Abstract: An apparatus engageable with a hand brake assembly for automatically applying at least one brake secured to a railway vehicle. The apparatus comprises an operating mechanism which is a two stage pneumatic cylinder having a primary portion for initial phase of the brake application and a secondary portion for the final brake application to apply high forces and to comply with AAR requirements. A source of fluid pressure is connected to the operating mechanism for periodically supplying a predetermined pressure thereto. A first control device is connected to the source of the fluid pressure for initiating the supply of such predetermined pressure to the operating mechanism. A second control device is connected to the source of the fluid pressure for regulating the supply of such predetermined pressure to the operating mechanism thereby causing an automatic application of such brake by the hand brake assembly.

Abstract: A redundant architecture for a brake-by-wire system is provided.

Abstract: A brake control apparatus for a vehicle includes an actuating section to apply a regenerative braking force to a motor-driven wheel driven by a motor of the vehicle. A control section is arranged to vary the regenerative braking force in a direction to shift a front and rear wheel braking force distribution toward an ideal braking force distribution, in accordance with a wheel locking tendency of the motor-driven wheel when the regenerative braking force exceeding a braking force determined by the ideal braking force distribution is applied to the motor-driven wheel.

Abstract: In a vehicle brake control device, it is determined whether a first starting condition, that a master cylinder pressure and a rate of change of the master cylinder pressure are equal to or more than respective first reference values, is satisfied. Furthermore, it is determined whether a second starting condition is satisfied based on a determination as to whether the master cylinder pressure is equal to or more than a second reference value at a time when a predetermined time has elapsed since a time when the first starting condition was satisfied. In a case where the second starting condition is determined as being satisfied, a brake assist control is executed until a termination condition of the brake assist control is satisfied.

Abstract: In an electronic brake system, a brake pedal is operated by a driver according to a requisite braking force. Wheel cylinders equipped at respective vehicle wheels generate braking forces at the respective vehicle wheels. A master cylinder applies a brake fluid pressure to generate the respective wheel cylinder pressures. A pedal operation amount detection portion detects a stroke amount of the brake pedal. The brake pedal and the master cylinder are isolated from each other. The motor is driven based on the pedal operation amount detected by the pedal operation amount detection portion and then controls the brake fluid pressure.

Abstract: A brake system for a vehicle is comprised of a first brake system that mechanically applies a braking force to wheels according to a master cylinder hydraulic pressure outputted from a master cylinder which receives a brake manipulation force of a driver, and a second brake system that apply a braking force to other wheels according to at least a braking state of the first brake system.

Abstract: A control system for a vehicle having an electronically actuated drive train includes a coordination level which is assigned to a system control device, and in which setpoint values are generated from state variables (ZG) of the vehicle and from driver's requests. Actuation signals for actuating actuators are generated from the latter. An execution level, which is subordinate to the coordination level, has actuators for executing the actuation signals. An axle electronic module for activating at least one brake actuator which is assigned to the chassis is arranged in the region of the steerable vehicle axle. The axle electronic module is connected to the coordination level in order to receive transmittal setpoint values, and determines actuation signals for actuating the respective axle actuator from the setpoint values. The axle electronic module is connected to an electronically actuated steering system for transmitting the actuation signals.

Abstract: An integration train brake system including a single brake controller providing locomotive and train brake commands. An electropneumatic controller is connected to the brake controller, the train brake pipe and the locomotive brake pipe A trainline controller is connected to the electrical network A locomotive computer is connected to a display A processor module connects the brake controller's commands to the trainline controller, and connects the trainline controller to the electropneumatic controller and the locomotive computer.

Abstract: A control circuit for a controllable electric solenoid valve of a brake system of a motor vehicle is described, in which the actual values of a controlled variable (f(t)), e.g., the vehicle deceleration, a wheel slip, a driving speed, an angle of rotation or the like are returned to a predetermined tolerance band. The actual value of the controlled variable is measured continuously and compared with the predetermined tolerance band, which is stored in an EEPROM, for example. If the actual value of the controlled variable leaves the predetermined tolerance band (22), a correction device (15) intervenes and returns the actual value to the predetermined tolerance band by increasing or decreasing the trigger current for the solenoid valve (1).

Abstract: An integration train brake system including a single brake controller providing locomotive and train brake commands. An electropneumatic controller is connected to the brake controller, the train brake pipe and the locomotive brake pipe A trainline controller is connected to the electrical network A locomotive computer is connected to a display A processor module connects the brake controller's commands to the trainline controller, and connects the trainline controller to the electropneumatic controller and the locomotive computer.

