Abstract: An object of the invention is to reduce an influence of deviation in pressure increasing performance, which would be caused by individual differences of pressure increase valves, so that a desired braking force may be obtained. A moderate pressure increasing operation is carried out for wheel cylinder pressure of a wheel, which is on a high ?-road, wherein a demand differential pressure for a pressure increase valve is set at a first target pressure for a first time period and then switched to a second target pressure for a second time period. The influence of the deviation may be absorbed during the moderate pressure increasing operation, so that a difference of wheel cylinder pressure between front left and front right wheels may be reduced.

Abstract: In an ABS control, a vehicle brake control device detects a sudden change road in which a friction coefficient changes suddenly from a high value to a lower value and controls, based on the detection of the sudden change road, the currents to be supplied to a first and a second electrical motor in a first manner or a second manner, wherein in the first manner the currents are controlled so that the first and second electrical motors would eventually stop rotating if the motor control portion kept controlling the currents in the first manner for a sufficiently long time, and in the second manner the currents are controlled so that the first and second electrical motors would eventually start rotating in a reverse direction if the motor controlling portion kept controlling the currents in the second manner for a sufficiently long time.

Abstract: The present invention relates to a braking hydraulic circuit for linear pressure reduction of a front/rear wheel braking liquid pressure in a vehicle. On a liquid pressure return line formed between wheel cylinders and a master cylinder, a two-system liquid pressure control circuit separately passes liquid pressures to be discharged from the wheel cylinders and then unifies the liquid pressures. The liquid pressure control circuit has normal open type solenoid valves and normal close type solenoid valves. Therefore, at the time of implementation of ABS (Antilock Brake System) or TCS (Traction Control System), linear control of a front/rear wheel braking liquid pressure can be realized. In addition, a difference in pressure intensification gradient according to a difference in generation time between the front and rear wheels can be eliminated.

Abstract: The invention relates to an electronically regulatable vehicle brake system with traction control, in which a master cylinder is connected indirectly via a hydraulic unit to at least one wheel brake. The hydraulic unit has electromagnet valves and an externally triggerable pressure generator, for modulating the wheel brake pressure, optionally independently of the driver. For preventing wheel slip, the pressure generator is connected by its intake side to an intake conduit, among other things, that is controllable by an intake valve. To enhance the dynamics and improve the regulatability of a vehicle brake system, a self-aspirating pressure fluid storage unit is connected to the intake conduit and makes an aspiration volume available to the pressure generator.

Abstract: A vehicle control device using brake hydraulic pressure includes a hydraulic unit having a housing and an electronic control unit having a casing. The housing of the hydraulic unit is mounted on a mounting surface of the casing of the electronic control unit so that the casing of the electronic control unit protrudes from the housing of the hydraulic unit to one side. On the protruding area of the casing, a bulge is formed in which a vehicle behavioral sensor is mounted. A control connector is also provided on the protruding area of the casing. The bulge does not protrude from the substantially square contour of the vehicle control device. Thus, the bulge will scarcely increase the installation space of the vehicle control device. A vehicle behavioral sensor is mounted on a small substrate.

Abstract: A braking system for a lift truck performs all service braking using truck traction drive motors. Mechanical, spring applied, electrically released brakes are coupled to wheels on opposite sides of the truck with the mechanical brakes applying unequal braking forces to the wheels. The mechanical brakes perform park braking and, in the event an electrical system problem arises, backup braking as well that can be modulated by an operator of the truck regardless of the operating condition of the truck.

Abstract: A hydraulic brake apparatus for use in a vehicle having wheels and a brake operating member manually operable by a driver, the apparatus including a manual pressure source including (a) a hydraulic booster which boosts an operating source applied by the driver to the brake operating member and produces a first hydraulic pressure corresponding to the boosted operating force, and (b) a master cylinder which produces a second hydraulic pressure corresponding to the boosted operating force as an output of the hydraulic booster; a power pressure source which produces, by utilizing a power, a third hydraulic pressure irrespective of whether the brake operating member is operated; hydraulic brakes which are provided in association with the wheels, respectively, and include respective brake cylinders, and each of which, upon supplying of a hydraulic pressure to a corresponding one of the brake cylinders, applies a hydraulic braking force to a corresponding one of the wheels; a hub portion which is connected to each o

