Abstract: A method for controlling a brake pressure of a vehicle may include determining whether the negative pressure of a brake booster is larger than the predetermined value, when a brake pedal is operated, detecting the hydraulic pressure change rate through the operation of the brake pedal, when the negative pressure is not larger than the predetermined value, determining a necessary braking force according to the detected hydraulic pressure change rate, determining whether the determined necessary braking force is larger than a generated hydraulic pressure by the operation of the brake pedal, generating an added hydraulic pressure of as much as a difference between the necessary braking force and the generated hydraulic pressure when the determined necessary braking force is larger than the generated hydraulic pressure by the operation of the brake pedal, and performing braking by transferring the generated hydraulic pressure and the added hydraulic pressure to the wheel brake.

Abstract: An integrated control system includes a main control system controlling a driving system, a main control system controlling a brake system, and a main control system controlling a steering system, an adviser unit generating and providing information to be used at each control system based on environmental information around the vehicle or information related to a driver, an agent unit generating and providing information to be used at each of the main control systems to cause the vehicle to realize a predetermined behavior, and a supporter unit generating and providing information to be used at each of the main control systems based on the current dynamic state of the vehicle.

Abstract: One embodiment provides a vehicle brake hydraulic controller including: an antilock braking controlling module configured to perform an antilock braking control in which a brake hydraulic pressure applied to wheel brakes is reduced under the condition that a slip-related amount has reached a pressure reduction threshold value; and a turning judging module configured to judge whether a vehicle is turning based on a steering angle, wherein, when the antilock braking control is performed and in the case that the turning judging module judges that the vehicle is turning, the antilock braking controlling module performs a turning pressure reduction control so as to: change the pressure reduction threshold values to be more easily reached by the slip-related amount than at the time of straight running; and change the pressure reduction amounts to be larger than that at the time of straight running.

Abstract: A vehicle motion control device is provided. The vehicle motion control device includes a steering angle deviation calculating unit which calculates a steering angle deviation of the vehicle, a frictional coefficient calculating unit which calculates each of road surface frictional coefficients for a traveling road surface of four wheels; and a pressure increasing and reducing controlling unit which performs a split control including applying a pressure increasing limitation of a pressure increasing control in an anti-skid control to a front wheel at a side of the traveling road surface having higher road surface frictional coefficient between the right and left wheels based on an absolute value of the steering angle deviation such that a pressure increasing gradient in the pressure increasing control is smaller as the absolute value is larger.

Abstract: A system and method of maintaining a vehicle on a driver intended path is disclosed. The method includes steps of detecting a failure in a power steering system and controlling a braking system to maintain the motor vehicle approximately on a driver intended path. The driver intended path can be a straight path or a curved path.

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 vehicle brake fluid pressure control apparatus includes: a controller configured to control fluid pressures in wheel brakes to increase or reduce by controlling normally open electromagnetic valves and normally closed electromagnetic valves, wherein the controller perform: a pressure reducing in a pressure reducing cycle in which a basic pressure reducing control and a gradual pressure control are performed continuously in a case that the controller determines to execute a pressure reducing control with wheel speeds decreasing; a pressure reducing control in a basic pressure reducing amount in the basic pressure reducing control; and a temporary holding control for holding the fluid pressure and a fine pressure reducing control for executing a pressure reducing in an amount smaller than the basic pressure reducing amount in a case that the wheel speeds tend to decrease after the temporary holding control in the gradual pressure reducing control.

Abstract: A method for controlling a motor vehicle electrohydraulic braking system. The method being activatable in a “brake-by-wire” operating mode, having a pressure supply device (2), which can be activated by an electronic control and a regulation unit, can be connected to a hydraulically actuatable wheel brake. Wherein the pressure supply device (2) is formed by a cylinder-piston assembly (43). The piston (45) can be actuated by an electromechanical actuator (44), the control unit carries out the steps of determining a pressure target value (PV,Soll) for the pressure supply device (2), performing a pressure control operation or an actuator position control operation on the pressure supply device (2) in accordance with the magnitude of the pressure target value (PV,Soll).

