Abstract: A brake unit has a brake application device, a brake disc with a friction surface and a brake shoe with a friction lining which, during the actuation of the brake unit, acts by an application force Fs of the brake shoe on the friction surface of the brake disc. The friction surface of the brake disc is formed from a ceramic/metal composite material. A control device controls the application force Fs of the brake shoe during a braking procedure such that a defined braking torque results as a function of the application force. The brake shoe application force is increased by an increase in pressure such that an essentially linearly varying braking torque results. The invention also relates to a brake unit for carrying out this method by use of an electrohydraulic control device.

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 thereby braking the wheel. The friction member is forced onto the rotor by an electric motor operated by an electric power supplied from an electric power source. A controller 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 estimated by a relationship estimating and utilizing device. The relationship estimating and utilizing device obtains an actual value of the electric power supplied to the motor during 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, and estimate a relationship between the electric power to be supplied to the wheel on the basis of the actual values obtained.

Abstract: A road surface condition determination system for an automotive vehicle comprises wheel-speed sensors, and a control unit being configured to be electrically connected to the wheel-speed sensors for data-processing a wheel-speed data signal. The control unit calculates a wheel-speed fluctuation of each of the road wheels on the basis of a previous value of the wheel-speed data signal and a current value of the wheel-speed data signal, and calculates an absolute value of the wheel-speed fluctuation of each of the road wheels. A integration circuit is provided to produce a first integrated value of the absolute values of the wheel-speed fluctuations of the road wheels. A smoothing circuit is provided to make a smoothing operation to the integrated value to produce a smoothed value. A road-surface condition determining section is also provided to determine a road surface condition on the basis of the smoothed value.

Abstract: In a process and a system for controlling the longitudinal dynamics of a motor vehicle, a drive train actuating signal is determined from actual vehicle condition data, controller-internal desired longitudinal velocity values, and desired longitudinal acceleration values determined by means of fed input data concerning the desired longitudinal acceleration and the actual driving condition. According to the invention, as a function of the controller-internal desired longitudinal velocity values and desired longitudinal acceleration values as well as of actual driving condition data, by means of an inverse characteristic vehicle longitudinal dynamics diagram, a desired drive train actuating signal is determined and the drive train actuating signal is determined therefrom.

Abstract: According to one aspect of the invention, a brake controller is provided for controlling an amount of braking force applied to a plurality of wheels of a vehicle running on a surface. Each of the plurality of wheels has a sensor for providing an output signal indicative of a corresponding speed of the wheel. The controller includes a state estimator which estimates an amount of friction between each of the plurality of wheels and the surface based on the output signals of the sensors, the estimated amount of friction for each wheel being based on the estimated amount of friction for the other wheels. The controller further includes a control output which adjusts the amount of braking force applied to the plurality of wheels based on the estimated amount of friction.

Abstract: A method and a device for controlling a vehicle braking system in open loop, having electrically operable control devices at the wheel brakes. The control device is controlled according to a driver's braking input, in at least one operating state, on the basis of the correlation, adjusted by an estimate method, between a variable representing the path of the brake pad, and the braking torque or the braking force at the wheel, and/or on the basis of the zero value of this variable, ascertained by an estimate method, when the brake pads lift off from the disc or drum.

Abstract: A method of diagnosing an electrically operated brake for abnormality thereof in an automotive vehicle wherein a wheel is braked by a friction force generated by an electric motor of the brake upon an operation of a brake operating member, the method comprising the steps of: applying an abnormality checking drive signal to the electric motor to operate the electric motor while the brake operating member is placed in a non-operated position; detecting a quantity relating to an output of the electric motor while the drive signal is applied to the electric motor; and determining that the electrically operated brake is abnormal, if the detected quantity does not normally correspond to a magnitude of the abnormality checking drive signal.