Abstract: A hydraulic system for limited wheel slip of a traction drive system includes first and second pilot directional valves between a hydraulic pump and first and second hydraulic wheel motors. If a wheel slips, the first or second pilot directional valves moves to a first position directing some hydraulic fluid through a restricted passage to the slipping motor and the remainder through an unrestricted passage to the opposite motor. Absent wheel slip, the pilot directional valve is in a second position directing all of the hydraulic fluid through an unrestricted passage to the corresponding motor. The first and second pilot directional valves detect wheel slippage and move between the first and second positions based on a first pilot signal corresponding to the pressure sensed entering the respective pilot directional valve, which is balanced against a biased spring and a second pilot signal from the opposite motor.

Abstract: An anti lock braking system for commercial vehicles is described. The system includes a rear axle brake assembly having a rear brake for each rear wheel, a relay valve for controlling rear axle brakes and a plurality of pressure modulator valves operatively connected to the relay valve, each having an outlet connected to one of the rear brakes. Multiple connector cartridges are used to sealingly connect the relay valve to each of the pressure modulator valves. The connector cartridges have a first end defining a non rotation-dependent fitting, such as a cartridge fitting, cooperating with a corresponding port cavity to form the sealed connection.

Abstract: In one embodiment, a vehicle braking system, for delivering pressurized air to a brake chamber to achieve a desired braking response, includes an air-pressure controlled relay valve for delivering the pressurized air to the brake chamber. A solenoid receives a variable control input pressure and delivers the control input pressure to the relay valve as a function of a state of the solenoid. An ECU controls the solenoid according to a control model for delivering the pressurized air to the brake chamber and achieving the desired braking response.

Abstract: A method and system is provided for detecting and performing diagnostics regarding an incipient ground fault that may occur in an electrical propulsion system of a traction vehicle, such as a locomotive, transit vehicle, or off-highway vehicle. The method allows providing a first ground connection for the electrical propulsion system. This first ground connection forms a grounding path generally used by the electrical propulsion system during normal operation. The method further allows providing a second ground connection for the electrical propulsion system. This second ground connection forms a grounding path selectively usable in lieu of the first ground connection. A control strategy is defined for switching between the first ground connection and the second ground connection. A respective leakage current associated with at least one of the first and second ground connections may be monitored.

Abstract: The present invention provides a three-wheel vehicle (10) having an electronic vehicle stability system and a method for stabilizing a three-wheel vehicle. The three-wheel vehicle (10) features a left (22) and right front wheel (24) laterally spaced apart and a single centered rear wheel (18) each having a tire contact patch which together define a triangular pattern of contact tire patches defining left and right rollover axis. The electronic vehicle stability system is adapted to calculate a dynamic status of the vehicle (10) based on inputs received from sensors and to output signals to the braking system to generate a specific moment about one of the left and right rollover axis when the calculated dynamic status of the vehicle exceeds a predetermine threshold indicative of a precursory condition of rollover.

Abstract: A method is provided for brake pressure distribution between the axles of a vehicle with a pressure medium brake, which vehicle includes rotational speed sensors, which rotational speed sensors are assigned to wheels which can be braked and which rotational speed sensors serve as actual value sensors. The brake pressure distribution between axles is regulated as a function of a difference in wheel rotational speeds between axles or wheel slip values between axles at the axles, and the exceedance of a predefined limit value by the difference in the wheel rotational speed between axles or the wheel slip values between axles during a braking process serves for the regulation of the brake pressure distribution (differential slip regulation).

Abstract: A travel control device for a work vehicle includes: a hydraulic pump; a plurality of hydraulic motors connected to the hydraulic pump in parallel through a closed-circuit connection, that drive different wheels with pressure oil delivered from the hydraulic pump; a slip detection device that detects a slip occurring at each of the wheels; and a flow control device that reduces, upon detection of a slip occurring at any of the wheels by the slip detection device, a quantity of pressure oil supplied to a hydraulic motor for driving the wheel at which the slip has been detected, among the plurality of hydraulic motors.

Abstract: The invention relates to a hydraulic braking system having a device for controlling brake slip, drive slip, and/or the driving stability of a vehicle. Among other things, such devices use pumps, valves, and reservoirs to control brake pressure in the wheel brakes in accordance with wheel slip occurring at the particular wheels. These components are in contact with each via a hydraulic circuit. The hydraulic circuit is built into a hydraulic block that has spaces for installing the components and channels for hydraulic contact. The invention makes possible a particularly compact and reduced-weight design of the hydraulic bloc and at the same time low manufacturing costs. For this purpose an advantageous layout and sealing of channels relative to each other and to the surrounding area is provided.

