicle communication system, a vehicle control signal for controlling behavior of the vehicle on the basis of vehicle information received from the vehicle communication system. According to exemplary embodiments, it is possible to easily add or update a vehicle control function, to perform precise vehicle control, and also to perform autonomous traveling control with a user's terminal.

Exemplary embodiments relate to a vehicle control system, an external electronic control unit, a vehicle control method, and an application, and more particularly, to a vehicle communication system installed in a vehicle and an external electronic control unit capable of performing vehicle control by transmitting, to the vehicle communication system, a vehicle control signal for controlling behavior of the vehicle on the basis of vehicle information received from the vehicle communication system. According to exemplary embodiments, it is possible to easily add or update a vehicle control function, to perform precise vehicle control, and also to perform autonomous traveling control with a user's terminal.