Abstract: A vehicle includes at least one wheel, a parking brake associated with the at least one wheel and a service brake associated with the at least one wheel, and a braking control system. The braking control system interprets operator on/off commands to the parking brake. The service brakes are actuated instead of or in addition to the parking brake when a parking brake application is ordered and the vehicle speed falls outside a preferred vehicle speed range. If the vehicle is stopped and the parking brake is engaged, the parking brake is not disengaged responsive to an operator command until the service brake condition is within a preferred ready range.

Abstract: The invention relates to a brake system for a railway vehicle. Said brake system comprises a main air reservoir line which is fed by an air compressor unit. Every bogie truck is provided with at least one compressed-air line which is connected to the main air reservoir line either directly or via a stop valve, a non-return valve and a compressed-air reservoir. The compressed-air line feeds, for example, the service brake valves for impinging the brakes of the bogie truck or a control unit for the spring-loaded brake and/or other control units for other auxiliary components. The service brake valves and/or the spring-loaded brake and/or other auxiliary components are controlled via at least one local, electronic brake control unit.

Abstract: A vehicle brake control system includes an electric fluid pump that, upon energization thereof, pumps brake fluid from a reservoir to a brake circuit at a position upstream of a pressure control valve, an inlet circuit connecting the inlet opening of the pump to a master cylinder, an inside gate valve installed in the inlet circuit, and a control unit that controls the pressure control valve, the inlet gate valve and the electric fluid pump and carries out a predetermined brake control to adjust the hydraulic pressure of the wheel cylinder by operating the pressure control valve. The control unit is configured to carry out a flow back control after completion of the predetermined brake control. The flow back control is a control wherein the inside gate valve is kept open having the electric fluid pump kept de-energized.

Abstract: Based on the realization that, at the instant a holding brake in the drive of a machine tool is actuated, it may not be necessary to precisely observe the setpoint values, it may be provided to adapt control parameters in the controller of the drive such that, given an engaged holding brake, oscillations may be avoided or substantially reduced. By applying a correction value to the controller, it may be possible to prevent the adaptation of the control parameters from resulting in a change at the output of the controller.

Abstract: The present locomotive brake system has at least one of a train brake pipe controller connected to a train brake pipe by a cut-out device, locomotive brake pipe controller connected to a locomotive brake pipe by a cut-out device, and a release pipe controller connected to a release pipe by a cut-out device. The cut-out device includes a pneumatic controller cut-out having an input connected to a respective controller and an output connected to a respective pipe and being responsive to pressure at the input to connect or disconnect the respective controller and the respective pipe. A system cut-out device selectively connecting a pressure source or atmosphere to the controller to assure the controller cut-out disconnects.

Abstract: Method and apparatus for controlling braking on a train having ECP railcars using a conventional automatic brake valve. The locomotive and railcars are connected to brake pipe and a wireline, or use RF communications. A brake handle or other brake control valve interface is operated to cause a pressure change in an equalizing reservoir. The relay valve is isolated from the pressure change and connected to a reference pressure whereby brake pipe pressure is maintained. The pressure change is sensed and a signal generated representative thereof which is used to determine the level of braking commanded on the railcars. The apparatus includes an interface unit interposed between pertinent ports connecting the automatic brake valve, equalizing reservoir and brake pipe, and an equalizing reservoir pressure sensor to provide an output signal to an ECP controller for controlling braking on the railcars.

Abstract: A vehicle braking apparatus is provided that basically comprises a hydraulic braking apparatus, an electric braking apparatus and a regenerative braking apparatus. The hydraulic braking apparatus is configured and arranged to apply a hydraulic braking force on at least one first wheel subject to a first braking system. The electric braking apparatus is configured and arranged to apply an electric braking force on at least one second wheel subject to a second braking system that is different from the first braking system. The regenerative braking apparatus is configured and arranged to apply a regenerative braking force on one of the first and second wheels subject to a corresponding one of the first and second braking systems. The vehicle braking apparatus enables the battery for an electric braking apparatus to be more compact while also enabling regenerated electric power to be used for braking.

