Abstract: A method for braking a vehicle, including checking whether a trigger criterion for braking the vehicle is present, and if the trigger criterion is satisfied, causing a conditioning braking pulse through brief pulsed braking such that passengers experience brief braking of the vehicle, and immediately thereafter initiating a braking phase in which the vehicle is braked in at least two partial braking regions by an actual ego deceleration that varies with respect to time, wherein each partial braking region is extended over a partial braking interval and merge into one another without the actual ego deceleration changing abruptly, and the actual ego deceleration in at least one of the partial braking regions is changed continuously over the respective partial braking interval such that a different actual jerk is obtained in each partial braking region, and wherein the actual jerk behaves degressively over at least some partial braking regions.

Abstract: A method, a computer program product, and a computer system notify passengers of an imminent brake event of a vehicle. The method includes determining that the imminent brake event is about to occur. The method includes determining a delay value to be applied to a brake system of the vehicle. The method includes determining a safety threshold associated with the imminent brake event based on at least one of conditions of the vehicle and surroundings of the vehicle. As a result of the delay value being less than the safety threshold, the method includes postponing use of the brake system for a duration corresponding to the delay value. The method includes broadcasting a notification to the passengers of the imminent brake event.

Abstract: A method and computer program for electronically regulating the brake force distribution in a pressure medium-operated brake system of a vehicle having at least one front axle brake circuit, associated with a front axle, and at least one rear axle brake circuit, associated with at least one rear axle, in which when the brake system is operated, a rear axle brake pressure, acting in the at least one rear axle brake circuit, is regulated to prevent locking of the rear wheels before locking of the front wheels, and in which the brake pressure at the rear axle is limited only while a pressure value which acts in the rear axle brake circuit is below a prespecified pressure threshold value, but the brake pressure at the rear axle is not limited if the pressure value acting in the rear axle brake circuit is not less than the prespecified pressure threshold value.

Abstract: A current value of a state-of-motion from a second controller can be received by a first controller. The first controller determines a subset of a target value of the state-of-motion to be achieved by a subsystem and transmits a command to a third controller in communication with the subsystem to achieve the subset of the target value of the state-of-motion. The third controller commands the subsystem to approach the subset of the target value of the state-of-motion.

Abstract: A system for decoupling accelerometer signals includes an interface and a processor. The interface is configured to receive accelerometer data and receive coarse behavior data. The processor is configured to determine a coarse acceleration based at least in part on the coarse behavior data, determine a perturbation acceleration using the coarse acceleration and the accelerometer data, and determine an anomalous event based at least in part on the perturbation acceleration.

Abstract: In a method for optimizing the pressure setting accuracy, a hydraulic pressure is built up according to a pressure requirement of a hydraulic pump, and overflow control is performed using an analog-controlling hydraulic valve and a known control characteristic curve of the analog-controlling hydraulic valve, which overflow control counteracts a pressure build-up produced by the hydraulic pump that exceeds the pressure requirement. In addition to the known control characteristic curve of the analog-controlling hydraulic valve, at least one additional valve characteristic is taken into account for the overflow control.

Abstract: An electronically controllable braking system includes a hydraulic brake-pressure generator which generates the brake pressures for the wheel brakes. In the hydraulic connection to the brake-pressure generator, a valve arrangement has been assigned to each wheel brake in order to adjust the brake pressures demanded for the wheel brakes in the multiplex mode, for the purpose of operating the braking system. A method has the following steps: establishing for which of the wheel brakes the adjusting of the brake pressure demanded for it has priority in a current multiplex cycle; generating the brake pressure demanded for the wheel brake that has been set to priority; opening the valve arrangement that has been assigned to the wheel brake that has been set to priority; and closing the valve arrangements that have been assigned to the wheel brakes that have not been set to priority.

