Abstract: A braking control device for a vehicle includes a malfunction detector configured to detect a malfunction of a first stroke sensor or a second stroke sensor, a memory configured to store a first stroke and a second stroke, a stroke calculator for first calculation configured to calculate, from the first stroke and the second stroke, an average value for calculating a target deceleration before a malfunction is detected by the malfunction detector, a stroke calculator for second calculation configured to calculate, from the average value and the second stroke (first stroke), an additional value for calculating the target deceleration after the malfunction is detected, and a target deceleration setting circuit configured to set the target deceleration from the average value or the additional value.

Abstract: An automatic brake device for an industrial vehicle includes a brake pedal, a brake master cylinder, and an actuator that is operated during automatically braking, and configured to generate brake pressure in the brake master cylinder. The automatic brake device includes a first pivotable link member and a second pivotable link member. The brake pedal includes a pedal-side contact portion. The second pivotable link member includes a second link-side contact portion. The first pivotable link member includes a first contacted portion and a second contacted portion. The first pivotable link member is pivoted by the pedal-side contact portion pressing the first contacted portion while the brake pedal is stepped on, and pivoted by the second contacted portion pressing the second contacted portion while the actuator is operated.

Abstract: A braking control apparatus performs right and left wheel independent control to approach a slip rate of a rear-right wheel and a rear-left wheel to a target slip rate as an average of slip rates of a front-right wheel and a front-left wheel. In a high-speed range, right and left wheel independent control is started when a deceleration is equal to or larger than a start value that is smaller than a start value used in a low-speed range. In right and left wheel independent control started in the high-speed range, when there is a demand to increase braking pressures of both the rear-right wheel and the rear-left wheel, the braking pressure of the rear wheel located on the outside during the occurrence of deflection of the vehicle resulting from braking is increased, and the braking pressure of the rear wheel located on the inside is prohibited from increasing.

Abstract: An emergency braking monitoring system includes a wheel assembly having a first wheel, an emergency braking monitoring unit coupled to the wheel assembly, and a locked wheel annunciation center coupled to the emergency braking monitoring unit for annunciation purposes. The emergency braking monitoring unit generates a fault annunciation signal based on a determination as to whether a first wheel speed value originating from the first wheel of the wheel assembly is a predetermined amount less than a reference value for a persistence time.

Abstract: A system and method of adjusting a vehicle anti-lock brake or collision mitigation system includes multiple tire-based sensors mounted to a vehicle tire to generate tire-derivative information. An adaptive tire model processes the tire-derivative information to continuously generate in real-time revisions to multiple tire-specific performance parameters affecting the performance of a vehicle control system. The vehicle control system receives and applies in real-time the tire-sensor based revisions to the tire-specific performance parameters optimize control system performance.

Abstract: A method for operating an electric motor for braking a vehicle, including controlling the electric motor in such a way that the vehicle is slowed or decelerated with the aid of a motor braking torque exerted by the controlled electric motor. The method includes ascertaining whether a requested setpoint speed change is in a predefined normal range, and if so, the electric motor is controlled in such a way that a load to be applied by the electric motor remains less than or equal to a nominal load capacity of the electric motor. If the requested setpoint speed change is outside the predefined normal range, the electric motor is controlled in such a way that the load to be applied by the electric motor exceeds the nominal load capacity of the electric motor, at least during a predefined overload operation time interval.

Abstract: A safety arrangement and method are described for controlling automatic travel of a fully automated vehicle. One or more forward-looking detection systems are provided for detecting objects in a future path of the vehicle. A control unit is configured to determine a detection confidence for the detected objects. The control unit is further operable to, upon low confidence for existence of a detected object, control a brake system of the vehicle to apply a predetermined limited amount of braking until high confidence is obtained for existence or non-existence of the previously detected object. Thereafter the control unit is further operable to apply full braking if high confidence is obtained for existence of the previously detected object and to discontinue braking if high confidence is obtained for non-existence of the previously detected object.

