An electrically controlled differential gear is disposed between a right front wheel and a left front wheel of a vehicle. The electrically controlled differential gear includes a clutch mechanism that limits a differential operation of the electrically controlled differential gear. A second ECU (control portion) obtains information as to failure associated with actuation of a right front electric brake mechanism. The second ECU obtains a physical amount relating to a required braking force which is applied to the left front wheel and the right front wheel. The second ECU outputs a differential limiting control command for limiting the differential operation of the electrically controlled differential gear to the clutch mechanism (or more specifically, a differential ECU that controls the clutch mechanism) based on the information as to the failure and the physical amount relating to the required braking force.

An electrically controlled differential gear is disposed between a right front wheel and a left front wheel of a vehicle. The electrically controlled differential gear includes a clutch mechanism that limits a differential operation of the electrically controlled differential gear. A second ECU (control portion) obtains information as to failure associated with actuation of a right front electric brake mechanism. The second ECU obtains a physical amount relating to a required braking force which is applied to the left front wheel and the right front wheel. The second ECU outputs a differential limiting control command for limiting the differential operation of the electrically controlled differential gear to the clutch mechanism (or more specifically, a differential ECU that controls the clutch mechanism) based on the information as to the failure and the physical amount relating to the required braking force.

A vehicle control device includes a first control unit that executes, when an abnormality of a driver of a vehicle is detected, stop control, a second control unit that executes, when the vehicle is determined to have a risk of collision, deceleration control, a determination unit that identifies an object around the vehicle as a target candidate of the collision and determines whether or not there is the risk of the collision with the identified target candidate, and a setting unit that sets, when the abnormality is detected, an operation mode of the deceleration control to a special mode from a normal mode, the normal mode provided for cases in which the abnormality is undetected. The determination unit expands a range for identifying the object around the vehicle as the target candidate of the collision in the special mode as compared with the range in the normal mode.

A method for monitoring an electric motor of a hydraulic brake system for a motor vehicle, wherein a first torque and a second torque are calculated and compared with one another. A fault can be detected on the basis of the comparison. The invention also relates to an associated electronic control module, to an associated hydraulic brake system and to an associated non-volatile computer-readable storage medium.

A vehicle and a method of immobilising a vehicle. The vehicle (100) includes a transport refrigeration unit (10), a power management system (20) for supplying power to the transport refrigeration unit (10), and a braking system (30). The power management system (20) includes an electric charging connector (26) and controller (24) configured to determine if a charging cable is engaged with the electric charging connector (26). If the controller (24) determines that a charging cable is engaged with the electric charging connector (26), the braking system (30) is configured to immobilise the vehicle (100).

Aspects of the subject disclosure may include, for example, receiving information about a task to be completed by a user, receiving information about the user and receiving information about a physical environment of the user. The subject disclosure may further include creating one or more immersion objects based on the information about the task, the information about the user and the information about the physical environment, creating an immersive environment including the one or more immersive objects and at least a portion of the physical environment of the user, and communicating to an extended reality (XR) device of the user information about the immersive environment to create an immersive experience for completion of the task by the user. Other embodiments are disclosed.

A brake control device as an example of the present disclosure includes: an acquisition unit configured to acquire an output of a sensor that detects information indicating a ground contact state of a drive wheel of a vehicle; and a control unit configured to, when an acceleration operation for causing the vehicle to accelerate is performed on the vehicle stopped due to a parking brake force generated by an electric parking brake, identify the ground contact state of the drive wheel based on the output of the sensor acquired by the acquisition unit, and control the electric parking brake to release the parking brake force by a control method that differs depending on the identified ground contact state.

A brake control device as an example of the present disclosure includes: an acquisition unit configured to acquire an output of a sensor that detects information indicating a ground contact state of a drive wheel of a vehicle; and a control unit configured to, when an acceleration operation for causing the vehicle to accelerate is performed on the vehicle stopped due to a parking brake force generated by an electric parking brake, identify the ground contact state of the drive wheel based on the output of the sensor acquired by the acquisition unit, and control the electric parking brake to release the parking brake force by a control method that differs depending on the identified ground contact state.

An automatic brake subsystem (24) includes second accumulators (25F, 25R), a front second line (28) and a rear second line (29), second brake valves (30F, 30R), a first solenoid switching valve (32), first shuttle valves (33F, 33R), and a controller 37. A second solenoid switching valve (34F) and a pressure sensor (35F) are provided in the front second line (28), and a second solenoid switching valve (34R) and a pressure sensor (35R) are provided in the rear second line (29). In a case where it is determined that each of the second brake valve (30F, 30R) is not performing normally based upon a pressure of a hydraulic fluid detected by each of the pressure sensors (35F, 35R) and an operating signal supplied to the first solenoid switching valve (32) or each of the second brake valves (30F, 30R), a controller 37 performs control to switch each of the second solenoid switching valves (34F, 34R).

An automatic brake subsystem (24) includes second accumulators (25F, 25R), a front second line (28) and a rear second line (29), second brake valves (30F, 30R), a first solenoid switching valve (32), first shuttle valves (33F, 33R), and a controller 37. A second solenoid switching valve (34F) and a pressure sensor (35F) are provided in the front second line (28), and a second solenoid switching valve (34R) and a pressure sensor (35R) are provided in the rear second line (29). In a case where it is determined that each of the second brake valve (30F, 30R) is not performing normally based upon a pressure of a hydraulic fluid detected by each of the pressure sensors (35F, 35R) and an operating signal supplied to the first solenoid switching valve (32) or each of the second brake valves (30F, 30R), a controller 37 performs control to switch each of the second solenoid switching valves (34F, 34R).