A system and method for braking a flat-towed vehicle based upon a braking pressure of a braking fluid in a braking circuit in the towing vehicle, the method includes measuring a piezoresistor voltage drop across a piezoresistor positioned within the braking circuit such that the piezoresistor voltage drop changes in response to the braking pressure within the braking circuit. Based upon the measured piezoresistor voltage drop, a motor frame duration is retrieved. A clutch engages the motor output shaft to initiate a clutch frame. Upon expiration of a programmed clutch delay, a motor frame initiates by supplying power to a motor. Upon expiration of the motor frame duration, power to the motor is interrupted. The clutch continues to be engaged for the duration of the clutch frame. The clutch releases allowing a capstan attached to the clutch to spin freely relative to the motor output shaft.

A vehicle control apparatus executes braking assist control to decelerate a vehicle by automatic operation of a braking device. When the vehicle control apparatus obtains a deceleration request from a driver during execution of the braking assist control, while a driver request deceleration requested to the braking device by the driver is constant or in an increasing trend, the vehicle control apparatus executes first arithmetic processing to suppress a system request deceleration requested to the braking device by the braking assist control from being decreased by the braking assist control.

A system includes a drive system having one or more traction motors coupled in driving relationship to a plurality of wheels of a vehicle system. The traction motors are configured to provide both motive power for the vehicle system in a propel mode of operation and retarding effort to brake the vehicle system in a braking mode of operation. The system further includes a parking brake for maintaining a static position of the vehicle system when in an engaged state, and a controller configured to detect when the parking brake is in the engaged state. The controller is further configured to control at least one of the one or more traction motors to provide a braking effort to resist movement of the vehicle system when the parking brake is in the engaged state.

A method for output of haptic information to a driver of a motor vehicle via a brake pedal includes ascertaining, based on signals of an environment-sensor system, imminence of a traffic situation that poses a potential risk to the motor vehicle, and modifying, during a driving of the motor vehicle, independent of a driver input, and in response to the ascertained imminence of the traffic situation, a characteristic of the brake pedal of the motor vehicle.

A system and method are provided for estimating and applying vehicle tire traction. Vehicle data (e.g., movement and location-based data) and tire sensor data are collected at a vehicle and transmitted to a remote computing system (e.g., cloud server). A wear status is determined, and traction characteristics determined for at least one tire, based at least on the vehicle data and the determined tire wear status. The predicted tire traction characteristics are transmitted from the remote computing system to an active safety unit associated with the vehicle, or a fleet management system, wherein the recipient is configured to modify vehicle operation settings based on at least the predicted tire traction characteristics. A maximum speed for the vehicle may be defined by the recipient, or a minimum following distance where, e.g., the vehicle is one of multiple vehicles in a defined platoon.

An operational method for controlling a first brake pressure generator. The operational method includes reading the detected wheel speeds into the brake pressure generator control unit, simulating a control strategy of the secondary control unit for controlling the hydraulic unit based on the wheel speeds so that a brake pressure required at the respective wheel is ascertained, predicting the pressure resulting from the control strategy of the secondary control unit and the brake pressure at the first brake pressure generator, and controlling the first brake pressure generator in accordance with the predicted resulting pressure if the predicted resulting pressure exceeds a limit value, so that the pressure resulting at the brake pressure generator is lower than the predicted pressure due to an activation of the first brake pressure generator.

A vehicle emergency braking apparatus performing emergency braking without slipping in high- and low-velocity states to inhibit accidents or reduce damage. A braking body has one end axially coupled to a lower side of the vehicle and the other end provided with a braking blade to generate braking force when in contact with the ground. An electric winch is provided on the lower portion of the vehicle to be spaced apart from the braking body, and winds or unwinds a main wire connected to the other end of the braking body. A returning member having elastic force toward the vehicle is connected to the other end of the braking body. When the main wire is wound by the electric winch, the other end of the braking body is pushed by force greater than elastic force of the returning member so that the braking blade comes into contact with the ground.

The disclosure relates to a driver assistance method, in which a vehicle performs a driving manoeuvre automatically, and a braking device, in particular a parking brake, is at least partially actuated during the performance of the driving manoeuvre so that a braking action is constantly exerted on the wheels of at least one axle so that a drive of the vehicle operates counter to the braking action of the braking device in order to move the vehicle. According to the disclosure, during the driving manoeuvre at least one operating parameter which is related to an undesired increase in the braking action exerted on at least one wheel is detected and evaluated, and a braking action on at least one wheel is reduced in accordance with the result of said evaluation.

A rail vehicle has at least two railroad cars (111, 112, 11n) and a braking system with control units (121-1, 121-2, 122-1, 122-2, 12n-1, 12n-2) at least one of which is arranged in each railroad car. Each control unit receives a brake input signal (B), and in response thereto generates a control signal (c.sub.11, c.sub.12, c.sub.13, c.sub.14, c.sub.21, c.sub.22, c.sub.23, c.sub.24, c.sub.n1, c.sub.n2, c.sub.n3, c.sub.n4). The control signals are generated on the further basis of at least one motion parameter expressing a respective movement of the railroad cars (111, 112, 11n). At least one brake actuator (131.sub.1a, 131.sub.1b, 131.sub.2a, 131.sub.2b, 131.sub.1a, 131.sub.1b, 131.sub.2a, 131.sub.2b, 13n.sub.1a, 13n.sub.1b, 13n.sub.2a, 13n.sub.2b) is arranged in each railroad car. Each brake actuator receives the control signal generated by a control unit in the same railroad car as the brake actuator is located, and based thereon produces a brake-force signal (f.sub.11, f.sub.12, f.sub.13, f.sub.14, f.sub.21, f.sub.22, f.sub.23, f.sub.24, f.sub.n1, f.sub.n2, f.sub.n3, f.sub.n4) to a brake unit (141-1, 141-2, 141-3, 141-4, 142-1, 142-2, 142-3, 142-4, 14n-1, 14n-2, 14n-3, 14n-4). In response thereto, each brake unit causes a pressing member to apply a braking force to a rotatable member so as to reduce a rotation speed of at least one wheel of a railroad car in the rail vehicle.

A method for operating a motor vehicle having a braking device for braking the motor vehicle, including the steps: forecasting an anticipated time period until a reduction in speed or braking of the motor vehicle, triggered by a driver assistance system or by the driver of the motor vehicle, depending on vehicle data relating to the motor vehicle and/or environmental data relating to the motor vehicle environment, and triggering a respective function of the braking device when a triggering condition assigned to the respective function is satisfied, wherein a respective triggering condition is satisfied or can be satisfied only when the anticipated time period falls below the limiting time value assigned to the respective function, wherein at least two of the functions are assigned limiting time values that differ from each other.