Abstract: A vehicular brake fluid pressure control apparatus includes: normally open and normally closed electromagnetic valves disposed to correspond to plural wheel brakes; and a control unit which controls fluid pressures transmitted to the wheel brakes by controlling drive currents applied to the electromagnetic valves according to plural different fluid pressure control modes. The control unit controls the normally closed electromagnetic valves while switching, according to which of the fluid pressure control modes is effective, between a responsivity priority control in which drive currents applied to the normally closed electromagnetic valves are increased to a target current value instantaneously at a first slope, a silence priority control in which the drive currents are increased at a second slope gentler than the first slope, and an intermediate control in which the drive currents are increased at a third slope gentler than the first slope and steeper than the second slope.

Abstract: A hydraulic brake system includes: a hydraulic pressure source provided for a vehicle, and including a hydraulic-pressure generating device and a reservoir; a plurality of hydraulic brakes provided for respective wheels of the vehicle, and configured to restrain rotations of the respective wheels; and a control valve device including at least one hydraulic-pressure control valve group disposed between the hydraulic-pressure generating device and at least one of brake cylinders of the hydraulic brakes and/or between the reservoir and the at least one of the brake cylinders. Each of the at least one hydraulic-pressure control valve group includes (a) at least one ON/OFF control valve and (b) at least one linear control valve that are disposed in parallel with each other.

Abstract: A brake control method for a hydraulic brake device equipped with an actuator that automatically regulates braking liquid pressure in a wheel cylinder of a vehicle without driver intervention. The method includes: (a) calculating a time period in which holding or decreasing brake hydraulic pressure is continuously performed to the wheel cylinder; and (b) controlling the actuator such that, an increasing pressure and decreasing pressure to the wheel cylinder after the calculated time period has reached a predetermined time, the amount of the pressure increase and the amount of the pressure decrease are the same.

Abstract: A brake hydraulic pressure control device includes: a normally open linear solenoid valve configured to adjust a valve closing force depending on an power supply amount; a normally closed solenoid valve; and a controller configured to control switching of a hydraulic pressure within the wheel brake between a pressure increasing state, a pressure holding state, or a pressure reducing state, wherein: when shifting to the pressure increasing state from the pressure reducing state or the pressure holding state is made, the controller controls the power supply amount so that increasing is made at a first gradient up to a turning point target hydraulic pressure, and increasing is made at a second gradient gentler than the first gradient from the turning point target hydraulic pressure up to the end of the increasing; and the controller determines the turning point target hydraulic pressure.

Abstract: A vehicle brake fluid pressure control apparatus includes: a normally open electromagnetic valve which adjusts a differential pressure between an upstream side and a downstream side; and a control unit including a memory part which stores a valve closing map which shows a relationship between the differential pressure between the upstream side and the downstream side of the pressure regulator valve and an output current value for closing the pressure regulator valve and a valve opening map which shows a relationship between the differential pressure and an output current value for opening the pressure regulator valve, wherein when attempting to reduce a fluid pressures, the control unit executes a current value switching control which controls a current flowing to the pressure regulator valve by selecting alternately an output current value of the valve opening map and an output current value of the valve closing map.

Abstract: An anti-skid control device or an automatic brake control device gradually increases a W/C pressure for a boost control valve for a front wheel FR or FL on a high-? surface, by repeating a cycle in which the differential pressure for the boost control valve at the high-? surface side is kept at the first differential pressure for a first period, and after that kept at the second differential pressure for a second period. Therefore, it is possible to suppress the individual variation in the capability for W/C pressure boosting, and accordingly to suppress the difference of the W/C pressures between the right front wheel and the left front wheel. Thus, it is possible to suppress the yaw torque applied to the vehicle and therefore to suppress the spin of the vehicle.

Abstract: Systems and methods disclosed herein may be useful for braking systems for use in, for example, an aircraft. A method is disclosed comprising determining, at a brake controller, an aircraft reference speed for an aircraft having a first wheel and a second wheel, identifying, at the brake controller, a state comprising the first wheel having a different rotational velocity than the second wheel, wherein the difference in rotational velocity sums to about zero, calculating, at the brake controller, a compensation factor for at least one of the first wheel and the second wheel, and adjusting, at the brake controller, a locked wheel trigger velocity in accordance with the compensation factor.

