Abstract: An integrated vehicle control system includes a first control system having a maximum authority to selectively operate a first vehicle sub-system and a second control system to selectively operate a second vehicle sub-system. A controller is adapted to monitor a first parameter associated with the first vehicle sub-system and a second parameter associated with the second vehicle sub-system. The controller is operable to control the first and second parameters by selectively invoking operation of the second control system when the first control system exceeds the maximum authority and the second parameter exceeds an upper threshold.

Abstract: A parallel two-wheeled vehicle including a braking mechanism to directly brake two wheels that includes: a body; a pair of drive units coaxially mounted to the body; a T-shaped handle to be gripped by a passenger; a longitudinal inclination detecting device of the body; and a brake lever. A brake detecting device detects operational information of the brake lever. The body includes: a vehicle speed detecting device to determine a vehicle speed based on a relative angular velocity between the body and the wheels, which is detected by the drive units and based on an angular velocity detected by the longitudinal inclination detecting device; a target speed setting device to set a target vehicle speed based on an output of each of the brake detecting device and the vehicle speed detecting device; and a stabilization control device to control the vehicle to stably follow the target angle/target angular velocity/target vehicle speed. Further, powder brakes are incorporated in the drive units, respectively.

Abstract: In a device for securing the standstill of a motor vehicle with a distance-related longitudinal dynamic control module, which is contained in at least one electronic control unit and by which the motor vehicle is decelerated down to a standstill while maintaining a defined distance from a target object, at least until reaching the standstill, a nominal brake torque is defined by the longitudinal dynamic control module for a brake control module. At a defined first time after a detected standstill of the motor vehicle, the longitudinal dynamic control module transmits a transfer signal to the brake control module. Thereupon, independently of the predefinition of a nominal brake torque by the longitudinal dynamic control module, the brake control module alone builds up and/or holds a wheel brake torque in the sense of a parking brake function.

Abstract: The invention relates to a wheel brake for a vehicle, in particular for an aircraft, the brake comprising a support (2) that receives at least one electromechanical actuator (1) fitted with a pusher (8) facing friction elements (3) and movable under drive from an electric motor (6) to apply a braking force selectively against the friction elements. In accordance with the invention, the actuator is non-reversible such that a reaction force applied on the pusher cannot cause the electric motor to turn, and the actuator is associated with means (30, 31, 32, 33, 34) for selectively switching off an electric power supply to the electric motor, which means allow power to be delivered to the actuator in normal circumstances, and switch off said power if: the measured speed of rotation (?mes) of the electric motor drops below a first predetermined threshold (S1); and the commanded speed of rotation ( ?) of the electric motor drops below a second predetermined threshold (S2).

Abstract: A drive system is provided for a utility vehicle and includes an alternating-current (AC) motor for providing a drive torque. An AC motor controller receives a battery voltage signal, throttle pedal position signal, brake pedal position signal, key switch signal, forward/neutral/reverse (FNR) signal, and run/tow signal indicative of the utility vehicle being configured to be driven and being configured to be towed. The AC motor controller generates an AC drive signal for the AC motor, wherein the AC drive signal is based on the battery voltage signal, throttle pedal position signal, brake pedal position signal, key switch signal, FNR signal, and run/tow signal.

Abstract: A method for balancing brake force is disclosed. The method includes determining whether a deceleration value reaches a first deceleration threshold in response to a braking event and determining brake condition and vehicle motion. Based on brake condition and vehicle motion determination and the first deceleration threshold determination, the method determines whether the deceleration value reaches a second deceleration threshold, and applies threshold balancing when the second deceleration threshold is reached.

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: The invention relates to a method of adjusting an electronic stability program (ESP) for a motor vehicle. This method comprises various steps, including in particular: establishing the curve of the consumption values (Cesp) as a function of time, said curve being representative of the differences (dCM) of the measured yaw angles and the setpoint yaw angles (dCM=LM?LC) versus the measured triggering threshold values (St), modifying the nominal threshold values (Sv) by a percentage that is proportional to the consumption values (Cesp).