Abstract: A method for controlling an electro-hydraulic braking system for motor vehicles, including providing an antilock control function, and a further brake pressure control function which can be activated in a “brake-by-wire” mode. A pressurization device, activated by an electronic control unit can be connected to hydraulically actuated wheel brakes through at least one pressure regulating valve. The pressurization device having a cylinder-piston arrangement with a chamber, the piston of which can be displaced relative to a rest position by an electromechanical actuator. A set pressure value is determined for each wheel brake activating the cylinder-piston arrangement such that a predetermined pre-pressure, which is determined from the set pressure values, is set in the chamber by displacement of the piston.

Abstract: A pressure control device of a vehicle, including a pressure controller of a fluid pressure brake system for brake slip-dependent control, including a relay valve having a supply port supplied by a supply pressure, a venting port connected to a pressure sink, a control port and at least two working ports, in which a working port is assigned to at least one brake cylinder and the other working port is assigned to at least one brake cylinder of another wheel, in which each working port of the relay valve is connected to a 2/2-way valve controlled by a control unit and assigned to a respective vehicle side and establishes a connection between the relevant working port and the assigned brake cylinder or blocks the connection, depending on control unit actuation, and in which the control port of the relay valve is connectable to a brake control pressure formed in accordance with the braking input, to a supply pressure of a pressure reservoir or to a pressure sink by a valve system formed by one 3/2-way or two 2/2-

Abstract: A method for reducing the braking distance for a vehicle having an anti-lock braking mechanism (ABS) and a hydraulic braking system detects a brake pressure requested by the vehicle's driver (Prequested), and calculates the brakes pressure values at which the wheels of the vehicle lock. A maximum brake pressure value of these different brake pressure values is then compared with the driver's requested brake pressure value (Prequested). If the requested brake pressure value is much higher than the maximum brake pressure value, then the actual brake pressure applied at different wheels (Pactual) is set to a level below the requested brake pressure (Prequested), but still higher than the maximum brake pressure value. This reduces the amount of work required to be done by the ABS in pumping the excessive brake fluid out of the braking system of the vehicle, and allows for precise control of ABS mechanism during wheel slip conditions.

Abstract: A system and method for controlling torque in a hybrid electric vehicle. The system provides a regenerative braking torque with an electrical machine when a level of braking torque indicated by actuation of a brake control device exceeds a level of traction torque indicated by actuation of an acceleration control device. The regenerative braking torque is supplemented by a friction braking system when the braking torque requested by a vehicle operator exceeds a maximum regenerative braking capacity of the electrical machine.

Abstract: A method for assisting with hill maneuvers for a vehicle, including a propulsion unit connected to the drive wheels by a gearbox and a clutch or torque converter, and an assisted parking brake. In the method a threshold breakaway torque is determined as a function of longitudinal forces between the wheels of the vehicles and the ground. During a degraded operation, when a signal corresponding to a characteristic of the slope is received that cannot be used and/or when a computer does not have available a signal characteristic of an engaged gear ratio, a threshold value for the breakaway torque is determined without taking account of an actual value of the characteristic of the slope and/or of the characteristic of the gear ratio.

Abstract: A motor vehicle includes an electrohydraulic brake system with driving dynamics control, a master brake cylinder (1), wheel brakes (75-78), and at least one pressure fluid supply device (94, 95) actuated by an electronic control unit. The pressure can be applied to the wheel brakes (75, 76, 77, 78) of the vehicle which are also connectable to the master brake cylinder (1) by way of a closable hydraulic connection (73, 74). A device for detecting a brake application includes a magnet (35) as a signal transmitter and a sensor element (36). The sensor element (36), upon piston movement of the master cylinder (1), senses a change in the magnetic field and outputs a digital signal and an analog signal. The two signals are passed on to an electronic control unit and are evaluated in the electronic control unit.

Abstract: A method for controlling a braking system in a vehicle during a panic braking event includes the steps of determining a magnitude of force applied to the brake pedal, determining a first level of braking that would result from the magnitude of force applied to the brake pedal if there were no panic braking event, and applying a second level of braking equal to the lesser of the following: the maximum braking capacity, and the level of braking that would result from the magnitude of force applied to the brake pedal if there were no panic braking event, multiplied by a predetermined constant.