Abstract: The adaptive brake application and initial skid detection system allows rapid brake application and prevents deep initial skids. Brake pressure is compared with a predetermined threshold brake pressure. Wheel velocity error signals are also generated to indicated the difference between the wheel velocity and a reference velocity signal. A pressure bias modulator integrator responsive to brake pressure signals adjusts the wheel velocity error signals to provide an anti-skid control signal. The pressure bias modulator integrator can also be initialized to the value of the measured brake pressure when the wheel velocity error signals indicate the beginning of a skid. Brake pressure difference signals are generated to indicate the difference between brake pressure and a commanded brake pressure, and an adjusted brake pressure error signal is generated in response to the brake pressure difference signals.

Abstract: An apparatus for use with an automotive vehicle supported on traction and follower road wheels to control the braking forces applied to the respective road wheels. A target vehicle deceleration is calculated based on a driver's force exerted to apply braking to the vehicle. Target braking forces required for the respective road wheels are calculated in a manner to achieve the target vehicle deceleration based on loads to be shared by the respective road wheels. Target brake torque for the respective road wheels are calculated based on the calculated target braking forces. Drive torque for the respective road wheels are calculated. The drive torque calculated for the respective traction road wheels are used to correct the corresponding target brake torque calculated for the respective traction road wheels so as to calculate target traction road wheel brake torque.

Abstract: An electronic braking system which recognizes differential braking across an axle. A stored adaptive capability is provided whereby a braking controller is able to learn the braking imbalance and correct for this by introducing differential pressure adjustments such as increasing braking at the wheel of the lower brake output and/or reducing braking at the wheel with a higher brake output. The learning process is completed over selected parts of several vehicle stops and is repeated continuously.

Abstract: In an electrically operated vehicle in which a regenerative braking operation is performed to apply a regenerative braking torque to a wheel, if the regenerative braking torque reaches its maximum value and is insufficient to brake the wheel, a static hydraulic pressure outputted from a master cylinder is supplied to the wheel brake cylinder mounted on the wheel until the brake pedal reaches a retained position. Thereafter, a dynamic hydraulic pressure is supplied to the wheel brake cylinder. While the brake pedal is in movement from the rest position to the retained position, the wheel brake cylinder is supplied with only the static hydraulic pressure and while the brake pedal is being retained at the retained position the wheel brake cylinder is supplied with the static hydraulic pressure and the dynamic hydraulic pressure.

Abstract: For dampening vibrations in the drive system of a vehicle which is equipped with a control system (an anti-lock system, traction slip control system, etc.), torsional vibrations in the circumferential direction of the wheels are determined by evaluating the rotational behavior of the individual wheels. The torsional vibrations are dampened as a function of the amplitude and the phase positioning of the torsional vibrations by introducing braking pressure or by modulating the braking pressure introduced into the wheel brakes of the individual wheels for slip control.

Abstract: A brake system and torque feedback controller is provided which utilizes low torque cutout rather than low speed cutout. The low torque cutout is further improved by gradually transitioning between torque feedback and open loop control over a range of torque. The controller allows torque compensation operation to zero wheel speed, and avoids discontinuities in braking regardless of time or torque level. The controller allows a brake to fill and engage the wheel before the full feedback signal is presented to the controller so as to eliminate the phenomena of grabby brakes.

Abstract: An apparatus for controlling a left-wheel and a right-wheel braking torque applied to a left and a right wheel of a motor vehicle running on a road surface, respectively, when the vehicle is braked, including a torque changing device which changes each of the left-wheel and right-wheel braking torques, and a controller which controls, in an anti-lock control mode thereof, the torque changing device to prevent each of the left and right wheels from being locked on the road surface, the controller including torque-difference control device for controlling the torque changing device to change at least one of the left-wheel and right-wheel braking torques such that a difference between the left-wheel and right-wheel braking torques is smaller when a deceleration of the vehicle is higher than a threshold value than when the deceleration is not higher than the threshold value.