Abstract: The invented apparatus is designed for use with a tow vehicle and trailer combination. The apparatus comprises a controller, a vacuum supply sensor, and a sensor unit used to measure the barometric pressure and/or elevation of the current location of the tow vehicle/trailer combination. Using information from the sensor unit, the controller determines a vacuum pump activation level and/or deactivation level appropriate for the ambient pressure in which the apparatus is operating. By monitoring the signal supplied by the vacuum supply sensor and by operating a vacuum pump switch signal, the controller maintains a supply of vacuum between the activation and deactivation levels. In this manner, the controller can compensate for changes in local conditions so as to operate the vacuum pump in an efficient manner while maintaining an adequate supply of vacuum for operation of the trailer brake system.

Abstract: An actuating device for a brake unit of a vehicle EBS includes a tappet positioned in a housing of the brake unit for actuating a piston to operate a brake valve. A displacement sensor slide measures axial movement of the tappet. So that moving parts of the actuating device are guided with minimal friction and that torque acting on the tappet is compensated for, the tappet includes a base plate disposed non-rotatably in a receiver of a guide ring having spaced-apart oblong holes, a spacer ring disposed in the guide ring having angled edges which extend into the oblong holes, and a window on the guide ring protruding radially outwardly into a slit on the housing to receive the displacement sensor slide.

Abstract: An electropneumatic regulating valve for an air brake system of a motor vehicle, with a valve seat assembly which switches compressed air flow between at least one external brake line connection, a feed pressure connection, and a venting port, the valve seat assembly including a coaxial valve seat assembly with external and internal valve seats and a pot-like sealing cup with a coaxial passage. A ring-shaped, surface of the sealing cup seals between the exterior and interior valve seats. The opposing face of the ring-shaped surface has two coaxial sealing lip segments projecting away from the ring-shaped surface and forming an annular space therebetween. The sealing cup includes a reinforcing insert with a U-shaped cross-section located in the annular space which reinforces the ring-shaped surface and the sealing lip segments. The insert also has a molded-on shoulder which reinforces the inside radial area of the sealing area.

Abstract: An integration train brake system including a single brake controller providing locomotive and train brake commands. A first control transmits a car brake signal on an electrical network for train brake commands to EP cars. A second control transmits a locomotive brake signal on the locomotive brake pipe for train and locomotive brake commands. The brake system may have a pneumatic mode and an electrical mode. The first control transmits car brake signals on the network in the electrical mode and the second control transmits car brake signals on the train brake pipe for the pneumatic mode. The second control transmits locomotive brake signals on the locomotive brake pipe in either mode. If the train is all electropneumatic, cars and locomotive braking signals are provided on the network.

Abstract: Hydraulic motor drive apparatus having a cubic capacity selector (16) which has at least two positions, control means for controlling the selector, which means comprise a hydraulic control chamber (18) suitable for being fed with fluid via a control duct (20), and first opposing return means (17). The apparatus further comprises a brake system having a brake release chamber (38) and second opposing return means (39). The control duct (20) is suitable for being connected to the brake release chamber (38), and the first return means (17) are suitable for returning the cubic capacity selector to its large cubic capacity first position when the pressure in said chamber becomes lower than a first threshold pressure, whereas the second return means (39) return the brake means (36) to their braking position when the pressure in the brake release chamber becomes lower than a second threshold pressure, which is itself lower than said first threshold pressure.

Abstract: In a vehicle brake control device, it is determined whether a first starting condition, that a master cylinder pressure and a rate of change of the master cylinder pressure are equal to or more than respective first reference values, is satisfied. Furthermore, it is determined whether a second starting condition is satisfied based on a determination as to whether the master cylinder pressure is equal to or more than a second reference value at a time when a predetermined time has elapsed since a time when the first starting condition was satisfied. In a case where the second starting condition is determined as being satisfied, a brake assist control is executed until a termination condition of the brake assist control is satisfied.

Abstract: A pressure sensor module for use in conjunction with an electropneumatic brake, comprising a casing and a plurality of pneumatic input ports on a first face of the casing. Transducers are inside the casing and in communication with its own port. A common electrical connector is positioned on a second face of the casing, and each of the transducers is connected, interior the casing, to the common electrical connector.

Abstract: In a distributed power railroad train, an apparatus for equalizing the equalizing reservoir pressure in the remote power unit and the brake pipe pressure. With these pressures equal, the remote unit cannot charge the brake pipe while the lead unit attempts to vent the brake pipe to command a brake application at the railcars of the train.

