Abstract: Disclosed herein is a hydraulic control method of a regenerative braking system for vehicles in which a point of time when regenerative braking torque starts to be reduced is predicted and hydraulic control is performed in advance prior to this point of time so as to improve braking performance. A hydraulic braking control unit predicts the point of time when regenerative braking torque starts to be reduced based on vehicle velocity and starts hydraulic control in advance prior to this point of time, thereby improving responsiveness of hydraulic braking force compared to the regenerative braking torque to satisfy braking force required by a driver, and minimizing a deceleration change at the end of regenerative braking to improve braking performance.

Abstract: A brake system fault pedal gain change method and system for brake pedal simulator equipped vehicles such as hybrid electric vehicles is provided. In the event of a brake system booster fault, the method alerts the driver by way of tactile feedback. Additionally, the disclosed method provides a controlled means to gradually increase required brake pedal force during a brake system fault to avoid an abrupt change in brake pedal force when the brake system boost is depleted.

Abstract: A brake control system that enables accurate brake control is provided that precisely detects a master-cylinder pressure and includes a back-up function. The brake control system includes a master-cylinder operated by a brake operation of a driver; a first mechanism that regulates a pressure inside the master-cylinder according to the brake operation amount; a first control apparatus that controls operation of the first mechanism; a second mechanism that regulates communication of the pressure inside the master-cylinder to a wheel-cylinder; and a second control apparatus that controls operation of the second mechanism and operation of a pump apparatus that increases a pressure communicated to the wheel-cylinder. The first and second control apparatuses each have a power supply circuit and CPU.

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: The method and system for increasing accuracy of clamping force of electric aircraft carbon brakes, once braking has been commenced, provides a first pair of electric brake actuators with a range of low brake clamping force responsive to low brake clamping force commands, and a second pair of electric brake actuators with a range of high brake clamping force responsive to high brake clamping force commands. The first pair of electric brake actuators is actuated to apply a minimum residual braking force once wheel braking is commenced, and the second pair of electric brake actuators is actuated only when the commanded braking force is in the high range of brake clamping force.

Abstract: The invention relates to a braking system (16) for a vehicle (10), particularly a commercial vehicle, having an operating brake device for providing an operating brake function for braking the vehicle, and a parking brake device (92) for providing a parking brake function independently of the operating brake system. In order to improve the functionality of the braking system in case of a fault, the vehicle can be braked automatically by means of the other braking device if one of the two braking devices partially or completely fails. The invention further relates to a brake pedal device for such a braking system.

Abstract: A method and system is provided for refilling vehicle operational brake circuits after a large consumption of compressed air. The operational brake circuits are compressed air consumer circuits of a consumer part of a vehicle compressed air system. The operational brake circuits also include at least one additional compressed air consumer circuit provided with a compressed air reservoir. The actual pressure values in the operational brake circuits and in the additional compressed air consumer circuit are continuously determined and compared against a lower threshold value. If the values are below the threshold value, the identified operational brake circuits are blocked as defective and communication is established between the additional compressed air consumer circuits and the intact operational brake circuits in order to refill the operational brake circuits from the compressed air reservoirs of the additional compressed air consumer circuits.

Abstract: A braking device that calculates an electric braking force command according to the braking command and generates a mechanical braking command, and a control circuit that calculates an electric braking force based on the electric braking force command from the device and the braking command and controls the power converter, are provided. The control circuit includes a control calculating unit that calculates the electric braking force and controls the converter, a virtual braking force calculating unit that calculates a virtual braking force to complement the electric braking force when starting braking, based on the braking command and an output of a voltage sensor for detecting an input voltage to the converter, and an adder that adds a calculation output of the control calculating unit and a calculation output of the virtual braking force calculating unit. The braking command from the device is changed according to an output of the adder.

Abstract: A vehicle braking system is responsive to vehicle conditions to alter the response of the braking system for a given driver input. In one mode, the vehicle conditions are conditions that are indicated by sensor in real time. In another mode, the vehicle conditions are historical conditions, such as trends, patterns, etc. The braking system provides braking responses that are appropriate for vehicle conditions and enables personalization of the braking system to accommodate individual driver characteristics.