Abstract: A drum brake for use in a brake system (10) having first (14) and second (16) shoes retained on a backing plate (20). The first brake shoe (14) has a first end (22) connected to an actuator (12) and a second end (26) connected to an anchor arrangement (24) and the second brake shoe (16) has a first end (36) connected to the actuator (12) and a second end (38) connected to the anchor arrangement (24) The actuator (12) responds to an input signal during a brake application by moving the first (14) and second (16) brake shoes into engagement with a drum (18). The anchor arrangement (24) includes a load sensor (64) for measuring a torque generated between the first (14) and second (16) brake shoes and the drum (18). The anchor arrangement (24) has a bracket (44) with a base (46) having first (48) and second (50) side walls which are secured to the backing plate (20). The first side wall (48) has a first central opening (56) therein while the second side wall (50) has a second central opening (58) therein.

Abstract: An antilock braking system employing stress sensors installed in the wheel axle structure of a motor vehicle. The stress sensors measure a road surface frictional force and a braking torque. A parameter calculating means calculates a parameter M from these measured values. An ABS control means terminates a braking pressure reduction process in accordance with the change in the parameter M. Thereby, the system can preclude the locking of the wheel of the motor vehicle even when the brake is suddenly applied, can prevent the braking pressure reduction from being over controlled, and makes possible braking loss minimization.

Abstract: An anti-lock brake control system for a motor in which influence of vibration of wheel driving shafts occurring upon braking in the state where the wheels (1a, 1b) are operatively connected to a prime mover such as an internal combustion engine is suppressed to thereby enhance the braking performance of the system. Rotation speed (Vw) of each of the driving wheels (1a to 1d) of the motor vehicle is detected for determining wheel acceleration (Gw). A torsion torque (Tt) applied to a wheel drive shaft is detected. The wheel acceleration (Gw) is corrected with the torsion torque (Tt) for determining a corrected acceleration (Gc). The brake application pressure is controlled in dependence on combinations of two variables, i.e., the corrected acceleration (Gc) and the wheel acceleration (Gw).

Abstract: An antilock braking system using stress sensors installed in the wheel axle of a motor vehicle. The stress sensors measure a road surface frictional force, a vertical load, a road surface friction coefficient, a braking torque, and a side force. An arithmetic calculator calculates a parameter value M from these measured values. An ABS controller controls movement process toward a braking pressure reduction mode in accordance with the change in the value M. Thereby, the system can preclude the locking of the wheel of the motor vehicle even when the brake is suddenly applied.

Abstract: The electric brake including a pad clearance adjusting mechanism comprises: ignition switch detecting member for detecting that an ignition key has been switched from its off position to its on position; brake instruction detecting member; a parking brake detecting member; a brake control device; a piston position sensor; and, an electric actuator.

Abstract: A road surface condition determining system for an automotive vehicle equipped with a traction control feature determines, while the traction control is being executed, a first road surface friction coefficient on the basis of a vehicle speed and longitudinal acceleration and a second road surface friction coefficient on the basis of driving torque applied to the driving wheels and selects, as an eventual road surface friction coefficient, either one of the first and second road surface friction coefficients which is larger than the other.

Abstract: A brake control system for controlling an amount of braking force applied to a wheel of a vehicle running on a surface, comprising a sensor for measuring a speed of the wheel and for providing an output signal indicative of the speed; and a controller, operatively coupled to the sensor, which implements a Kalman filter to estimate an amplitude and location of a peak in a mu-slip curve representative of a coefficient of friction between the wheel and the surface based on the output signal of the sensor, and which controls the amount of braking force applied to the wheel based on the amplitude and location of the peak.

Abstract: An apparatus for preventing a brake force from increasing in excess upon starting of an anti-lock brake control for enhancing initial brake performance of an anti-lock brake control system. Rotation speed of each of wheels is detected, and wheel acceleration is determined. Further, a corrected acceleration is determined by correcting the wheel acceleration with a torsion torque detected from a driving shaft. In dependence on the statuses of the wheel acceleration and the corrected acceleration, a rate at which the brake force is increased is modified. Enhanced brake performance in the initial control phase can be ensured when the motor vehicle is running on a road exhibiting high friction coefficient while stability of the motor vehicle running on a road of low friction can be realized. Besides, even when difference frictions act on left and right wheels, the motor vehicle is protected against yawing moment.