Abstract: In one example, A method for controlling a powertrain of a vehicle with wheels, the vehicle having a pedal actuated by a driver, is described. The method may include generating powertrain torque transmitted to the wheels in a first relation to actuation of the pedal by the driver during a first condition where said transmitted torque causes said wheels to slip relative to a surface; overriding said driver actuated powertrain torque to control said slip; and during a second condition after said first condition where said vehicle is moving less than a threshold, generating powertrain torque transmitted to the wheels in a second relation to actuation of the pedal by the driver, where for a given pedal position, less powertrain torque is transmitted with said second relation compared to said first relation.

Abstract: The present invention provides a non leak check valve typed traction control valve. A low pressure check valve 8, which is provided in a pressure rise channel independent of a main oil passage of a TCV (Traction Control Valve), is opened during the normal braking when a driver operates a brake. Accordingly, oil pressure corresponding to the degree of braking is quickly provided. Further, when the TCS (ESP) is operated on the basis of signals from various sensors for the purpose of stably driving a vehicle even though the brake is not operated, the low pressure check valve provides an excellent airtight seal against the pressure rise channel. Therefore, pressure capable of controlling a wheel cylinder is sufficiently maintained at low pressure (10 bar or less).

Abstract: A brake control apparatus for a vehicle includes: controlling means having timing means for timing an elapsed time from a brake operation starting time, and extended period of time calculating means obtaining an extended period of time based upon a target wheel cylinder pressure corresponding to an operation amount detected by an operation amount detecting sensor when the timing means times a predetermined period of time at which an amount of brake fluid discharged by each pump reaches a threshold value of brake fluid amount to generate an actual wheel cylinder pressure. During the extended period of time, the value of electric current to be supplied to each first and second motor is maintained at the maximum value.

Abstract: Disclosed is a method and brake system for modulating brake pressures in a motorcycle brake system with anti-lock function and integral braking function. Inlet and outlet valves (9, 10) are provided in each case for brake slip control in a front-wheel brake circuit (1) and a rear-wheel brake circuit (2). Active pressure buildup in a brake circuit other than the brake circuit actuated by the motorcyclist is performed by the integral braking function using a pump (15) and at least one separating and change-over valve (11, 18) in at least one of the brake circuits (1, 2). In the brake circuit (1, 2) being initiated by the integral function, brake pressure modulation is controlled or regulated using the change-over valve (18) and/or the separating valve (11) during brake slip control.

Abstract: In one embodiment, a vehicle braking system, for delivering pressurized air to a brake chamber to achieve a desired braking response, includes an air-pressure controlled relay valve for delivering the pressurized air to the brake chamber. A solenoid receives a variable control input pressure and delivers the control input pressure to the relay valve as a function of a state of the solenoid. An ECU controls the solenoid according to a control model for delivering the pressurized air to the brake chamber and achieving the desired braking response.

Abstract: A system for automatically determining a public transport vehicle emergency braking characteristics, in particular of a railway vehicle, includes elements (1) for measuring the vehicle speed, elements (2) for measuring the distance travelled by it, and elements (3) for triggering an emergency braking of the vehicle to actuate its braking elements (4). The system includes elements for detecting (5) the activation of the elements (3) triggering the emergency braking and elements for detecting (5) when the vehicle stops, adapted to activate/deactivate the operation of elements (9) acquiring data concerning the speed and the distance travelled by the vehicle for a time interval running between the activation of the emergency triggering elements and the moment the vehicle stops, and elements (9) for analyzing the data to deliver at least a information concerning the distance travelled by the vehicle during the time interval.

Abstract: The present invention relates to a method for improving the control behavior of a controlled automotive vehicle system, in particular an anti-lock brake system (ABS), a driving stability control system (ESP), or another brake system extended by other functionalities, wherein evaluated wheel dynamics data (dyn) and evaluated wheel slip data (slip) are taken into account as a criterion for the initiation of a control intervention for each individual wheel, and the sum thereof is compared to a control threshold (?). For a better weighting of wheel dynamics and slip, the invention discloses determining evaluation parameters (?, ?) that can be modified in response to driving conditions and taking them as a reference in the evaluation of the wheel dynamics data (dyn) and in the evaluation of the wheel slip data (slip).

