Vehicle and method of operating the vehicle

Abstract

A vehicle and a method of operating the vehicle. The vehicle includes a plurality of ground-engaging members; a frame supported by the plurality of ground-engaging members; at least one brake caliper coupled to a first ground-engaging member and configured to control brake pressure to the first ground-engaging member; a powertrain assembly supported by the frame and operably coupled to the at least one ground-engaging member; an accelerator member configured to receive input from an operator and operably coupled to the powertrain assembly, the accelerator member configured to have first and second states; at least one sensor; a controller operably coupled to the powertrain assembly and the at least one sensor; and a brake control module operably coupled to the at least one brake caliper, the controller, and the at least one sensor, and responsive to the accelerator member being in the first state the brake control module operates in a first operating mode, and responsive to the accelerator member being in the second state the brake control module operates in a second operating mode.

Description

[0001] This application is a divisional application of the Chinese national phase patent application with application number 201880075490.8, which was filed on November 21, 2018, with international application number PCT / US2018 / 062179 and international application date of November 21, 2018, entitled "Switchable Anti-lock Braking System for Multipurpose Vehicles".

[0002] This application claims the benefit of U.S. Provisional Patent Application Serial No. 62 / 590,041, filed November 22, 2017, entitled “Anti-lock Braking System for Utity Vehicle,” the entire contents of which are incorporated herein by reference. Technical Field

[0003] This application relates to a braking system for a vehicle, and more specifically to an anti-lock braking system for a multi-purpose vehicle configured for off-road applications. Background Technology

[0004] Anti-lock braking systems (“ABS”) can be used on vehicles to facilitate braking in response to user input. For example, a user can press the brake pedal, thereby enabling ABS to assist in braking the vehicle. ABS can be configured to assist in braking of the front wheels, rear wheels, or both front and rear wheels. Summary of the Invention

[0005] In some embodiments, ABS can be disabled. However, if a user disables or turns off ABS, they may have to remember to manually re-enable or re-enable it when needed. In this case, the user must have a thorough understanding of the terrain, driving conditions, and other factors to recognize the need to activate ABS before it is required. Thus, there is a need for a system that can automatically activate or deactivate ABS in response to predetermined driving conditions.

[0006] In one embodiment, the multi-purpose vehicle includes a frame and a plurality of ground contact members supporting the frame. Each of the plurality of ground contact members is configured to rotate about an axle. The multi-purpose vehicle further includes a powertrain supported by the frame and a braking system configured to operate in a normal driving mode and an anti-lock braking mode. The braking system includes an anti-lock braking control module operatively coupled to the plurality of ground contact members and configured to automatically activate the anti-lock braking mode in response to predetermined conditions.

[0007] In another embodiment, a braking assembly for a multi-purpose vehicle is disclosed, configured to operate in a normal driving mode and an anti-lock braking mode. The braking assembly includes: a user braking member; a plurality of brake calipers operably coupled to the user braking member; a connecting member operably coupled to at least two of the plurality of brake calipers; and an anti-lock braking control module operably coupled to at least the user braking member and the connecting member. The anti-lock braking control module is configured to automatically activate the anti-lock braking mode under predetermined conditions and deactivate the anti-lock braking mode in response to user input.

[0008] In yet another embodiment, a method for operating the braking assembly of a multi-purpose vehicle in one of a normal driving mode and an anti-lock braking mode includes: providing a user braking member; providing a plurality of brake calipers operably coupled to the user braking member; providing an anti-lock braking control module operably coupled to the user braking member and the plurality of brake calipers; and automatically activating the anti-lock braking mode under predetermined conditions.

[0009] Several additional features and advantages of the invention will become clear to those skilled in the art after considering the following detailed description of illustrative embodiments that illustrate the best mode of carrying out the invention as now understood. Attached Figure Description

[0010] The above-described aspects of the invention and the advantages it aims at will become more readily understood, as they will become better understood when considered in conjunction with the accompanying drawings and with reference to the following detailed description.

[0011] Figure 1 This is a left front perspective view of the multi-purpose vehicle disclosed herein;

[0012] Figure 2 yes Figure 1 Left rear perspective view of the braking assembly of a multi-purpose vehicle;

[0013] Figure 3 yes Figure 2 Rear perspective view of the braking assembly;

[0014] Figure 4 yes Figure 2 Right front perspective view of the front portion of the braking assembly;

[0015] Figure 5 yes Figure 2 The connecting components of the braking assembly;

[0016] Figure 6 yes Figure 1 Left rear perspective view of the front drive component of a multi-purpose vehicle;

[0017] Figure 7 yes Figure 1 Left rear perspective view of the rear drive assembly of a multi-purpose vehicle;

[0018] Figure 8 yes Figure 1 A schematic diagram of a portion of the electrical system of a multi-purpose vehicle;

[0019] Figure 9 yes Figure 8 A schematic diagram of the electronic braking circuit of the electrical system;

[0020] Figure 10A yes Figure 2 A schematic diagram of the hydraulic circuit of the braking assembly;

[0021] Figure 10B yes Figure 2 A schematic diagram of an alternative hydraulic circuit for the braking assembly;

[0022] Figure 11 yes Figure 2 Control diagram of the braking components when operating in the first or ABS activation mode;

[0023] Figure 12 yes Figure 2 The control diagram for the braking components when operating in the second or ABS on-off mode;

[0024] Figure 13 yes Figure 2 Control diagram of the braking components when operating in the third or ABS control mode;

[0025] Figure 14A and Figure 14B yes Figure 1 Control diagram of the adjustable speed limiting characteristics of the vehicle.

[0026] Figure 15 yes Figure 1 Control diagram of the vehicle's ESC components when operating in first or normal electronic stability control ("ESC") and ABS modes;

[0027] Figure 16 This is the control diagram when the ESC component operates in the second or ramp descent control (“HDC”) mode;

[0028] Figure 17 This is the control diagram when the ESC component operates in the third or ramp assist / ramp hold control ("HHC") mode;

[0029] Figure 18 This is the control diagram when the ESC component operates in the fourth or rollover mitigation (“ROM”) mode;

[0030] Figure 19 This is the control diagram when the ESC component operates in the fifth or traction control system (“TCS”) mode; and

[0031] Figure 20 This is the control diagram when the ESC component operates in the sixth or Vehicle Dynamic Control (“VDC”) mode. Detailed Implementation

[0032] Throughout these figures, corresponding reference numerals indicate the corresponding parts. Although the figures illustrate embodiments of various features and components according to this disclosure, the figures are not necessarily drawn to scale, and some features may be exaggerated to better illustrate and explain this disclosure. The examples set forth herein illustrate embodiments of the invention, and such examples should not be construed as limiting the scope of the invention in any way.

[0033] For the purpose of promoting an understanding of the principles of the invention, reference will now be made to embodiments shown in the accompanying drawings, which will be explained below. The embodiments disclosed below are not intended to be exhaustive or to limit the invention to the precise forms disclosed in the following detailed description. Rather, these embodiments were chosen and described so that those skilled in the art can utilize their teachings. It should be understood that this is not intended to limit the scope of the invention. The invention includes any changes and further modifications to the shown apparatus and described methods, as well as further applications of the principles of the invention, that would normally occur to those skilled in the art to which this invention pertains.

[0034] like Figure 1 The illustration discloses a multi-purpose vehicle 2 configured for off-road vehicle applications, thereby enabling the multi-purpose vehicle 2 to traverse trails and other off-road terrain. The multi-purpose vehicle 2 includes a frame assembly 4 supporting a plurality of body panels 6 and supported on the ground by a plurality of ground contact members 8. Exemplarily, the ground contact members 8 include a front ground contact member 10 and a rear ground contact member 12. In one embodiment of the vehicle 2, each front ground contact member 10 includes a wheel assembly 10a and a tire 10b supported thereon. Similarly, each rear ground contact member 12 may include a wheel assembly 12a and a tire 12b supported thereon. A front suspension assembly 27 may be operatively coupled to the front ground contact member 10, and a rear suspension assembly 28 may be operatively coupled to the rear ground contact member 12.