Abstract: An electronic brake controller for an electropneumatic brake system includes a housing; at least one brake operator mounted to said housing and whose position defines desired brake action; a display on said housing; a signal output on the housing; and a multiple position switch on the housing. A controller in said housing determines the position of the operator and the multiple position switch, provides one of operator position signal and desired brake action to the output and drives the display to display desired braking action as a function of the determined position of the operator for acceptable operator positions, and drives the display with a brake system variable and adjusts the variable as a function of the position of the multiple position switch for don't care operator positions.

Abstract: A method for detecting the operation of a foot brake pedal of a motor vehicle brake system including a vacuum brake booster having a working chamber and a vacuum chamber. The operation of the brake pedal is able to be detected already during free travel if the pressure present in the working chamber and/or in the vacuum chamber is measured and the measured pressure or a pressure difference is evaluated.

Abstract: A brake control apparatus obtains a required braking force using a hydraulic braking force in combination with a regenerative braking force. The brake control apparatus includes a hydraulic brake unit that controls the hydraulic braking force. When the deviation of an actual hydraulic pressure from a target pressure falls outside a permissible range (d), the hydraulic brake unit controls the actual hydraulic pressure in such a manner that the deviation falls within the permissible range. On the other hand, when the deviation is within the permissible range (d), the hydraulic brake unit maintains the actual hydraulic pressure. The hydraulic brake unit includes a control unit that detects timing (Ta) at which usage of the hydraulic braking force needs to be started to compensate for a deficiency from the required braking force, and that raises (r) the target pressure at the detected timing (ta).

Abstract: Disclosed is a supplementary braking thrust apparatus for a brake, comprising a thruster (1). A push lever (7) of the thruster (1) acts on a brake unit (9). The supplementary braking thrust apparatus of said brake further comprises a supplementary braking mechanism, and the supplementary braking mechanism acts on a brake arm (10) to realize supplementary braking. Also, disclosed is a supplementary braking method of a brake, comprising the following steps: applying a braking action to the brake arm (10) using the thruster (1); and applying a further braking action to the brake arm (10) using the supplementary braking mechanism to obtain supplementary braking of the brake.

Abstract: When a vehicle stops, a brake control unit maintains a braking force applied on a wheel by a braking-force application unit for maintaining a halted state. In this state, if a driver depresses the accelerator pedal to execute starting of the vehicle, the braking force is gradually decreased, and the vehicle starts at a speed that accords with a degree of accelerator opening and a gradient of a road on which the vehicle is stopped. When a movement direction at this time is the same as a movement direction intended by the driver, the braking force is decreased to zero for smooth starting. When the movement direction is opposite to the intended movement direction, the braking force is increased to control the movement in the opposite direction, such that the movement changes from the opposite direction to the same direction, and finally, smooth starting in the desired direction is executed.

Abstract: Brake equipment comprising a hydraulic, single- or multi-circuit braking system of a land vehicle having an electric drive for executing a regenerative braking of the land vehicle by means of at least one electric machine in or on the drive train of the vehicle and also a braking of the land vehicle by means of at least one wheel brake. A brake pedal and at least one sensor are used to detect a braking requirement of the driver. A master cylinder is used to supply pressurized hydraulic fluid into at least one brake circuit that supplies at least one wheel brake in accordance with the braking requirement. Associated with at least one brake circuit is an electrohydraulic control unit comprising at least a first connection for hydraulic fluid and at least a second connection for hydraulic fluid.

Abstract: Apparatus including a brake control assembly having a brake fluid accumulator assembly. The brake fluid accumulator assembly includes a brake fluid orifice, at least one brake-fluid-accumulating piston bore, a controllable bi-directional motor, and at least one piston. The brake fluid orifice is fluidly connectable to a brake apply master cylinder and is fluidly connectable to a wheel brake. The at-least-one brake-fluid-accumulating piston bore is fluidly connected to the brake fluid orifice. The motor has a first motor driving direction and an opposite second motor driving direction. The at-least-one piston is each positioned in and slidable within a corresponding brake-fluid-accumulating piston bore and is each movable by the motor, in the first motor driving direction, to move in compression within the corresponding brake-fluid-accumulating piston bore.