Abstract: A vehicle yaw stability control method and a vehicle yaw stability control apparatus are provided. The yaw rate {dot over (?)} of the vehicle is measured. A first reference yaw rate {dot over (?)}ref is set. A difference yaw rate ?{dot over (?)} is set. Stabilizing braking intervention is triggered when a value of the difference yaw rate ?{dot over (?)} exceeds limits defined by difference yaw rate threshold values ?{dot over (?)}min, ?{dot over (?)}max. Information regarding the shape of the road ahead of the vehicle is acquired. The reliability of the driver steering input ? is evaluated upon stabilizing braking intervention being triggered. In case the driver steering input ? is deemed unreliable a replacement reference yaw rate {dot over (?)}refroad is set based on the acquired road shape and a replacement difference yaw rate ?{dot over (?)}road is set whereupon stabilizing braking intervention is performed based on the replacement difference yaw rate ?{dot over (?)}road.

Abstract: A brake fade determination device determines whether a fade state of a brake device that brakes a wheel of a vehicle is occurring on the basis of the deceleration of the vehicle and the slip amount of the wheel. A braking system includes: the brake device that is able to adjust a braking force that acts on the wheel of the vehicle; and a controller that controls the braking force to control the slip condition of the wheel. The controller determines whether a fade state of the brake device is occurring on the basis of the deceleration of the vehicle and the slip amount of the wheel, and adjusts the amount of increase or decrease in braking force on the basis of whether the fade state is occurring.

Abstract: A system for powering a steering angle sensor coupled to a steering wheel and a controller comprising a switch, coupled to the sensor and the controller. The switch is activated upon motion of the steering wheel or steering shaft. The switch, when activated, connects a power supply, such as a vehicle battery, to the sensor and the controller so that a new steering angle may be sensed and stored. After a predetermined period of time, the controller sends a signal to deactivate the switch and disconnect the power supply.

Abstract: The present invention relates generally to ground transportation systems. According to certain aspects, the present invention includes systems and methods that provide a higher degree of precision and a greater coordination of vehicle movement than is possible in conventional systems. For example, a control system according to the invention is designed to enforce vehicle movement along a route to a position versus time trajectory. The control system includes control equipment on the vehicle that reports its location on the track every 0.5 seconds. The controlling computer in the station receives the report, and knowing where the vehicle should be and how fast it should be traveling at that point in time via a run definition table prepared for the route, calculates a position and velocity error, and then calculates and sends a tractive effort (force) adjustment command to the vehicle that attempts to reduce the position and velocity error.

Abstract: A brake control apparatus includes a braking force generating section and a control unit. The braking force generating section generates braking forces at wheels of a vehicle.

Abstract: A controller for controlling braking of a wheel of a vehicle. The controller includes a first connection to a friction brake, a second connection to a motor/generator, a third connection to a plurality of sensors, and a fuzzy logic module. The motor/generator is configured to drive the wheel in a driving mode and to brake the wheel in a regenerative braking mode. Operating parameters of the vehicle are sensed by the plurality of sensors. The fuzzy logic module is configured to determine a stability of the vehicle and the wheel based on data from the plurality of sensors. The fuzzy logic module allocates braking force between the friction brake and the motor/generator operating in the regenerative braking mode based on the stability of the vehicle and the wheel.

Abstract: A braking control system includes sensors for detecting pressure applied to a brake pedal. The system can also include a pressure sensor capable of detecting the hydraulic pressure of the braking system. The system can also include a position sensor for detecting a position of the brake pedal. The pressure applied to the brake pedal is compared to either the hydraulic pressure or the pedal position. If the resulting measurements are not correlated properly, braking countermeasures are applied. Braking countermeasures can include engine braking, regenerative braking, hydraulic assist, and brake pad assist.