[0035] Still referencing Figure 1The multi-purpose vehicle 2 extends along a longitudinal axis L between a front portion 14 and a rear portion 16, and supports an operator area 18 therebetween. The operator area 18 includes a seat 20 for at least an operator and may also support one or more passengers. In one embodiment, the seat 20 comprises side-by-side bucket seats, while in another embodiment, the seat 20 comprises a long bench seat. A cargo area 22 is positioned behind the operator area 18 and is supported at the rear portion 16 by a frame assembly 4.

[0036] like Figure 1 As shown, the operator area 18 includes an operator control 24, such as a steering assembly 26, which can be operatively coupled to one or more of the ground contact members 8. As further disclosed herein, the additional operator control 24 may include other inputs for controlling the operation of the vehicle 2, such as an accelerator member or pedal 53 and a brake member or pedal 54. Figure 2 More specifically, multiple different operator controls 24 can affect the operation of the powertrain 30 of the vehicle 2. The powertrain 30 can be supported by the rear end portion 16 of the vehicle 2 and includes: an engine (not shown); a transmission (not shown) operably coupled to the engine; and a front final drive assembly 32 (…). Figure 2 The front main reducer assembly is operably connected to the front ground contact assembly 10 via the front half-shaft or shaft 37; and the rear main reducer assembly 34 ( Figure 2 The rear main reducer assembly is operably connected to the rear ground contact assembly 12 via a rear half-shaft or shaft 38. The drive shaft (not shown) can be connected to the input 36 (…). Figure 2 The rear final drive assembly 34 is operably connected to the front final drive assembly 32 for supplying motor power from the engine and / or transmission to the front ground contact assembly 10.

[0037] Reference Figures 2 to 4 Vehicle 2 includes a braking assembly 40, exemplarily an anti-lock braking system (“ABS”), which includes a front braking portion 42 and a rear braking portion 44. The front braking portion is generally located at the front end 14 of vehicle 2 and operatively connected to the front ground contact member 10, and the rear braking portion is generally located at the rear end 16 of vehicle 2 and operatively connected to the rear ground contact member 12. The front braking portion 42 includes a front brake disc 46 and a front brake caliper 48 operatively connected to the front wheel assembly 10a. The rear braking portion 44 includes a rear brake disc 50 and a rear brake caliper 52 operatively connected to the rear wheel assembly 12a.

[0038] like Figures 2 to 4As shown, the braking assembly 40 also includes a braking member 54, illustratively a brake pedal, which is positioned within the operator area 18 and defined as an operator control 24. Figure 1 The braking component 54 is an operator control element in the vehicle 2. The braking component 54 is operatively connected to the master cylinder 56, such that the braking input of the operator of the vehicle 2 is applied to the braking component 54 and transmitted to the master cylinder 56.

[0039] Still referencing Figures 2 to 4 The master cylinder 56 is operatively connected to a brake control system 58, which includes an anti-lock braking system (“ABS”) control module 60. More specifically, the master cylinder 56 is fluidly connected to the ABS control module 60 via conduits or lines 62. Exemplarily, the ABS control module 60 may be hydraulically actuated, such that pressurized hydraulic fluid is configured to assist the operation of the braking assembly 40. By using the ABS control module 60, the braking assembly 40 is configured to operate in a normal driving mode and an anti-lock braking mode, in which the anti-lock braking characteristic (“ABS characteristic”) is not activated, and in the anti-lock braking mode, the ABS characteristic is activated.

[0040] The ABS control module 60 is also fluidly connected to the brake calipers 48 and 52. Demonstratively, as shown... Figures 2 to 4 As shown, the braking assembly 40 further includes a left front conduit or line 64, a right front conduit or line 66, a left rear conduit or line 68, and a right rear conduit or line 70, which are all fluidly connected to the ABS control module 60 through four channels, namely the left front channel 140, the right front channel 142, the left rear channel 144, and the right rear channel 146. Figure 10A and Figure 10B In this manner, the left front guide 64 fluidly connects the left front brake caliper 48a to the ABS control module 60, the right front guide 66 fluidly connects the right front brake caliper 48b to the ABS control module 60, the left rear guide 68 fluidly connects the left rear brake caliper 52a to the ABS control module 60, and the right rear guide 70 fluidly connects the right rear brake caliper 52b to the ABS control module 60. The ABS control module 60 may also include a front master cylinder output 148 and a rear master cylinder output 149, both of which are operatively connected to the brake master cylinder 56. Figure 10A and Figure 10B (as disclosed in this article).

[0041] Reference Figures 2 to 5With regard to the rear braking section 44, conduits 68 and 70 are fluidly connected to the ABS control module 60 via a connecting member or housing 72. Exemplarily, at least one connecting conduit or line 74 (exemplarily a first connecting conduit 74a and a second connecting conduit 74b) extends from the ABS control module 60 to the connecting member 72, such that the ABS control module 60 is fluidly connected to the rear brake calipers 52a and 52b via the connecting conduit 74, the connecting member 72, and the corresponding left rear conduit 68 and right rear conduit 70.

[0042] like Figure 5 As best shown, the connecting member 72 includes a first input 76 and a second input 78. The first input is fluidly connected to the left rear conduit 68 via a first connecting conduit 74a, and the second input is fluidly connected to the right rear conduit 70 via a second connecting conduit 74b. The connecting member 72 facilitates the maintainability of the brake assembly 40 because if repair or replacement of the rear brake section 44 is required, it can be performed at the location of the connecting member 72, rather than requiring complete disassembly of the brake assembly 40 to repair only a portion of the brake assembly. Additionally, the connecting member 72 is provided to allow different braking pressures to be transmitted to the rear brake calipers 52a, 52b. For example, a first braking pressure can be provided to the rear brake caliper 52a via the first connecting conduit 74a and the left rear conduit 68, while a larger or smaller braking pressure can be provided to the rear brake caliper 52b via the second connecting conduit 74b and the right rear conduit 70.

[0043] Now for reference Figure 6 The braking control system 58 further includes a front wheel speed sensor 80, which is configured to determine the front contact member 10 ( Figure 1 The rotational speed of the wheel. Indicatively, each front contact member 10 includes an individual wheel speed sensor 80. In one embodiment, the wheel speed sensor 80 is coupled to a portion of the front final drive member 32 via fasteners 82. Figure 6As shown, the wheel speed sensor 80 is received via an opening 84 in the mounting bracket 86. The mounting bracket 86 is connected to the side of the front final drive component 32 by fasteners 82, which are received within mounting holes 89 on the side of the front final drive component 32. More specifically, the fasteners 82 are received within openings 83 in the bracket 86, which have an elliptical or elongated shape, thereby allowing the position of the bracket 86 and the sensor 80 to be adjustable relative to the shaft 37. Additional fasteners or couplings 88 are configured to removably attach the sensor 80 to the mounting bracket 86. It is understood that the sensor 80 is generally surrounded by the mounting bracket 86 such that the mounting bracket 86 covers at least a portion of the sensor 80, protecting it from debris and / or objects that may travel toward the sensor 80 when the vehicle 2 is moving, thereby minimizing damage to the sensor 80 during operation of the vehicle 2.

[0044] like Figure 4 As best shown, each front half-shaft 37 includes a drive coupling with a splined shaft 106. The splined shaft 106 is connected to the output 112 of the front main reducer assembly 32. Figure 6 The gear rings 108 are connected to each other. Additionally, the gear ring 108 is positioned on the outer surface of each drive coupling and held in place relative to the half-shaft 37. Thus, the gear ring 108 is configured to rotate together with its corresponding half-shaft 37. Each gear ring 108 includes a plurality of teeth 110 that cooperate with a sensor 80 to determine the speed of each half-shaft 37. The sensor 80 is positioned close to, but not in contact with, the teeth 110; and the sensor 80 counts the teeth 110 as they pass over a specific time interval to calculate the angular velocity. The sensor 80 can be a speed sensor, such as a Hall effect speed sensor.