Abstract: A master cylinder supplies pressure to calipers through first to twelfth valves. A hydraulic brake system includes a third accumulator and a thirteenth valve connected to the first and second valves, and a fourth accumulator and a fourteenth valve connected to the seventh and eighth valves. Pressures stored in the third and fourth accumulators are discharged by opening the thirteenth and fourteenth valves when entering a prefill mode. Pressure in a hydraulic line is stored in the third and fourth accumulators by opening the thirteenth and fourteenth valves, closed when entering a reserve mode. A control method includes generating a prefill flag; discharging pressures stored in the third and fourth accumulators by opening the thirteenth and fourteenth valves; allowing the pressures to act on the calipers by closing the thirteenth and fourteenth valves, after discharging fluxes stored in the third and fourth accumulators; and entering a pressure increase control mode.

Abstract: A method and system is provided for detecting and performing diagnostics regarding an incipient ground fault that may occur in an electrical propulsion system of a traction vehicle, such as a locomotive, transit vehicle, or off-highway vehicle. The method allows providing a first ground connection for the electrical propulsion system. This first ground connection forms a grounding path generally used by the electrical propulsion system during normal operation. The method further allows providing a second ground connection for the electrical propulsion system. This second ground connection forms a grounding path selectively usable in lieu of the first ground connection. A control strategy is defined for switching between the first ground connection and the second ground connection. A respective leakage current associated with at least one of the first and second ground connections may be monitored.

Abstract: An automotive braking system controls the flow of pressurized brake fluid from a tandem master cylinder to several wheel brakes via a pair of braking circuits. Each circuit features a pressure relief line having, in series, a normally-closed valve, low-pressure accumulator, check valve, pump, damping chamber, and throttling orifice. A bypass line including a normally-closed bypass valve that is operated to interconnect the pressure relief lines of the first and second braking circuits proximate to the suction side of the pump, preferably downstream of the wheel brake outlet valves between the low-pressure accumulator and the check valve, selectively feeds fluid from one braking circuit to the other braking circuit to thereby reduce system response time when, for example, one or more wheel brakes driven by the other braking circuit is actuated to enhance vehicle traction or stability.

Abstract: In a vehicular brake control system in which pressure upstream of a plurality of pressure increase control valves is variable, a brake control ECU sets a value of a current supplied to a solenoid coil in each of the pressure increase control valves in accordance with a physical quantity corresponding to a brake fluid pressure upstream of the pressure increase control valves, e.g., in accordance with a master cylinder pressure detected by a pressure sensor and an instruction current value for differential pressure control valves.

Abstract: A brake fluid pressure controller for a vehicle having a brake system, a brake operation element and a master cylinder, the brake system including: a pump configured for being activated and increasing brake fluid pressure to provide braking force to a wheel brake of the other brake system in which the brake operation element is not operated; a cutoff valve which blocks an output fluid pressure passage leading from a master cylinder-side to a wheel brake-side when the pump is operated; a brake fluid pool disposed downstream of the cutoff valve and upstream of the pump; and a pressure member configured for being slidably moved by a brake fluid pressure generated on the master cylinder-side relative to the cutoff valve by an operation of the brake operation element and for providing pressure to a fluid pressure passage leading to the wheel brake.

Abstract: A target vehicle speed is switched between a target slip vehicle speed and a target torque vehicle speed on the basis of a result of a determination regarding whether or not a vehicle is insufficiently accelerated. More specifically, if traction control is not performed, the target slip vehicle speed is set as the target vehicle speed. If it is determined that the vehicle is sufficiently accelerated during traction control, a value obtained by subtracting a maximum permissible value from a value set last time as the target vehicle speed is compared with the target slip vehicle speed, and the larger one of them is set as the target vehicle speed this time.

Abstract: In a method for joining at least two work pieces by friction stir welding wherein the work pieces are placed placed in overlapping relationship and are at least partially plasticized in the area where they are to be joined by a rotating friction tool provided with a pin-like projection which is moved axially into the area of the joint to be formed, the projection on the rotating tool has a length corresponding about to the thickness of the upper work piece and a shoulder around the pin-like projection so that, upon movement of the tool toward the work pieces, the work piece material is plasticized by the rotating pin-like projection which moves axially into the work piece material until it reaches the surfaces of the lowermost workpiece.