Abstract: The method and system for increasing accuracy of clamping force of electric aircraft carbon brakes, once braking has been commenced, provides a first pair of electric brake actuators with a range of low brake clamping force responsive to low brake clamping force commands, and a second pair of electric brake actuators with a range of high brake clamping force responsive to high brake clamping force commands. The first pair of electric brake actuators is actuated to apply a minimum residual braking force once wheel braking is commenced, and the second pair of electric brake actuators is actuated only when the commanded braking force is in the high range of brake clamping force.

Abstract: A brake system assembly for a motor vehicle is provided comprising an air compressor operably engaged to the motor vehicle engine; a compressed air control device; at least one supply circuit for retaining compressed air in fluid communication with the compressed air control device; a service brake operably engaged by the application of compressed air; a parking brake operably disengaged by the application of compressed air; a dash control assembly having a parking brake control; a plurality of functional conduits for fluid communication; and a plurality of valves for manipulating compressed air including a foot brake valve for selectively engaging the brake system.

Abstract: A method for operating a vehicle braking system for motor vehicles including a hybrid or electric drive and hydraulically actutable wheel brakes on the front axle, wherein the wheels associated with the rear axle are driven at least partially by an electric motor that can be operated as a generator to recover braking energy and, in generator mode, exerts a braking force on the vehicle wheel associated with the respective axle, thereby generating a drag torque including the braking torque and the regeneration torque of the electric drive, the drag torque being separately regulatable on the front and rear axles. To prevent overbraking of the rear axle and a loss of driving stability of the vehicle, a regeneration torque acting on the rear axle is controlled or regulated such that the drag torque acting on the rear axle does not exceed a maximum drag torque value associated with that axle.

Abstract: The invention relates to a hydraulic power brake system comprising a manually operated brake valve (4) via which a pressure medium connection between a brake line (BR1, BR2) and a storage circuit (S1, S2) or a reservoir (T; 70) can be controlled to open. A pilot-controlled, continuously adjustable directional valve (16-22) is provided in the pressure medium flow path between a wheel brake cylinder (26-32) and the brake valve (4), said directional valve being controllable via two pilot valves (86, 90).

Abstract: In a pump control apparatus that controls the discharge of brake fluid using the rotation of a motor, the number of windings in a low speed circuit is set such that the motor operates at a second rotation speed when the low speed circuit is connected to a power supply. A high speed circuit shares a portion of the windings of the low speed circuit so that the motor operates at a first rotation speed when a power supply voltage is supplied to an input terminal which is disposed midway in the windings of the low speed circuit. An ECU determines the load state of the motor based on a difference between the output voltage at an output terminal and the power supply voltage.

Abstract: A working machine, such as an industrial truck, has working hydraulics, a hydraulic steering device, and a spring-loaded brake. The brake has a braking position and a release position and can be acted upon by a brake-release pressure, which is passed in a brake line, so as to be brought into the release position. A hydraulic pump is provided for the supply to the working hydraulics and the steering device and for producing the brake-release pressure of the spring-loaded brake. The brake line of the spring-loaded brake is connected to a delivery branch line, which is connected to the pump, of the steering device.

Abstract: The invention relates to a system for simulating brake feel for a vehicle braking installation comprising a hydraulic braking system (7, 8) and an electric braking system (9). This system comprises a first chamber (20) containing a force transmitting fluid (21) and in which there slides a hydraulic piston (22) under the control of a manual braking operating member (1), said first chamber (20) communicating with a second, secondary simulation chamber (4) via a simulation valve (3), the degree of opening of which allows a force to be simulated at the brake pedal.