Abstract: A shutter control system comprises a shutter closing module and a regenerative braking control module. The shutter closing module selectively closes a shutter to decrease aerodynamic drag on the vehicle based on at least one of a brake pedal position, a state of charge of an energy storage device, and a throttle position. The shutter blocks airflow into an engine compartment of the vehicle when closed. The regenerative braking control module controls a motor generator to perform regenerative braking when the shutter is closed.

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 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: An object of the invention is to reduce an influence of deviation in pressure increasing performance, which would be caused by individual differences of pressure increase valves, so that a desired braking force may be obtained. A moderate pressure increasing operation is carried out for wheel cylinder pressure of a wheel, which is on a high ?-road, wherein a demand differential pressure for a pressure increase valve is set at a first target pressure for a first time period and then switched to a second target pressure for a second time period. The influence of the deviation may be absorbed during the moderate pressure increasing operation, so that a difference of wheel cylinder pressure between front left and front right wheels may be reduced.

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: 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: 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: A vehicular anti-lock control system includes: a ground load calculation section for detecting or estimating a ground load of a wheel; a road surface friction coefficient calculation section for detecting or estimating a road surface friction coefficient; and a reference fluid pressure calculation section for calculating an upper side reference fluid pressure and a lower side reference fluid pressure in anti-lock control based on the ground load and the friction coefficient. The upper and lower side reference fluid pressures are respectively determined to be an upper limit value and a lower limit value of a fluid pressure in anti-lock control. Therefore, it is possible to suppress the amount of change in the fluid pressure during anti-lock control, thus improving the braking effect and the braking feel.

Abstract: A system (10) and method for automatically controlling braking of a train (38). The method includes applying a first degree of braking to the train during a first period of time, and then applying a second degree of braking to the train during a second time period following the first time period so that the train is slowed in a manner effective to limit a peak deceleration rate experienced by the train. The system includes a sensor (36) providing a signal indicative of an operating condition of a locomotive of the train requiring braking of the train, a memory (22) storing a braking schedule, and a processor (18) comprising logic executable for accessing the braking schedule stored in the memory responsive to the signal to automatically control braking of the locomotive according to the schedule.

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: Various brake control systems and methods are provided herein. In one implementation, a brake pressure control system having a shutoff valve (24) in a hydraulic conduit (26, 30) between a pressure origination source (16, 18) and a wheel brake (20), the shutoff valve selectively isolates the pressure origination source from the brake responsive to an indication that a wheel associated with the brake meets a skid condition, and an actuator assembly (28) comprising an actuator (34) that regulates fluid brake pressure after the shutoff valve isolates the pressure origination source from the brake. The actuator assembly operates independently of the shutoff valve and is coupled to the hydraulic conduit between the shutoff valve and the brake. The actuator assembly also effects displacement of the actuator for increasing and decreasing brake pressure. A controller (44) determines if the skid condition has been reached and controls the shutoff valve and the actuator assembly based upon the skid condition.

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 roll control system (16) for an automotive vehicle (10) is used to actively detect if one of the plurality of the driven wheels (12) is lifted. The system generates a pressure request to determine if the wheel has lifted. By comparing the change in wheel speed of a driven wheel to a change in wheel speed threshold the wheel lift status can be determined. The wheel speed change threshold may be dependent upon various vehicle operating conditions such as powertrain torque, braking torque and/or longitudinal force on the vehicle.

Abstract: In an automatic braking force control apparatus for a vehicle employing a deceleration feedback control system and an anti-skid control system executing, irrespective of a desired braking force for deceleration feedback control, an anti-skid cycle for preventing a wheel lock-up condition, the feedback control system calculates a desired braking force as a sum of a proportional-control signal component proportional to an error signal corresponding to a deviation from a desired deceleration, and an integral-control signal component corresponding to the integral of the error signal. The feedback control system memorizes the desired braking force, calculated just before an anti-skid cycle start time, as a memorized value, and initializes the desired braking force of an anti-skid cycle termination time to a predetermined value substantially corresponding to the memorized value for preventing a change in the desired deceleration occurring during the anti-skid cycle from being reflected in a feedback control signal.

