Abstract: To make a brake device generate a required braking force, a hydraulic control section switches, according to the relative magnitude between the required braking force and a braking force exerted by braking operation, between drive of a pump motor and non-drive of the pump motor and a master cut valve reduces the flow of brake fluid in the direction to a master cylinder. By this, a wheel cylinder maintains hydraulic pressure capable of generating the required braking force. As a result, the pump motor is not necessarily always driven when the required braking force is generated, and the operating time period of the pump motor is reduced. As a result, a load on the pump motor is reduced to enhance durability of the pump motor.

Abstract: Provided is a brake system capable of preventing fuel efficiency of a vehicle from being lowered. After a brake pedal is released, a pump is driven under a state in which opening/closure of valves included in an ABS/VDC actuator are regulated so that pressure-reduction control for returning a brake fluid in wheel cylinders to a master cylinder is performed. Therefore, the brake fluid remaining in the wheel cylinders is returned to the master cylinder via the pump to increase a hydraulic pressure of the master cylinder. As a result, return characteristics of an electric actuation unit are improved. Therefore, for example, even if viscosity of grease applied onto a rotary-to-linear motion converting mechanism is increased at a low temperature or the like, pistons of the master cylinder can be appropriately returned to initial positions.

Abstract: A brake controller for a vehicle is disclosed. The brake controller is mounted on the vehicle to control the drive of the brake device. The brake controller comprises a rough road index calculating section for calculating a rough road index in a predetermined cycle, wherein the rough road index indicates an unevenness degree of the road on which the vehicle travels; and a controlling section for controlling the drive of the brake device to provide the driving force to the brake pad when the current rough road index calculated by the rough road index calculating section is smaller than a previous rough road index calculated by the rough road index calculating section.

Abstract: The invention relates to a brake system which comprises an actuating device (26), especially a brake pedal (30), and a control/regulation device (22). Said control/regulation device (22) controls at least one electromotive drive device (7a, 7b, 8) in response to the movement and/or position of the actuating device (26). The drive device adjusts a piston (1, 1a, 1b) of a piston/cylinder system via a non-hydraulic transmission device, thereby adjusting a pressure in the working compartment (4?, 4?a, 4b?) of the cylinder. Said working compartment is connected to a wheel brake (15, 17) via a pressure conduit (13, 13a). A valve (14, 14a, 15, 15a, 14?, 14a?) is interposed between the brake cylinder of the wheel brake and the working compartment of the piston/cylinder system. The control/regulation device opens the valve for pressure suppression or pressure build-up in the brake cylinder and closes it in order to maintain the pressure in the brake cylinder.

Abstract: During regenerative coordinate braking control, a target brake force is defined by eliminating influences of brake system component tolerances to achieve a comfortable brake feel and secure regenerative energy. A brake control system includes a master cylinder, wheel cylinders, a VDC brake fluid pressure unit and a motor controller. In response to a brake pedal operation by a driver, a brake pedal stroke position is detected at which a pressure in a master cylinder actually begins to be generated. A target deceleration characteristic is adjusted from a theoretical characteristic so that the target deceleration equals a maximum value of an add-on brake force (i.e., the regenerative brake gap) at the detected brake pedal stroke position.

Abstract: A method of controlling a torque vectoring mechanism and an associated torque vectoring system are disclosed. The method can distribute torque between a left non-driven wheel and a right non-driven wheel of a vehicle based on a torque control value. The torque control value can be based on a change in yaw moment about a center of gravity of the vehicle. The change in yaw moment can be determined based on a reduction of lateral force on a driven axle due to both longitudinal and lateral slip on the driven wheels.

Abstract: A method for calibrating a braking system of a vehicle having a brake pedal includes the steps of measuring, via a sensor, a speed of the vehicle, generating, via a processor, an optimized mapping relating a movement of the brake pedal and a deceleration of the vehicle based at least in part upon the speed of the vehicle, and calibrating, via the processor, a relationship between an engagement of the brake pedal and the deceleration of the vehicle using the optimized mapping.

