Abstract: A method of controlling an electric vehicle includes operating the vehicle in accordance with a current pedal map. A plurality of alternative pedal maps is defined. A variance for each of the plurality of alternative pedal maps is determined. Operation of the vehicle is switched from the current pedal map to one of the alternative pedal maps based on the determined variance.

Abstract: A system for multi-mode autobrake control may comprise a wheel speed sensor and a BCU electrically coupled to the wheel speed sensor. A tangible, non-transitory memory may be configured to communicate with the BCU and may have instructions stored thereon that, in response to execution by the BCU, cause the BCU to perform operations comprising receiving a wheel speed signal from the wheel speed sensor, inputting the wheel speed signal into an antiskid filter and a nominal filter, calculating an estimated aircraft deceleration rate, and determining an autobrake pressure command based on the estimated aircraft deceleration rate.

Abstract: Starting from an acceleration signal, representative of a radial acceleration undergone by a portion of a crown region of said tyre due to the rolling of said tyre on a rolling surface, the trend of the first derivative of the radial acceleration is determined at a portion representative of the interaction of the tyre with a water layer. From the trend of the first derivative of the radial acceleration, it is determined at least one first parameter representative of an aquaplane condition of the tyre on the basis of a comparison between a first maximum and a second maximum of the first derivative at the portion representative of the interaction between tyre and water layer.

Abstract: A driving force control apparatus including an ECU configured to detect a specific state of a vehicle, wherein the vehicle is not traveling even though an accelerator pedal of the vehicle is operated. The ECU of the driving force control apparatus being configured to acquire, when the specific state is detected, a travel distance of the vehicle from a time point when the specific state last ended. The ECU of the driving force control apparatus being configured to start driving-force-limitation mitigation control without requiring the specific state currently detected to continue for a predetermined period or longer, when the travel distance is a distance corresponding to a wheelbase.

Abstract: A method for the provisional determination of the mass of a motor vehicle, for controlling a starting operation when the motor vehicle is at rest. The method determines the mass of the motor vehicle as a function of inclination information about the motor vehicle or the road on which the motor vehicle is located, and as a function of a force required for releasing an engaged parking lock while the motor vehicle is at rest.

Abstract: A method for operating a braking device of a drive train of a vehicle, the drive train including an automatic gearbox of a vehicle, and the vehicle further having a gear-side parking lock, a service brake, and a parking brake that can be operated independently from the service brake. When a parking condition occurs, the parking lock may be engaged by a control device if the vehicle is protected from rolling away by a service brake that can be operated independently from the parking brake. The parking lock may then be configured to remain engaged until a driving condition occurs for the vehicle. This may optimize the parking lock operation in such a way that reliably prevents a disengagement impulse when the parking lock is disengaged, preventing the vehicle from rolling when entering or leaving a parked state.

Abstract: A system according to the principles of the present disclosure includes a longitudinal acceleration estimation module, a vehicle longitudinal acceleration sensor, a road grade estimation module, and an actuator control module. The longitudinal acceleration estimation module estimates a longitudinal acceleration of a vehicle based on at least one of a transmission output speed and a wheel speed. The vehicle longitudinal acceleration sensor measures the longitudinal acceleration of the vehicle. The road grade estimation module estimates a grade of a road on which the vehicle is traveling based on the estimated longitudinal acceleration and the measured longitudinal acceleration. The actuator control module controls an actuator of the vehicle based on the estimated road grade.

Abstract: A control device for work vehicle includes: a hydraulic brake device that generates a braking force according to operation of a brake pedal upon traveling; a brake lock device that hydraulically locks the hydraulic brake device and unlocks hydraulic lock of the hydraulic brake device; a brake pedal operation detection unit that detects the operation of the brake pedal; a hydraulic lock directing switch that is provided on a manual operating lever for operating a work device of the work vehicle; and a control unit that controls the brake lock device such that when the hydraulic lock directing switch is operated, the hydraulic brake device is hydraulically locked and when a predetermined depression operation of the brake pedal is detected by the brake pedal operation detection unit, the hydraulic lock of the hydraulic brake device is unlocked.