Abstract: A spring-actuated parking brake includes a spring brake actuator communicating with a fluid source via a supply line. In brake released condition, the actuator is pressurized via a supply valve; in engaged condition, the actuator communicates with a pressure sink via the supply valve and a pressure-relief line. During brake engagement, the supply valve and a shutoff valve between the supply valve and actuator are switched to flow-enabled position for pressure relief of the actuator placing it in communication with the pressure sink. For brake release, the supply valve is switched to the fluid source and the shutoff valve is switched to fluid-passing position communicating with the fluid source to pressurize the brake cylinder. After brake engagement, the shutoff valve is switched to shut-off position decoupling the actuator from the supply line; the supply valve is switched to flow-enabled position placing the supply line in communication with the pressure sink.

Abstract: A vehicle brake control apparatus controls an actual braking force of a vehicle to achieve a command braking force in accordance with a driver's demand braking force corresponding to a driver's braking operation, and a target braking force. A controller is configured to calculate a time rate of change of the target braking force; to calculate a time rate of change of the demand braking force; and to calculate the command braking force in the control mode in accordance with the time rate of change of the demand braking force and the time rate of change of the target braking force.

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

Abstract: A braking system for a vehicle, including a braking device which puts brake on a vehicle; an operating device which includes an operating member that is operated by a driver of the vehicle in a braking force increasing direction, that is, an operating direction in which a braking force of the braking device is increased or in a braking force decreasing direction, that is, an operating direction in which the braking force of the braking device is decreased; and a control device which decides a target control value for controlling the braking device based on an operation state amount of the operating member and which controls the braking device based on the decided target control value, wherein the control device includes an operating direction-dependant target control value deciding portion which sets an increasing direction target control value that is the target control value when the operating member is operated in the braking force increasing direction, and a decreasing direction target control value that

Abstract: The present invention relates to a method for traction control of slipping wheels of at least one driving axle, which are driven by way of an open differential gear and can be interlocked by braking intervention to a defined, predeterminable degree for effecting a differential lock function. The invention discloses that the wheel slip of the wheels is detected, that the detected wheel slip variation is compared with predetermined wheel slip patterns for recognizing and monitoring a current driving condition, and that a braking intervention effecting the differential lock function is performed when the sensed wheel slip variation coincides with at least one predetermined wheel slip pattern. The invention allows an accelerated adjustment and control of a differential lock effect depending on the respective driving condition.

Abstract: To improve the control behavior of a brake system with anti-lock control (ABS) on the occurrence of road irregularities, a brief braking pressure reduction phase with a major braking pressure reduction on a wheel, followed by a high re-acceleration of the wheel, is interpreted as a road irregularity if the quotient of the duration of the braking pressure reduction and of the total duration of the pressure reduction phase multiplied by the re-acceleration of the wheel or the maximum value of the re-acceleration or if the acceleration variation or the maximum value of the acceleration variation exceeds predetermined limit values, and a braking pressure rise that is increased compared to the standard ABS control is caused as a result of detection of the road irregularity.

Abstract: In anti-skid control system and method for an automotive vehicle, when a calculated wheel deceleration of any one of road wheels of the vehicle has reached to a predetermined deceleration set on the basis of a pseudo vehicle body deceleration calculated from detected road wheel velocities, an electronic control unit (ECU) suspends a pressure increase control such as to increase a brake liquid pressure of the road wheel corresponding one of wheel cylinders and executes such a pressure hold control as to hold the brake liquid pressure thereof.

Abstract: A brake control system includes an ECU constructed to carry out pressure-increase assist control for restraining the opening of an OUT-side gate valve and opening inlet valves during a predetermined time when active brake control is switched from the state that it is effective for only one wheel cylinder to the state that it is effective for only another wheel cylinder.