[0045] Reference Figure 7 The braking control system 58 also includes a rear wheel speed sensor 90, which is configured to determine the rear contact member 12 ( Figure 1 The rotational speed of the wheel. Indicatively, each rear contact member 12 includes a separate wheel speed sensor 90. In one embodiment, the wheel speed sensor 90 is coupled to a portion of the rear final drive member 34. Figure 7 As shown, the wheel speed sensor 90 is received through the aperture 92 of the first mounting bracket 94 and connected to the first mounting bracket 94 by fasteners 95. It is understood that the sensor 90 is generally surrounded by the first mounting bracket 94 such that the mounting bracket 94 covers at least a portion of the sensor 90, protecting it from debris and / or objects that may travel toward the sensor 90 when the vehicle 2 is moving, thereby minimizing damage to the sensor 90 during operation of the vehicle 2.

[0046] The first mounting bracket 94 is connected to the second mounting bracket 96 via fasteners 98. More specifically, the fasteners 98 are received within openings 97 on the first mounting bracket 94, these openings having an elliptical or elongated shape, thereby making the positions of the first mounting bracket 94 and the sensor 90 adjustable relative to the shaft 38. Furthermore, the second mounting bracket 96 is connected to a retainer member 100 on the side of the rear main reducer member 34. Because fasteners 102 are received through orifices 104 of the retainer 100, additional fasteners or connectors 102 are configured to removably connect the second mounting bracket 96 to the retainer 100. It is understood that the retainer 100 includes a plurality of orifices 104 such that fasteners 102 can be received through any of the orifices 104 to adjust the position of the second mounting bracket 96 relative to the shaft 38, thereby also making the position of the sensor 90 adjustable relative to the shaft 38.

[0047] like Figure 2 and Figure 3 As best shown in the diagram, each rear half-shaft 38 includes a drive coupling with a splined shaft 114. Figure 3 The splined shaft 114 is connected to the output (not shown) of the rear main reducer assembly 34. Additionally, a gear ring 116 is positioned on the outer surface of each rear drive coupling and held in place relative to its corresponding rear half-shaft 38. Thus, the gear ring 116 is configured to rotate together with its corresponding rear half-shaft 38. Each gear ring 116 includes a plurality of teeth 118 that cooperate with a sensor 90 to determine the speed of each rear half-shaft 38. The sensor 90 is positioned close to, but not in contact with, the teeth 118; and the sensor 90 counts the teeth 118 as they pass over a specific time interval to calculate the angular velocity. The sensor 90 can be a speed sensor, such as a Hall effect speed sensor.

[0048] Reference Figure 8 The braking control system 58 (including the ABS control module 60) is electronically connected to or integrated with the electrical system 120 of the vehicle 2. The electrical system 120 of the vehicle 2 includes an engine control module (“ECM”) 122 and at least one display or instrument cluster 124. The display 124 is supported in the operator area 18. Figure 1The ABS control module 60 is configured to provide information about the vehicle 2 to the operator. In one embodiment, the ABS control module 60 can be operated via a display 124, allowing the operator to provide user input or selections via the display 124, which are transmitted to the ABS control module 60 to enable or disable the ABS features of the braking assembly 40. The illustrative display 124 may include a toggle switch, button, touchscreen, or any other type of surface or component configured to receive and transmit user selections. While in the illustrative embodiment, the ABS control module 60 is configured to enable / disable ABS features via the display 124, it is understood that the vehicle 2 may include other inputs or devices for enabling / disabling ABS features.

[0049] Additionally, the ABS control module 60 is configured to transmit information about the brake assembly 40 to the display 124 to provide this information to the operator. For example, the ABS control module 60 may be configured to transmit a fault signal to the display 124 to indicate to the operator that a fault has occurred within a portion of the brake assembly 40, such as a fault in the ABS characteristics of the brake assembly 40. The fault indicator provided on the display 124 may be a light, an alphanumeric code, or a message, or any other indication configured to warn the user of the fault.

[0050] Additionally, the display 124 communicates electronically with the ECM 122 to provide the operator with information about the engine (not shown) or other components of the powertrain 30. Exemplarily, the ECM 122 transmits various signals to the display 124 to provide information such as engine speed, engine temperature, oil pressure, driving gear or mode, and / or any other information about the powertrain 30. Furthermore, as... Figure 8 As shown, display 124 is configured to provide input and other information to ECM 122. For example, if the demonstrator vehicle 2 is configured with adjustable speed limiting devices and features, the user can input speed limits to display 124, which are transmitted from display 124 to ECM 122 to control the speed of vehicle 2, as further disclosed herein.

[0051] Reference Figure 9 Regarding the operation of the braking assembly 40, schematic diagrams of at least a portion of the braking control system 58 and the electrical system 120 are disclosed. As indicated, the front end portion 14 and the rear end portion 16 are shown, and the left side of the vehicle 2 is indicated by "L" and the right side of the vehicle 2 by "R". Figure 9As shown, when the operator presses down the brake member 54 with force F, force F is transmitted to the brake master cylinder 56. In one embodiment, the brake master cylinder may be a tandem master cylinder. The brake master cylinder 56 is configured to transmit brake input information to the brake pressure switch 126. The brake pressure switch 126 is then configured to transmit a signal indicating brake pressure information to a multi-pin connector 128. The multi-pin connector 128 may also be configured to transmit and / or receive information from the ECM 122, the steering angle sensor 130 of the electrical system 120, the display 124, and the ABS control module 60. More specifically, the ABS control module 60 may include a multi-axis G (gravity) sensor 132 and a pressure sensor 134, one or both of which may be internal or external sensors and are configured to communicate with the multi-pin connector 128. Additionally, the multi-pin connector 128 is electrically connected to the front wheel speed sensor 80 and the rear wheel speed sensor 90.

[0052] Still referencing Figure 9 In operation, the multi-pin connector 128 is configured to receive user input or user selection (e.g., via CAN messages) from the display 124 to indicate whether the user has turned the ABS feature of the braking assembly 40 on / off or off / disabled it, causing the braking assembly 40 to operate accordingly in anti-lock braking mode or normal driving mode. The multi-pin connector 128 can also receive signals or other information from the ECM 122, steering angle sensor 130, speed sensors 80, 90, multi-axis G-sensor 132, and pressure sensor 134 to determine information regarding the operating conditions of the vehicle 2. If the user has enabled the ABS feature of the braking assembly 40, for example via the display 124, causing the braking assembly 40 to operate in anti-lock braking mode, the multi-pin connector 128 is configured to communicate electrically with the ABS control module 60 to enable the ABS feature of the braking assembly 40 when input is provided to the braking member 54.

[0053] However, if the user has already turned off / disabled the ABS feature of the braking assembly 40, for example, by selecting it on the display 124, causing the braking assembly 40 to operate in normal driving mode, the multi-pin connector 128 is configured to determine whether the ABS feature should be automatically activated / disabled based on vehicle operating conditions. For example, the ABS feature of the braking assembly 40 can be automatically activated / disabled based on predetermined conditions, such as vehicle operating conditions, environmental conditions, or any other conditions that can affect the driving conditions of vehicle 2. In one embodiment, the predetermined conditions could be a predetermined vehicle speed, steering angle, engine conditions, terrain or environmental conditions, or any other conditions or factors related to the operating conditions of vehicle 2. The predetermined vehicle speed that causes the ABS feature of the braking assembly 40 to be automatically activated could be approximately 30 kph. In this way, even if the user has previously selected to disable the ABS feature of the braking assembly 40, when vehicle 2 operates at predetermined operating conditions (e.g., a vehicle speed of at least approximately 30 kph), the ABS feature will be automatically activated via the electrical system 120 (e.g., communication between the multi-pin connector 128 and the ABS control module 60) without any user input.