Abstract: The invention provides a method and apparatus capable of accurately estimating a road surface condition under a traveling vehicle using unsprung acceleration and wheel speed data. The unsprung fore-aft acceleration (Gx) is detected by an acceleration sensor (11) attached to a knuckle (31) which is an unsprung component of a vehicle. At the same time, the wheel speed (Vw) is detected and the variation (?Vw) in wheel speed is calculated. Then the fluctuation range (?(?Vw)) of the variation in wheel speed and the fluctuation range (?(Gx)) of the unsprung fore-aft acceleration are calculated. And whether the road surface is a rough road surface with some bumpiness or a flat (smooth) road surface is estimated from a relationship between the fluctuation range (?(?Vw)) of the variation in wheel speed and the fluctuation range (?(Gx)) of the unsprung fore-aft acceleration.

Abstract: There is provided a brake system for vehicles, the brake system including: a slave cylinder S/C to generate a hydraulic pressure by an electric motor according to a braking operation by a driver; and a controller to decrease an operation amount of the slave cylinder S/C when an operation amount of the electric motor is maintained, then increase an operation amount of the slave cylinder S/C when a change occurs in an operation amount of the electric motor subsequently. The controller determines whether or not the phase currents Iu, Iv, Iw of the electric motor are in two-phase continuously energized state and the state remains for a certain time or longer. When the determination conditions are satisfied, the controller performs commutation control to generate commutation in the electric motor by reducing a target hydraulic pressure of the slave cylinder S/C.

Abstract: Various embodiments of a controller, system and method of preventing vehicle rollaway for a heavy vehicle are disclosed. The controller receives a service brake signal indicating an operator has engaged the service brakes, a parking brake signal indicating the operator intent to actuate the parking brake and a signal indicative of motion. The controller transmits a control signal to at least two braking system components in response the service brake signal, the parking brake signal, and the motion of the vehicle to maintain engagement of the vehicle service brakes after the service brake pressure signal begins to decrease.

Abstract: A service brake device of a vehicle, including at least one ABS pressure control valve which is controlled for slip-regulated braking by an electronic control unit, has at least one inlet valve and one outlet valve and is arranged upstream of a pressure medium actuated brake cylinder, a pressure medium line which supplies the ABS pressure control valve with pressure medium and into which a pressure controlled by a valve device arranged upstream of the ABS pressure control valve is feedable, wherein the valve device feeds a pressure derived from a reservoir pressure of a pressure medium reservoir into the pressure medium line as a function of an activation by the electronic control unit.

Abstract: In an integrated controller for a vehicle, a main control unit determines whether a road ahead is a split-? road based on captured images obtained by left and right CCD cameras, and, if so, increases a braking intervention distance correction gain for correcting braking intervention distances set by a collision prevention control unit. The collision prevention control unit performs collision prevention control at a brake timing earlier than usual using the braking intervention distances corrected by the correction gain. Furthermore, when the road ahead is determined to be a split-? road, the main control unit decreases a target torque correction gain for correcting a target torque set by an engine control unit to prevent the vehicle from becoming unstable as a result of a yaw moment acting on the vehicle generated by a generated driving force due to a difference in friction coefficient ? between left and right road surfaces.

Abstract: Systems and methods for detecting unintended acceleration of a vehicle. One system includes a first sensor that provides information on a brake booster vacuum. The vacuum is provided by the vehicle's engine and the brake booster multiplies a braking force initiated by a driver. A second sensor provides information on the vehicle's speed, and a third sensor provides information on the braking force initiated by the driver. The system also includes a controller configured to receive the information from the first sensor, second sensor, and third sensor and initiate corrective action if the brake booster vacuum is less than a predetermined threshold, the vehicle's speed is greater than a predetermined threshold, and the braking force initiated by the driver is greater than a predetermined threshold.