Abstract: 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), the 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: There is provided a low-cost, power-saving brake control apparatus that is capable of performing control with good pressure regulation precision.

Abstract: A vehicle travel control device has a engine that controls an engine based on a driving target controlled variable; a brake that controls a brake device based on a braking target controlled variable; and a automatic travel control that calculates the driving target controlled variable and/or braking target controlled variable so that a vehicle speed of a vehicle becomes a target vehicle speed, and outputs the driving target controlled variable to the engine and the braking target controlled variable to the brake, the vehicle travel control device being configured such that, upon detection of an acceleration operation during the vehicle travel control, the automatic travel control calculates a target vehicle speed for vehicle travel control by the brake device, so that the target vehicle speed becomes higher than a current vehicle speed of the vehicle.

Abstract: A method is provided that includes determining a state of a vehicle ignition switch; determining a state of the vehicle, wherein the vehicle state including at least one of whether the vehicle is in a torque producing mode, whether the vehicle is moving, and whether the vehicle brake system is engaged; and, controlling the vacuum pump in response to the vehicle state and the ignition switch state.

Abstract: A method is provided for detecting a level of functional integrity of a braking system. The method includes applying a brake actuator, sensing via a first sensor the displacement of the braking actuator, and sensing via a second sensor the hydraulic pressure in the braking system. The method also includes determining whether the sensed hydraulic pressure corresponding to sensed displacement is within a predetermined acceptable range.

Abstract: A method for providing a smooth exit from a panic braking assist algorithm, in a vehicle having a braking system with a brake pedal, comprises the steps of measuring a force applied to the brake pedal, measuring a movement of the brake pedal, applying a first level of braking when the force applied to the brake pedal is equal to a predetermined force calibration value, applying a second level of braking when the movement of the brake pedal is equal to a predetermined travel calibration value, and applying a variable level of braking when the force applied to the brake pedal is less than the predetermined force calibration value and the movement of the brake pedal is greater than the predetermined travel calibration value. The variable level of braking is a function of the movement of the brake pedal.

Abstract: The present disclosure provides a motor-driven booster type brake system and method thereof. The brake system includes a pedal force sensor for detecting pedal force of a driver applied to a brake pedal, a master cylinder delivering hydraulic pressure to wheel brakes, a booster delivering multiplied force to the master cylinder using a motor, and an ECU controlling the motor based on a detection value of the pedal force. In the brake system, the ECU controls the motor based on hydraulic pressure delivered from the master cylinder to the wheel brakes if an ABS mode is not activated, and controls the motor by maintaining an electric current input to the motor to be within a preset range of electric current if the ABS mode is activated.

Abstract: A vehicle running control apparatus, which performs automatic running control by controlling an engine for applying a driving torque to a vehicle C and a brake device for applying a braking torque to the vehicle C such that a vehicle speed of the vehicle C becomes equal to a preset target vehicle speed, determines, on the basis of a target driving torque ETo calculated to apply the driving torque to the vehicle C and a target braking torque BTo calculated to apply the braking torque to the vehicle C, whether or not the vehicle C is running on a road difficult to run on, when automatic running control is performed. When it is determined that the vehicle C is running on the road difficult to run on, automatic running control is terminated.

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

Abstract: A brake control apparatus for a vehicle includes four wheel braking apparatuses, a first hydraulic pressure generating apparatus, a front-wheel hydraulic circuit connecting the hydraulic pressure generating apparatus to the two of the wheel braking apparatuses, a rear-wheel hydraulic circuit connecting the hydraulic pressure generating apparatus to the other two of the wheel braking apparatuses, a second hydraulic pressure generating apparatus generating an auxiliary pressure, a braking operation variable detecting means, a reference amount determining means for determining a reference amount of auxiliary hydraulic pressure, an obtaining means for obtaining at least one of state quantities indicating a load condition, a driving condition and slipperiness of wheel, a target amount determining means determining a target amount of auxiliary hydraulic pressure of each hydraulic circuit to be equal to or greater than the corresponding reference amount of auxiliary hydraulic pressure, and a pressure regulating mean

