A braking control device includes a target vehicle speed setting unit, a braking power control unit, and a low friction coefficient region recognition unit. The low friction coefficient region recognition unit recognizes a low friction coefficient region of a road surface between a current position of an own vehicle and a target position. The braking power control unit estimates a maximum deceleration rate assuming braking to be started after passage through the low friction coefficient region to cause deceleration to a target vehicle speed at the target position. On the condition that the maximum deceleration rate is smaller than a predetermined upper limit on a deceleration rate, the braking power control unit causes a start of generation of braking power after the passage through the low friction coefficient region.

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.

A brake valve for a compressed air brake system of a utility vehicle includes a compressed air input configured to connect to a system pressure, a compressed air output configured to connect a brake control line, and at least one sensor configured to determine a brake valve actuation travel of an actuating element of the brake valve with a working interconnection to the brake pedal. The brake valve further includes a characteristic curve memory storing two stored characteristic curves and/or dependences and at least one determination device. The brake valve is configured to output at least two useful sensor signals, a first of which represents a brake valve output pressure and a second of which represents a percentage actuation position of the actuating element. The at least one sensor is configured to generate an actuating signal depending on the brake valve actuation travel of the actuating element.

The present invention is to provide a brake hydraulic pressure control device and a brake hydraulic pressure control method capable of preventing a rear wheel from lifting. Also, the present invention is to provide a saddle-type vehicle including the brake hydraulic pressure control device.

According to the present invention, there is provided a brake hydraulic pressure control device of a saddle-type vehicle, which is configured to execute anti-lock brake control and determines the time for one opening of a hydraulic pressure adjusting valve when the pressure of a brake fluid in a wheel cylinder is increased while the hydraulic pressure adjusting valve is repeatedly opened and closed, in correspondence to the pressure of the brake fluid in a master cylinder and an input gradient, which is an increment per unit time of the amount of operation of an input unit of a brake.

Brake control systems are disclosed herein. A brake control system comprises a first set of analog-to-digital converters in electrical communication with a first set of brake input mechanism sensors and a second set of analog-to-digital converters in electrical communication with a second set of brake input mechanism sensors. The first and second sets of analog-to-digital converters comprise one or more of different hardware and different software for differentially manipulating sensor outputs received from the brake input mechanism sensors.

A control system for wheel-slip prevention in a railway vehicle with a pneumatic brake is provided. The control system comprises an input interface configured to accept a deceleration reference for controlling the pneumatic brake, and a memory configured to store a reference governor providing executable instructions for modifying the deceleration reference upon its violation of a wheel-slip constraint, and configured to store a controller providing executable instructions for mapping the modified deceleration reference to a sequence of control commands for controlling pressure applied by the pneumatic brake. The control system further comprises a processor configured to execute the reference governor to modify the deceleration reference and configured to execute the controller to map the modified deceleration reference to the sequence of control commands. Further, an output interface of the control system is configured to output the sequence of control commands to control the pneumatic brake.

A method for automatic electronic control of a brake system in a vehicle includes reading a request signal for automatic electronic control of actuators in the vehicle. At least one of the actuators has an influence on actual longitudinal vehicle dynamics of the vehicle, and requests that are to be implemented by the actuators for realizing automatically requested target longitudinal vehicle dynamics are transmitted via the request signal. The method further includes plausibility-checking the request signal to establish whether the requests are, or can be, implemented completely or without error by the actuators, taking into account a tolerance, and determining a correction deceleration and/or a correction velocity if the implementation of at least one of the requests has not taken place, or cannot take place, completely or without error, taking into account the tolerance, in order to specify corrective braking.

A method for enabling a V2V communications link between a trailer and a first tow vehicle including receiving a towing system activation control signal, transmitting a tow vehicle request, receiving a first tow vehicle response including a first tow vehicle location and a first tow vehicle identifier, determining a first distance between the first tow vehicle and the trailer, and enabling the V2V communications link in response to the first distance being less than a threshold distance.

The invention obtains a hydraulic brake system, installability of which in a bicycle is improved. The invention also obtains a bicycle that includes such a hydraulic brake system. The invention further obtains a method for controlling such a hydraulic brake system. A hydraulic brake system 100 includes a hydraulic pressure controller 100 and a power supply unit 150 of the hydraulic pressure controller 100, the hydraulic pressure controller 100 including: a base section that is formed with a channel, through which a brake fluid flows, therein; a valve that is attached to the base section and opens and closes the channel; and a control section that governs an opening/closing operation of the valve and controlling hydraulic pressure of the brake fluid that is supplied to a wheel braking section of the bicycle. The power supply unit 150 includes a generator 151 that generates electric power by traveling of a bicycle 200.

A hydraulic vehicle brake system having at least one brake pedal, a pedal-travel simulator, at least one hydraulically operable wheel-brake unit and a switching valve between the brake pedal and the pedal-travel simulator. The switching valve is adjustable between a first switching position, in which the brake pedal is connected to the pedal-travel simulator and decoupled from the wheel-brake unit, and a second switching position, in which the brake pedal is decoupled from the pedal-travel simulator and the brake pedal is connected to the wheel-brake unit. In the first switching position, a pressure-supply unit is connected at the same time to the wheel-brake unit.