Abstract: A cam actuated hydraulic brake system and an in plane tensioner pulley belt drive system may be used on autonomous vehicles, such as dynamic motion elements for the evaluation of various crash avoidance technologies. The brake system utilizes a cam driven by a servo to push the piston push rod of a hydraulic master brake cylinder, thus distributing pressurized brake fluid throughout the brake system. The pulley drive system uses an articulating arm for the driven pulley, and that arm may also have connected to it one or two tension pulleys, each of which is in contact with the belt. Because the drive pulley and the tensioner pulleys pivot about the same pivot axis, the needed belt length remains nearly constant across the entire range of the articulating arm.

Abstract: A hydraulic pressure control apparatus has an electromagnetic valve having a valve body forced to one side by an elastic member and a coil driving the valve body to the other side; a hydraulic pressure control section for calculating a command current value to drive the electromagnetic valve and controlling a hydraulic pressure in a hydraulic circuit by opening/closing the electromagnetic valve; a current detection section detecting a value of the current passing through the coil; and a command current value correction section. The command current value correction section detects a change of an inductance of the coil when the valve body moves from the one side to the other side or from the other side to the one side through the current detection section, and corrects the command current value using the detected inductance change.

Abstract: A cam actuated hydraulic brake system and an in plane tensioner pulley belt drive system may be used on autonomous vehicles, such as dynamic motion elements for the evaluation of various crash avoidance technologies. The brake system utilizes a cam driven by a servo to push the piston push rod of a hydraulic master brake cylinder, thus distributing pressurized brake fluid throughout the brake system. The pulley drive system uses an articulating arm for the driven pulley, and that arm may also have connected to it one or two tension pulleys, each of which is in contact with the belt. Because the drive pulley and the tensioner pulleys pivot about the same pivot axis, the needed belt length remains nearly constant across the entire range of the articulating arm.

Abstract: A vehicle that improves the accuracy of wheel stopping determination including a stopping determination unit that calculates stopping determination time by multiplying the pulse width of a wheel speed pulse immediately before a non-output time, for which no wheel speed pulse is output from a wheel speed sensor, by 21/2+1, or a corrected time which is corrected on the basis of the stopping determination time is set as a threshold value for determining stopping of wheels. Thus, the time corresponding to the pulse width of the wheel speed pulse takes into consideration the deceleration and traveling distance of the vehicle, thereby obtaining an optimum threshold value for determining the stopping of the wheels.

Abstract: A vehicle motion controlling apparatus has an allocating unit for selecting steering or braking control mainly performed in cooperative control, receiving a desired value of vehicle turning motion, allocating steering and braking controls for the motion, determining main yaw rate from vehicle conditions, and determining a non-main yaw rate from difference between the desired value and the main yaw rate. Setting units set assist torque corresponding to the main yaw rate and braking torque corresponding to the non-main yaw rate when the steering control is selected and set braking torque corresponding to the main yaw rate and assist torque corresponding to the non-main yaw rate when the braking control is selected. The assist torque is generated for assisting a change of steering angle of vehicle in steering control. The braking torque is generated for applying braking force to wheel of vehicle in braking control.

Abstract: Provided are a braking control system for a vehicle which is controlled in a priority order, and a method of the same. A braking control system for a vehicle equipped with an electronic brake at each wheel includes a first control unit controlling the operation of a first electronic brake mounted at a front-left wheel and a second electronic brake mounted at a front-right wheel in response to braking signals, and a second control unit controlling the operation of a third electronic brake mounted at a rear-left wheel and a fourth electronic brake mounted at a rear-right wheel in response to the braking signals. In this configuration, when a fail occurs in any one of the first and second control units, the other control unit selectively controls at least one or more of the first to fourth electronic brakes, in accordance with predetermined logic.

Abstract: An accelerator reaction force control apparatus has an accelerator position detecting device that detects an accelerator position and a reaction force varying device that varies a reaction force of an accelerator. The reaction force varying device increases the accelerator's reaction force beyond a base reaction force in response to the accelerator position being equal to or larger than a reaction force increase threshold, and decreases the accelerator's reaction force toward the base reaction force in response to the accelerator position becoming equal to or smaller than a reaction force increase cancellation threshold after the reaction force has been increased beyond the base reaction force. The reaction force varying device varies a reaction force decrease rate at which the accelerator's reaction force is decreased based on an accelerator position change condition existing at a time when the accelerator position becomes equal to or smaller than the reaction force increase cancellation threshold.