Abstract: In a brake system, when setting a control origin position for a resolver for detecting a moved position of a booster piston, communication between a master cylinder and wheel cylinders is interrupted by cut valves. Thereafter, the booster piston is moved forward by an electric actuator in a direction in which a hydraulic pressure is generated so that a position detected by the resolver upon detection of generation of the hydraulic pressure by a hydraulic pressure sensor (position at a time of generation of hydraulic pressure) is obtained. A position obtained by moving backward the position at the time of generation of hydraulic pressure by a predetermined amount is set as the control origin position.

Abstract: A brake apparatus includes multiple wheel cylinders; multiple maintaining valves; a pressure-regulating control valve; and a control unit that controls the upstream pressure by switching a pressure-control mode between a pressure-regulating mode which is selected when a deviation of the upstream pressure from a target pressure is outside a setting range and in which the upstream pressure is brought to the target pressure using the pressure-regulating control valve and a pressure-maintaining mode that is selected when the deviation is within the setting range. The control unit opens the pressure-regulating control valve before the pressure-control mode is switched from the pressure-maintaining mode to the pressure-regulating mode.

Abstract: In order to increase the operational safety of a device which is used in a brake system of the “brake-by-wire” type and has the purpose of activating and deactivating a pedal travel simulator, an articulated connection which permits an all around pivoting movement of a piston rod is provided between a piston and the piston rod which activates the latter.

Abstract: Systems, methods and programs are provided for a vehicle that performs braking by a regeneration brake and a friction brake. The systems, methods, and programs determine that braking by the friction brake has been performed, acquire information indicating a situation in the vicinity of the vehicle, and determine a necessary braking force required for responding to the situation in the vicinity of the vehicle. When it is determined that the braking by the friction brake has been performed in a condition where the necessary braking force is less than or equal to a maximum braking force of the regeneration brake, the systems, methods, and programs, determine energy consumed by the friction brake and communicate notification information indicating the consumed energy to a driver.

Abstract: A disk brake apparatus in which a determination is made as to whether a centering operation should be performed, and operation conditions for the centering operation (the length of the interval and the number of the operations) are set, according to a change of deformation of a disk rotor by heat release over time. When the centering operation is performed, a solenoid is actuated to perform the centering operation according to the set operation conditions. The centering operation is an operation of moving a pair of brake pads (2) and (3) into contact with the disk rotor (1) and then separating the pads from the disk rotor during a cooling process while a vehicle is running.

Abstract: Provided is an electric brake capable of accurately estimating the brake pad temperature and securing a sufficient braking force and response. An electric brake has a disc rotor rotating with a wheel, an actuator for rectilinearly actuating a piston in the axial direction of the disc rotor by using an electric motor, a drive controller for controlling the drive of the actuator, a brake pad pressed by the piston to give a frictional resistance to the disc rotor in the direction of rotation, and a braking start position detector for detecting a braking start position of the piston where the disc rotor is brought into contact with the brake pad. The drive controller stores the braking start position detected by the braking start position detector as the maximum braking start position. When the braking start position shifts in the pressing force-increasing direction, the drive controller updates the value stored as the maximum braking-start position.

Abstract: Upgrading existing aircraft braking systems to accommodate replacement of existing brake units employing sintered friction materials with brake units employing carbon-carbon composite friction materials is often desirable. However, when upgrading the braking systems it is necessary to ensure that the integrity of the existing airframe is not compromised by the use of the new brake assemblies employing the carbon-carbon composite friction materials. Consequently, the present invention replaces existing pressure control valves of existing braking systems with an electronic control unit (126) coupled to a pressure control servovalve (128), thereby ensuring proper application of hydraulic pressure to brake assemblies (122). An advantage of this invention is that the pressure profile of the hydraulic fluid is controllable and hence the integrity of the airframe is maintained.