[0054] Understandably, the ABS function of the braking assembly 40 is not automatically turned off or disabled, but is only disabled upon input from the operator or user to the display 124. Thus, the ABS function can be automatically enabled based on vehicle operating conditions, but it will not be automatically disabled; instead, it must be manually disabled by the operator via the display 124. However, the ABS function can only be disabled when the vehicle speed is less than a predetermined vehicle speed (e.g., 30 kph). Therefore, even if the user selects to disable the ABS function via the display 124, the ABS control module 60 will not disable the ABS function when the vehicle speed is greater than the predetermined vehicle speed. In one embodiment, when the vehicle speed is greater than the predetermined speed value (e.g., 30 kph), the display 124 can temporarily hide or cover the user option to disable the ABS function.

[0055] Furthermore, even if a malfunction occurs in the braking assembly 40, the ABS function will not be deactivated; instead, a fault indicator will be provided to the operator via the display 124. Therefore, the operator will be aware of the fault in the braking assembly 40 and can determine whether the operating conditions of the vehicle 2 should be adjusted based on the fault indicator. However, the ABS function will remain activated throughout the fault condition. Moreover, the fault indicator will not cause a reduction in vehicle speed, allowing the vehicle 2 to continue operating at the speed input by the operator even when a fault has been indicated.

[0056] Now for reference Figure 10ARegarding the operation of the braking assembly 40, a schematic diagram of the hydraulic system 150 of the vehicle 2 is disclosed. The hydraulic system 150 includes a hydraulic reservoir 152 fluidly connected to the ABS control module 60, and also fluidly connected to the connecting member 72 and the ground contact members 10 and 12 via any of the conduits 64, 66, 68, 70, and 74. In operation, when the operator applies force F to the braking member 54, the master cylinder 56 transmits force F to the ABS control module 60 at least via the brake pressure switch 126. More specifically, the master cylinder 56 is connected to the front master cylinder output 148 and the rear master cylinder output 149, which allows hydraulic fluid to flow from the hydraulic reservoir 152 through channels 140, 142, 144, and 146 to the front ground contact member 10 and the rear ground contact member 12.

[0057] Demonstratively, and still referencing Figure 10A When force F is applied to the braking member 54, the master cylinder 56 provides input to the forward master cylinder output 148 via the brake pressure switch 126, causing hydraulic fluid to flow through the left front passage 140 and the left front conduit 64 to the left front ground contact member 10. Additionally, the input provided to the forward master cylinder output 148 via the brake pressure switch 126 also causes hydraulic fluid to flow through the right front passage 142 and the right front conduit 66 to the right front ground contact member 10. Regarding the rear ground contact member 12, when force F is applied to the braking member 54, the master cylinder 56 provides input to the rear master cylinder output 149, causing hydraulic fluid to flow through the left rear passage 144, the first connecting conduit 74a, the connecting member 72, and the left rear conduit 68 to the left rear ground contact member 12. Additionally, the input from the master cylinder 56 to the rear master cylinder output 149 also causes hydraulic fluid to flow through the right rear passage 146, the second connecting conduit 74b, the connecting member 72, and the right rear conduit 70 to the right rear ground contact member 12. In this way, a single actuation of the brake assembly 40 when the operator depresses the brake member 54 allows braking of all ground contact members 10, 12 via the four channels 140, 142, 144, and 146 of the ABS control module 60. It is understood that if the ABS feature is enabled, the flow of hydraulic fluid to any of the brake calipers 48, 52 can be modulated, temporarily stopped, and / or otherwise regulated by the ABS control module 60 to minimize slip and maintain steering control of the vehicle 2.

[0058] Now for reference Figure 10B Regarding the operation of the braking assembly 40, a schematic diagram of an alternative hydraulic system 150' for vehicle 2 is disclosed, wherein, with the same reference numerals, the hydraulic system 150 ( Figure 10AThe same components. In operation, when the operator applies force F to the braking member 54, the brake master cylinder 56 transmits force F to the ABS control module 60. More specifically, when force F is applied to the braking member 54, the brake master cylinder 56 provides input to the forward master cylinder output 148, causing hydraulic fluid to flow through the left front passage 140 and the left front guide 64 to the left front ground contact member 10. Additionally, the input provided to the forward master cylinder output 148 also causes hydraulic fluid to flow through the right front passage 142 and fluidly connected to the first right front guide 164 of the connecting block or connecting member 162. The first right front guide 164 is fluidly connected to the first switching member 126' of the connecting member 162 and transmits hydraulic fluid or other braking inputs or signals to the right front ground contact member 10 through the second right front guide 66.

[0059] Regarding the rear ground contact member 12, when a force F is applied to the braking member 54, the brake master cylinder 56 provides an input to the rear master cylinder output 149, causing hydraulic fluid to flow through the right rear passage 146, connecting conduit 74, connecting member 72, and right rear conduit 70 to the right rear ground contact member 12. Additionally, the input from the brake master cylinder 56 to the rear master cylinder output 149 also causes hydraulic fluid to flow through the left rear passage 144, which is fluidly connected to the connecting member 162 via the first connecting conduit 168. At the connecting member 162, hydraulic fluid or other braking inputs or signals are transmitted through the second switching member 126'' and flow through the second connecting conduit 166, which is fluidly connected to the connecting member 72. At the connecting member 72, hydraulic fluid or other braking inputs flow to the right rear ground contact member 12 via the left rear conduit 68. In this manner, a single actuation of the brake assembly 40 when the operator presses down the brake member 54 allows braking of all ground-contacting members 10 and 12 via four channels 140, 142, 144, and 146 of the ABS control module 60. It is understood that if ABS features are enabled, the ABS control module 60 can modulate, temporarily stop, and / or otherwise regulate the flow of hydraulic fluid to any of the brake calipers 48 and 52, thereby minimizing slip and maintaining steering control of the vehicle 2.

[0060] ABS operating mode

[0061] Regarding the operation of brake assembly 40 Figures 11 to 13 Several different operating modes that can be used for the ABS feature are disclosed. As disclosed herein, the braking assembly 40 can be configured to automatically deactivate the ABS feature when the vehicle speed is below a specified or predetermined speed (e.g., 30 kph) and to automatically activate the ABS feature when the vehicle speed is above a specified speed. Alternatively, the braking assembly 40 can be configured to allow the user to manually activate and deactivate the ABS feature.

[0062] Figure 11 A first operating mode of the braking assembly 40 is disclosed, in which the ABS feature is always activated when the user applies the brakes (i.e., "ABS activation mode"). More specifically, if the vehicle 2 initially begins operating in normal driving mode (i.e., the ABS feature is not initially activated), then in step 200, the electrical system 120 can determine whether the braking assembly 54 has been actuated ( Figure 2 If braking has not been applied, then in step 202, vehicle 2 continues to be operated by the operator in normal driving mode. However, if braking has already been applied in step 200, for example by braking member 54, then in step 204, ABS control module 60 controls braking component 40, and since ABS features are always enabled in this ABS activation mode, ABS features are utilized during braking. In step 204, ABS control module 60 receives input from at least pressure sensor 134, brake pressure switch 126, wheel speed sensors 80, 90, ECM 122, and display 124. Display 124 may also receive input from a portion of powertrain 30, such as engine and / or transmission (not shown), regarding the operating conditions of this portion of the powertrain. With this information, in step 206, ABS control module 60 uses the hydraulic fluid reservoir 152 ( Figure 10A The ABS control module 60 modulates the braking pressure cycle using hydraulic fluid to distribute pressurized braking fluid to at least some of the contact members 10 and 12. During step 206, the ABS control module 60 modulates the pressurized braking fluid based on information received from wheel speed sensors 80 and 90 to achieve appropriate vehicle deceleration through different wheel slippages. Once the vehicle 2 has decelerated appropriately and braking has terminated, in step 208, the vehicle 2 returns to normal driving mode until another braking input is applied, at which point the ABS control module 60 will automatically reuse ABS features in ABS activation mode.