Abstract: A system for determining if a tire of a vehicle is improperly inflated. The system includes a radar, a wheel speed sensor, and a controller. The radar is configured to emit a signal to detect a reflection of the signal off of an object positioned perpendicular to the vehicle, and to output an indication of a speed of the vehicle. The wheel speed sensor is configured to sense a speed of a wheel of the vehicle. The controller is configured to receive the indication of the speed of the vehicle from the radar, to calculate a speed of the vehicle based on the sensed speed of the wheel, and to determine a tire of the wheel is improperly inflated when the speed of the vehicle calculated using the wheel speed sensor varies by more than a predetermined amount from the speed of the vehicle determined using the radar signal.

Abstract: A steering control apparatus (100) controls a steering mechanism to limit a behavior of a vehicle in the vehicle (10) equipped with the steering mechanism (200) which can independently steer front wheels and rear wheels. The steering control apparatus is provided with: a controlling device for controlling the steering mechanism such that a rudder angle of the front wheels and a rudder angle of the rear wheels are reverse-phased and such that a rudder angle speed of the front wheels is higher than a rudder angle speed of the rear wheels.

Abstract: A system for determining a safe maximum speed of an vehicle has a processor and a global positioning system receiver in communication with the processor. The processor is configured to determine a grade and distance to an end of an upcoming or a current road segment the vehicle is traveling on based on the global positioning system information received from the global positioning system receiver. The processor is further configured to determine the safe maximum speed of the vehicle based on the distance to the end and pitch of the grade of the upcoming or current road segment the vehicle is traveling on and the braking efficiency of the vehicle.

Abstract: A Guided Soft Target (GST) system and method provides a versatile test system and methodology for the evaluation of various crash avoidance technologies. This system and method can be used to replicate the pre-crash motions of the CP in a wide variety of crash scenarios while minimizing physical risk, all while consistently providing radar and other sensor signatures substantially identical to that of the item being simulated. The GST system in various example embodiments may comprise a soft target vehicle or pedestrian form removably attached to a programmable, autonomously guided, self-propelled Dynamic Motion Element (DME), which may be operated in connection with a wireless computer network operating on a plurality of complimentary communication networks. Specific DME geometries are provided to minimize ride disturbance and observability by radar and other sensors. Computer controlled DME braking systems are disclosed as well as break-away and retractable antenna systems.

Abstract: Various embodiments of a controller for a vehicle braking system capable of determining vehicle pull during automated braking, are disclosed. The controller comprises a yaw rate input for receiving a yaw rate signal indicative of a yaw rate of the vehicle; a stability input for receiving a stability signal from a stability sensor of the vehicle; a deceleration input for receiving a deceleration signal indicative of an automated deceleration request and a brake output for transmitting a brake control signal. The controller includes control logic to determine vehicle pull based on the yaw rate signal and the stability signal.

Abstract: A brake controlling apparatus (electronic control unit) of a braking device including a booster valve to be opened at a time of request to boost a pressure of a brake liquid to supply to a wheel to be controlled, and a piston pump for supplying pressurized brake liquid to an upstream side of the booster valve, the brake controlling apparatus including a brake liquid pressure controlling unit that sets a duty ratio between a closing period and a opening period of the booster valve so that a dischargeable period of the brake liquid in the piston pump appears in the opening period of the booster valve and controls the booster valve based on the duty ratio.

Abstract: A method and system for measuring pressure in a pressure regulation unit of a motor vehicle braking system, without using pressure sensors and having a motor pump unit with an electric motor and a hydraulic pump. The steps include producing a relative motor characteristic diagram for a series of the units. The diagram includes the data of motor-rotational-speed-dependent parameters, intensity of the motor actuation, and parameters relating to the level of the motor load. Further steps include; determining individual motor characteristic variables, determining a current rotational-speed-dependent parameter of an individual motor during the operation of the pump, and calculating a pressure which is characteristic of the braking system, by means of the diagram parameter of the individual motor and the value of the current motor actuation which determines the intensity of the motor actuation, wherein the individual motor characteristic variables are taken into account.