Abstract: A system for a hill descent control in the braking equipment of a motor vehicle comprising an electrically controllable service brake system, which is designed both for an anti-locking control function and for a braking function irrespective of actuation by the driver, a brake actuator which permits an individual adjustment of the braking pressures or braking moments generated for the individual wheels of a motor vehicle, which are the respective manipulated variables controlled by the hill descent control, an electronic control unit being provided for the electronic control and/or regulation which directly or indirectly detects variables related to operating conditions of the motor vehicle and adjusts additional braking moments when driving on steeply inclined roads, irrespective of whether a brake pedal is actuated.

Abstract: A method that compensates for temperature-related effects in a vehicle brake system. According to one embodiment, the method determines the temperature of a brake pad, calculates a temperature-based modifier, and then uses the temperature-based modifier to adjust one or more brake command signals provided to the vehicle brake system so that they are compensated for temperature-related changes in the coefficient of friction (?) of the brake pad and rotor. The method may be used with brake-by-wire systems such as electrohydraulic braking (EHB) systems and electromechanical braking (EMB) systems.

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

Abstract: A control device for an automatic transmission includes a determining unit determines that a friction element is to be set in an engaged condition in case a vehicle speed is equal to or higher than a determination reference and determining that the friction element is to be set in a disengaged condition in case the vehicle speed is lower than the determination reference, and a engagement control unit that performs control to engage or disengage the friction element on the basis of a determination result of the determining unit, wherein the engagement control unit comprises a prohibiting unit that prohibits setting of the friction element in the engaged condition until a predetermined condition is established, regardless of the determination result, after the friction element has been modified from the engaged condition to the disengaged condition.

Abstract: A method for shifting the braking assistant function into an activatable state, in which method: after termination of a braking force monitoring function, the braking assistant function is shifted into a non-activatable state or a non-activatable state is maintained; information about the hydraulic pressure at a predefined point in the hydraulic braking circuit is determined; and after at least one predefined condition is met by that information, the braking assistant function is shifted into an activatable state.

Abstract: A method for controlling a self-energizing disc brake having an electric actuator in which an activation force applied to the actuator is amplified using a self-energizing device arranged between the actuator and brake lining is described. The method has a brake application unit for applying at least one brake lining to one side of a brake disc by carrying out an application movement of the brake lining relative to the brake disc, the application movement having at least a first movement component in a direction parallel to a rotational axis of the brake disc and a second movement component in a direction tangential to the rotational axis of the brake disc. The method includes also controlling at least one electromotive drive for activating the brake application unit. Rotation of the shaft of the electromotive drive is converted to a non-linear displacement of the brake pad in the tangential direction.

Abstract: A brake force maintain control device for a vehicle determines whether the vehicle is in a rapidly-pressed state. The rapidly-pressed state is a state in which the brake pedal of the vehicle has been further pressed rapidly. While the vehicle is in the rapidly-pressed state, the brake force maintain control device allows the brake force maintain control to start if a condition for starting the brake force maintain control is satisfied. Therefore, it is possible to prevent the brake force maintain control from being needlessly executed even though the driver does not have an intention of executing it.

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: The invention provides a method of managing the braking of an aircraft having a plurality of brakes comprising friction elements, the method comprising the following steps for at least one group of brakes: estimating an energy level (?E) to be dissipated by the brakes of the group; and estimating individual braking setpoints (Fi) for each of the brakes of the group so that the individual braking setpoints make it possible, at least under normal operating conditions of the brakes, to implement braking that dissipates said energy level, the individual braking setpoints also being determined so as to satisfy at least one other given operating objective.

Abstract: Disclosed are an electronic hydraulic pressure control system and a control method thereof, capable of detecting an error in differential pressure between a master cylinder and a wheel cylinder. The control method includes the steps of acquiring pressure of a master cylinder and pedal pressure according to a stroke distance of a pedal, detecting a time point at which the pressure of the master cylinder and the pedal pressure reach predetermined reference pressure, and determining that an error occurs if the time point exceeds a predetermined reference time point.