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 brake control apparatus includes: a master cylinder; a wheel cylinder; a hydraulic pressure source; a control valve arranged to increase or reduce the pressure of the wheel cylinder; an outside gate valve arranged to connect or disconnect between the master cylinder and the wheel cylinder; a brake operation sensing section configured to sense a driver's brake operation; and a control unit configured to control the hydraulic pressure source, the control valve, and the outside gate valve, to perform an automatic-brake pressure-increasing control to control the outside gate valve in a valve closing direction, to drive the hydraulic pressure source, and thereby to increase the pressure of the wheel cylinder in accordance with a vehicle condition, and to increase a driving quantity of the hydraulic pressure source when the brake operation is sensed during the automatic-brake pressure-increasing control.

Abstract: A vehicle braking system including an input piston and a pressure piston that are moveably supported within a cylinder. The input piston is allowed to depress the pressure piston and is connected to the a brake pedal. Pressure chambers to the front and to the rear of the input piston are communicated through a communication passage such that the control hydraulic pressure in accordance with the operation amount to the brake pedal is applied to the second pressure chamber via first and second linear valves. The control hydraulic pressure in accordance with the operation amount to the brake pedal that has been transmitted to the pressure piston through the input piston is regulated by a pressure regulating valve so as to be applied to the second pressure chamber. The braking hydraulic pressure may be output from the pressure chambers, respectively.

Abstract: The method of maintaining optimal braking and skid protection for a two-wheeled vehicle wheel with a wheel speed sensor failure involves providing pulsed braking pressure to the affected wheel with the wheel speed sensor failure. If an incipient or initial skid on another wheel with a functioning wheel speed sensor has occurred, the pulsed braking pressure to the affected wheel is limited to the brake pressure command that caused the last incipient or initial skid on the other wheel, scaled by a factor for safety. Otherwise the pulsed braking pressure to the affected wheel is limited to be no greater than the greatest commanded brake pressure to the other wheel. The pulsed braking pressure is also limited to be less than the brake pressure commanded to the affected wheel.

Abstract: A braking system having a master cylinder to which wheel brake circuits (I, II) can be connected, a first piston coupled to a brake pedal, a second piston by means of which the master cylinder is actuated, a third piston actuated by the first piston and connected in a force transmitting fashion to the second piston, a simulation device which gives the driver of the vehicle a pedal sensation, an intermediate space between the second piston and third piston, a pressure generating device which controls the pressure in the intermediate space, a pressure medium reservoir vessel which is under atmospheric pressure and which can be connected hydraulically to the intermediate space, and means for electrically controlling the pressure in the intermediate space.

Abstract: A braking force control device for a vehicle comprises a controller that includes an automatic-brake selective-actuation section configured to compare a manual braking force created by a manual brake device with a required braking force for an automatic brake device and to selectively actuate the automatic brake device when the required braking force exceeds the manual braking force; a braking-force-difference time-rate-of-change calculation section configured to calculate a braking-force-difference time-rate-of-change corresponding to a rate of change per unit time in a difference, which difference is obtained by subtracting the required braking force from the manual braking force; and a required braking force control section configured to correct the required braking force to reduce the required braking force when selectively actuating the automatic brake device and to correct a reducing amount of the required braking force to decrease the reducing amount of the required braking force as the braking-force-d

Abstract: A trailer sway intervention system. The trailer sway intervention system includes a trailer having a plurality of wheels, each wheel having a brake, and a vehicle towing the trailer. The vehicle includes a plurality of sensors configured to sense operating characteristics of the vehicle, and a controller. The controller receives the sensed operating characteristics from the sensors, determines an error based on a difference between an expected yaw rate and a sensed yaw rate, asymmetrically applies braking forces to one or more trailer wheels based on the difference, and symmetrically applies braking forces to the trailer wheels when the absolute value of the difference between the expected yaw rate and the sensed yaw rate is declining.