Abstract: An apparatus to enable the automatic release of a railway vehicle hand brake system from either side of the vehicle comprises a source of fluid pressure engageable with the vehicle. A release cylinder, operable by fluid pressure, is connected to a hand brake mechanism. A valve is connected intermediate the source of fluid pressure and the release cylinder causing the release cylinder to release the hand brake system. A first valve actuator is disposed on a first side of the vehicle and is connected intermediate the valve and the source of fluid pressure. A second valve actuator is disposed on an opposed second side of the vehicle and is connected intermediate the valve and the source of fluid pressure. Both the first and second valve actuators cause the valve to initiate communication of fluid pressure from the source of fluid pressure to the release cylinder.

Abstract: An apparatus in one example comprises an airflow manipulating device, a portable control device, and an air pressure sensor. The airflow manipulating device is disposed between a source of compressed air and an air brake line of a train consist. The portable control device is in wireless communication with the airflow manipulating device. The portable control device is transportable by a user along the train consist during inspection of the air brake line. The portable control device is adapted to transmit a control signal over a wireless communication channel to move a valve in the airflow manipulating device to a position that causes an increase or decrease of air pressure in the air brake line. The air pressure sensor measures an air pressure level in the air brake line for wireless transmission to the portable control device.

Abstract: A locomotive brake system including an electronic air brake controller for controlling at least a train brake pipe in a standard EAB mode and remote mode of the brake system and a remote locomotive controller for providing braking signals to the electronic air brake controller and an electrical emergency signal in the remote mode. A magnetic valve is connected to the train brake pipe for providing a pneumatic emergency signal on the train brake pipe in the remote mode when energized in response to the electrical emergency signal from the remote locomotive controller or upon failure of the remote locomotive controller. A cut-in system is connected to the remote locomotive controller and the magnetic valve to provide an electrical emergency signal to the magnetic valve when the cut-in system is initially activated.

Abstract: The invention relates to a valve unit (14) for an electro-pneumatic brake control device (10) for controlling a parking brake of a vehicle, wherein the valve unit (14) has at least one air-quantity-boosting valve device (64) for aerating and deaerating at least one spring brake cylinder (12) of the parking brake and at least one electrically actuable, control valve (86) for controlling the air-quantity-boosting valve device (64). In order to simplify the construction of the brake control device, the air-quantity-boosting valve device (64) and the control valve (86) are integrated in a common integral valve block (112).

Abstract: A normally engaged parking brake system for a mower that automatically disengages a parking brake when a steering arm is moved from a park position. Accordingly, the operator does not need to act to set or release the parking brake during normal operation. The system utilizes a hydraulic actuator that releases the parking brake when pressurized fluid is supplied thereto from a hydraulic pump of the mower. A manual pump, which can be configured to be operated by moving a steering arm of the mower, is provided for supplying pressurized fluid to the hydraulic actuator to release to brake in the event the hydraulic pump is not operating.

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 an electromotive drive device (8) in response to the movement and/or position (38) of the actuating device (30). The drive device (8) adjusts a piston (1) of a piston/cylinder system via a non-hydraulic transmission device (6), thereby adjusting a pressure in the working compartment (4?) of the cylinder (4). Said working compartment (4?) is connected to a wheel brake (15, 17) via a pressure conduit (13). In case of drive device (8) failure, the actuating device (26) adjusts the piston (1) or the drive device (8).

Abstract: A brake system for a vehicle is disclosed. The brake system has a dual electronic control unit that classifies electromechanical brake units into two groups. When a vehicle is not smoothly braked due to an error generated in the electro-mechanical brake unit of either of two groups, the brake system smoothly brakes the vehicle using the other electromechanical brake unit having no error. The system includes a pedal, a pedal position detection sensor detecting a moving distance of the pedal when a driver presses the pedal, an electromechanical brake unit to provide each wheel with electrical braking force in response to the pedal's moving distance detected, and a dual electronic control unit to divide the electromechanical brake unit providing each wheel with the electrical braking force into two groups, and brake the vehicle by the electromechanical brake unit of each group.