Abstract: A brake apparatus for an electric vehicle which maintains the regenerative energy generated in a traction motor of each of wheels to be at a maximum. A hydraulic pressure brake and a regenerative brake are provided in the same brake apparatus. The hydraulic pressure brake generates a brake torque by providing a hydraulic pressure to a wheel cylinder of each wheel of the vehicle. The regenerative brake generates a brake torque by regeneration in a traction motor for each wheel. The brake torque to be provided is calculated for each wheel. A maximum regenerative energy is calculated for each wheel. A hydraulic pressure calculating unit calculates a hydraulic pressure to be provided to the wheel cylinder of each wheel based on the brake torque and the maximum regenerative energy so that the regenerative energy generated by the traction motor of each wheel becomes a maximum.

Abstract: A braking control system for a motor vehicle in which various braking controls, including an antiskid braking control and a traction control, are realized comprehensively, accurately and smoothly without being based on the slip factor of a wheel. The actual wheel speed (Wvr) of the rear wheel side is detected, and the desired wheel speed (Wrf) of the front wheel side is set so as to be lower than the actual wheel speed (Wvr). Besides, the actual wheel speed (Wvf) of the front wheel side is detected, and the deviation (ef) between the actual wheel speed (Wvf) and the desired wheel speed (Wrf) is detected. Subsequently, the desired braking torque (Nrf) of the front wheel side is calculated from the deviation (ef) and the actual wheel speed (Wvf). Further, the desired braking torque (Nrr) of the rear wheel side is set on the basis of the desired braking torque (Nrf). The braking pressure of the braking apparatus is controlled so as to establish the desired braking torques (Nrf) and (Nrr).

Abstract: A low-cost torque detection apparatus is obtained using wheel revolution sensors which are generally provided in a conventional ABS and an engine revolution sensor which is generally provided in a conventional engine fuel jet controller. The apparatus can be used, for example, in a vehicle having a drive source, such as an engine or a motor, for driving wheels which is coupled to the right and left wheels by respective shafts having torsional stiffness for transmitting a drive torque through a differential gear. The apparatus includes a drive source revolution angle detection device for the drive source and wheel revolution angle detection means for the right and left wheels, and calculates torques of shafts such as drive shafts for coupling the differential gear to the wheels using a torque calculator.

Abstract: The brake energy balancing system balances brake torque of braking wheels of a vehicle having a plurality of cars carried by trucks, for applying and controlling the brakes of each group of braking wheels of the trucks of the vehicle. Brake torque is measured, a command brake torque signal is generated that is limited by a reference torque signal, and the command brake torque signal is compared with the measured brake torque to generate brake torque difference signals. An energy balancing brake application control signal is provided to the brakes in response to the brake torque difference signals.

Abstract: A anti-skid control system detects a torsion torque applied to each of the wheels of a vehicle, and controls a braking force on the basis of a corrected acceleration as a wheel acceleration is corrected by the detected torsion torque. The corrected acceleration Gc can approximately be expressed by Gc=(Kr/Iw)(.mu..multidot.W.multidot.r-Tb), where Iw, inertia moment of the wheel .omega., angular velocity of the wheel (the turning direction of the wheel when it advances is positive); Tt, torsion torque; .mu., friction coefficient of the road surface; W, load on the wheel; r, radius of the wheel; Tb, brake torque; Kr, constant.

Abstract: The brake energy balancing system balances brake torque of braking wheels of a vehicle having a plurality of cars carried by trucks, for applying and controlling the brakes of each group of braking wheels of the trucks of the vehicle. Brake torque is measured, a command brake torque signal is generated that is limited by a reference torque signal, and the command brake torque signal is compared with the measured brake torque to generate brake torque difference signals. An energy balancing brake application control signal is provided to the brakes in response to the brake torque difference signals.