Abstract: A pedal system to realize an intended vehicle output in response to pedal depression is provided. The pedal system provides hysteresis in the relationship between the pedal effort and the vehicle output, taking into account a pedal effort in a depressing motion or in a releasing motion, employing a relationship including a straight line or a folded line. A vehicle output command may be delivered by changing the vehicle output relative to the pedal effort depending on the vehicle speed. An appropriate vehicle output command may be delivered by providing a maintaining motion in addition to the depressing motion and the releasing motion with a different pedal effort and vehicle output command relationship, and by changing the sensitivity of the vehicle output command relative to the pedal effort in the maintaining motion depending on the pedal effort-increasing/decreasing direction, vehicle information, and the vehicle output command or the pedal effort.

Abstract: Systems and methods for stabilizing a hybrid electric vehicle (“HEV”) towing a trailer. One system includes a regenerative braking system, a non-regenerative braking system, and a stabilization system. The stabilization system determines a direction of rotation and a speed of the HEV and compares the HEV's speed to a predetermined low speed threshold value and a predetermined high speed threshold value. The stabilization system instructs the regenerative braking system to brake at least one wheel when the speed is less than or equal to the predetermined low speed threshold value and instructs the regenerative braking system to brake at least one wheel opposite the direction of rotation and at least one of the regenerative braking system and the non-regenerative braking system to provide an extra stabilizing braking torque to at least one wheel opposite the direction of rotation when the speed is greater than the predetermined high speed threshold value.

Abstract: Systems and methods to prevent dragging of a fluid pressure type disk brake system are described herein. Brake fluid pressure generated by a master cylinder during a braking operation is transmitted to a wheel cylinder via a VSA system. The VSA system includes a low pressure accumulator and an out-valve disposed between the wheel cylinder and the low pressure accumulator. Temporarily opening the out-valve during a braking operation allows part of the brake fluid that would otherwise be supplied to the wheel cylinder to be supplied to the low pressure accumulator. After the braking operation by the driver is completed, brake fluid supplied to the wheel cylinder is returned to the master cylinder. Thus, a piston of the wheel cylinder is withdrawn by an extra amount corresponding to the amount of brake fluid supplied to the low pressure accumulator, thus reliably prevents disk pad dragging in the disk brake system.

Abstract: A braking system includes first pressure sensors 35, 35 which are provided to braking pipes 41, 41 which constitute first input-side pressure sensors for detecting a liquid pressure on a front-wheel-master-cylinder-25 side and a rear-wheel-master-cylinder-82 side, and second pressure sensors 36, 36 which are provided at positions closer to a stroke-simulator-28 side than second solenoid-operated valves 31, 31 of braking pipes 27,27 which constitute second input-side pressure sensors for detecting a liquid pressure on the stroke-simulator-28 side.

Abstract: A method for the calibration or diagnosis of a motor vehicle brake system having a cyclically operated pump. At least one parameter (URPOff), representing the electromotor force of the reference pump, is repeatedly ascertained during operation of a reference pump under defined guidelines. A statistical characteristic variable (URPOff) is derived from the values of parameter (URPOff) ascertained for the reference pump. Parameter (UBPOff) is ascertained under a corresponding guideline during operation of an operating pump. Corresponding statistical characteristic variable (UBPOff) is derived from the values of parameter (UBPOff) ascertained for the operating pump. At least one ratio number is calculated as a measure of the deviation of the operating behavior of the operating pump from the operating behavior of the reference pump from the characteristic variable (URPOff) calculated for the reference pump and the characteristic variable (UBPOff) calculated for the operating pump.