Abstract: A brake system including: a master cylinder that generates brake fluid pressure in response to a braking action of a driver, a wheel cylinder that brakes a wheel when actuated by brake fluid pressure, and an electric fluid pressure generator which also generates brake fluid pressure, is connected to the master cylinder through a first fluid passage, and is connected to the wheel cylinder through a second fluid passage. The electric fluid pressure generator being actuated to generate brake fluid pressure by an electric signal corresponding to the braking action of the driver. The system also includes an opening-closing valve that allows and prevents a communication through the first fluid passage and a controller that controls operation of the electric fluid pressure generator and operation of the opening-closing valve.

Abstract: The present invention relates to a traveling working machine, in particular a hydraulic excavator, with a traveling gear and with a hydraulic service brake system for the traveling gear, which is supplied with brake pressure via at least one brake valve. In accordance with the invention, the brake valve can be actuated electrically, wherein it is connected with a control element via an electric control line, by means of which an operator can brake the traveling working machine.

Abstract: A method for operating a combined vehicle braking system comprising hydraulically actuable wheel brakes on a front axle of a motor vehicle and electromechanically actuable wheel brakes on a rear axle of the motor vehicle is described. The method comprises the steps of (a) driving the wheels of the rear axle by an electric motor which is configured to be operated as a generator in order to recover braking energy at the rear axle; (b) detecting a driver's braking request; (c) communicating the driver's braking request to a control unit which is configured to implement a braking force distribution for the electric motor and the wheel brakes on the front axle and the rear axle; and (d) implementing the braking force distribution in the range of low vehicle deceleration such that a proportion of extracted braking force at the rear axle is greater than that of the front axle.

Abstract: In a transportation system comprising a fluid carrying brake pipe (14) connecting controlling member of the system and a controlled member (e.g., 12) a method of adaptively disabling an ability of the controlled member to respond to an unexpected brake pipe flow condition includes determining a braking state of the transportation system. The method also includes determining a degree of change in a brake pipe pressure during the braking state. The method further includes disabling an ability of the controlled member to respond to an unexpected brake pipe flow condition for a time period responsive to the braking state and the degree of change in the brake pipe pressure so that an undesired operation of the controlled member is limited.

Abstract: The parking brake system that restricts or releases a parking gear by using an operational force by hydraulic pressure that is generated or removed according to whether the engine works and an operational force by an electromagnetic force, includes a position valve that outputs operational pressure supplied from a hydraulic pressure supplier, to a pressure control valve corresponding to a shift range including a parking range, a parking releasing valve that outputs operational pressure supplied from position valve at the other shift ranges than a parking range, a main actuator that releases a parking gear when an operational force is transmitted from parking releasing valve and restricts the parking gear when the operational force is removed, and/or a sub-actuator that releases the parking gear by providing an operational force to main actuator only when an engine works.

Abstract: An electric braking system is provided for a road vehicle that includes at least two wheels (1) each connected for rotation to at least one rotary electric machine (2), and one electronic wheel control module (23) controlling an electric machine of a corresponding wheel, with each electronic control module enabling a control torque of determined amplitude and sign to be imparted selectively to a corresponding wheel. The electric braking system includes at least two sub-systems (A and B) each including: at least one of the electronic wheel control modules (23), a central electric line (40), and a low-voltage electrical supply stage for supplying electronics for controlling and driving power elements. The low-voltage electrical supply stage includes a first low-voltage electrical supply and at least one second low-voltage electrical supply.

Abstract: A hydraulic manifold assembly for use in a hydraulic release system operable to control a spring applied, hydraulically released parking brake assembly, includes a manifold block and a manually operated hydraulic lock valve assembled in the manifold block. The manifold block includes a high pressure inlet port, an actuator port for connection to a brake release actuator, an outlet port for connecting to a hydraulic fluid reservoir, and an internal passage connecting an actuator port to the outlet port. The manually operated lock valve is manually movable between an open position allowing flow of hydraulic fluid from the actuator port to outlet port and a closed position blocking flow of hydraulic fluid from the actuator port to the outlet port, the hydraulic lock valve in its closed position containing pressurized fluid in the actuator to keep the brake released.

