A traveling vehicle includes a pair of left and right drive wheels, a drive unit for providing driving force to the drive wheels, a drive wheel operation unit having a forward speed position, a neutral position, a reverse speed position and a parking position, a position detector for detecting the parking position of the drive wheel operation unit, a parking brake configured to brake the drive wheels under an operative state thereof, a rotation detector for detecting a predetermined state from a stopped state to a predetermined rotational speed of the drive wheels and a control unit configured to render the parking brake into the operative state on a condition including detection of the parking position by the position detector and detection of the predetermined state by the rotation detector.

A traveling vehicle includes a pair of left and right drive wheels, a drive unit for providing driving force to the drive wheels, a drive wheel operation unit having a forward speed position, a neutral position, a reverse speed position and a parking position, a position detector for detecting the parking position of the drive wheel operation unit, a parking brake configured to brake the drive wheels under an operative state thereof, a rotation detector for detecting a predetermined state from a stopped state to a predetermined rotational speed of the drive wheels and a control unit configured to render the parking brake into the operative state on a condition including detection of the parking position by the position detector and detection of the predetermined state by the rotation detector.

A braking system for a motor vehicle comprises a first and second electrically controllable pressure source for providing a brake pressure for actuating the wheel brakes. An electrically controllable pressure modulation device sets brake pressures that are individual to each of the wheel brakes, said device having electrically actuatable inlet valves and outlet valves for each wheel brake. The second pressure source comprises a motor-pump unit and at least one low-pressure accumulator. The low-pressure accumulator is connected to an output connection of at least one outlet valve. A first and a second energy supply unit for the braking system are independent from one another. The first energy supply unit supplies the first pressure source with energy. The second energy supply unit supplies the second pressure source with energy. The pressure modulation device is supplied with energy by the first energy supply unit and by the second energy supply unit.

The invention relates to a signal-processing device (402) for a vehicle having an ABS unit (404) and multiple wheels, each of which is assigned a sensor (S1, S2, S3, S4) for wheel signal generation. The signal-processing device (402) is designed to detect (602) a failure of a wheel signal, to form (604) a substitute signal for the failed wheel signal using the wheel signal of at least one sensor assigned to a wheel that is not affected by the failure, and to supply (606) the substitute signal to the ABS unit (404). The invention also relates to an ABS system (400) having the signal-processing device (402) and an ABS unit (404), a vehicle having the ABS system (400), a signal-processing method for a vehicle having an ABS unit (404), a computer programme having computer code for carrying out the signal-processing method, as well as a control unit containing the computer programme.

A control arrangement for a vehicle motion system including a braking function, comprising motion actuators with one or more brake actuators pertaining to the braking function, a first vehicle motion management controller (VMM1) and a second vehicle motion management controller (VMM2), forming a redundant assembly to control the braking function, wherein, in riding conditions, the first vehicle motion management controller controls the brake actuators with a current nominal expected braking performance, while the second vehicle motion management controller (VMM2) is in a waiting-to-operate mode, the control arrangement comprising a hot swap functionality in which the second vehicle motion management controller (VMM2) is configured to take over control of the brake actuators from the first vehicle motion management controller, with the current nominal expected braking performance, in a short time period (SWT) less than one second, preferably less than 0.5 second, preferably less than 0.3 second, and associated control method.