Abstract: A stabiliser has a main electrical motor that drives a main axle. A carrier is fastened on the main axle in which two auxiliary axles are connected with bearings. A finger is fastened on each auxiliary axle and an auxiliary gear wheel is fastened near the bottom extremity. The auxiliary gear wheels interlock with a main gear wheel, which is connected with bearings on the main axle. The main gear wheel is driven by an auxiliary electrical motor. The movements of the fingers can be controlled by adjusting the rpm of the auxiliary motor. If the main gear wheel turns as quickly as the carrier, the auxiliary axles do not turn and the fingers are stationary with respect to the carrier. The auxiliary axles and with them the fingers turn by allowing the main gear wheel to turn more quickly or slowly than the carrier.

Abstract: A brake control apparatus for a vehicle includes: controlling means having timing means for timing an elapsed time from a brake operation starting time, and extended period of time calculating means obtaining an extended period of time based upon a target wheel cylinder pressure corresponding to an operation amount detected by an operation amount detecting sensor when the timing means times a predetermined period of time at which an amount of brake fluid discharged by each pump reaches a threshold value of brake fluid amount to generate an actual wheel cylinder pressure. During the extended period of time, the value of electric current to be supplied to each first and second motor is maintained at the maximum value.

Abstract: A braking system comprises one or more brake cylinders (100, 200, 300, 400) each associated with one or more wheels, a fluid supply (10), and a brake control (14) for commanding the feeding of fluid to the cylinder or cylinders via one or more brake valves and one or more brake pipes (44, 46). The system also comprises a function selector (50) adapted to adopt an antislip mode position (50A) or antilock mode positions in which it connects a branch pipe (52) to a fluid feed pipe (54) or to a return line (56) and a control valve (110, 210, 310, 410) for the or each brake cylinder adapted to adopt a normal braking position (100A, 210A, 310A, 410A) to connect the cylinder to the brake pipe (44, 46) and one or more special mode positions (110B, 210B, 310B, 410B) to connect the cylinder to the branch pipe (52) that the function selector connects to the return line or to the feed.

Abstract: The present invention is directed to a vehicle motion control apparatus, which includes normally open valves to supply hydraulic pressure discharged from a master cylinder into wheel brake cylinders, normally closed valves to reduce wheel cylinder pressure, and a proportional pressure difference valve which is disposed between the master cylinder and the normally open valves, to regulate a pressure difference between the hydraulic pressure at the side of the master cylinder and the hydraulic pressure at the side of the normally open valves to be of a desired value. A pressure generating device is provided for generating the hydraulic pressure independently of the master cylinder to supply it into a passage between the pressure difference valve and the normally open valves. The hydraulic pressure in one of the wheel brake cylinders in one hydraulic circuit is regulated on the basis of monitored vehicle state variable.

Abstract: A roll stability control system for a pneumatically operated vehicle brake system is implemented using simpler ABS hardware rather than more complex EBS hardware. For each brake chamber or channel, two 3/2 solenoid controlled valves are used. An ECU is operative to control the solenoids. The ECU is preferably operative to provide a selected delivery pressure to the brake chamber without measurement of delivery pressure to the brake chamber. Supply air is provided at a known pressure to a first solenoid controlled valve that is associated with the brake chamber; the amount of time of energization and de-energization of the first valve that is needed to provide an output therefrom of a given pressure, is calculated; and the first valve is energized and de-energized for the calculated times, thereby to cause a low-pressure test pulse to be provided to the brake chamber.

Abstract: In an electronic control brake system capable of controlling the braking force by adjusting the hydraulic pressure applied to each wheel cylinder through the use of a pressurization source and a hydraulic pressure adjusting portion, the hydraulic pressure applied to a wheel cylinder is increased by a pressurization source while the brake is not operated during a stop of the vehicle. After that, a master cutoff valve is opened so as to release the hydraulic pressure to a master cylinder. Changes in the master pressure are investigated via a master pressure sensor so as to determine whether there is an abnormality in a stroke simulator or a simulator cutoff valve.