Abstract: An accelerator reaction force control apparatus has an accelerator position detecting device that detects an accelerator position and a reaction force varying device that varies a reaction force of an accelerator. The reaction force varying device increases the accelerator's reaction force beyond a base reaction force in response to the accelerator position being equal to or larger than a reaction force increase threshold, and decreases the accelerator's reaction force toward the base reaction force in response to the accelerator position becoming equal to or smaller than a reaction force increase cancellation threshold after the reaction force has been increased beyond the base reaction force. The reaction force varying device varies a reaction force decrease rate at which the accelerator's reaction force is decreased based on an accelerator position change condition existing at a time when the accelerator position becomes equal to or smaller than the reaction force increase cancellation threshold.

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 vehicle behavior control device (S) determines, by using a vehicle velocity (V), a transmission function (K(s)) which is determined based on a specification of the vehicle, receives as an input a wheel turning speed (?) obtained by differentiating a wheel turning angle (?) of left and right front wheels (FW1, FW2) with respect to time, and outputs a target yaw moment (My). The device (S) also calculates, by using the determined target yaw moment (My), a left-wheel-side forward/backward force (FxCL) imparted to a left wheel side (left front wheel FW1 and left rear wheel RW1) of a vehicle (10) and a right-wheel-side forward/backward force (FxCR) imparted to a right wheel side (right front wheel FW2 and right rear wheel RW2) of the vehicle (10).

Abstract: A brake system in an electric drive dump truck. The electric drive dump truck has a generator 11 driven by an engine 10 and traveling motors 13L, 13R driven with electric power generated by the generator 11. Hydraulic brakes 20L, 20R, 21L, 20R are operated by brake pedal 18. An oil pressure sensor 22 detects hydraulic fluid pressure produced in accordance with the amount of depression of the brake pedal 18 and a control unit 14 controls the traveling motors 13L, 13R so as to operate them as generator-type retarders when the hydraulic fluid pressure P detected by the oil pressure sensor 22 is not smaller than a predetermined value P1.

Abstract: A remote control system for controlling movement of a train comprises one or more sensors positioned relative to a railroad track for detecting the presence of a lead railcar on the track being pushed by a remotely controllable locomotive. The one or more sensors are spaced a distance from a predetermined stop location of a lead railcar and transmit signals when the lead railcar is detected on the track. A programmable controller positioned off-board or wayside receives signals from the one or more sensors and is in radio communication with an onboard operating system of the locomotive. The controller transmits a signal to the locomotive when the lead railcar is detected by a sensor, and in response to the signal the operating system of the locomotive sets a maximum speed setting for the locomotive to travel on the track toward the stop location.

Abstract: A wheel braking controller of a vehicle includes a brake lever operated by a rider, a master cylinder generating a hydraulic pressure according to an operation force of the brake lever, and a brake caliper braking a front wheel based on operation of the brake lever, a channel switching unit provided between the master cylinder and the brake caliper and switching channels of a brake fluid. A hydraulic pressure generator generates a hydraulic pressure based on operation of the brake lever and the driving state of the vehicle and controlling braking of the front wheel using the brake caliper by the hydraulic pressure. A braking controller including the channel switching unit and the hydraulic pressure generator is integrally provided on one body. The wheel braking controller so configured reduces the number of parts, and provides for easy mounting of the controller on the vehicle body.

Abstract: A braking system (1) for an aircraft which includes a by-pass control system (9) for activation when undemanded braking or loss of braking is detected.