Abstract: A vehicular brake control method and apparatus having a controller that controls a pressure of a supplied operating fluid to the wheels. The vehicle brake control apparatus includes brakes that apply braking forces corresponding to the pressure of the operating fluid to the wheels. A pump is provided that force-feeds the operating fluid. A valve is disposed to adjust the pressure of the operating fluid that is force-fed from the pump. The controller performs an operation control of the pump and the valve to control the pressure of the operating fluid to be supplied to the brakes when the controller determines that the braking forces are to be applied to the vehicle. The controller controls a pressure-increasing gradient of a fluid pressure by controlling both the pump and the valve during a pressure-increasing control for increasing the pressure in the brakes.

Abstract: A system and method for ABS stability control is provided, the method comprising the steps of determining whether a first wheel is in an ABS mode; determining whether the first wheel is in an apply mode; determining whether a second parallel wheel is in the release mode; calculating an adjusted wheel slip if the first wheel is in the ABS mode, the first wheel is in the apply mode, and the second parallel wheel is in the release mode; and determining a control mode for the first wheel using the adjusted wheel slip.

Abstract: Reapply pulses for increasing the brake fluid pressure applied to controlled wheel brakes in an anti-lock brake system are generated as a function of vehicle speed. A reapply pulse is generated when the vehicle speed decreases by a predetermined amount.

Abstract: A braking system for a wheeled vehicle includes a pressurized air source (63), an air actuated wheel braking device (51, 59), an operator control (49, 61) for commanding the supply of air to the braking device, an electronic control (19) which responds to vehicle speed and wheel speed to selectively invoking an antilock mode of braking. A control valve (37, 55) responds to the electronic control (19) and the operator control (49, 61) to selectively control the supply of air from the source to the braking device. In the antilock mode, the control valve is initially enabled to release braking pressure and thereafter alternately enabled and disabled to maintain braking pressure at a substantially constant reduced pressure, and subsequently alternately enabled and disabled at a reduced ratio of enabled duration to disabled duration to rebuild braking pressure.

Abstract: A control method of a hydraulic pressure source-driving type vehicle hydraulic brake system is provided in which water hammering or worsening of the brake feeling does not occur when brake liquid is replenished through a replenish passage. A motor for driving a pump is actuated at a full driving force with an on-off valve in the brake liquid replenish passage opened in the stage in which the hydraulic pressure difference between the master cylinder pressure and the brake hydraulic pressure is small. Also, in the stage in which the brake hydraulic pressure is increased, so that the hydraulic pressure difference from the master cylinder hydraulic pressure has entered a predetermined range, a solenoid valve in the replenish passage is closed to return to the normal control in which the driving force of the motor is controlled so as to correspond to the hydraulic pressure difference.

Abstract: In an anti-lock brake system mounted on a vehicle wherein when the vehicle is braked in an emergency during running, an increase in the road surface friction force or road surface friction coefficient owing to an increase in the brake pressure is detected by a road surface friction force detecting device or road surface friction coefficient detecting device. The optimum control start point associated with an increase in the signal value of the road surface friction force F or road surface friction coefficient &mgr; provided by the road surface friction force detecting device or road surface friction coefficient detecting device is decided by using a decrease in the wheel speed, i.e., by using the wheel speed &ohgr; or d&ohgr;/dt. Thereafter, from the point where the specified value of control based on F or &mgr;, or dF/dt or d&mgr;/dt, the brake pressure is moved from the pressure increasing mode to the pressure retaining or decreasing mode.

Abstract: The present invention discloses a method for use in automotive vehicles with an electronically controlled brake system (for example, ABS), wherein for controlling the braking pressure (re)increase during a control operation the rotational behavior of the individual wheels is measured and evaluated to determine braking pressure control signals, and wherein during a braking pressure control operation the braking pressure reduction in the previous cycle (26) is taken into account for the control of the braking pressure reincrease (27).