Abstract: A braking force control system for a motor vehicle, in which a hydraulic pressure control device controls a hydraulic pressure generated by the master cylinder or the pump, in such a way that a target braking torque (Nr in FIG. 1) is calculated from a target slip factor (Sr) and an actual slip factor (S), the target braking torque (Nr) is converted into a target braking hydraulic pressure (Pr), and that an estimative braking hydraulic pressure (P) currently under action is calculated by the use of a hydraulic pressure model, while the controlled variable of the hydraulic pressure control device is calculated from the estimative braking hydraulic pressure (P) and the target braking hydraulic pressure (Pr) by the use of a reverse hydraulic pressure model. Thus, the hydraulic pressure can be controlled in conformity with the actual motion state of the motor vehicle.

Abstract: A traction control device for a vehicle includes a control unit for operating wheel brakes for left and right driven wheels connected to a power source through a differential, when an excessively slipping tendency is produced in one or both of the driven wheels. In the traction control, an input torque supplied from the power source to the differential is detected by an input torque detecting device. A limit driving torque is determined based on a detection value detected by the input torque detecting device at the time when it is detected by a slip detecting device that only one of the driven wheels is fallen into the excessively slipping tendency. A braking torque to be applied to the one driven wheel is determined based on a value resulting from the subtraction of the limit driving torque from a current detection value detected by the input torque detecting device.

Abstract: In order to keep the braking torque of a motor always maximal and to execute suitable ABS regenerative braking, a controller of an electric car has a motor (1) connected to the road wheels, and its central controller confirms that regenerative energy calculated from output signals from an ammeter (51) and from a volt meter (52) after the braking operation begins reaches a maximum value, and stores a braking torque calculation value obtained from a signal from a motor number-of-revolution sensor (63), as a maximum braking torque value. When the difference between the braking torque command value applied to the motor (1) and the braking torque calculation value exists within a predetermined range, the braking torque command value is thereafter increased or decreased in accordance with the difference between the maximum braking torque value described above and a present braking torque calculation value, and when the difference is out of this predetermined range, the braking torque command value is decreased.

Abstract: An electronic driveline controller and traction control method for an engine driven vehicle wherein the tractive effort of the driving wheels is controlled to avoid excess slip of the traction wheels relative to the vehicle road surface, the traction control being achieved by total powertrain torque management whereby the torque delivered to the driving wheels is a control parameter that depends upon the magnitude of sensed operating variables for the vehicle driveline.

Abstract: An electronic traction controller for a vehicle reduces oscillations between a pair of driving wheels which may occur when the the traction controller attempts to control wheel spin of the driving wheels on surfaces which have differing frictional resistances, such as roads partially covered by snow and ice. The traction controller estimates the coefficient of friction beneath each of the driving wheels, and if the frictional resistance of the surfaces beneath each of the driving wheels varies by more than a predetermined amount, or if only one wheel is spinning, a value indicative of the inertia torque of the driving wheel and powertrain combination is determined, and compared against a predetermined value. A slip error value for each of the driving wheels is generated, which is indicative of the difference between the actual rotational speed of the driving wheel and the desired rotational speed of the driving wheel.

Abstract: A regenerative and friction brake blend control method for use in a vehicle with at least one positionable hydraulic brake actuator for achieving friction braking and an electric propulsion motor with regenerative braking capability wherein an amount of regenerative braking achieved is indicated by a signal, wherein the method comprises the steps of determining a hydraulic actuator position command indicating a desired vehicle braking, determining responsive the hydraulic actuator position command a regenerative braking command, commanding the electric propulsion motor to regeneratively brake the vehicle responsive to the regenerative braking command, receiving the signal indicative of regenerative braking achieved, converting the signal indicative of regenerative braking achieved to an actuator position reduction signal, subtracting the actuator position reduction signal from the hydraulic actuator position command to determine a difference command, and commanding the hydraulic actuator according to the diff

Abstract: The brake energy balancing system balances brake torque of braking wheels of a vehicle having a plurality of cars carried by trucks, for applying and controlling the brakes of each group of braking wheels of the trucks of the vehicle. Brake torque is measured, a command brake torque signal is generated that is limited by a reference torque signal, and the command brake torque signal is compared with the measured brake torque to generate brake torque difference signals. An energy balancing brake application control signal is provided to the brakes in response to the brake torque difference signals.