[0063] However, now refer to Figure 12 As disclosed herein, the ABS characteristics of the braking assembly 40 can be selectively activated in a second operating mode (i.e., "ABS on-off mode"). More specifically, in the ABS on-off mode, the ABS characteristics may not always be activated during braking input, but the operator can selectively activate or deactivate the ABS characteristics via the display 124. Figure 12Step 210 is disclosed, which allows the electrical system 120 to determine whether user input or user selection has been provided to the display 124 to enable or disable the ABS feature, so that the vehicle 2. If the vehicle 2 is operating in normal driving mode and no input has been provided to the display 124, the vehicle 2 continues in normal driving mode and is controlled by the operator, as shown in step 212.

[0064] However, if the ABS function of the braking assembly 40 has been deactivated in step 210, then in step 214, the electrical system 120 (including the ABS control module 60) uses data from the wheel speed sensors 80, 90 (…). Figure 9 The information is used to determine whether the vehicle speed is below a predetermined value (e.g., 30 kph). If the vehicle speed is below the predetermined speed threshold (e.g., 30 kph), then in step 216, the ABS control module 60 determines whether to apply braking force to the braking member 54. Figure 2 The ABS control module 60 senses the input and initiates braking. If no braking is sensed, the vehicle 2 continues to operate in normal driving mode and is controlled by the operator, as shown in step 218. Furthermore, even if braking is sensed, as long as the vehicle speed is below a predetermined operating condition (e.g., vehicle speed 30 kph), the ABS control module 60 allows braking without ABS features, as shown in step 220. In step 222, the vehicle 2 will brake and decelerate without ABS features and return to normal driving mode. In this way, if the user has already disabled ABS features and the vehicle speed is below a predetermined threshold, the ABS features of the braking assembly 40 will not be automatically activated. Thus, when the braking assembly 40 operates in ABS on-off mode, braking can occur without ABS features being activated.

[0065] However, as in Figure 12 As shown in step 224, if the vehicle speed exceeds a predetermined threshold (e.g., 30 kph), the ABS control module 60 is automatically activated to control the operation of the braking assembly 40 and to enable the ABS feature, even though the user previously selected to disable the ABS feature via display 124. In this way, the ABS control module 60 will automatically change from normal driving mode to anti-lock braking mode in response to vehicle speed, regardless of the user's previous selection regarding the ABS feature. In step 224, the ABS control module 60 receives inputs, signals, or other information from several other components (e.g., brake pressure switch 126, pressure sensor 134, wheel speed sensors 80, 90, ECM 122, and display 124). Using this information, the ABS control module 60 then uses the fluid from the hydraulic fluid reservoir 152 in step 226... Figure 10AThe ABS control module 60 modulates the braking pressure cycle using hydraulic fluid to distribute pressurized braking fluid to each contact member 10, 12. During step 226, the ABS control module 60 (e.g., internal solenoid) modulates the pressurized braking fluid based on information received from wheel speed sensors 80, 90 to achieve appropriate vehicle deceleration through different wheel slippages. Once the vehicle 2 has decelerated appropriately, in step 228, the vehicle 2 returns to normal driving mode until another braking input is applied.

[0066] Reference Figure 13 The third operating mode of the braking assembly 40 is shown as the ABS control module mode. More specifically, when the operator directs the brake assembly 54 ( Figure 2 When input is provided, the brake input is transmitted to the master cylinder 56 to initiate the braking process, as shown in step 230. Braking pressure can be supplied in step 232 by the brake pressure switch 126 and the pressure sensor 134. Figure 10A The speeds of the ground contact components 10 and 12 are determined by the corresponding wheel speed sensors 80 and 90, as shown in step 234.

[0067] Based on this information from steps 232 and 234, the electrical system 120 (including the ABS control module 60) can determine whether the deceleration rate of any of the ground contact members 10, 12 is greater than the deceleration rate of the other ground contact members 10, 12, as shown in step 236. If the deceleration rate of one of the ground contact members 10, 12 is not greater than the deceleration rate of the other ground contact members, the braking pressure is maintained until the operator releases the brake member 54, as shown in step 238.

[0068] However, if the deceleration rate of one of the contact members 10 and 12 is greater than that of the other contact members, then in step 240, the ABS control module 60 (e.g., an internal solenoid) can release the braking pressure on the contact member 10 or 12 with the greater deceleration rate than the other contact members. In step 240, the ABS control module 60 is configured to release the braking pressure on that contact member 10 or 12 until the deceleration rate of the remaining contact members 10 or 12 increases to be equal to that of the one contact member 10 or 12. In this way, the ABS control module 60 utilizes ABS characteristics to minimize wheel slippage on the ground and maintain steering control of the vehicle 2.

[0069] Once all the ground contact components 10, 12 have approximately equal deceleration rates, the ABS control module 60 reapplies braking pressure to the ground contact component 10, 12 with the initial larger deceleration rate, so that braking pressure is now applied to all ground contact components 10, 12, as shown in step 242.

[0070] Understandably, the braking component 40 can be preset to only use... Figures 11 to 13 One of the three operating modes can be used, as set by the manufacturer or dealer of vehicle 2, or it can be configured to operate based on user input. Figures 11 to 13 It can operate in any operating mode within the operating modes. It is understandable that, in... Figures 11 to 13 In any of the three operating modes, the ABS control module 60 can automatically activate the ABS features in response to errors in the vehicle speed transmitted by the ECM 122 and / or sensors 80, 90. Additionally, depending on the operating mode, the user has the ability to turn the ABS features on and off during vehicle 2 operation, thus allowing for adjustments to the performance and handling of vehicle 2 while operating it. However, as disclosed herein, the electrical system 120 may ignore user requests to deactivate or deactivate the ABS features based on predetermined vehicle conditions (e.g., a vehicle speed of at least 30 kph).

[0071] Furthermore, it is understandable that both the ABS on / off mode and the ABS on / off mode can utilize the characteristics of the ABS control mode by modulating the braking pressure, such as in... Figure 13 As best disclosed in steps 206 and 226 respectively. Thus, when the ABS feature is enabled, the ABS control module 60 is configured to monitor the deceleration rate of each ground contact member 10, 12 and can adjust or modulate the flow of hydraulic pressure to any brake caliper 48, 52 of the ground contact member 10, 12 that has a higher deceleration rate than the other ground contact members.

[0072] ASLD Operation Mode

[0073] Reference Figure 14A and Figure 14B Vehicle 2 can be configured with an adjustable speed limiting device or feature (“ASLD”), wherein a user can selectively limit the speed limit while vehicle 2 is in operation. For example, a user can enable or disable the adjustable speed limiting feature via display 124, which will allow vehicle 2 to operate at a speed limit between a predetermined lower speed limit (e.g., 30 kph) and a predetermined maximum speed limit. When using the adjustable speed limiting feature, the user can adjust the speed limit at predetermined speed intervals or increments (e.g., 5 kph) for each step change.

[0074] like Figure 14A and Figure 14BAs shown, in step 170, vehicle 2 operates in normal driving mode. When vehicle 2 operates in normal driving mode, display 124 is in the corresponding normal driving mode, as shown in step 172. In step 174, the operator or another user accesses the display menu options by pressing or otherwise providing input to the "mode" input on display 124. In step 176, the user scrolls through the display menu options using inputs such as the "up" and "down" arrow buttons. In step 178, the user can select and access an ASLD display menu option. If the user does not select an ASLD display menu option, then in step 179, the user can select the "exit" input. If the user selects the "exit" option in step 179, display 124 returns to normal driving mode, as shown in step 172. However, if the user does not select the "exit" option in step 179, the user can continue scrolling through the display menu options, as shown in step 176.