Abstract: An electrically controlled brake system for a tractor is provided that is equipped with an anti-jackknifing brake that can be actuated by means of a manual operating element and that acts only on the brakes of a trailer coupled to the tractor. The operating element is an electrical element which generates an electrical signal to control a valve device by means of which the braking force of the anti-jackknifing brake can be increased.

Abstract: An airbrake reservoir lock system for an airbrake system of a vehicle is provided. The vehicle has an electronic control module. The airbrake reservoir lock system comprises a primary air reservoir, and a first airbrake reservoir lock. The primary air reservoir has an input port and an output port. The primary air reservoir stores an amount of pressurized air. The first airbrake reservoir lock is disposed in fluid communication with the output port of the primary air reservoir. The first airbrake reservoir lock has a valve portion and an electrical actuator. The valve portion has an open position and a closed position. The electrical actuator positions the valve portion of the first airbrake reservoir lock between the open position and the closed position based upon an output of the electronic control module.

Abstract: Reverse proximity sensors are used to determine an angle between a towed trailer and the towing vehicle. The trailer sway control determines a trailer angle of sway based upon proximity sensor readings from the reverse proximity sensors and from a sensor reading of an angle of turn of a steering wheel of the towing vehicle. Provided the determined trailer angle of sway exceeds a range that can be tolerated, a controller sends instructions to apply necessary braking to the vehicle or trailer to mitigate the trailer sway.

Abstract: A vehicle comprising a seat defining a driver seat portion and a passenger seat portion, an electronic stability system, adapted to receive inputs from a load sensor, a wheel rotation sensor and a lateral acceleration sensor, the electronic stability system adapted to provide outputs to at least one of the brake system for braking the vehicle, and the engine control unit to change the power output transmitted to the wheels by the engine, the electronic stability system using a first calibration to determine the outputs when the load sensor is in a non-loaded state and a second calibration to determine the outputs when the load sensor is in a loaded state.

Abstract: A method for starting a motor vehicle, which is held at a standstill on an inclined route by a brake force which is maintained independently of the driver, after a predetermined holding time has elapsed gradually reduces the brake force which is generated independently of the driver, to put the motor vehicle into motion, and then controls the movement of the motor vehicle, corresponding to a preset course.

Abstract: In a hybrid vehicle 20, when an ECO switch 88 is “on” when a brake demand operation is performed by a driver, a target regeneration distribution rate d is set using an ECO mode regeneration distribution rate setting map that gives priority to energy efficiency in comparison to a normal regeneration distribution rate setting map that is used when the ECO switch 88 is “off” and a braking force demand BF* that is based on the brake demand operation of the driver (S150), and a motor MG2 and a brake unit 90 are controlled so that the braking force demand BF* is obtained based on the target regeneration distribution rate d (S160 to S230).

Abstract: It is predicted whether a spin amount is tending to diverge and a vehicle is tending to become unstable, or the spin amount is tending to converge and the vehicle is tending to become stable. When the convergent tendency is predicted, a correction to reduce the spin amount is performed. As a result, the performance of a braking force control can be made difficult when the spin amount is tending to converge. Thus, it is possible to prevent an anti-spin control from being performed when there is actually no need to perform the anti-spin control, such as when the vehicle posture is correcting.

Abstract: A vehicle stability control system comprises a 5-sensor cluster and a stability controller configured to communicate with the 5-sensor cluster and receive signals corresponding to a lateral acceleration, a longitudinal acceleration, a yaw rate, a roll rate, and a pitch rate from the 5-sensor cluster. The stability controller can also be configured to determine a braking amount or a throttle amount to maintain vehicle stability. The system also comprises a brake controller configured to communicate with the stability controller and receive a braking request from the stability controller, and a throttle controller configured to communicate with the stability controller and receive a throttle request from the stability controller. The system may also comprise a braking or throttling command computed based on various scenarios detected by measured and calculated signals.