Abstract: Stabilizer control devices, methods, and programs obtain information indicating lateral acceleration operating on the vehicle and obtain information indicating a curve section existing in a traveling direction of the vehicle. The devices, methods, and programs control roll stiffness by a stabilizer mounted on the vehicle based on the obtained lateral acceleration information by setting a lateral acceleration threshold at a first value in the curve section and a second value in a section other than the curve section respectively, the first value being smaller than the second value. The devices, methods, and programs control the roll stiffness when the lateral acceleration is equal to or larger than the lateral acceleration.

Abstract: A torque applying device is provided for applying a driving torque to at least a pair of wheels, and a torque restraining device is provided for restraining the torque created on the wheels to be applied with the torque by the torque applying device. A friction braking device is provided for applying a braking torque to each wheel in response to operation of a brake pedal. An automatic braking control device automatically actuates the friction braking device independently of operation of the brake pedal, to apply the braking torque to each wheel. And, a torque restraining cancellation device is provided for cancelling the torque restraining operation for a time period determined in response to a vehicle speed decreasing state, after a condition for initiating the automatic braking control was fulfilled.

Abstract: A power on-demand steering angle sensor coupled to a steering wheel and a controller comprising a switch, coupled to the sensor and the controller. The switch is activated upon motion of the steering wheel or steering shaft. The switch, when closed, connects a power supply, such as a vehicle battery, to the sensor and the controller so that a new steering angle may be sensed and stored. After a predetermined period of time, the controller sends a signal to open the switch and disconnect the power supply.

Abstract: A method, a vehicle using the method, and a system using the method, of controlling the vehicle configured to tow a trailer. The method includes determining first and second vehicle parameters indicative of first and second conditions of the vehicle, and determining a trailer presence from at least one of the first and second vehicle parameters. The method also includes updating the first vehicle parameter when the trailer is present, generating a third vehicle parameter, and determining first and second braking control parameters from the first, second, and third vehicle parameters. The first braking control parameter corresponds to at least one of the second and third vehicle parameters, and the second braking control parameter correspond to at least one of the first and second vehicle parameters. The method can further include generating a braking signal based on one of the first and second braking control parameters.

Abstract: A system for providing regenerative and friction braking in a vehicle includes a brake controller for determining a desired rate of deceleration from sensor outputs which are responsive to inputs from an operator of a vehicle and a regenerative braking system operatively connected with the brake controller. A brake monitor receives the sensor inputs from the operator of the vehicle and determines an audit range of deceleration for the vehicle. If the audit range of deceleration of the vehicle is not subsequently sensed, the vehicle's driver will be alerted.

Abstract: A traction control method is provided for dynamically maintaining safe driving traction between a tire (12) and a driving surface in a decelerating motor vehicle (10) through a modulated braking device (18, 24). The method monitors the acceleration response of a tire (12) to a torque change induced by modulation of a braking device (18, 24). Observation of the acceleration profile over time is used to determine whether additional braking torque or pressure can be applied without causing the tire (12) to slip. A Traction Reserve value is computed through observing the acceleration trend of the tire (12) over time after a single change in torque, whether that change is accomplished as an increase or a decrease.

Abstract: A vehicle brake device is configured to limit a drop in a final target braking force when an abrupt deceleration is performed by the driver. The vehicle brake device has a brake operating element, a master cylinder and a controller. The brake operating element is operated by the driver of a vehicle. The master cylinder is operatively coupled to the brake operating element to generate a fluid pressure in accordance with an operation of the brake operating element. The controller calculates a target deceleration rate based on the fluid pressure of the master cylinder and controls a braking force of the vehicle in accordance with the target deceleration rate. The controller is limits a decrease in the target deceleration rate during an abrupt deceleration caused by the operation of the brake operating element by the driver.