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

Abstract: A method for determining the mass of a motor vehicle while taking different driving situations into consideration, involving an evaluation of a vehicle acceleration, wherein apart from a driving force of a vehicle drive unit, resistance forces resulting from rotational forces, air resistance, rolling resistance, the slope descending force and a braking force are taken into consideration. Additionally, a multitude of different driving situations may be evaluated, wherein the individual results are stored and combined suitably into a collective mass value. Further, different driving situations can be weighted differently in determining the mass value.

Abstract: A method for electronically regulating brake force distribution to the front axle and the rear axle of a motor vehicle (EBV control), wherein the rotational behavior of the vehicle wheels is determined, compared with the vehicle speed or vehicle reference speed and/or with the changes of these variables, and evaluated to limit the slip on the rear-wheel brakes by modulating the braking pressure. The brake force distribution is controlled in dependence on the sum signals obtained by addition of acceleration values determined on each individual rear wheel and/or by addition of slip values determined on each individual rear wheel. It is particularly arranged for to weight the sum signals with variable sum factors and evaluate them as a criterion for triggering the EBV control (so-called EBV plus control).

Abstract: An object of the present invention is to provide a vehicle control apparatus which makes it possible to share information by a plurality of devices and which can improve controllability. An OS switching means (OS-CH) switches a plurality of operating system (OS1, OS2). A shared object (CO) has a memory resource which can be referred to from the plurality of operating systems. The shared object (CO) shares at least road information, and the road information registered by the application of one of the operating systems can be referred to from the application of the other operating system.

Abstract: A vehicle deceleration display system includes a serial data bus operable for communicating a plurality of sequentially-measured vehicle speed datums in a respective sequential manner. A control unit is operatively connected to the serial data bus and is operable for receiving and processing the vehicle speed data therefrom. The control unit is programmed to sequentially calculate vehicle deceleration values respectively corresponding with the sequential speed data to provide a variable output signal. The variable output signal corresponds with and varies in accordance with the sequential vehicle deceleration values. A variable display is connected to the control unit and varies in response to the deceleration values. A method of calculating and displaying vehicle deceleration values is also provided.

Abstract: A method and system for automatic control of the distance between a vehicle to be controlled and a lead vehicle. The vehicle to be controlled is equipped with a distance-control device having a distance sensor and a brake device with a brake pedal. The distance-control device controls the speed of the controlled vehicle by delivering a brake-actuating signal to the brake device in such a way that the distance between the vehicles does not become shorter than a predefined distance, the distance-control device also generating a warning signal to the driver if the distance becomes shorter than the predefined distance. The distance-control device changes the brake pedal characteristic in such a way that the brake pedal travel required for injection of increased brake pressure is minimized if a criterion that indicates a danger of collision is present.

Abstract: An auxiliary system for a manual brake in a vehicle includes a controlling unit to receive and analyze signals indicating current vehicle status and whether a driver is away from the vehicle so as to initiate necessary actions, a pressure sensor adapted for a driver's seat to sense pressure from the driver and then send a signal to the controlling unit to determine whether the driver is at the driver's seat, a speed interface to communicate an input of the controlling unit with an onboard vehicle speed sensor (VSS) to allow the controlling unit to acquire a speed signal as a reference for determination of whether the car is in movement and a server mechanism to mechanically control the brake system via a motor under control of the controlling unit.

Abstract: A braking system for a vehicle in which, when a brake pedal is depressed, a corresponding braking effect is generated. The system includes an operating device which is in operative connection with an accelerator pedal, for setting a desired deceleration. When the accelerator pedal is released, the braking system brakes the vehicle corresponding to the set desired deceleration.

Abstract: A method for determining an estimate of the mass of a motor vehicle for use in controlling the brake system of a motor vehicle, in which a driving force and a force of inertia acting instantaneously on the wheel being determined for all the wheels of the vehicle, and the instantaneous driving forces and inertia forces of all wheels as well as an instantaneous wind resistance of the motor vehicle are added up and divided by the instantaneous longitudinal acceleration of the vehicle to determine the estimate of the mass. In addition, the rolling resistance of the vehicle and/or a braking force acting instantaneously on the wheel is determined for all the wheels and taken into account in the addition.

Abstract: The invention relates to an anti-lock braking system as well as to a method of operating the anti-lock braking system. As a function of the motional state of at least one wheel control commands are generated for at least one actuator (12) of the anti-lock braking system. During generation of the control commands a quantity characteristic of the vertical tyre force is taken into account.