Abstract: An actuating device for a brake unit of a vehicle EBS includes a tappet positioned in a housing of the brake unit for actuating a piston to operate a brake valve. A displacement sensor slide measures axial movement of the tappet. So that moving parts of the actuating device are guided with minimal friction and that torque acting on the tappet is compensated for, the tappet includes a cylindrical attachment having a bottom with holes and a shell, a groove on the outer surface of the shell having openings, a spacer ring in the cylindrical attachment between the tappet and the piston having projections which extend into the holes, a guide ring in the groove having raised portions on its inner surface which extend into the openings and a window on its outer surface protruding through an opening into a slit on the housing to receive the displacement sensor slide.

Abstract: A hydraulic booster is provided between a M/C pressure and a W/C pressure. The hydraulic booster is composed of a pump and an amplifying piston amplifying the brake fluid amount discharged from the pump. The brake fluid discharged from the amplifying piston is supplied to the W/C via a first pipeline. The brake fluid discharged from the pump is supplied directly to the W/C via a second pipeline. First and a second control valves select the first or the second pipeline as a pressurizing path to the wheel cylinder.

Abstract: The invention discloses methods and control systems for controlling an electronically controllable brake actuating system for automotive vehicles, with a depressurized pressure medium supply reservoir, with at least one pressure source which can be controlled by an electronic control unit. The pressure source is used to apply pressure to the wheel brakes of the vehicle, with pressure sensors and pressure control valves being associated with the wheel brakes. The pressure control valves are controllable in an analog manner by means of an electric variable in dependence on the differential pressure applied to them.

Abstract: A vehicle brake apparatus comprises brake operation detecting device for detecting an operation of a brake operating member, a fluid pressure type booster which boosts the operating force applied to the brake operating member, a pressure detecting device for detecting a pressure supplied to the fluid pressure type booster, and an electric motor control device. A recirculating type hydraulic pressure modulator is disposed in a hydraulic pressure conduit between a master cylinder and a wheel brake cylinder. The electric motor control device drives an electric motor for activating a recirculating pump in response to the brake operation detected by the brake operation detecting device and the pressure detected by the pressure detecting means so that the pressure in the wheel brake cylinder is modulated.

Abstract: A brake control system for a wheeled vehicle includes a field programmable gate array configured to perform the algorithm of brake control subsystems in a typical brake control system for a wheeled vehicle. The brake control subsystems typically include anti-skid control, brake temperature monitoring, built-in tests, and, in the case of an aircraft, nose wheel steering. The system also includes wheel speed sensors, brake temperature monitors, brake valves and associated control circuits, and brake valve monitors respecting brake valve current and voltage. The use of field programmable gate arrays to configure a brake control system avoids the obsolescence and shortened life of control systems previously dependent upon microprocessors and the like.

Abstract: An electronically controlled pneumatic (ECP) end of train (EOT) pneumatic emulation system allows fill train operation of standalone ECP unit trains, even with non-ECP equipped locomotives. The emulation system is based on close integration with the EOT system and allows operation of unit trains equipped with “all electric” ECP without pneumatic overlay or emulation capability, using standard, non-ECP equipped locomotives.

Abstract: The present invention relates to a method for improving the control behavior of a controlled automotive vehicle system, in particular an anti-lock brake system (ABS), a driving stability control system (ESP), or another brake system extended by other functionalities, wherein evaluated wheel dynamics data (dyn) and evaluated wheel slip data (slip) are taken into account as a criterion for the initiation of a control intervention for each individual wheel, and the sum thereof is compared to a control threshold (&psgr;).

Abstract: A braking control device for a vehicle executes braking force distribution (BFD) biased to front wheel, taking into account auxiliary braking control such as Braking assist control to be executed when an abrupt or full braking action is done by the driver. In BFD control, braking force on rear wheels is held at a holding braking force and braking force on the front wheels is incremented beyond braking force requested by a braking action of a driver. After the starting of BFD control, further increase in the braking action is reflected in the front wheel braking force. When the auxiliary braking control is executed, the holding braking force on the rear wheels and the increment of the braking force on the front wheels are determined based upon a demand of the auxiliary braking action as well as the braking action amount by the driver.

Abstract: A braking system for electric vehicles that gives a driver the feel of a conventional hydraulic braking system while maximizing the recuperation of electrical power is described herein. A single brake pedal is used to control both electric and hydraulic braking assemblies. A feedback force generator is provided to give the driver the impression that a completely hydraulic braking system is used. Therefore, the driver is not inclined to further depress the pedal, thereby preventing the premature activation of the hydraulic braking system.