Abstract: An Electronic Brake Control System having four channels and three wheel speed sensors. The wheel speed sensors include a pair or speed sensors for monitoring the speeds of the individual front wheels and a single speed sensors for monitoring the speed of both rear wheels. The system monitors front wheel speeds during wheel acceleration and, upon detecting excessive slippage of one of the front wheels and the rear axle, applies the front and rear wheel brakes on the side of the slipping front wheel to transfer driving torque to the side of vehicle with a higher coefficient of road surface friction. Alternately, with a four wheel drive vehicle, both rear wheel brakes can be applied to transfer driving torque to the front wheels. The system also senses vehicle parameters during turning maneuvers and, upon detecting an understeer situation, the system is operative to apply one of the rear wheel brakes to correct the undeersteer.

Abstract: A braking system includes an accumulator positioned along the brake line between the wheel brake and a pump. The accumulator includes a cylinder defining a bore and a piston fitted within the bore. The cylinder defines an inlet and an outlet fluidically connecting the bore to the brake line. The outlet is axially spaced from the inlet and is positioned to be sealed closed by the piston when it is proximate to inlet. The accumulator stores a reserved volume of fluid that is not delivered to the pump via the outlet to thereby reduce the volume of fluid delivered to the master cylinder by the pump and prevent damage to the lip seals during ABS control.

Abstract: A valve arrangement is disclosed for controlling the pressure in first and second brake actuation outputs (9, 10). First and second air inlet valves (1,3) supply air to respective ones of the actuation outputs; first and second exhaust valves (2,4) are each associated with a respective one of the inlet valves; and a link valve (11) is between the actuation outputs. The arrangement is such that the pressure in each of the actuation outputs is controllable selectively either in mode a) jointly, with the link valve enabling air flow between the actuation outputs or in mode b) independently, with the link valve blocking air flow between the brake actuation outputs.

Abstract: The present invention relates to a method for improving the control behavior of a controlled automotive vehicle system, in particular an anti-lock brake system (ABS), a driving stability control system (ESP), or another brake system extended by other functionalities, wherein evaluated wheel dynamics data (dyn) and evaluated wheel slip data (slip) are taken into account as a criterion for the initiation of a control intervention for each individual wheel, and the sum thereof is compared to a control threshold (&psgr;).

Abstract: A method for improving the control behavior of a system for traction slip control by brake intervention (BASR), wherein a pressure value or nominal pressure referred to as a filling pulse is predetermined upon the entry into a traction slip control operation, the nominal pressure (EPnom) is determined on the basis of a PD controller according to the relation

Abstract: Device for detecting a detached tire of a vehicle. This device includes an arrangement for detecting the rotational movements of the wheels and generating first quantities that are dependent on the rotational movements detected. A comparison arrangement is also provided in which at least one comparison involving at least one of the first quantities is carried out, as well as an evaluation arrangement in which a signal is output as a function of the output of the at least one comparison. The at least one comparison carried out in the comparison arrangement is preceded by a sorting operation in which at least two of the first quantities are sorted by value; and a detached tire is detected as a function of the signal output by the evaluation arrangement.

Abstract: A vehicle brakes traction control system and method of operation, for a vehicle having a drive axle with a differential operable between wheels at the two ends of the axle, and brakes for each respective wheel operable by a brake controller. The traction control system includes wheel speed sensors sensing the rotational speed of the wheels, an engine torque demand sensor and an engine torque output monitor. The brake system controller receives signals from the wheel speed sensors, the engine torque demand sensor and the engine torque output monitor to apply the brakes to equalize the rotational speed of the wheels if the engine torque output is less than a desired torque output for a given torque demand.

Abstract: An electronically controlled brake system for automobiles is disclosed. This brake system has a low/intermediate pressure accumulator, which is connected to both the NC-type solenoid valves and the oil suction line so as to store pressurized oil discharged from the wheel brakes during an ABS pressure reducing mode, and feed the stored pressurized oil to the inlet of an oil pump during an ABS pressure increasing mode. This accumulator also stores pressurized oil outputted from the oil pump to feed the stored pressurized oil to the inlet of the oil pump during an ESP mode. The low/intermediate pressure accumulator of this invention thus acts as a low pressure accumulator during an ABS mode, and acts as an intermediate pressure accumulator during an ESP mode. Due to such a low/intermediate pressure accumulator, it is possible to reduce the number of parts making up the brake system.