Abstract: In a vehicle control device, a brake feedback control unit calculates a brake feedback torque Tfb-BK using a PID control model when a current state is a brake feedback use state. The brake feedback control unit stops the calculation of the brake feedback torque Tfb-BK when the current state is a brake feedback limitation state, and stores as an output value the brake feedback torque Tfb-BK that is output at a brake limitation start timing. At a brake limitation release timing, the brake feedback control unit restarts the feedback control using the stored brake feedback torque Tfb-BK as an initial value. The brake mechanism can thereby generate a predetermined brake torque of not more than 0 [N·m] immediately after the brake limitation release timing.

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

Abstract: A method for estimating a brake pressure, a longitudinal tire force and a tire-road ? during periods of antilock control that measures deceleration of a wheel during a period of constant brake pressure, reduces a brake pressure to cause slip on the wheel to begin reducing, measures reacceleration of the wheel after a point in time in which the change in brake pressure is completed, calculates a change in acceleration based on the measured reacceleration and the measured deceleration, estimates a change in brake pressure from a proportional relationship between the change in acceleration and a brake pressure value, estimates a brake pressure from the relationship between a time for valve activation during a change in acceleration and the change in brake pressure. The method also estimates a longitudinal tire force from a mathematical relationship between the change in acceleration, a tire radius, and the estimated brake pressure.

Abstract: An anti spinning device for a powered vehicle is provided. The vehicle includes at least one driveline, the driveline including a power source and at least one rotatable element, which power source is connected to and arranged to transmit power to the at least one rotatable element. The anti spinning device includes an arrangement for detecting the fulfillment of a preset condition and an arrangement for interrupting the power transmission to the individual rotatable element when the preset condition is fulfilled. A method for controlling an anti spinning device, and a vehicle and a work vehicle such an anti spinning device, are also provided.

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

Abstract: In the field of avionics, it is difficult to justify initiation of new aircraft programmes for replacement of small numbers of niche aircraft. Instead, in many cases, retrofitting existing aircraft is preferred for economic reasons. In this respect, upgrading existing braking systems to accommodate replacement of existing brake units employing sintered friction materials with brake units employing carbon-carbon composite friction materials is desirable. However, when upgrading the braking systems it is necessary to ensure that the integrity of the existing airframe is not compromised by the use of the new brake assemblies employing the carbon-carbon composite friction materials. Consequently, the present invention replaces existing pressure control valves of existing braking systems with an electronic control unit (126) coupled to a pressure control servovalve (128) thereby ensuring proper application of hydraulic pressure to brake assemblies (122).

Abstract: A method for controlling braking in a vehicle having a brake pedal includes the steps of calculating an intended amount of brake torque corresponding to a braking request made via application of the brake pedal, applying the intended amount of brake torque if a pre-determined condition pertaining to the vehicle is satisfied, and applying a filtered amount of brake torque if the pre-determined condition is not satisfied.

Abstract: A vehicle control apparatus controlling a driving force or a braking force to be applied to a vehicle and conducting a vehicle control based on wheel speeds includes a detecting means detecting the wheel speed of each wheel provided at the vehicle, a storing means storing a predetermined valid wheel speed for each wheel, a determining means determining whether a difference between the detected wheel speed and a maximum wheel speed of the wheel speeds lies in a predetermined range, and an updating means updating the valid wheel speed based on the detected wheel speed of the wheel, when the detected wheel speed is lower than the predetermined valid wheel speed which is currently stored, in case that a result determined by the determining means is positive.

Abstract: A mechanism for reducing brake noise during braking of a vehicle. The mechanism includes controllers and methods that “hold” a currently applied braking torque rather than applying the operator-requested braking torque when a vehicle is traveling at a low speed and the operator-requested braking torque is within a predetermined range. The controllers and methods “release” the previously “held” braking torque and apply the operator-requested braking torque once the operator-requested braking torque is outside the predetermined range.

Abstract: A brake fill effect minimization function for preventing or reducing brake controller windup during a brake fill condition or the like that may commonly occur in hydraulic or electromechanical brake systems, particularly during initial application of the brakes or during anti-skid conditions. The function temporarily reduces error input to the brake controller during a perceived brake fill condition (hydraulic brakes) or running clearance condition (electromechanical brakes) thereby facilitating smooth application of the brakes during initial braking and/or under anti-skid conditions.