[0075] If, in step 178, the user selects and enters the ASLD display menu option, then in step 180, vehicle 2 begins operating according to the ASLD characteristics. While utilizing the ASLD characteristics in step 180, the electrical system 120 (e.g., ABS control module 60) can communicate with display 124, ECM 122, and wheel speed sensors 80, 90 to obtain any necessary information for operating vehicle 2 according to the ASLD characteristics. In step 182, display 124 provides or displays the actual vehicle speed and a user-selectable speed limit. The user-selectable speed can be labeled on the display as “Set Speed,” “Speed ​​Limit,” or any other type of alphanumeric code, label, or information reminding the user of the location of the selectable speed limit option on display 124. In one embodiment, the user-selectable speed limit can be initialized to the maximum speed of vehicle 2, rounded to the nearest 5 kph.

[0076] In step 184, the user-selectable speed limit variable can be updated to any value chosen by the user and stored in ECM 122. In step 186, ECM 122 provides the updated user-selected speed limit to display 124, allowing the user to quickly determine the speed limit. In step 188, ECM 122 will not allow vehicle 2 to travel faster than the user-selected speed limit.

[0077] In step 190, when the user operates vehicle 2 according to the ASLD characteristics, an input (e.g., a button) can be activated (e.g., pressed) on display 124. For example, if the "mode" input is activated in step 190, vehicle 2 continues to operate according to the ASLD characteristics.

[0078] However, if the "down" input (e.g., the down arrow button) is activated in step 190, the display 124 sends a reduction command to the ECM 122 via the CAN bus network to reduce the user-selected speed limit as possible, as shown in step 191. In step 192, it is determined whether the current user-selected speed limit is greater than a predetermined speed value (e.g., 30 kph). If step 192 determines that the user-selected speed limit is greater than the predetermined speed value, the ECM 122 reduces the value of the user-selected speed limit by a predetermined increment (e.g., 5 kph), as shown in step 193. After step 193, the ECM 122 is updated with the reduced user-selected speed limit, as shown in step 184.

[0079] However, if step 192 determines that the speed limit selected by the user is not greater than the predetermined speed value, then as shown in step 194, ECM 122 ignores the request to modify the speed limit selected by the user via display 124, and ECM 122 continues to store the original speed limit selected by the user, as shown in step 184.

[0080] However, if in step 190, if the "up" input (e.g., the up arrow button) is activated, then as shown in step 195, display 124 sends an incremental command to ECM 122 via the CAN bus network to increase the user-selected speed limit if possible. In step 196, it is determined whether the current user-selected speed is less than the nominal maximum vehicle speed of vehicle 2. If step 195 determines that the user-selected speed limit is less than the nominal maximum vehicle speed, then ECM 122 increases the value of the user-selected speed limit by a predetermined increment (e.g., 5 kph), as shown in step 197. After step 197, ECM 122 is updated with the increased user-selected speed limit, as shown in step 184.

[0081] However, if step 196 determines that the speed limit selected by the user is greater than the nominal maximum vehicle speed, then ECM 122 ignores the request to modify the speed limit selected by the user via display 124, as shown in step 194.

[0082] Additionally, in one embodiment, if vehicle 2 operates in multiple different modes (e.g., farm or ranch mode), the user can first shift to a lower gear before activating the adjustable speed limiting feature via display 124. Once the adjustable speed limiting feature is activated, the predetermined speed increment for each step change can be approximately 1 mph. For example, in an embodiment of vehicle 2 with farm or ranch operating mode, the predetermined lower speed limit can be approximately 5 mph, and the predetermined maximum speed limit can be approximately 12 mph, where the predetermined speed increment for each step change is approximately 1 mph.

[0083] ESC Operation Mode

[0084] Additionally, such as at least in Figure 9 As shown, by adding a steering angle sensor 130, any other component of the ECM 122, ABS control module 60, and / or electrical system 120 may include an electronic stability control (“ESC”) component or program 160. The ESC component 160 may include a yaw rate sensor and a steering angle sensor 130, the yaw rate sensor being positioned on the steering assembly 26 (…). Figure 1 The ESC component 160 may be configured within the ECM 122, within any other component of the electrical system 120, and / or may be a separate module electrically connected to the electrical system 120 and / or the ECM 122. In one embodiment, a user may selectively enable the ESC component 160 via the display 124 and / or any other component of the vehicle 2; however, in other embodiments, the ECM 122 or other components of the electrical system 120 may automatically enable the ESC component 160 based on multiple different operating conditions (e.g., vehicle conditions, environmental conditions, terrain conditions, etc.). Moreover, it is understood that the ESC component 160 may always be enabled when the vehicle 2 is started, so that the ESC component 160 is not selectively enabled or disabled.

[0085] More specifically, and as Figures 15 to 20 As shown, the ESC component 160 is configured to operate in multiple different operating modes. Regarding... Figure 15 The ESC component 160 is configured to operate in either a first or normal ESC and ABS operating mode. In the normal ESC and ABS operating mode, when the vehicle 2 is operating in normal driving mode (as shown in step 250), in step 252, the electrical system 120 can determine whether the braking component 54 has been actuated. Figure 2 If braking has not been applied, then in step 254, vehicle 2 continues to be controlled by the operator in normal driving mode.

[0086] However, if braking has already been applied in step 252, for example by braking member 54, then in step 256, the ABS control module 60 controls the braking assembly 40. In step 256, the ABS control module 60 may actively request a predetermined reduction in drag torque from the ECM 122. Additionally, in step 256, the ABS control module 60 communicates with at least the pressure sensor 134, the brake pressure switch 126, the wheel speed sensors 80 and 90, the ECM 122, and the display 124. The display 124 may also communicate with a portion of the powertrain 30, such as the engine and / or transmission (not shown), regarding information on the operating conditions of that portion of the powertrain, and the ECM 122 may communicate with other components of the vehicle 2.

[0087] Based on this information, in step 258, the ABS control module 60 uses fluid from the hydraulic fluid reservoir 152 ( Figure 10A The ABS control module 60 modulates the brake pressure cycle using hydraulic fluid to distribute pressurized brake fluid to each brake caliper 48, 52. During step 258, using information from speed sensors 80, 90, the ABS control module 60 modulates the pressurized brake fluid based on the information received from the wheel speed sensors 80, 90 to achieve appropriate vehicle deceleration through different wheel slippages. Once the vehicle 2 has decelerated appropriately and braking has terminated, in step 260, the vehicle 2 returns to normal driving mode until another braking input is applied.

[0088] about Figure 16 The ESC component 160 is configured to operate in a second or hill descent control (“HDC”) operating mode. In HDC operating mode, when the vehicle 2 is operating in normal driving mode (as shown in step 262), the electrical system 120 can determine in step 264 whether the accelerator component 53 has been released. Figure 2 This ensures that at least no acceleration is applied. If the accelerator component 53 is not released, then in step 266, vehicle 2 continues to operate in normal driving mode under the control of the operator who presses down or otherwise provides input to the accelerator component 53. In step 266, as long as the vehicle speed is less than a predetermined speed value (e.g., 4 mph), vehicle 2 continues to operate in normal driving mode while the operator provides input to the accelerator component 53.

[0089] However, if the accelerator component 52 has been released in step 264, then in step 268, the ABS control module 60 controls the braking assembly 40. In step 268, the ABS control module 60 may monitor inputs from speed sensors 80, 90 to apply an appropriate amount of braking pressure to each caliper 48, 52 to reduce vehicle speed while maintaining a predetermined or specified vehicle speed deceleration rate and appropriate wheel slippage. In one embodiment, the predetermined or specified vehicle speed deceleration rate may be approximately 4 mph when the vehicle 2 is traveling downhill. Additionally, in step 268, the ABS control module 60 communicates at least with pressure sensor 134, brake pressure switch 126, ECM 122, and display 124. The display 124 may also communicate with a portion of the powertrain 30, such as the engine and / or transmission (not shown), regarding information on the operating conditions of that portion of the powertrain, and the ECM 122 may communicate with other components of the vehicle 2. In one embodiment, in step 268, the ECM 122 communicates with the engine to determine torque and rpm information, and may also communicate with the accelerator component 53 for electronic throttle control. Figure 2 ).