Abstract: An electro-hydraulic braking corrector for electrically powered vehicles is connected between the brake system master cylinder and the hydraulic system of the brake system. This braking corrector includes a device for modifying the hydraulic braking pressure exerted upon an axle as a function of the braking torque of the electric propulsion motor. In addition, the braking force can be modified as a function of the axle load.

Abstract: A disk brake assembly includes a disk rotor, a mounting member secured to a vehicle body and having a pair of opposed arms positioned at opposite sides of the disk rotor, respectively, a pair of confronting pads arranged on the arms, respectively, a caliper slidably supported on the mounting member so as to be movable in an axial direction generally parallel to an axis of the disk rotor, the caliper having a piston portion and a reaction portion disposed on opposite sides of the disk rotor and arranged to press the pads against opposite surfaces of the disk rotor for generating a braking force therebetween, a plate secured to one of the arms so as to be deformed upon generation of the braking force along a direction thereof, and a detecting device serving for measuring a deformation of the plate as a braking force and converting the deformation into an electric signal.

Abstract: A device for adjusting the braking force in railborne vehicles, for trains combining railborne vehicles of more recent and older construction. The braking signal, which can be switched pneumatically via a main air line is transmitted to the brake control by a PU converter connected to the main air line rather than transmitting the braking signal via the vehicle bus.

Abstract: An apparatus for determining a critical driving torque and information representing the coefficient of friction at the wheel grip limit for a vehicle having a plurality of driven wheels. It is suggested that torque control devices be assigned to at least two of the driven wheels so that the ratio of the driving torques of the two driven wheels can be varied, wherein torque sensing device generate a torque signal corresponding to the magnitude of at least the greater of the driving torques of the driven wheels. A wheel slip sensing device is associated with the driven wheels and detects an increase in the slip of the wheel with the greater driving torque beyond a predetermined limit. The information on the coefficient of friction is generated depending on the magnitude of the detected driving torque of the wheel whose slip exceeds the limit.

Abstract: In a motorcycle provided with a brake, a link supporting brake caliper is fitted to a wheel axle such that it is free to oscillate, an oil chamber being provided which enlarges or contracts according to the oscillation of this link, and which is connected to a pressure passage supplying oil pressure to the brake caliper. An electromagnetic valve is provided for opening and shutting this pressure passage, and a mechanism for detecting a pre-lock condition of the wheel. By shutting the electromagnetic valve when a pre-lock condition is detected, oil pressure supply to the brake caliper is shut off, and rise of braking pressure is prevented. If the pre-lock condition persists after the oil pressure has been shut off, the oil chamber is enlarged by varying the oscillation angle of the link so as decrease the braking pressure and prevent the wheel from locking.

Abstract: A large articulated vehicle, such as a tractor semi-trailer truck often has a number of braking locations each having a number of brake sites. To properly balance the work performed at the various brake sites in decelerating the vehicle, it is necessary to determine the relative brake factors of each site. The brake factors characterize the braking performance for a particular delivered braking pressure. A system and method for determining the relative brake factors for such a vehicle is provided. The vehicle is decelerated at a known rate while delivered braking pressure is measured and recorded for each braking location. A system of simultaneous equations is then solved to determine the relative brake factors. Once the brake factors have been determined during a sequence of controlled braking events, subsequent braking may be modified to achieve a work-balanced braking mode.

Abstract: A method and device, using fuzzy logic, to control the value of a braking torque of a wheel of a vehicle applied to a track, the input variables being the coefficient of slippage of the wheel on the track, the first derivative of this coefficient with respect to time, the derivative of the braking torque with respect to the slippage and the value of the braking torque, the output variable being an algebraic increase of the braking torque. Application to wheeled vehicles.