Abstract: A brake adjustment method and apparatus thereof are described which are capable of providing proper brake hydraulic pressure compensation without causing variations due to different adjusters and without lifting the vehicle.

Abstract: Disclosed are an apparatus and method for controlling vehicle brake using the brain waves. A driver controls the brake using the characteristic of the brain waves appearing before the driver's movement in the course of stepping on the brake pedal for braking in a dangerous condition. Therefore, the brake can be operated faster, and a condition where the brake is operated in an unwanted situation is prevented to prevent a traffic accident in advance. Further, the present invention does not require a driver's specific intentional behavior or psychological action except for natural behavior for braking (behavior to step on the brake pedal). Accordingly, the present invention makes a user convenient and is suitable for an ordinary person.

Abstract: A method and apparatus for operating a vehicle anti-lock braking system includes a brake pedal and a brake modulator that reduces braking pressure by an initial pressure reduction after detecting insipient wheel lock. Vehicle deceleration is measured as a function of brake pedal position. A first table is updated with the vehicle deceleration and the brake pedal position. A coefficient of friction of a road surface is estimated based on the first table. A slip target for at least one wheel is estimated and is based on an estimated maximum slip of the at least one wheel before losing traction minus an estimated potential for vehicle rollover. A deceleration target for at least one wheel is estimated and is based on an estimated maximum deceleration of the at least one wheel before losing traction minus the estimated potential for vehicle rollover.

Abstract: An antiskid brake controller utilizes measured wheel speed to provide brake control for a vehicles, such as an aircraft. The antiskid brake controller controls a braking operation of a wheel of a vehicle based on a wheel speed signal provided by a wheel speed sensor coupled to the wheel. The antiskid brake controller includes a deceleration threshold generator that selects a deceleration threshold based on the ability of the wheel to hold a pilot commanded brake pressure without excessive skidding. The deceleration threshold is a function of a wheel speed reference signal &ohgr;ref.

Abstract: A vehicle anti-lock braking system includes a brake pedal and a brake modulator. The brake system reduces braking pressure by an initial pressure reduction after detecting insipient wheel lock. Vehicle deceleration is measured as a function of brake pedal position. A first table is updated with the vehicle deceleration and the brake pedal position. A coefficient of friction of a road surface is estimated based on the first table. Wheel slip and deceleration target thresholds are determined based on the coefficient of friction. The wheel slip and deceleration target thresholds are used to populate a command table for the anti-lock braking system. Brake heat, brake torque, vehicle weight and grade are estimated. Release and apply pressures are calculated from an adjusted coefficient of friction, a coefficient of friction and the grade.

Abstract: A rollover prevention system for a vehicle includes an antilock braking system and a plurality of wheel-end modulator valves associated with respective wheels. The antilock braking system includes an electronic control unit and a lateral acceleration estimator for determining a lateral acceleration of the vehicle. The wheel-end modulator valves cause respective braking pressures to be applied at the respective wheels as a function of the lateral acceleration of the vehicle and a level of frictional contact between the wheels and a driving surface.

Abstract: An antiskid brake controller utilizes measured wheel speed in order to provide brake control for a vehicle, such as an aircraft. According to one particular aspect of the invention, an antiskid brake controller is provided for controlling a braking operation of a wheel of a vehicle based on a wheel speed signal provided by a wheel speed sensor coupled to the wheel. The antiskid brake controller includes a deceleration threshold generator that selects a deceleration threshold based on the ability of the wheel to hold a pilot commanded brake pressure without excessive skidding. The deceleration threshold is a function of a wheel speed reference signal &ohgr;ref.

Abstract: An anti-lock braking system (ABS) for multi-axle vehicles equipped with multiple wheel-speed sensors and modulators for adjustment of braking pressure. The brake cylinder for each wheel may be controlled by an individual modulator, or, alternatively, a single common supply axle modulator may regulate both brake cylinders of an axle. In a preferred embodiment, the ABS is controlled by an ABS electronic control unit (ECU), which has four regulating channels with four corresponding end stages for controlling three modulators, where one of the modulators is commonly regulated by two end stages. The ECU also detects whether it is coupled to a proper ABS. The ABS electronic control unit eliminates the danger of an undetected installation of an ABS electronic control unit into an incompatible anti-lock braking system.