[0090] In step 270, the ESC component 160 is configured to maintain the speed and / or speed reduction at a predetermined vehicle speed (e.g., 4 mph) until the vehicle 2 comes to a stop, or until the operator provides input to the accelerator component 53 (i.e., requests a speed greater than the predetermined vehicle speed (e.g., 4 mph), thereby releasing the braking input).

[0091] about Figure 17 The ESC component 160 is configured to operate in a third or Hill Assist / Hill Hold Control (“HHC”) operating mode. In HHC operating mode, when the vehicle 2 is operating in normal driving mode (as shown in step 272), the electrical system 120 can determine whether the vehicle 2 has stopped moving in the uphill direction and whether the brake element 54 has been sufficiently depressed. Figure 2 The vehicle 2 is kept stationary on the uphill terrain or in the uphill direction, as shown in step 274. If it is determined that the vehicle 2 has stopped moving in the uphill direction, but the braking torque is insufficient to prevent the vehicle 2 from sliding backward in the downhill direction (as shown in step 276), the HDC operating mode is invoked as shown in step 278 to prevent the vehicle 2 from moving backward or sliding in the downhill direction.

[0092] However, if in step 274 it is determined that vehicle 2 has stopped moving in the uphill direction and sufficient braking torque has been provided to keep vehicle 2 stationary on the uphill terrain, then in step 280, the ABS control module 60 controls the braking command. Additionally, in step 280, the ABS control module 60 can monitor the braking pressure input applied by the operator to the braking member 54 and any changes in the G-force sensed in the uphill direction (by the multi-axis g-sensor 132). Figure 9 (Sensing). The ABS control module 60 can also monitor any input to the accelerator component 53, which can be provided to the engine to increase or change engine torque and speed. Moreover, in step 280, the ABS control module 60 communicates with at least the pressure sensor 134, brake pressure switch 126, speed sensors 80, 90, ECM 122, and display 124. The display 124 can also communicate with a portion of the powertrain 30, such as the engine and / or transmission (not shown), regarding information on the operating conditions of that portion of the powertrain, and the ECM 122 can communicate with other components of the vehicle 2. In one embodiment, in step 268, the ECM 122 communicates with the engine to determine torque and rpm information, and can also communicate with the accelerator component 53 ( Figure 2 ) communicates to perform electronic throttle control (“ETC”).

[0093] In step 282, the ESC component 160 is configured to suitably maintain a static braking pressure applied by the operator, which is a braking pressure sufficient to maintain the vehicle 2 in a stationary position for a predetermined amount of time (e.g., 1.0-5.0 seconds, and more specifically, 1.5-3.0 seconds). Alternatively, in step 282, the ESC component 160 is configured to maintain the static braking pressure until the operator, for example, passes through the accelerator member 53 ( Figure 2 The engine torque is applied to overcome the braking torque. The ABS control module 60 can adjust the pressure via the CAN network or messages based on input from the ETC, engine torque, and / or engine speed information.

[0094] In step 284, if vehicle 2 remains on the uphill terrain for a period of time longer than a predetermined amount (e.g., 1.5-3.0 seconds), vehicle 2 may return to the normal driving mode in the uphill direction or may coast backward in the downhill direction. If vehicle 2 returns to the normal driving mode in step 284, the HHC operating mode returns to step 272. However, if vehicle 2 begins to coast backward or move in the downhill direction in step 284, the HHC operating mode returns to step 278 to prevent such movement.

[0095] Reference Figure 18The ESC component 160 is configured to operate in a fourth or rollover mitigation (“ROM”) operating mode. In ROM operating mode, when vehicle 2 is operating in normal driving mode (as shown in step 290), electrical system 120 can determine whether vehicle 2 is moving, turning left or right, and / or accelerating within the G-force specification of vehicle 2, as shown in step 292. If electrical system 120 determines that the vehicle is not moving, turning left or right, and / or accelerating within the G-force specification, vehicle 2 continues to operate in normal straight, left, or right driving mode, as shown in step 294.

[0096] However, if step 292 determines that vehicle 2 is moving, turning left or right, and / or accelerating within the G-force specification of vehicle 2, then step 296 determines whether the lateral acceleration of vehicle 2 is greater than a predetermined or set intervention ROM value. In other words, step 296 determines whether vehicle 2 is likely to overturn. If it is determined that vehicle 2 is likely to overturn, then in step 298, the ABS control module 60 controls the braking command and uses sensors 132, 80 and 90, and 130 to monitor G-force, wheel speed, steering angle, and steering angle change rate, respectively. Additionally, in step 298, the ABS control module 60 may communicate at least with pressure sensor 134, brake pressure switch 126, ECM 122, and display 124. Display 124 may also communicate with a portion of the powertrain 30, such as the engine and / or transmission (not shown), regarding information on the operating conditions of that portion of the powertrain, and ECM 122 may communicate with other components of vehicle 2. In one embodiment, in step 298, the ECM 122 communicates with the engine to determine torque and rpm information, and may also communicate with the accelerator component 53 ( Figure 2 ) communicates to perform electronic throttle control (“ETC”).

[0097] In step 300, the ABS control module 60 is configured to apply appropriate braking pressure to each caliper 48, 52 with an appropriate amount of wheel slippage to obtain a normal lateral stability value (i.e., a stability value within a predetermined range). In step 302, the vehicle 2 returns to normal driving and steering mode.

[0098] Reference Figure 19 The ESC component 160 is configured to operate in a fifth or traction control system (“TCS”) operating mode. In TCS operating mode, when the vehicle 2 is operating in normal driving mode (as shown in step 310), the electrical system 120 can determine whether the operator is driving towards the accelerator component 53 ( Figure 2An input is applied, thereby causing the engine torque and speed to cause wheel slippage, as shown in step 312. If step 312 determines that the operator is not applying an input to the accelerator component 53 in a manner that causes the engine torque and speed to cause wheel slippage, then vehicle 2 continues to operate in normal driving mode and under normal driving conditions, as shown in step 314.

[0099] However, if step 312 determines that the operator is applying input to the accelerator assembly 53 in a manner that causes wheel slippage due to engine torque and speed, then in step 316, the ABS control module 60 controls the acceleration command and actively communicates with the ECM 122 and wheel speed sensors 80, 90 to reduce engine torque and speed. To reduce engine torque and speed, step 316 applies a certain amount of braking pressure to each brake caliper 48, 52 according to different driving modes (e.g., grass or 4 x 1 mode, 4 x 2 mode, 4 x 4 mode, reverse, and any other type of mode configured for vehicle 2). Additionally, in step 316, the ABS control module 60 may communicate at least with the pressure sensor 134, brake pressure switch 126, ECM 122, and display 124. The display 124 may also communicate with a portion of the powertrain 30, such as the engine, transmission, drive shaft, and wheel assemblies 10a, 12a. Figure 2 The ECM 122 can communicate with other components of the vehicle 2 regarding information on the operating conditions of this part of the powertrain assembly.

[0100] In step 318, in conjunction with appropriately modulating the engine torque reduction, the ABS control module 60 appropriately modulates the braking pressure distributed to each brake caliper 48, 52. In step 320, vehicle 2 returns to normal driving mode and operates according to normal driving conditions.

[0101] Reference Figure 20 The ESC component 160 is configured to operate in a sixth or Vehicle Dynamics Control (“VDC”) operating mode. In VDC operating mode, when the vehicle 2 is operating in normal driving mode, as shown in step 322, the electrical system 120 can determine whether the vehicle 2 is moving, turning left or right, pitching, and / or braking at a rate less than a predetermined value for such operation, as shown in step 324. If step 324 determines that the vehicle 2 is not moving, turning left or right, pitching, and / or braking at a rate less than a predetermined value for such operation, then the vehicle 2 operates in normal driving mode and / or according to normal driving conditions using normal steering and braking parameters, as shown in step 326.