Abstract: A dual-redundant propulsion-by-wire control architecture with robust monitoring is presented to increase system availability without compromising safety. The dual-redundant controllers are able to cross-monitor and self-monitor. Self monitoring is effected at the application level and built-in system tests are performed. The monitor functions are set as high priority tasks. The first controller controls operation of a first propulsion system, monitors operation of a second controller, and, self-monitors. The second controller controls operation of a second propulsion system, monitors operation of the first controller, and, self-monitors. Each controller is operable to identify faults occurring in the first and the second controller, and implement an alternate operating control scheme for the respective propulsion system when a fault is identified. The first controller is signally connected to the second controller by substantially redundant communications buses.

Abstract: A braking control system and method for a vehicle improves vehicle stability and steerability. When a braking torque is being applied and a road disturbance is detected, the braking torque may be reduced as the vehicle traverses the road disturbance. Subsequently, when the road disturbance has been traversed, the braking control system may allow the application of braking torque as requested by a braking device. The reduction in braking torque when traversing road disturbances minimizes the physical impact experienced by the vehicle wheels.

Abstract: In order to enhance the accuracy of estimation of a vehicle's sideslip angle, a sideslip angle estimation apparatus calculates an angle between the direction of centrifugal force acting on the vehicle body during cornering and the lateral direction of the vehicle body based on accelerations exerted on the vehicle body and acting in two different directions. A sideslip angle between the longitudinal direction of the vehicle body and the direction of travel of the vehicle is calculated based on the estimated angle.

Abstract: A brake controller is provided, having a braking force application mechanism that presses a friction member against a braked member so as to apply a braking force to a wheel of a vehicle; and a control unit that calculates an index indicating the difference between an estimated braking effectiveness and an actual braking effectiveness, and calculates a correction amount using the index, determines that the index is inaccurate. The control unit further limits the change in the correction amount calculated using the index, if it is determined that the index is inaccurate, and corrects a target value, which is set to control a pressing force of the friction member, based on the correction amount to reduce a variation in a braking effectiveness of the vehicle.

Abstract: The present invention is directed to the termination of the occurrence of wheel slip/skid and prediction and prevention of the onset of wheel slip/skid in a locomotive. In one configuration, a lookup table of adhesion factors is used to predict the occurrence of wheel slip/skid.

Abstract: In a method for improving the control response of an anti-lock control system (ABS) during braking operations at a high coefficient of friction, the brake pressure control thresholds, in particular the intervention or application thresholds of the anti-lock control system (ABS) are adapted dynamically to the adherence abilities of the respective vehicle wheel or the tire.

Abstract: The brake control apparatus sets a target deceleration (1) in accordance with an amount of operation of the brake pedal. It calculates another target deceleration (2) on the basis of the target deceleration (1). In this calculation, limit values of deceleration increasing and decreasing gradients with respect to the target deceleration (1) are set on the basis of the target deceleration (1), and then the target deceleration (2) is obtained by correcting the target deceleration (1) on the basis of the established deceleration increasing and decreasing gradients. Accordingly, the deceleration increasing/decreasing gradient becomes small when braking is gentle. This makes it possible to curb an abrupt change in brake force to achieve smooth brake control. Further, the deceleration increasing/decreasing gradient becomes larger when braking is abrupt. Accordingly, it is possible to create a great change in brake force to provide a high response.

Abstract: In a method for controlling the speed of a motor vehicle, an acceleration-demand signal is generated which represents a positive or negative setpoint acceleration of the vehicle, and either a control command is output to the engine or a control command is output to braking system of the vehicle as a function of this signal, wherein a signal for preloading the braking system is output when the acceleration-demand signal falls below a threshold value which lies above a value at which the braking system is activated.