Abstract: A control unit of a brake apparatus for a vehicle comprises target braking force determining means determining a target value corresponding to a target braking force that is a target value of a braking force on the basis of a basic value corresponding to the basic hydraulic pressure, compensation braking force controlling means controlling a compensation braking force so that a total value corresponding to a total braking force is equal to the target value corresponding to the target braking force, and the target braking force determining means including hunting reducing hydraulic pressure calculating means calculating a controlling value corresponding to a hunting reducing hydraulic pressure, the controlling value obtained by applying process to the basic hydraulic pressure in order to control a variation thereof, and the target value corresponding to the target braking force is determined by use of the controlling value corresponding to the hunting reducing hydraulic pressure.

Abstract: In a brake system for a motorcycle in which the operation of a pressure-regulating unit interposed between fluid pressure generator and a wheel brake is controlled by a control unit on the basis of a value detected by operating amount detector for detecting an operating amount of a brake operating element, to prevent the influence of vibrations transmitted from an engine from being exerted on the pressure-regulating unit. A support member for supporting the pressure-regulating unit is flexibly supported, though elastic members, by a pair of frame sections which are arranged on both the left and right sides of an engine body and by a crossmember which connects both the frame sections to each other on the rear side of the engine body so as to constitute a part of a body frame F together with the frame sections.

Abstract: A braking system for a motorcycle includes a pressure regulating unit interposed between hydraulic pressure generating unit and a wheel brake, a control unit which controls operation of the pressure regulating unit so as to regulate hydraulic pressure outputted from the hydraulic pressure generating unit and exert the regulated pressure on the wheel brake, a support fixing the pressure regulating unit to an engine body mounted on a body frame of the motorcycle, and an elastic member disposed between the support and the pressure regulating unit for reducing or preventing vibration of the engine body being transmitted to the pressure regulating unit.

Abstract: In a brake system for a motorcycle in which a pressure-regulating unit is interposed between a wheel brake and fluid pressure generating unit capable of generating a fluid pressure independently of an operation of a brake operating element is controlled by a control unit based on a value detected by an operating amount detector which detects an operating amount of the brake operating element. To prevent adverse influences of not only vibrations from an engine, but also heat from the engine, from being exerted on the pressure-regulating unit, such is floatingly supported by a support supported on a body frame of the motorcycle through an elastic case covering the pressure-regulating unit.

Abstract: A brake system for a motorcycle includes a pressure-regulating unit interposed between a fluid pressure-generating unit and a wheel brake. The operation of a pressure-regulating unit is controlled by a control unit on based on a value detected by an operating amount detector. The fluid pressure-generating unit is arranged between an engine body mounted on a body frame and an exhaust pipe extending from the engine body. The exhaust pipe is connected to the front surface of a cylinder head of the engine body, and is extended downwardly from the cylinder head. A support member for supporting the fluid pressure-generating unit is supported, through elastic members, by the engine body and frame members of a body frame of the motorcycle. The body frame extends rearwardly downwards from a head pipe connected to the body frame at a front end portion thereof.

Abstract: In a brake system for a motorcycle in which the operation of a pressure-regulating unit interposed between fluid pressure-generating unit and a wheel brake so as to regulate an output fluid pressure of the fluid pressure-generating unit and to apply the regulated fluid pressure to the wheel brake is controlled by a control unit on the basis of a value detected by operating amount detector for detecting an operating amount of a brake operating element, to arrange the fluid pressure-generating unit in a location which is close to the pressure control unit disposed on the rear side of an engine body and in which an installation space is easy to secure. The fluid pressure-generating unit, laid out in plan view between a left-right pair of seat rails which constitute a part of a body frame and which support a riders' seat, is supported by the seat rails.

Abstract: A brake control system for a vehicle includes a first controller having a first brake operation quantity sensor and a second controller executing a different control from that of the first controller and having a second operation quantity sensor. The second controller may include a master pressure acquisition unit for acquiring a master pressure and a failure detection unit for detecting a failure of the first controller on the basis of the brake operation quantity detected by the second brake operation quantity sensor and the master pressure acquired by the master pressure acquisition unit.