Abstract: A brake control method. During ABS control, a control sequence, other than the conventional control sequence, based on the slip ratio and so forth resulting from the measurement value of a wheel speed sensor, and a minimum amount of pressure increase or a minimum amount of pressure decrease is ensured. In another embodiment, a control sequence independent from a control sequence based on the measurement value of a wheel speed sensor, sets allowable ranges relating to amounts of change in the pressure of a wheel cylinder, monitors the actual pressure value with a pressure sensor at the time of brake control, and, at a time when the pressure inside the wheel cylinder has deviated from these allowable ranges, drives an actuator such as an electromagnetic valve and controls in such a way that the pressure inside the wheel cylinder falls within an allowable range.

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

Abstract: A method of operating a drivetrain of a motor vehicle. The drivetrain comprises a drive aggregate formed as a hybrid drive with a combustion engine and an electric machine, and a transmission connected between the drive aggregate and a drive output. The drivetrain also comprises a pressure reservoir system with at least one pressure reservoir and at least one pressure generator by the combustion engine in order to fill the pressure reservoir. A pressure in the pressure reservoir of the pressure reservoir system is measured and a value of the actual pressure, in the pressure reservoir system, is compared with at least one threshold value. When the actual pressure value is higher than a threshold value, stopping of the combustion engine is permitted, whereas if the actual pressure value is lower than the threshold value, stopping of the combustion engine is not permitted.

Abstract: An aircraft braking control system for an aircraft braking system that comprises at least one first side braking unit (30L) for braking a respective wheel (22L) positioned on a first side of a longitudinal axis of an aircraft and at least one second side braking unit (30R) for braking a respective wheel (22R) positioned on a second side of said longitudinal axis, said braking control system comprising a brake control unit (40) operable to process respective measurements of performance of the braking units (30L, 30R) and according to the process results to provide command signals for controlling respective braking forces applied by said first and second braking units (30L, 30R) to reduce any difference between a first side braking force applied on the first side of the longitudinal axis by said at least one first side braking unit (30L) and a second side braking force applied on said second side by said at least one second side braking unit (30R).

Abstract: A brake control apparatus (20) includes: a hydraulic pressure source (30) that regulates pressure of hydraulic fluid in accordance with a brake operation input (24,25); a wheel cylinder (23) that applies braking force to a wheel (22) in response to a supply of the hydraulic fluid to the wheel cylinder (23); a hydraulic pressure booster mechanism (31) that amplifies the brake operation input by using the hydraulic pressure source (30), and outputs the amplified brake operation input; a hydraulic fluid supply path (63) through which the hydraulic fluid is supplied from the hydraulic pressure source (30) to the wheel cylinder (23); and a controller (70) that shuts off (valve 66) a flow of the hydraulic fluid-through the hydraulic fluid supply path (63), if a malfunction due to hydraulic fluid leakage is detected in the hydraulic fluid supply path (63) during a brake control mode in which the hydraulic fluid is supplied to the wheel cylinder (23) through the hydraulic fluid supply path (63).

Abstract: Disclosed is a method of preventing a vehicle in a starting maneuver from rolling in a direction opposite a direction selected to move the vehicle during the starting maneuver. A brake force is built up or maintained on at least one wheel brake during standstill of the vehicle. The method is characterized in that a comparison between an engine rotational speed gradient and an engine rotational speed gradient threshold value as well as a comparison between a pedal travel, by which an accelerator pedal of the vehicle is depressed, and a pedal travel threshold value are performed, and in that the brake force at the at least one wheel brake is reduced when it is established that the engine rotational speed gradient exceeds the engine rotational speed gradient threshold value, and/or the pedal travel, by which the accelerator pedal is depressed, exceeds the pedal travel threshold value. Also disclosed a device that is appropriate to implement the method.

Abstract: An electrically controlled brake system for a tractor is provided that is equipped with an anti-jackknifing brake that can be actuated by means of a manual operating element and that acts only on the brakes of a trailer coupled to the tractor. The operating element is an electrical element which generates an electrical signal to control a valve device by means of which the braking force of the anti-jackknifing brake can be increased.