A smart brake system for adjusting a brake clamping force to be applied to brake pads of a vehicle comprises: an interface for receiving vehicle operation data measured by vehicle sensors, a memory device for storing data about a previous brake event, a current brake event, and a temperature prediction model, and a controller connected to the interface and the memory device. The controller estimates the current temperature of the rotor and adjusts the brake clamping force applied to the brake pads to compensate for the estimated current temperature. The vehicle operation data include current ambient temperature, current brake clamping force and current vehicle speed. The controller is configured to estimate the current temperature of the rotor from the vehicle operation data, the data about a previous brake event, and the data about a current brake event using the temperature prediction model.

A computer implemented method for controlling at least one driven and/or braked wheel of a heavy-duty vehicle. The method includes obtaining a motion request indicative of a desired longitudinal acceleration and/or longitudinal force associated with the vehicle, and configuring a wheel slip limit value indicative of a maximum allowable wheel slip by the at least one driven and/or braked wheel at a nominal value, and increasing the wheel slip limit value from the nominal value to a boost wheel slip value in response to detecting a boost signal, as well as controlling the at least one driven and/or braked wheel in dependence of the motion request and subject to the wheel slip limit value.

The disclosure relates to a sensor assembly, having a housing, which has a cylindrical depression with a lateral wall which is closed in the circumferential direction of the depression, and having a cover which is assigned to the depression and bears at least one sensor unit, the cover having a cylindrical insertion portion which is partially inserted axially into the depression so that it is radially opposite the lateral wall at least in some regions, and the insertion portion being held axially in the depression by means of an interlocking connection. According to the disclosure, the interlocking connection has an elastically deformable C-ring, which is arranged coaxially with the insertion portion and is held axially between a first axial stop of the insertion portion on one side and a second axial stop of the lateral wall on the other side.

A braking control device, when stopping a vehicle in a state where a braking force is being applied to the vehicle, executes a reducing control of reducing the braking force corresponding to a braking request before the vehicle stops and executes an increasing control of increasing the braking force corresponding to the braking request before the reducing control in order to suppress vehicle pitching behavior generated when the braking force is applied to the vehicle. The control device sets braking force increase amount in the increasing control based on a difference distance that is a difference between a first distance correlated with a vehicle traveling distance from a reduction start timing when the reducing control is executed until the stopping of the vehicle and a second distance correlated with a vehicle traveling distance from the reduction start timing when the reducing control is not executed until the stopping of the vehicle.

A number of illustrative variations may include a system that may manage torque overlay scenarios in a vehicle where the brakes and propulsion system are providing both lateral and longitudinal movement commands and there is a change in longitudinal acceleration requested from a driver or autonomous driving system. The system may manage driver brake inputs and brake-to-steer brake inputs to maintain brake-to-steer functionality while also applying sufficient braking as requested by the driver.

A second control unit controls a pump of a P system and a pump of an S system according to a stroke of a brake pedal that is detected by a stroke sensor in a state that a fluid level of brake fluid in a reservoir tank falls below a predetermined fluid surface level.

A method of controlling an electric booster including a reaction disk, a boosting body and a pedal push rod connected to a pedal and configured to come into contact with the reaction disk, the electric booster being subjected to braking control according to a braking map, includes: a first braking control step of controlling and generating a reaction force at normal times in accordance with a pedal effort by compressing and expanding a fluid while moving the pedal push rod; and a second braking control step of controlling and generating the reaction force in accordance with the pedal effort only in a condition in which the reaction disk and the pedal push rod are in contact with each other by detecting a size of an air gap between the reaction disk and the pedal push rod.

A vehicle-electrical-apparatus, including: a service-brake-valve-device (SBVD) having an electropneumatic service-brake-device (ESBVD), which is an electronically-brake-pressure-regulated-brake-system (EBPRBS), having an ESBVD, a first-electronic-brake-control-device (EBCD), electropneumatic-modulators (EM) and pneumatic-wheel-brake actuators (PWBA); a sensor-device; the first-EBCD controls the EMs generating pneumatic brake-control-pressures (PBCP) for the PWBAs, and the ESBVD has a service-brake-actuation-member (SBAM) and an electrical-channel containing an electrical-brake-value-transmitter, actuate-able by the SBAM, and a second-EBCD couples brake-request signals into the first-EBCD depending on the AS, and, within a pneumatic-service-brake-circuit, a pneumatic-channel in which a control-piston of the SBVD is loaded with a first-actuation-force (AF) by actuating the service-brake-actuation-member based on a driver brake-request, and the control-piston controls a double-seat valve of the SBVD to generate PBCPs for the PWBAs; generating a second AF that acts on the control-piston; brake slip/driving-dynamics-regulation are in the second-EBCD, the second-EBCD receives sensor-signals, and for braking requested, generating the second AF to perform a brake-slip and/or driving-dynamics-regulation.

A method includes steps for controlling a pneumatic braking system of a trailer vehicle which is connected to a tow vehicle equipped with a hydraulic or pneumatic braking system. At the start of an actuation of the foot brake valve, an electrical switch is closed or opened, and a switching signal is transmitted to an electronic control unit as a braking start signal for an incipient braking process. A brake value sensor detects a brake value representative of the drivers current deceleration request and transmits the brake value to the electronic control unit as a brake value signal. The brake value sensor is used for determining the incipient braking process, and a backup valve is only deactivated by switching a redundancy valve from an open position to a blocking position if the brake value signal detected by the brake value sensor has reached or exceeded a predefined minimum signal value.

Systems, methods, and vehicles for closed-loop control of regenerative braking. The system includes, in one implementation, a regenerative braking subsystem and a vehicle controller. The vehicle controller is configured to command the regenerative braking subsystem to apply a first amount of regenerative braking torque. The vehicle controller is also configured to determine a current vehicle deceleration while the first amount of regenerative braking torque is applied. The vehicle controller is further configured to determine a difference between the current vehicle deceleration and a target vehicle deceleration. The vehicle controller is also configured to set a second amount of regenerative braking torque to reduce the difference between the current vehicle deceleration and the target vehicle deceleration. The vehicle controller is further configured to command the regenerative braking subsystem to apply the second amount of regenerative braking torque.