Abstract: A controller includes an initial current value calculation unit calculating an initial current value to open a normally open linear solenoid valve when a hydraulic pressure is shifted from a pressure reducing state or a pressure holding state to a pressure increasing state, a valve opening amount increasing unit reducing the energization amount from the initial current value so that a valve opening amount of the normally open linear solenoid valve increases, an offsetting necessity determination unit determining based on a predetermined condition whether or not the energization amount needs to be offset to an increase side when the valve opening amount increasing unit reduces the energization amount, and an energization amount offsetting unit offsetting at least once the energization amount to an increase side only for a predetermined time period when it is determined that such offsetting is necessary.

Abstract: An organ type accelerator pedal assembly may include a vibration generating module coupled to a carrier connected with a foot plate, and engaged with a first actuator through a power transfer member to bring a vibration to the carrier, a pushing-force generating module actuated by a second actuator and movably disposed under the vibration generating module to provide a pushing-force to the foot plate when contacting with the vibration generating module, and/or a control unit controlling the first actuator and/or the second actuator.

Abstract: An anti-skid brake control system for a multi-wheeled vehicle includes both a paired function and an individual function. The paired function controls the wheels of the vehicle in unison. The individual function controls the wheels of the vehicle individually. A paired/individual logic circuit alternatively activates and deactivates the paired function and the individual function. A method for controlling the skid of a vehicle utilizing a paired function and a individual function is also provided.

Abstract: The embodiments of the invention are directed to a method and apparatus to generate pulsing lights where parameters such as frequency, degree of brightness, and the number of pulses vary depending on the duration of the brake pedal application, the time interval between consecutive brake applications, and the deceleration rate of the vehicle, as well as optionally its distance from other vehicles. The brake light control system incorporates a microprocessor having multiple inputs, including a brake pedal sensor, and its output connected via an amplifying circuit to the lights. Other inputs of the microprocessor include a deceleration sensor, a distance sensor, and an optional manual pushbutton or switch located within the driver's reach. The lights controlled by the system may include brake lights, emergency lights, or additional lights shaped into a warning triangle.

Abstract: Disclosed are a method and a control system for applying defined clamping forces in a brake that is electrically operable by means of an actuator and includes a first friction surface (friction lining) and a second friction surface (brake disc). In the method, a correlation exists between the actuator position and the clamping force, and values of the clamping force as well as of the actuator position are determined by a clamping force sensor and a position sensor, and a value of the actuator position is determined, which corresponds to the application of the first friction surface on the second friction surface.

Abstract: A brake system for motorcycles and a method for regulating the brake pressure in a motorcycle having an anti-lock function and having an integral brake function are provided. By means of the integral brake function, front wheel brake means are actuated in connection with brake actuation at a rear wheel (RW), and a brake pressure (psollvr) in front wheel brake circuit is regulated on the basis of a predefined dependency (f) of a pressure (pmessHZ RW) caused by the brake actuation at the master brake cylinder of a rear wheel brake circuit. In the event of an anti-lock function at the rear wheel (RW), a higher brake pressure (psollvr) is set in the front wheel brake circuit than is set at the present pressure (pmessHZ RW) at the master brake cylinder on the basis of the dependency (f) in the absence of anti-lock regulating intervention.

Abstract: A brake boost control apparatus has a brake operation member, a master cylinder, a wheel cylinder, a hydraulic pump, a master cylinder pressure detection section detecting a pressure of the brake fluid, a brake stroke amount detection section detecting a stroke amount of the brake operation member, a hydraulic pressure control section that controls a pressure of the wheel cylinder, a boost section which boosts the pressure of the brake fluid and increases the wheel cylinder pressure, and a control unit. The control unit controls at least one of the hydraulic pump and the hydraulic pressure control section so that the stroke amount detected by the brake stroke amount detection section under a boost operation by the boost section and the pressure detected by the master cylinder pressure detection section are maintained at a predetermined relationship.