Abstract: The present invention is directed to an anti-skid control system wherein at least a pressure decrease mode for decreasing a hydraulic braking pressure and a pulse pressure increase mode for intermittently increasing the hydraulic braking pressure, with a pressure increasing signal provided in accordance with the braking condition of a vehicle. Peaks of the wheel speed in the pulse pressure increase mode are detected continuously on the basis of a variation of a wheel acceleration relative to a vehicle acceleration. Then, the time when each peak of the wheel speed was detected is set as a rise timing of the pressure increasing signal in the pulse pressure increase mode, and a time period for which the pressure increasing signal outputs is adjusted, on the basis of a variation of the rotating condition of the wheel at the time when the peak of the wheel speed was detected.

Abstract: A brake control system determines when a wheel is unstable or stable during a braking condition. An unstable wheel is determined when the wheel speed is different from the estimated vehicle speed by greater than a fixed amount. When the wheel is determined to be unstable, an amount of brake pressure reduction is determined according to a proportional-plus-integral compensation. The proportional-plus-integral compensation is a function of the difference between the wheel speed and the estimated vehicle speed, as well as a wheel deceleration value. When the wheel is determined to be stable, brake pressure is applied according to an exponential rate. A hold mode is entered when the wheel is determined to be no longer decelerating during a dump cycle.

Abstract: An antilock brake control device of this invention includes a electronic control device 30 to operate antilock brake control and the hydraulic unit 20 which operates by a control signal from the electronic control device 30, wherein the maximum target amount of slip is preset, the rate of pressure reduction is determined so as to vary the amount of slip along a quadratic curve which regards the predetermined maximum target amount of slip as a extreme value, and the fluid pressure of the wheel cylinder is reduced at the rate of pressure reduction.

Abstract: An anti-skid control system has a determining device which determines whether no pressure increasing output is scheduled to be generated for any of pressure increasing valves provided for plural wheels for at least a predetermined time period. When no pressure increasing output is scheduled to be generated for any of the pressure increasing valves for at least the predetermined time period, the pressure increasing valves are controlled so that a pressure increasing operation is carried out for at least one wheel cylinder to allow brake fluid to flow from a master cylinder to the wheel cylinder.

Abstract: In an antiskid control apparatus, brake pressures of a plurality of wheels are increased by using a hydraulic pressure generated by a master cylinder. When the running speed of a vehicle becomes lower than predetermined value due to a braking operation, a brake-pressure adjusting unit increases the brake pressures applied to the plurality of wheels with timings different from each other. In this way, it is possible to reduce changes with time in amount of fluid flowing out of the master cylinder.

Abstract: The solenoid control valves of a solenoid-operated automotive antilock braking system are cyclically controlled to enable the valves to operate in a stable, partially open position that provides a desired fluid flow while minimizing noise associated with acceleration and deceleration of the controlled fluid. After an incipient lock-up condition is detected and the solenoid valve has been energized to hold and/or permit a partial release of the brake pressure, the solenoid is initially de-energized for a defined interval designed to reduce the current to a scheduled value. In this interval, the solenoid current is re-circulated through a free-wheeling diode for a smooth decay, allowing the valve to slowly open in a smooth and stable fashion. Then the solenoid is pulse-width modulated (PWM) at a frequency and duty cycle designed to maintain the solenoid current at the scheduled value. The interval of PWM is relatively brief to avoid any instability associated with the current pulsation.

Abstract: A process is disclosed for restoring brake pressure in a brake of a motor vehicle having an antilock brake system which subjects the brake to a brake regulating cycle. The brake regulating cycle comprises a pressure reduction phase, wherein the brake pressure is reduced from a deregulating pressure P.sub.max to a holding pressure P.sub.min, a pressure maintenance phase, wherein the holding pressure P.sub.min is maintained in the brake, and a pressure restoration phase, wherein the brake pressure in the brake is increased. According to the invention, during the pressure restoration phase the brake pressure is increased with a steep pressure gradient PG.sub.H during a first pressure increase stage until a pressure level P.sub.K is reached. Thereafter the brake pressure is increased with a low pressure gradient PG.sub.N in a second pressure increase stage. The steep pressure gradient PG.sub.H is calculated as a function of P.sub.max and P.sub.min of the last regulating cycle, while the low pressure gradient PG.