[0102] However, if step 324 determines that vehicle 2 is moving, turning left or right, pitching, and / or braking at a rate less than a predetermined value for such operation, then in step 328, the ABS control module 60 controls braking by applying optimal wheel speed parameters using wheel speed sensors 80, 90. More specifically, the ABS control module 60 requests the engine to reduce torque, uses sensor 130 to monitor steering angle and steering rate, and uses sensor 132 to monitor changes in G-force. Additionally, in step 328, the ABS control module 60 may communicate at least with pressure sensor 134, brake pressure switch 126, ECM 122, and display 124. Display 124 may also communicate with a portion of the powertrain 30, such as the engine and / or transmission, regarding information on the operating conditions of that portion of the powertrain, and ECM 122 may communicate with other components of vehicle 2. In one embodiment, in step 328, ECM 122 communicates with the engine to determine torque and rpm information, and may also communicate with accelerator component 53 ( Figure 2 ) communicates to perform electronic throttle control (“ETC”).

[0103] In step 330, the ABS control module 60 appropriately applies braking pressure and appropriate wheel slippage to each contact member 10, 12 to maintain the intended direction (i.e., steering) and maintain stability, thereby preventing oversteer or understeer. The ABS control module 60 also monitors lateral, longitudinal, pitch, and / or yaw directions. In step 332, the vehicle returns to normal driving mode and / or normal driving parameters, steering parameters, and braking parameters.

[0104] Additional details of the braking assembly 40 can be disclosed in U.S. Patent Application Serial No. 15 / 471,469 (Attorney’s File No.: PLR-02-27800.00P), filed March 28, 2017, entitled “Anti-lock Brake System for All-Terrain Vehicle,” the full disclosure of which is expressly incorporated herein by reference.

[0105] Although the invention has been described with exemplary design, further modifications can be made to the invention within the spirit and scope of this disclosure. Therefore, this application is intended to cover any variations, uses, or modifications of the invention using the general principles of the invention. Furthermore, this application is intended to cover any deviations from this disclosure that fall within the scope of known or common practice in the field to which this invention pertains.

Claims

1. A vehicle comprising: Multiple ground contact components; A vehicle frame supported by the plurality of ground-contact components; At least one brake caliper is coupled to a first ground contact member among the plurality of ground contact members and is configured to control the braking pressure to the first ground contact member; A power transmission assembly supported by the frame, the power transmission assembly being operatively connected to at least one of the plurality of ground contact members; An accelerator component configured to receive input from an operator and operably coupled to the power transmission assembly, the accelerator component being configured to have a first state and a second state. At least one sensor supported by the plurality of ground-contacting components; A controller operatively connected to the power transmission assembly and the at least one sensor; as well as A braking control module operatively coupled to the at least one brake caliper, the controller, and the at least one sensor, and operating in a first operating mode in response to the accelerator component being in a first state, and operating in a second operating mode in response to the accelerator component being in a second state.

2. The vehicle as claimed in claim 1, wherein, The first state is the actuated state, and the first operating mode is the normal driving mode.

3. The vehicle as claimed in claim 2, wherein, The second state is a release state, and the second operating mode is a ramp descent control mode configured to maintain a predetermined vehicle speed.

4. The vehicle as claimed in claim 3, wherein, In the second operating mode, the at least one sensor is a speed sensor, and the braking control module is configured to monitor the vehicle speed from the speed sensor and control the braking pressure to maintain a predetermined speed.

5. The vehicle as claimed in claim 4, wherein, The braking control module operates in the second operating mode until the accelerator component changes to the first state.

6. The vehicle as claimed in claim 4, wherein, The braking control module operates in the second operating mode until the vehicle comes to a stop.

7. The vehicle of claim 1, further comprising a display operable to convey information about the operating conditions of the vehicle.

8. The vehicle of claim 1, further comprising a display operatively coupled to both the controller and the braking control module.

9. A method of operating a vehicle having a plurality of ground contact members and at least one braking member, the at least one braking member being operatively coupled to a first ground contact member of the plurality of ground contact members, and an engine being operatively coupled to at least one ground contact member of the plurality of ground contact members, the method comprising: It has been determined that the vehicle has stopped moving in the uphill direction; In response to the vehicle having stopped moving in the uphill direction, the vehicle is operated according to a first operating condition to keep the vehicle in a stationary position; It is determined that the vehicle is moving backward in the downhill direction; and In response to the vehicle moving backward in the downhill direction, the vehicle is operated according to a second operating condition to prevent the vehicle from moving backward in the downhill direction.

10. The method of claim 9, wherein, The first operating condition includes operating the braking assembly to maintain braking pressure at the at least one braking member to keep the vehicle stationary.

11. The method of claim 9, further comprising: It was determined that the operator requested engine torque; And operate the vehicle according to the third operating condition.

12. The method of claim 11, wherein, The third operating condition is the normal driving operating condition.

13. A vehicle comprising: Multiple ground contact components; A vehicle frame supported by the plurality of ground-contact components; At least one brake caliper is coupled to a first ground contact member among the plurality of ground contact members and is configured to control the braking pressure to the first ground contact member; A power transmission assembly supported by the frame, the power transmission assembly being operatively connected to at least one of the plurality of ground contact members; An accelerator component configured to receive input from an operator and operably coupled to the power transmission assembly, the accelerator component being configured to have a first state and a second state. At least one sensor supported by the plurality of ground-contacting components, the sensor being configured to determine the orientation of the vehicle; A controller operatively connected to the power transmission assembly and the at least one sensor; as well as A braking control module, operatively coupled to the controller and the at least one brake caliper, and (a) at a first moment, in response to the vehicle stopping in the uphill direction, the braking control module is configured to operate in a first operating mode to control the at least one brake caliper to hold the vehicle in a stationary position for a predetermined time period, and (b) at a second moment after the first moment, in response to the vehicle moving backward in the downhill direction, the controller is configured to operate in a second operating mode to control the at least one brake caliper to control the movement of the vehicle in the downhill direction.

14. The vehicle as claimed in claim 13, wherein, The predetermined time period is between one and five seconds.

15. The vehicle as claimed in claim 13, wherein, The second operating mode includes controlling the vehicle to prevent it from moving.

16. The vehicle as claimed in claim 13, wherein, The second operating mode includes controlling the vehicle to move backward at a constant speed in a downhill direction.

17. The vehicle of claim 13, further comprising a display operable to convey information about the operating conditions of the vehicle.

18. The vehicle of claim 13, further comprising a display operatively coupled to both the controller and the braking control module.

19. A vehicle comprising: Multiple ground contact components; A vehicle frame supported by the plurality of ground-contact components; At least one brake caliper, the at least one brake caliper being connected to a first ground contact member among the plurality of ground contact members; An electrical system, the electrical system comprising: A control module operably connected to the at least one brake caliper; A first sensor configured to measure a first characteristic of the vehicle; and A second sensor configured to measure a second characteristic of the vehicle; and The control module is configured to operate at least one brake caliper to induce wheel slippage in the first contact member in response to the first characteristic of the vehicle exceeding a first threshold and the second characteristic of the vehicle exceeding a second threshold.

20. The vehicle as claimed in claim 19, wherein, The first characteristic is the acceleration of the vehicle.

21. The vehicle as claimed in claim 20, wherein, The acceleration value is lateral acceleration.

22. The vehicle as claimed in claim 20, wherein, The second characteristic is either steering characteristics or wheel speed.

23. The vehicle as claimed in claim 19, wherein, The electrical system further includes a display configured to convey information relating to the operating conditions of the vehicle.

24. The vehicle as claimed in claim 19, wherein, The electrical system further includes a display operatively connected to both the controller and the braking control module.

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