Abstract: Disclosed is a brake system for a motor vehicle having actuating unit (1) consisting of a brake booster (2) operable by a brake pedal (5) and actuatable independently of the driver's. A master brake cylinder (3) connected downstream of the brake booster (3), to which master brake cylinder wheel brakes (13, 14, 15, 16) of a motor vehicle are connected, an element (21) to detect a deceleration request of the driver, a hydraulic control unit (HCU) (17) for performing driving-dynamics related control operations (ABS, ESP, TCS . . . ), which is connected between the master brake cylinder (3) and the wheel brakes (13, 14, 15, 16) and includes at least one hydraulic pump (24a, b), a first electronic control unit (7) which is associated with the actuating unit (1) and serves to actuate the brake booster (2), a second electronic control unit (12) which is associated with the hydraulic control unit (HCU) (17) and serves to drive the components thereof.

Abstract: A brake apparatus includes first, second and third solenoid valves (hereinafter SOL1, SOL2 and SOL3) respectively disposed in a first branch pipe, a second branch pipe, and a main pipe connecting a master cylinder and a brake caliper. The brake apparatus also includes first, second and third pressure sensors (hereinafter P1, P2 and P3) respectively disposed between the master cylinder and the SOL3, between the SOL1 and a fluid loss simulator, and between the SOL2 and the hydraulic pressure modulator. The brake apparatus further includes a control unit for detecting output values of P1, P2 and P3. A resolution of P2 is set at a value greater than resolutions of P1 and P3. With SOL1 in an opened state, when detected output value of P2 is less than a predetermined value, the control unit stores output values from the respective pressure sensors as reference values.

Abstract: The parking brake control device sets a lock control target tension TTAR to a value which depends on the brake fluid pressure (i.e. M/C pressure), wherein the lock control target tension TTAR is used as a threshold determining whether the condition for terminating a lock control is satisfied or not. This operation is aimed for compensating the decrease of the tension applied to the brake cable which occurs caused by the service brake when the service brake is operating and does not occur when the service brake is not operating. Therefore, it is possible to prevent the service brake from causing a problem in which the lock control is terminated while a desired brake force is not achieved at the EPB.

Abstract: A brake apparatus for a vehicle controls braking force acting on front wheels by hydraulic braking force (front-wheel-side vacuum-booster hydraulic pressure fraction+linear-valve differential pressure fraction), which is frictional braking force, and regenerative braking force, and controls braking force acting on rear wheels by hydraulic braking force (rear-wheel-side vacuum-booster hydraulic pressure fraction) only, to thereby perform regeneration-coordinative brake control. During performance of ABS control, the apparatus sets the limit regenerative braking force to a force under which locking of the front wheels does not occur in a case in which the force acts on the front wheels, which are wheels undergoing regenerative braking, and adjusts the regenerative braking force such that the regenerative braking force does not exceed the limit regenerative braking force.

Abstract: A method for controlling a hydraulically actuated rotor brake for a drive train of a wind energy plant, wherein the rotor brake is realized as an active rotor brake, which exerts a braking moment getting stronger when the hydraulic pressure increases, wherein in a first phase, a brake cylinder is pressurized with a first pressure via a first pressure reducing valve, in a second phase, the brake cylinder is pressurized with a second pressure via a second pressure reducing valve, and a switchover equipment is provided, which switches over from the first pressure to the second pressure.

Abstract: A brake system for a vehicle includes brake cylinders operated by pressurized fluid for actuation of brakes by means of pressurized fluid on at least one first axle of the vehicle. The brakes on at least one other, second, axle can be actuated exclusively electromechanically in response to an electrical braking request signal. The pressure of the pressurized fluid can be modulated indirectly or directly and the electrical braking request signal can be generated indirectly or directly in response to actuation of a brake pedal of a brake pedal device. A service brake function is provided by means of hybrid use of the brakes on the first axle(s) together with the brakes on the second axle(s). The brake cylinders operated by pressurized fluid are pneumatically operated brake cylinders. The pressure modulated by the brake pedal device is a pneumatic pressure, and the pressurized fluid is compressed air.