Abstract: A method and a device for determining a characteristic value of a wheel brake are described. The characteristic value here is the brake characteristic value, which representing the relationship between the braking torque or braking force and the brake pressure of a wheel brake operated hydraulically. This brake characteristic value is determined individually for each wheel by calculations based on wheel-specific variables.

Abstract: A control system (12) for an automotive vehicle includes a wheel speed sensor (18) generating a rotational speed signal and a controller (14) coupled to the wheel speed sensor. The controller determines a vehicle speed, calculates wheel slip based upon the vehicle speed and the rotational speed, calculates a predicted future wheel slip based upon the vehicle speed and the rotational speed, estimates a normal force on the wheel, calculates a modified brake torque signal in response to the wheel slip, the predicted future wheel slip and the normal force, and actuates the wheel brake in response to the modified brake torque signal.

Abstract: Control of an ABS of an axle-assembly, formed by a principal axle and one or more additional axles, is provided to achieve this control the wheel speed behavior sensors located on the principal axle of the axle-assembly are used exclusively for monitoring the wheel speed behavior.

Abstract: The invention relates to a method for control of an automatic transmission of a motor vehicle wherein an electronic transmission control, by means of signals proportional to wheel speeds (NRA3, NRA4), determines a transverse acceleration value (AQ) for outputting to additional program modules. The determined wheel speeds (NRA3, NRA4) which enter in the transversal acceleration value (AQ) are corrected by vehicle wheels in a tolerance balance module of the wheels (M1) when a dynamic tire radius (RDYN) in one of the vehicle wheels diverges from a tire radius given in an optimum tire geometry.

Abstract: In a brake control apparatus for a vehicle, a left and right road friction coefficient estimating section calculates each of left and right estimated road surface friction coefficients from a relation between a pressure decrease control time in one cycle and a maximum wheel acceleration during the pressure decrease time. A split friction discriminating section discriminates a split friction road surface condition from a non-split condition in accordance with a difference between the left and right estimated road surface friction coefficients. A control modifying section modifies a brake fluid pressure control for a wheel cylinder to differentiate brake control characteristics for left and right wheels from each other in the case of the split friction road surface condition.

Abstract: An antiskid control system for a four-wheel-drive vehicle is arranged to calculate a difference between an average of wheel accelerations of front wheels and an average of wheel acceleration of rear wheels. When the difference is greater than or equal to the vibration determination threshold, the antiskid control system determines that a driveline vibration is generated and executes a control for converging the driveline vibration.

Abstract: An anti-lock braking system (ABS) for multi-axle vehicles equipped with multiple wheel-speed sensors and modulators for adjustment of braking pressure. The brake cylinder for each wheel may be controlled by an individual modulator, or, alternatively, a single common supply axle modulator may regulate both brake cylinders of an axle. In a preferred embodiment, the ABS is controlled by an ABS electronic control unit (ECU), which has four regulating channels with four corresponding end stages for controlling three modulators, where one of the modulators is commonly regulated by two end stages. The ECU also detects whether it is coupled to a proper ABS. The ABS electronic control unit eliminates the danger of an undetected installation of an ABS electronic control unit into an incompatible anti-lock braking system.

Abstract: In preview brake controlling apparatus and method for an automotive vehicle, a relative distance of the vehicle to an object for the vehicle to be braked is detected, a determination of whether the vehicle is approaching to the object on the basis of the relative distance of the vehicle to the object is made, a vehicular velocity variation rate (acceleration/deceleration) manipulation variable is made, the determination of whether the vehicle falls in a preliminary brake pressure application enabled state requiring a preliminary brake pressure application on the basis of results of detection at the steps of the approaching state detecting and of the vehicular velocity variation rate manipulation situation detection is made, and a predetermined constant brake pressure in accordance with a vehicular running condition prior to a vehicular driver's brake manipulation is developed when determining that the vehicle falls in the brake preliminary application enabled state.

Abstract: The present invention relates to a control circuit for controlling the driving stability of a vehicle where the input quantities determining the course of track are input in a vehicle model circuit which determines at least on nominal value for a control quantity subject to parameters memorised in the vehicle reference model on the basis of a vehicle reference model reproducing the characteristics of the vehicle.