Abstract: In a distributed power railroad train, an apparatus for equalizing the equalizing reservoir pressure in the remote power unit and the brake pipe pressure in response to airflow into the brake pipe from the remote locomotive. With these pressures equal, the remote unit cannot charge the brake pipe while the lead unit vents the brake pipe to command a brake application at the train railcars.

Abstract: An electro-hydraulic braking system of the type which operates normally in a brake-by-wire mode wherein hydraulic pressure is applied to braking devices at the vehicle wheels in proportion to the driver's braking demand as sensed electronically at a brake pedal, and which, if the brake-by-wire mode should fail, at least as far as the front brakes are concerned, operates in a push-through mode wherein hydraulic pressures are applied to the braking devices at the front wheels of the vehicle by way of a tandem master cylinder coupled mechanically to the brake pedal, wherein, in the situation where push-through operation has been selected at the front brakes but the rear brakes are continuing to be operated under EHB, a rear brake demand is calculated as a “multiple average” from the expression: [P2+(P1+P3)/2]/2 where P1 and P3 are signals from the master cylinder and a front brake sensor in the same push-through circuit and P2 is a signal from the front brake sensor in the ot

Abstract: A parking brake control circuit engages the parking brake of a vehicle when the transmission of the vehicle is in the “park” position and the engine of the vehicle is turned off, without requiring the constant application of electrical power. The parking brake control circuit utilizes latching solenoid technology that eliminates the need for a constant voltage source. A time-delay relay is used to change the state of the latching solenoid. The time-delay relay is preferably activated through a circuit containing an engine oil pressure switch, a transmission park switch and a vehicle speed switch. Activation of the relay latches the solenoid in a position that allows the parking brake to be applied, without requiring the application of a constant voltage to the solenoid. Accordingly, the possibility of inadvertent brake application due to electrical failure is avoided.

Abstract: The present invention relates to a compressed air processing system. The compressed air processing system includes an inlet connection, a pressure control unit, a multi-circuit protection valve, a plurality of outlet connections, a parking brake connection, an electronic control unit and a valve arrangement. The inlet connection is connected to a conduit coming from a compressor. Each of the outlet connections is connected to a circuit (I, II, and so forth). The parking brake connection is connected to a conduit coming from a parking brake cylinder. The electronic control unit includes an electric input connection for a control signal. The valve arrangement aerates and locks the parking brake connection in a controlled way due to a signal being generated by the electronic control unit. The valve arrangement also deaerates the parking brake connection due to a signal being generated by the electronic control unit.

Abstract: A hydraulic brake system (10) for operating service brakes (12, 14) and (16) is provided with first and second master cylinders (20, 22) which feed into input ports (26) and (28) of a valve (24). Duplicate hydraulic circuits (30 ) and (34) are coupled with respective output ports (32) and (36) of the valve (24). Each of the hydraulic circuits (30) and (34) also includes a common circuit portion comprising a selective valve (44) and common line (42) leading to brake (16). The system (10) also includes hand brake (18) which is electrically deployed and manually released. A controller (52) controls operation of the system (10) to switch between master cylinders (20) and (22 ), and hydraulic circuits (30) and (34), depending on sensed fluid pressure. In the event of switching both master cylinders (20) and (22) to one of the hydraulic circuits (30) or (34), and a controller continuing to sense low fluid pressure, the common circuit is isolated.

Abstract: A unitized railcar brake equipment can have a relatively small, integrated air supply and can be controlled electronically. The equipment can have a brake cylinder portion and a control valve portion. The brake cylinder portion can have a brake cylinder housing a piston head with a rod end of the piston connected to a railcar brake member. A pair of air chambers communicate on opposite sides of the piston head and an air reservoir can be integral with the brake cylinder housing. Selective coupling of the air chambers and the air reservoir to each other, a source of pressure, or to the atmosphere can be controlled by appropriate valves to control the pressure in the brake cylinder.

Abstract: The underlying idea of the invention is to reduce the pressure force resulting from the inlet pressure and the outlet pressure of the back-up valve and affecting the valve body of the back-up valve. The valve body is a switching piston with a first and second switching piston side. The first switching piston side is pressurized by brake operating valve pressure or with brake cylinder pressure and the second switching piston side is pressurized on a first partial surface with brake cylinder pressure and on a second partial surface with brake operating valve pressure. The pressures affecting both sides of the switching piston thus cancel each other out.