Abstract: Disclosed is a method for controlling a brake system (1) of a motor vehicle having an electric-regenerative brake, in particular a generator (4), and a number of hydraulic friction brakes (2) driven by at least one brake pressure generating means by way of a braking medium (B). The brake system is controlled so that the total deceleration of the brake system is composed of deceleration components of the friction brakes (2) and the electric-regenerative brake, thus achieving maximum brake comfort. The braking medium (B) is discharged into a pressure accumulator (12) when braking with an electric-regenerative brake.

Abstract: A vehicle stop determination apparatus includes a vehicle speed sensor for detecting a speed of a vehicle, a G sensor for detecting a longitudinal acceleration of a vehicle, an inclination acceleration estimate section for calculating an estimated inclination acceleration resulting from an inclination of a road surface based on a vehicle speed reduction rate calculated from an output of the vehicle speed sensor and an output from the G sensor, and a stop determination section which has a first stop determination mode and a second stop determination mode and which selects the first stop determination mode or the second stop determination mode based on the vehicle speed reduction rate provided before the output of the vehicle speed sensor becomes equal to or less than a detection limit. Also, the inclination is re-determined based on the output of the G sensor when the vehicle is stopped.

Abstract: A system and a method for a controllable power-assisted application of pressure includes a force sensor capable of sensing a user-applied force; and a force generator responsive to the sensed user-applied force and capable of generating a force that is applied to a pressure-applying device. A force magnitude of the force applied to the pressure-applying device is based on a magnitude of the sensed user-applied force. One embodiment provides that the force applied to the pressure-applying device by the force generator exerts a predetermined amount of pressure against a surface. Another embodiment provides that the force magnitude is greater than a magnitude of the sensed user-applied force. Yet another embodiment provides that the force magnitude is proportional to a magnitude of the sensed user-applied force.

Abstract: Disclosed is an electronic control brake system capable of ensuing pedal force upon regenerative braking or brake-by-wire control. The electronic control brake system having a simulation function includes a master cylinder for forming oil pressure corresponding to displacement of a brake pedal, an oil tank for providing oil to the master cylinder, a cut-off valve installed on a hydraulic supply pipe that connects an inlet of the master cylinder with an inlet valve of a hydraulic brake, an oil return pipe for connecting an outlet valve of the hydraulic brake with an inlet of the oil tank, and a simulation valve installed on a differential adjusting pipe, which connects the hydraulic supply pipe with the oil return pipe, to generate pedal force.

Abstract: A traveling safety device for a vehicle of the present invention includes a brake device, a brake operation detecting device, a storage device, a present vehicle position detecting device, a vehicle state detecting device, a road shape recognizing device, a proper vehicle state setting device, a comparing device, a brake assist control device, a brake assist control device. The brake assist control device calculates an initial brake assist pressure based on a comparison result of the comparing device, and changes a brake assist pressure in proportion to the brake operation of the driver when a change in the brake operation by the driver has been detected after start of brake assist control based on the initial brake assist pressure.

Abstract: A motion control system is applied to a vehicle, which has front wheel side suspensions with an anti-dive geometry and rear wheel side suspensions with an anti-lift geometry. A degree of an anti-lift effect of the anti-lift geometry is larger than a degree of an anti-dive effect of the anti-dive geometry. Normally, a controller controls a hydraulic unit such that a brake force distribution between front wheels and rear wheels during a braking-period is adjusted to a basic distribution. In contrast, in a state where abrupt application of brakes is started, the controller controls the hydraulic unit such that the brake force distribution is adjusted to a first distribution, at which a brake force respectively applied to the rear wheels is larger than that of the basic distribution only for a predetermined short time period upon starting of the application of the brakes.