Abstract: An abnormality determining device for a longitudinal acceleration sensor for a vehicle has: a first acceleration estimating unit based on a wheel speed; a second acceleration estimating unit based on the throttle angle; a determination-permission deciding unit for setting a determination-permission region based on the estimated values of the first and second acceleration estimating unit so as to output a determination-permission signal when a deviation between the vehicle acceleration by the first acceleration estimating unit and by the second acceleration estimating unit is within a predetermined value; and a determining unit for setting an abnormality determining region based on the vehicle acceleration estimated by the second acceleration estimating unit and for determining that the longitudinal acceleration sensor is abnormal, if the output value of the longitudinal acceleration sensor exists in the abnormality determining region for a predetermined time or longer in a state that a determination-permissio

Abstract: A brake control device for a vehicle controls a vehicle wheel by supplying a hydraulic pressure generated by a hydraulic pressure generating device to a wheel brake cylinder of the vehicle wheel when a brake operating member is not being operated. When the brake operating member is operated while the hydraulic pressure has been supplied to the wheel brake cylinder for the vehicle wheel, a hydraulic pressure control valve device for the other vehicle wheel is controlled for supplying the hydraulic pressure to a wheel brake cylinder for the other vehicle wheel. Therefore, the hydraulic pressure is supplied to the wheel brake cylinder for the other vehicle wheel as well.

Abstract: A system for providing regenerative and friction braking in a vehicle includes a brake controller for determining a desired rate of deceleration from sensor outputs which are responsive to inputs from an operator of a vehicle and a regenerative braking system operatively connected with the brake controller. A brake monitor receives the sensor inputs from the operator of the vehicle and determines an audit range of deceleration for the vehicle. If the audit range of deceleration of the vehicle is not subsequently sensed, the vehicle's driver will be alerted.

Abstract: The present invention relates to a method and to a system for monitoring the effectiveness of rail vehicle braking systems and, in response to certain criteria, initiating one or more of a safety braking and a switching-off of a brake-force-limiting or brake-force-reducing device of the braking system when a defined desired slip is not reached.

Abstract: A releasable brake pedal system 10 for a vehicle includes a pedal assembly 12 operatively engageable by the driver of the vehicle and a hydraulic actuator assembly 20 for generating pressurized hydraulic fluid for actuating one or more brakes 44A-44D. The pedal system 10 further includes a pressure release valve 30 or 30′ coupled in fluid communication with the pressurized hydraulic fluid. The pressure release valve 30 or 30′ is operative to reduce the amount of pressure applied to the brakes 44A-44D during a detected vehicle deceleration indicative of a collision event. The pressure release valve 30 is responsive to a deceleration sensor 40 according to one embodiment, and valve 30′ employs a deceleration sensitive inertial mass 76 according to another embodiment. Accordingly, the pedal system 10 reduces forces that may otherwise be transferred to the pedal assembly 12 during a collision.

Abstract: A vehicle brake system (10) is provided which compensates for brake pedal feel variation so as to provide for enhanced braking feel to the vehicle operator. The brake system (10) includes a brake command input (10), an accelerometer (22) for sensing longitudinal acceleration of the vehicle, and friction brakes (26) and regenerative brakes (29) for generating braking force to be applied to brakes on the vehicle. The vehicle brake system (10) further includes a controller (12) for detecting a brake torque variation as a function of the sensed acceleration and the brake demand signal. The controllers (12) further adjusts a torque command signal to adjust the amount of braking torque generated by the brakes (26) so as to compensate for brake torque variation.

Abstract: A vehicle brake systems (10) is provided which compensates for brake pedal feel variation to provide enhanced braking feel. The brake system (10) includes a brake pedal (18), a wheel sensor (20), and a database (16) for storing target accelerations and torque to pressure parameters. The brake systems (10) may employ a friction brakes (26) and regenerative brakes (29). The brake system further includes a controllers (12) for controlling the amount of braking, including the friction brake actuator (24). The controller (12) determines brake acceleration caused by braking torque and determines a target acceleration based on the driver commanded input. The controller (12) also determines a brake acceleration error as the difference between the target acceleration and the brake acceleration. The controller adjusts the torque-related parameter to reduce the brake acceleration error by adjusting the braking torque generated by the friction brake actuator to compensate for brake torque variation.