Abstract: An electronic antiskid brake assembly with a portable power source that can retrofit onto a working manual brake system to provide antiskid capabilities without effecting the manual brake system's normal operation. The antiskid system can be applied anywhere on a brake linkage. When a force is applied to a brake pad, an electronic controller utilizes detects a skidding event, and then automatically powers on an actuator. The actuator moves a brake linkage to create a pulse mode on the brake linkage. The pulse mode modulates the force that is applied to the brake pad. A one way cylinder can be included with a manual hydraulic brake system to provide a mechanical means for generating pulse mode on the brake linkage. The power source can move with the brake linkage so that the actuator pulses the brake linkage a small amount, while the brake linkage applies full braking.

Abstract: A control system for an electromechanical-braking system provided with actuator elements configured to actuate braking elements for exerting a braking action has a control stage for controlling the braking action on the basis of a braking reference signal. The control stage comprises a model-based predictive control block, in particular of a generalized predictive self-adaptive control type, operating on the basis of a control quantity representing the braking action. The control system further has: a model-identification stage, which determines parameters identifying a transfer function of the electromechanical-braking system; and a regulation stage, which determines an optimal value of endogenous parameters of the control system on the basis of the value of the identifying parameters.

Abstract: The present disclosure relates to a commercial vehicle with a control unit connected with the drive of the commercial vehicle and to a method for controlling a commercial vehicle.

Abstract: When an electrical fluid pressure generator fails and a wheel cylinder is operated by brake fluid pressure generated by a master cylinder, if a first fluid pressure system leading to a rear fluid chamber of the electrical fluid pressure generator fails and is opened to the atmosphere, braking is performed by brake fluid pressure of a second fluid pressure system transmitted from the master cylinder through a front fluid chamber of the electrical fluid pressure generator to a wheel cylinder. At this time, a front supply port, which communicates through a front second cup seal, does not communicate with the master cylinder but with a reservoir. Such configuration prevents leakage of the brake fluid pressure generated by the master cylinder through the front supply port, the front second cup seal and the rear fluid chamber, thereby ensuring braking by the second fluid pressure system.

Abstract: A braking control method that includes: (1) regularly updating a grip model representative of a relationship between a coefficient of friction and a wheel slip rate; (2) determining, with an iterative calculation process including a plurality of calculation cycles a variation of a braking setpoint in a given prediction horizon, the variation of the braking setpoint in the given prediction horizon being established using the regularly updated grip model and its characteristic shape and so that the variation of the braking setpoint in the given prediction horizon complies with the braking order and complies with a given calculation constraint which is function of the wheel slip rate; and (3) retaining as the generated braking setpoint a value of the braking setpoint in the given prediction horizon which corresponds to a first calculation cycle of the plurality of calculation cycles of the iterative calculation process.

Abstract: A vehicle braking system includes an electric motor, an operating amount detector, a brake assist controller, a first braking device and a second braking device. The electric motor drives a driving wheel via a reduction ratio setting device. The first braking device makes the electric motor generate a first braking power under regenerative control. The second braking device generates a second braking power by actuating an actuator with an operating fluid to be pressurized through a hydraulic pressure source. When an initiation condition for a brake assist control is met, the reduction ratio setting device sets a reduction ratio so as to reduce the first braking power and then suspends a change in the reduction ratio, and the first braking device generates the first braking power as well as the second braking device generates the second braking power to produce a target braking power.

Abstract: A braking energy recovery system adapted for use on a vehicle and a vehicle having such a system installed. The vehicle has an engine-transmission assembly, a driveshaft, a braking system and an auxiliary system. The energy recovery system comprises a first pump, a hydraulic accumulator and a hydraulic motor. The first pump is a variable displacement hydraulic pump. The hydraulic accumulator is connected to the first pump and is operative to store hydraulic fluid under pressure. The hydraulic motor is hydraulically connected to the accumulator to receive hydraulic fluid. The motor is adapted to drive a second hydraulic pump, which is hydraulically connected to the auxiliary system, using hydraulic energy stored in the accumulator.

Abstract: An on-board diagnostic system of a vehicle comprises disabling diagnostic operation, such as a misfire monitor, based on road roughness. In one example, the disabling of the diagnostic operation is based on brake actuation and degradation of an anti-lock braking system.