Abstract: Regenerative braking is actuated in an electrical vehicle during towing of the vehicle to recharge the battery and brake the vehicle. When a driver of a towing vehicle depresses the brakes of the vehicle (202), the electrical vehicle applies regenerative braking in proportion to a braking signal from the towing vehicle (206). Also, regenerative braking is applied to the electrical vehicle when the vehicle is inadvertently disconnected from a connector (110) that couples the electrical vehicle to the towing vehicle (208).

Abstract: In an antiskid brake control system, an ECU is constructed to calculate a pseudo vehicle-body speed in accordance with a sensed wheel speed, calculate a target wheel speed in view of a predetermined slip ratio obtained in accordance with a calculated pseudo vehicle-body speed, carry out pressure reducing control by reducing the fluid pressure within a hydraulic unit when the sensed wheel speed is smaller than the calculated target wheel speed, estimate an amount of fluid stored in a reservoir, and correct the target wheel speed to lessen the slip ratio when the estimated fluid amount is greater than a predetermined value.

Abstract: In an antiskid brake control system, an ECU estimates a wheel slip in accordance with a sensed wheel speed and controls a fluid pressure control valve for braking operation in accordance with the estimated wheel slip for an antiskid brake control, the fluid pressure being reduced when the wheel slip is enlarged and being increased when the wheel slip is lowered. When a vehicle-body speed is smaller than a predetermined quick pressure reduction prohibiting speed, the ECU performs a quick pressure reduction prohibiting control to restrain a quick pressure reduction having a greater reduction amount than a predetermined reduction amount.

Abstract: In order to judge whether a driver has pressed a brake pedal, a stroke sensor and a brake pedal pressing force sensor had to be installed in a conventional vehicle brake control device which required a complex attachment structure and time for attachment work and for attachment position adjusting work of the sensors. In the present brake booster control device, based on at least one of when an output (master cylinder pressure) larger by a predetermined amount than an output (master cylinder pressure Pr) expected from a current applied to the solenoid 6 in the brake booster 4 is obtained, when an output (master cylinder pressure) larger by a predetermined amount than a control target output (target master cylinder pressure) is obtained and when an output variation larger by a predetermined amount in an increasing direction than a variation component of the control target output (target master cylinder pressure) is obtained, it is judged that the driver has pressed the brake pedal.

Abstract: A brake control unit for providing a brake output signal to a brake load includes a processor, an accelerometer and a memory subsystem The accelerometer is coupled to the processor and provides a brake control signal to the processor, which is configured to provide the brake output signal to the brake load in response to the brake control signal. The memory subsystem is coupled to the processor and stores processor executable code, which causes the processor to automatically set at least one of a gain level and a boost level for the brake control unit.

Abstract: An anti-lock brake control system is provided which applies appropriate antilocking control while at the same time reduce the amount of brake fluid consumption normally experienced in vehicles with anti-lock brake systems. To that end, this invention is designed to provide an anti-lock brake control system where the rear wheel is individually controlled upon activating the brake force distribution control and the rear wheel is controlled on a select-low bases if the brake force distribution control is not activated. Various other methods of control are described.

Abstract: In a posture control apparatus controlling the posture of a vehicle in yawing direction by independently controlling brakes of the wheels, intervention of a first oversteer control is carried out when the oversteering tendency of the vehicle is stronger than a first preset reference value, intervention of a second oversteer control, in which the control amount is lower than in the first oversteer control, is carried out when the oversteering tendency of the vehicle is not stronger than the first preset reference value, but stronger than a second preset reference value, and intervention of a third oversteer control, in which the control amount is lower than in the first oversteer control, is carried out when the oversteering tendency of the vehicle is not stronger than the second preset reference value, but stronger than a third preset reference value.

Abstract: An ABS actuator bracket 5 is formed by a bracket base 20 on which an ABS actuator 2 is mounted and vehicle body attachment elements 21a to 21c which is attached to a vehicle body panel 4. A space portion 32 having a distance L corresponding to the dimension of a vehicle part such as a harness (main harness 33) is provided between the vehicle body panel 4 and the ABS actuator bracket 5 in a state in which the ABS actuator bracket 5 is attached to the vehicle body panel 4, so that the vehicle part is arranged so as to pass through the space portion 32.