Abstract: A vehicle hydraulic braking system responds to detection of an operator intended high braking intensity event to isolate vehicle brakes from the master cylinder and activate a motor driven pump to generate a maximum predetermined supply pressure, calibrated to provide activation of an anti-lock braking system, to the brake apply valves for an initial predetermined time. Thereafter, the supply pressure is reduced via an electrically controllable pressure relief valve responsive to sensed vehicle deceleration so as to decrease the supply pressure provided to the apply valve to a level just sufficient to provide the sensed vehicle deceleration. The high intensity braking event is detected via a rate of change of master cylinder pressure, pedal force or pedal travel.

Abstract: A releasable brake pedal system 10 for a vehicle includes a pedal assembly 12 operatively engageable by the driver of the vehicle and a hydraulic actuator assembly 20 for generating pressurized hydraulic fluid for actuating one or more brakes 44A-44D. The pedal system 10 further includes a pressure release valve 30 or 30′ coupled in fluid communication with the pressurized hydraulic fluid. The pressure release valve 30 or 30′ is operative to reduce the amount of pressure applied to the brakes 44A-44D during a detected vehicle deceleration indicative of a collision event. The pressure release valve 30 is responsive to a deceleration sensor 40 according to one embodiment, and valve 30′ employs a deceleration sensitive inertial mass 76 according to another embodiment. Accordingly, the pedal system 10 reduces forces that may otherwise be transferred to the pedal assembly 12 during a collision.

Abstract: A brake system control method for use in a vehicle in which wheel speed normalization factors are iteratively updated, comprising the steps of: monitoring a plurality of wheel speed signals from a plurality of wheel speed sensors; determining for each wheel a wheel acceleration responsive to the wheel speed signal; determining an acceleration dead band for each wheel, wherein the acceleration dead band is proportional to a measure of vehicle acceleration; comparing the wheel acceleration to the dead band; and if the magnitude of the wheel acceleration is greater than the magnitude of the dead band, inhibiting update of the normalization factors.

Abstract: A vehicle hydraulic braking system has a motor driven pump with an output to a brake apply valve and valve apparatus between a master cylinder and the brake apply valve capable of communicating or blocking master cylinder pressure from the apply valve. The valve apparatus further provides electrically controllable pressure relief to control supply pressure from the pump to the apply valve. A sensor indicating operator requested braking intensity is monitored to detect an operator intended high braking intensity event.

Abstract: A wheel velocity signal for each wheel detected by a wheel velocity sensor is input to a bandpass filter. Signals from frequency bands unrelated to the unsprung resonance are then removed from the wheel velocity signal and only signals from frequency bands related to the unsprung resonance are output. A road surface &mgr; gradient estimation device uses an online identification method to identify an damping ratio of a second order resonance model similar to a suspension—tire resonance model from the signal output from the bandpass filter. The road surface &mgr; gradient is then estimated from the identified damping ratio. The damping ratio of the second order resonance model corresponds to the road surface &mgr; gradient in the following manner: when the damping ratio is identified as being small, the road surface &mgr; gradient is estimated as being large; and when the road surface &mgr; gradient is identified as being large, the damping ratio is estimated as being small.

Abstract: A vehicular brake control apparatus performs braking force limiting control for limiting, if the vehicle is in a predetermined driving state, braking forces applied to rear wheels of the vehicle in comparison with the braking forces applied to the front wheels. If it is judged during the braking force limiting control that the amount of braking operation by the driver has increased, the apparatus increases the braking forces applied to the rear wheels.

Abstract: The invention relates to a method for regulating the brake(s) of an escalator or moving walkway, independently of the load. According to the invention, actual values (I) are supplied to at least one regulator which contains at least one theoretical value (S), the regulator intermittently performs a comparison between the theoretical and actual values and controls at least one brake magnet using these values. The brake magnet or magnets in turn regulate(s) the brake(s) in such a way, that a predeterminable linear braking deceleration can be achieved, whereby theoretical values (S), in particular, in the form of several temporary deceleration values are stored in the regulator in theoretical value fields or theoretical zones.