A vehicle-electrical-apparatus, including: a) a service-brake-device having an electropneumatic service-brake-device, which is an electronically-brake-pressure-regulated-brake-system, having an electropneumatic-service-brake-valve-device (ESBVD), a first-electronic-brake-control-device (EBCD), electropneumatic-modulators and pneumatic-wheel-brake actuators; b) a sensor-device to deliver sensor-signals, including: at least one wheel-rotational-speed-sensor, a longitudinal-acceleration-sensor, a transverse-acceleration-sensor, a yaw-rate-sensor, and/or a steering-wheel-angle-sensor, wherein: c) the first-EBCD electrically controls the electropneumatic-modulators, which generate pneumatic-brake-pressures or brake-control-pressures for the pneumatic-wheel-brake-actuators, and d) the ESBVD has a service-brake-actuation-member and, within at least one electrical-service-brake-circuit, at least one electrical-channel containing at least one electrical-brake-value-transmitter, actuate-able by the service-brake-actuation-member, for coupling out actuation-signals depending on actuation of the service-brake-actuation-member, and at least one second-EBCD, receiving the actuation-signals and independent of the first-EBCD, which second-ECBD couples brake-request signals into the first-EBCD depending on the actuation-signals, and, within at least one pneumatic-service-brake-circuit, at least one pneumatic-channel in which at least one control-piston of the service-brake-valve-device is loaded with a first-actuation-force by actuating the service-brake-actuation-member based on a driver-brake-request, and the control-piston directly/indirectly controls at least one double-seat valve, containing an inlet-seat/outlet-seat, of the service-brake-valve-device to generate pneumatic-brake-pressures or brake-control-pressures for the pneumatic-wheel-brake-actuators; e) a means to generate a second-actuation-force that acts on the at least one control-piston in the same/opposite direction to the first-actuation-force; wherein: f) brake slip and/or driving-dynamics-regulation-routines are in the second-EBCD, g) the second-EBCD receives sensor-signals, and h) for braking requested depending on driver-braking or requested independently of a driver-brake-request, the means generates the second-actuation-force, such that at least one brake-slip and/or driving-dynamics-regulation operation is performed.

Longitudinal acceleration, intended travel angle, wheel speed, and requested drive torque signals are measured for a vehicle. The longitudinal acceleration, intended travel angle, wheel speed, and requested drive torque signals are then evaluated. A brake torque is calculated as a function of a propulsive torque, wherein the propulsive torque is produced by a power source for the vehicle. The brake torque is applied when the longitudinal acceleration signal exceeds a longitudinal acceleration threshold, the intended travel angle signal is between intended travel angle limits, the wheel speed signal is less than a minimum speed threshold, the requested drive torque signal exceeds a requested drive torque threshold, and a torque threshold is exceeded.

A hydraulic motor vehicle braking system includes a first sensor device, a first functional unit, a second functional unit and a switching device. The first functional unit comprises at least one first electrical brake pressure generator, by means of which a brake pressure can be generated on respective wheel brakes, and a first control system which is designed to control the at least one first electrical brake pressure generator on the basis of a sensor signal of the sensor device. The second functional unit comprises at least one second electrical brake pressure generator, by means of which a brake pressure can be respectively generated on a subset of the wheel brakes, and a second control system which is designed to control the at least one second electrical brake pressure generator on the basis of the sensor signal in the event of a failure of the first functional unit.

The present invention pertains to a brake system for a vehicle, in particular a wheeled vehicle, comprising a control unit configured to operate the brake system in an automatic retarding control mode and in a brake assist mode, a brake pedal valve, and at least one brake valve unit for actuating a brake actuator. The break valve unit comprises a brake valve for applying pressurized fluid to the brake actuator in response to a control pressure applied to a hydraulic actuator of the brake valve, a blocking valve for controlling application of pressurized fluid from the brake pedal valve to the hydraulic actuator of the brake valve, and a brake pressure control valve for controlling application of pressurized fluid to the hydraulic actuator of the brake valve.

A vehicle includes front suspension assemblies; rear suspension assemblies; a left driven wheel and a right driven wheel with first left and right brake assemblies; a left wheel and a right wheel with second left and right brake assemblies; an anti-lock braking system (ABS) module; a drive mode coupler connected between the transmission and the left and right wheels for changing between a 24 and a 44 drive configuration; and a drive mode switch for controlling the drive mode coupler, the ABS module selectively performing brake traction control of at least one wheel based on the position of the drive mode switch. A method for controlling traction of the vehicle includes sensing the drive mode switch position and when the drive mode changes from a 24 position to a 44 position, causing the ABS module to perform brake traction control on at least one wheel.