Abstract: Device and method for controlling at least one operating-dynamics variable of a vehicle in closed loop. The device includes a braking system which contains a reservoir for accommodating a braking medium, and at least one brake circuit. The brake circuit includes first valve arrangements on the output side and a second valve arrangement on the incoming side. Wheel brake cylinders allocated to the brake circuit are connected to the first valve arrangements. The reservoir is connected to the second valve arrangement. The device includes a system with which the wheel brake cylinder exhibiting the greatest brake pressure is ascertained for the at least one brake circuit. If a driver-independent brake actuation exists, then the brake pressure of the wheel brake cylinder exhibiting the greatest brake pressure is adjusted by appropriate driving of the second valve arrangement.

Abstract: A method and an apparatus for an anti-spin regulation (ASR) for a vehicle are described. The method is characterized in that a slipping driven wheel (20, 30) is braked by braking means (220, 230). A further driven wheel (20, 30) is monitored by monitoring means, (25, 35). The further driven wheel (20, 30) is braked by braking means (220, 230) in case a slipping trend is determined by determination means (90) for said further driven wheel (20, 30). The apparatus is in particular eligible for use with the inventive method and is characterized in that braking means (220, 230) are implemented for braking a slipping driven wheel (20, 30). Monitoring means (25, 35) are implemented for monitoring a further driven wheel (20, 30). Braking means (220, 230) are implemented for braking the further driven wheel (20, 30) in case a slipping trend is determined by further implemented determination means (90) for said further driven wheel (20, 30).

Abstract: A traction control system has electric braking devices, each of which is provided for one of the drive wheels of a vehicle and applies brake to the corresponding drive wheel. Rotational speeds of the drive wheels are detected by rotational speed sensors. When the difference between the rotational speeds detected by the rotational speed sensors exceeds a predetermined permissible value, an ECU determines that the faster wheel is slipping. Then, the ECU causes the electric braking device that corresponds to the slipping drive wheel to generate braking force. As a result, a traction control system of low cost and having no operational trouble is obtained.

Abstract: A brake control system includes an ECU constructed to carry out pressure-increase assist control for restraining the opening of an OUT-side gate valve and opening inlet valves during a predetermined time when active brake control is switched from the state that it is effective for only one wheel cylinder to the state that it is effective for only another wheel cylinder.

Abstract: An improved braking method and system for a vehicle equipped with an anti-lock brake system (ABS), a traction control or anti-slip regulation system (ASR) and one or more additional systems capable of effecting automatic braking of the vehicle independently of driver control, e.g., an adaptive cruise control system (ACC) or a rollover stability control system (RSC). Automatic braking takes place by admission of brake pressure to the drive axle. To detect a simultaneous braking demand of the driver, the wheel speeds of the non-driven axle or axles are compared with the wheel speeds of the drive axle or axles. If the wheel speeds of the non-driven axle(s) are less than the wheel speeds of the drive axle(s), or less than a vehicle reference speed, the brake pressure injected in response to driver demand is also fed to the brake cylinders of the wheels of the drive axle(s).

Abstract: A method for measuring the volume of hydraulic fluid in the secondary circuit of a braking system, especially in an accumulator, through the use of a Hall-effect magneto resistive device. A secondary hydraulic circuit includes an accumulator (11, 137), an electric motor (71, 101) driven hydraulic pump (73, 143), and appropriate valving (133) for supplying braking force hydraulic pressure from a master cylinder to one or more wheel cylinders. There is a secondary hydraulic circuit supply path for each wheel brake cylinder and each path includes a first normally open solenoid actuable valve (41, 43, 57, 59, 97, 149) providing a brake fluid path from the master cylinder to the wheel brake cylinder and a first normally closed solenoid actuable valve (61, 65, 67, 69, 139, 141) selectively opening during an anti-lock event to provide a path to bleed fluid from the associated wheel cylinder to the accumulator (11, 137).

Abstract: The present invention relates to an improved hydraulic brake system for controlled and comfortable braking operations which includes a hydraulic pump for build-up of a hydraulic pressure that effects braking and a valve assembly by way of which the hydraulic pressure can be reduced, the hydraulic system being in particular characterized in that the valve assembly is an analog valve, and in that the analog valve and the hydraulic pump are adapted to be actuated by a control device in such a manner that the brake pressure for comfort braking can be increased or decreased in an essentially continuously variable manner.