Abstract: A control system which allows electro-pneumatic control of an equalizing reservoir with the capacity to create penalty applications in a purely pneumatic manner. A controller for the equalizing reservoir includes an electro-pneumatic source of pressure or atmosphere responsive to an electrical equalizing pressure control signal and a pilot valve selectively connecting the electro-pneumatic source or atmosphere to the equalizing reservoir in response to pressure in a pilot port of the first pilot valve. A magnetic valve is provided having a first input connected to a second source of pressure, a second input connected to atmosphere and an output connected to the pilot port of the first pilot valve. At least one penalty valve is connected to the pilot input of the first pilot valve and is responsive to a penalty signal to connect the pilot input to atmosphere. The pilot valve and the penalty valve pneumatically produce a brake application regardless of the state of the magnetic valve or its controller.

Abstract: An integration train brake system including a single brake controller providing locomotive and train brake commands. An electropneumatic controller is connected to the brake controller, the train brake pipe and the locomotive brake pipe A trainline controller is connected to the electrical network A locomotive computer is connected to a display A processor module connects the brake controller's commands to the trainline controller, and connects the trainline controller to the electropneumatic controller and the locomotive computer.

Abstract: A process for braking a vehicle having at least first and second brakes, comprises supplying energy to the first and second brakes so as to actuate them, the energy being distributed between the first and second brakes in accordance with the brakes' response energies. Preferably, the momentary values of the response energies are used so that the first and second brakes are actuated simultaneously.

Abstract: A work vehicle having spring applied hydraulically released brakes is provided with a secondary hydraulic system having a manually operated pump that directs fluid to a cylinder through a secondary system hydraulic line. The secondary system hydraulic line has first and second quick couplers that are coupled to one another to direct fluid to the cylinder. A brake system hydraulic line is hydraulically positioned between the brakes and a source of pressurized fluid. An electrically actuated brake valve is hydraulically positioned between the source of pressurized fluid and the brakes, along the brake system hydraulic line, for selectively directing pressurized fluid to the brakes. The brake system hydraulic line is further provided with a third quick coupler that is coupled to the first coupler to direct pressurized fluid from the manually operated pump to the brakes to release the brakes, when towing the vehicle.

Abstract: The present invention relates to an electrohydraulic brake system for motor vehicles which is controllable in a ‘brake-by-wire’ mode of operation by the vehicle operator as well as irrespective of the vehicle operator, is operated preferably in the brake-by-wire mode of operation, and can be operated in a fallback mode of operation in which only operation by the vehicle operator is possible.

Abstract: An apparatus comprising an operating mechanism having at least a portion thereof engageable with at least one gear of a gear assembly disposed in a housing member of a hand brake assembly for operating such gear assembly. A source of fluid pressure is connected to the operating mechanism for periodically supplying a pressure to such operating mechanism. A control device is connected to the source of pressure for initiating the supply of such pressure to the operating mechanism. A further control device is connected to the source of pressure for regulating the supply of such pressure to the operating mechanism thereby causing an automatic application of such brake by the hand brake assembly. An additional control device is connected to the source of pressure for stopping an automatic application of such brake in case of an emergency or a reversal of an unintended activation.

Abstract: A control device for the parking brake of a motor vehicle has a hydraulic cylinder with a piston chamber that can be pressurized by means of a valve arrangement, and has a hydraulic piston connected mechanically to engagement elements of the parking brake. The parking brake is forced into an engaged or disengaged position depending on the hydraulic pressure in the piston chamber. The piston chamber connects to a pressure sensor providing pressure signals that represent the state of the parking brake and that are evaluated by an electrical control unit. The control unit defines a first predetermined pressure threshold corresponding to the engaged state of the parking brake, and a second predetermined pressure threshold corresponding to the disengaged state of the parking brake.

Abstract: A one-touch braking system that operates the vehicle's braking system and controls the: transmission relieves a vehicle operator from having to continuously press one foot on the brake pedal all the time during a traffic stop. When used in a motored vehicle equipped with an automatic transmission, this one-touch braking system shifts the transmission to “Park”, from “Drive” mode at the traffic stop to improve fuel economy, durability, and NVH (noise, vibration, and harshness) by reducing the internal friction in the transmission and the transmission load to the engine. When implemented in a vehicle with a manual transmission, this one-touch braking system also automatically operates the transmission clutch to assist the vehicle operator at a traffic stop.

Abstract: A method controls a vehicle brake system having a service brake and a retarder in a mutually coordinated manner. The retarder is activated during each braking operation and is controlled as a function of the driver's braking desire as well as of driving condition values, road condition values and operating conditions of the vehicle (integrated operation of the retarder).