Abstract: A method is provided for determining an acceptable torque level to be applied to at least one clutch pack (of an automobile) which includes the requirement of internal slip to transmit torque. The automobile includes a plurality of wheels. A velocity is sensed at each of the plurality of wheels of the automobile. A speed information value is calculated. The speed information value is a function of the sensed velocities at each of the plurality of wheels. The speed information value is then compared with a calibration table. Finally, the acceptable torque level is determined primarily from the calibration table based on the speed information value.

Abstract: A status of one or more subsystems positioned on one or more trailers is communicated to a tractor electrically and mechanically connected to the trailer. The status may be automatically supplied by the subsystem or may be requested either by the operator of the tractor/trailer combination or automatically by another subsystem on either the tractor or the trailer. A spread spectrum data communications signal representing the status of a respective subsystem is superposed on the power bus. The status of the respective subsystem can then be determined from the spread spectrum data communications signal. Preferably, the status of the subsystem is indicated to an operator positioned on the tractor. A command for controlling a subsystem on a trailer can also be communicated from the tractor to the trailer over the power bus. A spread spectrum data communications signal representing the command is produced on the power bus, and the subsystem is controlled based on the spread spectrum data communications signal.

Abstract: An anti-lock brake control system 12 for a vehicle 10 that enhances vehicle braking when the vehicle is commanded to travel in a substantially straight trajectory. The brake control system 12 has an operator input 18 for commanding vehicle braking, and brake actuators 20A-20C for applying braking force to wheels 14A-14D in response to the operator input. In addition, the brake control system includes a steering angle sensor 34 for sensing a steering angle of the vehicle, and a wheel speed sensors 36 for sensing rotational speed of the wheels. Further, the brake control system 12 includes a controller 22 for controlling the amount of braking by the brake actuators 20A-20C in accordance with a tire slip as determined by the wheel speed. The controller 22 determines the amount of tire slip during braking and increases the amount of tire slip to increase vehicle braking when the vehicle 10 is commanded to travel in a substantially straightline trajectory.

Abstract: In a vehicular braking control apparatus and method, the hydraulic pressure on a wheel cylinder is gradually reduced with a relatively gentle gradient of reduction (k3) at the time when a braking operation member, operated by an operating person of the vehicle, is detected to have been operated to a predetermined position. At the time when a state of the braking operation is detected to have reached a predetermined threshold, the hydraulic pressure on the wheel cylinder is reduced with a relatively great gradient of reduction (k2). Therefore, it is possible to reduce vibrations of a brake pedal or the change in deceleration while adopting a relatively simple construction.

Abstract: A lane change by a motor vehicle is detected in a first variant, such that a lateral-acceleration variable representing the lateral acceleration of the vehicle and/or a yaw variable representing the yaw velocity is ascertained; the change, as a function of time, of the lateral-acceleration variable and/or of the yaw variable is formed; and a lane change is detected when the change as a function of time exceeds a specifiable threshold value. A second variant provides that speed variables are determined which represent the rotations of at least two wheels; a velocity variable is ascertained representing the longitudinal vehicle velocity; the difference is determined between the speed variable of the fastest rear wheel and the velocity variable; and a curve and/or a lane change is detected when a specifiably large difference exists for a time duration of specifiable length.

Abstract: A brake control device for a vehicle includes a brake pedal, vehicle wheels, wheel brake cylinders, an automatic hydraulic pressure generating device, a pressure control valve unit, and an automatic brake control unit for controlling the pressure control valve unit in response to a vehicle driving condition. The brake control device for the vehicle regulates any of the pressure control valve unit corresponding to the wheels in response to the brake pedal operation when the automatic brake control is performed under the brake pedal being operated. Therefore, the brake control device resembles the brake hydraulic pressure of the wheel brake cylinders corresponding to the controlled pressure control valve to the brake pedal depression. The brake control device generates a vehicle deceleration in response to a brake pedal operation when an automatic brake pressure increase control is performed at any of the vehicle wheels when the brake pedal is operated.

Abstract: An electromechanical braking system utilizes redundancy features to provide safe and reliable braking. The braking system is configured to operate on power provided by multiple power sources. Different modes of braking are available based on whether a failure has occurred in one or more power sources. Additionally, system redundancy allows for failure in one or more primary components without total loss of braking capacity. Proportional braking is provided even in an emergency braking mode.