Abstract: The present invention is directed to a vehicle motion control system, which includes wheel brake cylinders, an automatic hydraulic pressure generating apparatus for generating a hydraulic braking pressure irrespective of operation of a brake pedal, a hydraulic pressure control valve device disposed between the pressure generating apparatus and the wheel brake cylinders to control the hydraulic braking pressure in each wheel brake cylinder, and a controller for controlling the pressure generating apparatus and the valve device in response to conditions of vehicle motion, and performing an automatically pressurizing control to the wheel brake cylinders at least when a brake pedal is not depressed, to perform a vehicle motion control.

Abstract: Electronic braking force distribution control initiation is properly judged. Upon pressurizing the brake pedal, if the estimated vehicle deceleration or the vehicle wheel deceleration becomes larger than a threshold value, electronic braking force distribution control by controlling the rear wheel inlet and outlet valves is initiated. The deceleration threshold value is varied based on the degree of pressure applied stepping on the brake pedal.

Abstract: A panic braking operation of a vehicle having at least two wheels is detected by measuring speed quantities which represent the rotary motions of at least two wheels, selecting the speed quantity of one of the wheels and/or by determining a speed value from the speed quantities, determining a change value which represents the time-related change of the selected speed quantity and/or of the speed value, determining the time characteristic of the change value, and detecting a panic braking operation as a function of the time characteristic of the change value. What is advantageous here is that no complex and expensive additional sensor technology is needed for detecting panic braking; the wheel-speed sensors which are provided anyway in anti-lock control systems, traction control systems, and/or vehicle stability control systems are sufficient. Thus, the use of a panic detection is also possible in so-called “low-cost braking systems”.

Abstract: Road wheel accelerations are calculated in a controller from respective road wheel velocity values. Any one of the road wheel velocities, including the road wheel velocity of one of the road wheels that is a controlled system in an anti-lock brake control during a brake operation, is selected on the basis of a predetermined condition, any one of the road wheel accelerations is selected from among results of calculations of the road wheel accelerations which corresponds to one of the road wheel velocities which is selected so as to generate a control-purpose road wheel acceleration, and anti-lock brake control is executed for each road wheel during the brake operation using the selected road wheel velocity and the control-purpose road wheel acceleration so as to prevent a wheel's lock for each road wheel from occurring.

Abstract: An electrically operated braking system of a motor vehicle, including a brake having a friction member movable to be forced onto a rotor rotating with a vehicle wheel, and an electric motor operated by an electric power supplied from an electric power source to generate a drive force for forcing the friction member onto the rotor and thereby braking the wheel, a controller which determines an amount of the electric power to be supplied to the motor, depending upon an operating amount of the brake operating member, and a relationship estimating and utilizing device for obtaining an actual value of the electric power supplied to the motor during an operation of the brake while the vehicle is running, and an actual value of a braking torque applied from the brake to the wheel during the brake operation, for estimating a relationship between the electric power to be supplied to the motor and the braking torque to be applied to the wheel, on the basis of the actual values obtained, and for utilizing the estimated

Abstract: During wheel speed sneakdown conditions, a deceleration threshold in an anti-lock brake system control algorithm is incrementally increased to enhance the anti-lock braking system effort.

Abstract: An anti-lock brake control method or device which maintains the vehicle stability even if the vehicle drives onto the &mgr; split road surface from a normal road surface. The anti-lock brake control method or device comprises a means to determine the hydraulic pressure in the wheel cylinder of the right and left wheels and a means to change the threshold value which lowers the threshold value for the wheel cylinder of the front wheel with the higher hydraulic pressure to be switched into the pressure reduction mode when the hydraulic pressure difference between the wheel cylinders of the right and left front wheels reaches or exceeds the predetermined hydraulic pressure.