A vehicular air supply system includes: a first air operation mechanism which is operated at an air pressure of a first pressure value or less; a second air operation mechanism which is operated at an air pressure of a second pressure value or less, the second pressure value being lower than the first pressure value; a compressed air generator which generates compressed air to be supplied to the first air operation mechanism and the second air operation mechanism; and a first discharge air supply unit which supplies air discharged from the first air operation mechanism to the second air operation mechanism when a pressure value of the air discharged from the first air operation mechanism is higher than a pressure value of the air supplied from the compressed air generator to the second air operation mechanism.

A vehicular air supply system includes: a first air operation mechanism which is operated at an air pressure of a first pressure value or less; a second air operation mechanism which is operated at an air pressure of a second pressure value or less, the second pressure value being lower than the first pressure value; a compressed air generator which generates compressed air to be supplied to the first air operation mechanism and the second air operation mechanism; and a first discharge air supply unit which supplies air discharged from the first air operation mechanism to the second air operation mechanism when a pressure value of the air discharged from the first air operation mechanism is higher than a pressure value of the air supplied from the compressed air generator to the second air operation mechanism.

A brake control device for at least four fluidically actuatable, especially hydraulically actuatable, wheel brakes of a vehicle brake system, which device includes at least one input pressure connection, a wheel-specific output pressure connection for every wheel brake, a pressure regulating valve array for setting wheel-specific brake pressures at the output pressure connections and a pressure source the brake control device having a wheel specific input pressure connection for every wheel brake.

A brake control device for at least four fluidically actuatable, especially hydraulically actuatable, wheel brakes of a vehicle brake system, which device includes at least one input pressure connection, a wheel-specific output pressure connection for every wheel brake, a pressure regulating valve array for setting wheel-specific brake pressures at the output pressure connections and a pressure source the brake control device having a wheel specific input pressure connection for every wheel brake.

Provided is a brake apparatus, a brake control method, and a method for determining a lock abnormality in a motor capable of reducing motor drive noise at the time of a self-diagnosis of the motor regardless of a condition. A brake control method includes issuing a drive instruction to repeat ON/OFF driving a plurality of times and drive a motor in such a manner that a rotational frequency of the motor during an OFF time period does not fall to zero and a peak of the rotational frequency of the motor during an ON time period increases as the ON/OFF driving is repeated, carrying out terminal voltage detection to detect a terminal voltage of the motor at the time of the ON/OFF driving carried out by the issuing of the drive instruction, and determining a lock abnormality in the motor to determine whether there is the lock abnormality in the motor based on a characteristic of the terminal voltage during the OFF time period of the ON/OFF driving that is detected by the carrying out of the terminal voltage detection.

Provided is a brake apparatus, a brake control method, and a method for determining a lock abnormality in a motor capable of reducing motor drive noise at the time of a self-diagnosis of the motor regardless of a condition. A brake control method includes issuing a drive instruction to repeat ON/OFF driving a plurality of times and drive a motor in such a manner that a rotational frequency of the motor during an OFF time period does not fall to zero and a peak of the rotational frequency of the motor during an ON time period increases as the ON/OFF driving is repeated, carrying out terminal voltage detection to detect a terminal voltage of the motor at the time of the ON/OFF driving carried out by the issuing of the drive instruction, and determining a lock abnormality in the motor to determine whether there is the lock abnormality in the motor based on a characteristic of the terminal voltage during the OFF time period of the ON/OFF driving that is detected by the carrying out of the terminal voltage detection.

Provided is an electromagnetic valve and a brake apparatus capable of reducing friction between a plunger and a valve seat. An electromagnetic valve includes a solenoid configured to generate an electromagnetic force by receiving power supply; a cylindrical member at least partially disposed in the solenoid and made from a non-magnetic material; a movable member configured to be moved in the cylindrical member in an axial direction of the electromagnetic valve due to an attracting force of the solenoid, the movable member being made from a magnetic material, the movable member including a restriction portion on one end side of the movable member in the axial direction; a plunger including one end portion located on the one end side in the axial direction and an opposite end portion located on an opposite end side in the axial direction, the plunger being configured to be subjected to restriction of a movement thereof in a radial direction due to the opposite end portion disposed at the restriction portion;

when CLa represents a movable amount of the movable member in the radial direction in the cylindrical member, and CLb represents a movable amount of the plunger in the radial direction relative to the restriction portion, an expression CLa<CLb is satisfied.

Methods for controlling vacuum within a brake booster by modifying powertrain operation include determining an intake manifold vacuum in response to actuation of a brake pedal. Increasing the intake manifold vacuum if the brake booster vacuum is less than a desired brake booster vacuum. In some embodiments, the transmission is downshifted to increase engine speed and intake manifold vacuum.

Methods for controlling vacuum within a brake booster by modifying powertrain operation include determining an intake manifold vacuum in response to actuation of a brake pedal. Increasing the intake manifold vacuum if the brake booster vacuum is less than a desired brake booster vacuum. In some embodiments, the transmission is downshifted to increase engine speed and intake manifold vacuum.

A rail vehicle compressor system comprises a compressor, driven by an electrical machine via a drive shaft, for producing compressed air for at least one compressed air tank. The electrical machine is activated at least indirectly via a control device for operating the electrical machine at least one nominal speed between a maximum speed and a minimum speed. At least one pressure sensor determines the pressure for the control device and is disposed in a compressed-air-carrying line downstream of the compressor. A final control element for continuously influencing the speed of the electrical machine is disposed between an electrical supply and the electrical machine, wherein the control device controls activation of the final control element. A method for controlling the compressor system is also provided, wherein, the compressor is operated at a variable speed in between the maximum speed and the minimum speed based on rail vehicle operating state.