Abstract: The brake energy balancing system balances brake torque of braking wheels of a vehicle having a plurality of cars carried by trucks, for applying and controlling the brakes of each group of braking wheels of the trucks of the vehicle. Brake torque is measured, a command brake torque signal is generated that is limited by a reference torque signal, and the command brake torque signal is compared with the measured brake torque to generate brake torque difference signals. An energy balancing brake application control signal is provided to the brakes in response to the brake torque difference signals.

Abstract: An electric braking system controls the vehicle brake torque based on the pressure applied by the vehicle operator to the vehicle brake pedal and a moving vehicle brake system gain to provide normal power assisted braking while the vehicle is moving. The deviation of the vehicle braking condition from a level incline and lowest vehicle weight (LVW) is determined based upon a determined percent difference between the actual vehicle deceleration while the vehicle is being braked to a stop and an expected deceleration that would result from the total brake torque, a level road surface, and the vehicle weight at LVW. The expected deceleration is determined by determining the total vehicle brake torque represented by the sum of the brake torques applied by the individual wheel brakes and dividing by the LVW of the vehicle.

Abstract: The present invention is a brake control system for preventing the skidding of a wheel on a surface. The phase relationship between the brake pressure applied to the brakes and the torque created from the braking applied is determined. This relationship allows the present brake control system to maintain the wheels from skidding on a surface by maintaining a positive slope of such brake pressure and torque phase relationship. A second embodiment provides a backup system wherein the percentage of slip is determined and compared to an input percentage slip. The second embodiment system overrides the torque command system when the torque command system fails.

Abstract: A method of controlling a brake system comprising the steps of: (i) receiving a brake command from a brake pedal; (ii) responsive to the received command, applying full power to the brake actuator for a first time period after the brake command is received; (iii) after the first time period, applying power to the brake actuator responsive to the brake command and a first gain factor for a second time period; (iv) after the second time period, applying power to the brake actuator responsive to the brake command and a second gain factor, wherein the second gain factor is less than the first gain factor, wherein the brake actuator is initialized responsive to the brake command.

Abstract: In an anti-lock braking apparatus, by detecting brake torque at a wheel and controlling the braking force of a wheel brake unit, a locked state of the wheel can be quickly detected to thus enable braking control with fast response characteristics. Also, based on direction of a variation of the brake torque on the wheel, the road friction coefficient is predicted to perform feedback control for the braking force and to adjust the brake torque to a target brake torque, whereby the braking performance can be optimized.

Abstract: A disc brake having two brake pads adapted to be pressed against the brake disc on either side is supported via guide pins (34, 36, 38, 40) on a brake support (10) with respect to the frictional forces occurring on braking. A force sensor is arranged on or in the guide pins to measure the brake torque directly.

Abstract: A brake control system mounted in an electrical vehicle for controlling a hydraulic brake and a regenerative brake. The hydraulic brake generates a hydraulic pressure depending on an amount of depression of a brake pedal so as to mechanically brake at least drive wheels. The regenerative brake brakes the drive wheels due to a regeneration of a running motor. A reducing valve is provided in a hydraulic pressure transmission path to the drive wheels to be braked by the hydraulic brake. The reducing valve is opened when the hydraulic pressure genrated in a cylinder is at least a valve open value to allow a hydraulic pressure transmission to drive wheel pipings. An ECU calculates a regenerative torque command value depending on a pressure difference between the front and rear of the reducing valve, detected by a sensor, and controls the regenerative brake on the basis of the regenerative torque command value.

Abstract: A vehicular traction control system (10) is provided wherein the foundation brakes (40, 42) associated with an excessively spinning wheel (28, 30) are applied, the braking torque required to terminate the excessive spinning is determined, the brakes are released and if the spin-out reoccurs, the brakes are rapidly reapplied with a braking torque just insufficient to have previously caused the excessively spinning wheel to be substantially stopped.