A brake hydraulic pressure control unit capable of improving mountability of a brake system on a motorcycle is obtained. In addition, a brake system for a motorcycle including such a brake hydraulic pressure control unit and a motorcycle are obtained. In the brake hydraulic pressure control unit of the brake system for a motorcycle, an inlet valve, an outlet valve, and a pump in one of hydraulic circuits as a boost-type hydraulic circuit and a first valve and a second valve in the hydraulic circuit are separately provided in a primary base body and a secondary base body. The primary base body and the secondary base body are separated from each other.

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 brake control apparatus for construction machinery, includes first and second brake lines through which a brake oil is supplied to a front brake device and a rear brake device of the construction machinery, first and second proportional flow control valves installed respectively in the first and second brake lines to control a flow rate of the brake oil in proportion to inputted first and second brake control signals, a sensing portion configured to detect work and travel information of the construction machinery, and a controller configured to output the first and second brake control signals in response to a brake manipulation signal of a driver, and configured to control independently the first and second proportional flow control valves based on the work and travel information of the construction machinery detected by the sensing portion.

A pressure modulator for an anti-lock braking system of a bicycle. The pressure modulator includes a cylinder, and a piston having a through opening for hydraulic fluid, the piston being situated inside the cylinder and subdividing the cylinder into a first accumulator chamber and a second accumulator chamber, the first and second accumulator chambers being connectable to each other via the through opening. The pressure modulator further includes a valve system, which includes a closing element and an actuating device for the closing element, the closing element being situated in the through opening, and the actuating device being situated at a bottom of the cylinder, and an actuator for moving the piston.

A pressure modulator for an anti-lock braking system of a bicycle. The pressure modulator includes a cylinder, and a piston having a through opening for hydraulic fluid, the piston being situated inside the cylinder and subdividing the cylinder into a first accumulator chamber and a second accumulator chamber, the first and second accumulator chambers being connectable to each other via the through opening. The pressure modulator further includes a valve system, which includes a closing element and an actuating device for the closing element, the closing element being situated in the through opening, and the actuating device being situated at a bottom of the cylinder, and an actuator for moving the piston.

A vehicle braking control device is capable of further raising the speed at which vehicle vehicle-body deceleration increases when automatic braking processing implementation begins. Provided as a braking control device is a control device comprising: an acquisition unit that acquires an indicator; and a braking control unit that starts the implementation of automatic braking processing if a determination is made, on the basis of the indicator, that an automatic braking condition has been established. In the automatic braking process, the braking control unit restricts the supply of brake fluid to wheel cylinders corresponding to the rear wheels, and supplies brake fluid to wheel cylinders corresponding to the front wheels to increase the pressure of the wheel cylinders, thereby increasing the braking power for the front wheels and also giving the rear wheels braking power corresponding to the driving amount of a motor for parking.

Methods and apparatus for controlling landing gear retract braking are described. A controller determines wheel speed data corresponding to a speed of a wheel of a landing gear. The controller determines wheel deceleration data corresponding to a rate of change of the wheel speed data. The controller generates a first control signal in response to the wheel deceleration data being greater than a wheel deceleration threshold. The first control signal initiates a wheel deceleration regulation process, the wheel deceleration regulation process to cycle an antiskid valve between a first valve position to release brake pressure from the wheel and a second valve position to cease releasing the brake pressure from the wheel. The controller generates a second control signal in response to the wheel speed data being less than a wheel speed threshold. The second control signal terminates the wheel deceleration regulation process.

A wheel speed measuring device for an aircraft braking system uses dual technology packaged in a single transducer that incorporates the robust and reliable variable reluctance technology along with a secondary package for measuring position and velocity bi-directionally for low speed and taxi operations. The transducer of the present invention is preferably incorporated into the envelope of the axle to allow both retrofit on existing aircraft and to maintain existing axle design and configuration.

Platoon management control systems and methods arrange two or more vehicles cooperatively travelling seriatim as a platoon along an associated roadway into a platoon arrangement in accordance with their relative braking capabilities and other brake-related performance characteristics such as braking efficiency. Braking efficiency can change over time and is in general affected by many factors such as brake temperature, brake type, burnishing, vehicle weight, number of tires, tire wear, vehicle loading, road surface type and weather conditions. The relative braking capabilities are learned or otherwise calculated or determined in each vehicle and shared between the vehicles of the platoon. The platoon may be reorganized based on differences between the learned or otherwise calculated or determined relative braking capabilities. Desired gaps between the platooning vehicles may be increased or decreased in accordance with the learned or otherwise calculated or determined relative braking capabilities as necessary or desired.

Systems and methods for dynamically distributing brake torque among a plurality of brakes of a vehicle are provided. In one example, a method includes detecting a braking distribution condition; calculating a weight distribution for the vehicle based on a longitudinal acceleration and a lateral acceleration associated with the vehicle to provide a calculated weight distribution; calculating a brake torque limit for each of the plurality of brakes based on the calculated weight distribution to provide calculated brake torque limits; calculating a target brake torque for each of the plurality of brakes based on a driver-demanded brake torque to provide target brake torques; and comparing the calculated brake torque limits with corresponding target brake torques.