Abstract: An object of the present invention is to provide an antilock brake system control device that can realize an accurate constant speed running control by cooperating an ABS control and a constant speed running. The control device includes: an ABS control hydraulic circuit that controls an ABS of each wheel; constant speed running controllers 213, 271 that supply hydraulic pressure to a rear brake 12 when a vehicle runs down a slope; wheel rotation speed detectors 13FL, 13FR, 13RL, 13RR; a monitor 67 that monitors a set speed under constant speed running control; a monitor 61 that monitors actual speed of the vehicle; a judging unit 68 that judges whether running speed is being kept constant or not based on the set speed and the actual speed; and a regulator 69 that regulates decompression by the ABS control when it is judged that the running speed is not being kept constant.

Abstract: A brake control apparatus for a wheeled vehicle includes wheel cylinders; a pump hydraulically connected to the wheel cylinders for pressurizing the wheel cylinders; a motor for driving the pump; control valves hydraulically connected between the pump and respective ones of the wheel cylinders for allowing fluid communication therebetween with respective variable cross-sectional flow areas; a pressure sensor for measuring an internal pressure of each of the wheel cylinders; and a control unit. The control unit performs wheel cylinder pressure control of controlling the internal pressures of the wheel cylinders by the motor and the control valves so as to conform the measured internal pressures of the wheel cylinders to respective ones of desired internal pressures of the wheel cylinders. During the wheel cylinder pressure control, the control unit constantly keeps a condition that the cross-sectional flow area of at least one of the control valves is maximized.

Abstract: A braking system includes: a first connecting line (L18) that connects an upstream side of a 11-system valve (25b) and a 12-system valve (25c) within a first system (25) to any one of a position between a 21-system valve (26b) and a left front wheel cylinder (27c) or a position between a 22-system valve (26c) and a right rear wheel cylinder (27d); a second connecting line (L28) that connects an upstream side of the 21-system valve (26b) and 22-system valve (26c) within the second system (26) to any one of a position between the 12-system valve (25c) and a left rear wheel cylinder (27b) or a position between the 11-system valve (25b) and a right front wheel cylinder (27a); a first changeover valve (25d) that is provided in the first connecting line (L18); and a second changeover valve (26d) that is provided in the second connecting line (L28).

Abstract: A vehicle has a controller with a threshold brake pedal apply force and an algorithm for determining a first braking torque request corresponding to a pedal apply force, a second braking torque request corresponding to a pedal travel position, and a calculated third braking torque request. The third torque request is calculated by multiplying the first torque request by an average percentage variance of the second to the first torque request. An adaptive electronic brake system (EBS) includes force and travel sensors connected to a brake pedal for determining a force-based and travel position braking torque request, and an algorithm for adapting one of the force-based and travel position-based braking torque requests to the other despite variances over time in a force/travel relationship therebetween.

Abstract: In deceleration control apparatus and method for an automotive vehicle, a deceleration control is performed on the basis of a turning of the vehicle; and a controlled variable of the deceleration control is decreased when the vehicle is traveling on an outlet of a curved road.

Abstract: A deceleration control apparatus for a vehicle including a controller that performs deceleration control based on a first target deceleration set based on a distance to a starting point of an upcoming curve, when the deceleration control for the curve is started at a position distant from the starting point of the curve; and that performs the deceleration control based on a second target deceleration set based on a lateral acceleration that is estimated to be detected when the vehicle passes the starting point of the curve, when the deceleration control for the curve is started at a position close to the starting point of the curve. With this apparatus, it is possible to perform the deceleration control that provides drive assist according to the intention of the driver and that enhances driving convenience for the driver.

Abstract: An electric brake system for an aircraft employs a brake control process to alleviate high dynamic structural loading of the aircraft landing gear caused by braking maneuvers. The system obtains and processes real-time data—which may include the current aircraft speed, the current brake pedal deflection position, and the current brake pedal deflection rate—to determine how best to control the onset of the brakes. The braking control scheme delays the onset of the desired braking condition to reduce high dynamic loading and lurching of the aircraft.