To a first electronic control unit, three or more sensors excluding one predetermined sensor are connected. To a second electronic control unit, two sensors, which include one common sensor, of the three or more sensors, are connected. When the first electronic control unit does not determine that a sensor in a normal state is present among the three or more sensors, and the second electronic control unit determines that both of the two sensors are in the normal state, the electronic control unit controls the brake circuit based on the operation amount detected by at least one of the predetermined sensor or the common sensor.

Various embodiments of a tractor controller for monitoring trailer brake applications is disclosed. The control logic of the tractor control is capable of receiving a signal indicative of a trailer brake application; receiving a signal indicative of a foot brake application; totaling a number of signals indicative of a trailer brake application for a predetermined time period; and totaling a number of signals indicative of a foot brake application for the predetermined time period. The control logic then compares the total number of signals indicative of a trailer brake application with the total number of signals indicative of a foot brake application. The control logic records a flag in response to the total number of signals indicative of a trailer brake application being greater than the total number of signals indicative of a foot brake application.

A device includes at least one of a brake position sensor operationally coupled to a brake and providing a brake position signal, or a clutch position sensor operationally coupled to a clutch and providing a clutch position signal. The device further includes a controller having a communication module structured to interpret the at least one of the brake position signal or the clutch position signal, and a collection module structured to collect vehicle dynamics information. The controller further includes a vehicle dynamics module structured to interpret the vehicle dynamics information, and a sensor diagnostics module structured to determine a failure of at least one of the clutch position sensor or the brake position sensor in response to the vehicle dynamics information and at least one of the clutch signal or the brake signal.

An abnormal detecting system for a pneumatic brake includes a pedal stroke sensor, a front chamber pressure sensor, a rear chamber pressure sensor, a storage unit pressure sensor, a parking brake switch and an abnormal detecting circuit. A pedal stroke signal, a front chamber pressure signal, a rear chamber pressure signal, an air storage unit pressure and a parking brake control signal are output. The abnormal detecting circuit receives the pedal stroke signal, the front chamber pressure signal, the rear chamber pressure signal, the air storage unit pressure signal and the parking brake control signal. The abnormal detecting circuit compares the pedal stroke signal with the front chamber pressure signal or the rear chamber pressure signal and then outputs a first abnormal signal; and the abnormal detecting circuit compares the parking brake control signal and then outputs a second abnormal signal.

A speed control system operable to control a motor vehicle to operate in accordance with a set-speed value, the control means being operable to allow a user to adjust the set-speed value by user actuation of a vehicle brake control or a vehicle accelerator control.

A system and method for operating a brake system of a vehicle including determining if the vehicle is stopped. Determining a current brake pressure, a braking deceleration and a dynamic brake pressure corresponding to the braking deceleration. Based on the current brake pressure and the dynamic brake pressure determining a differential brake pressure. A holding brake pressure for holding the vehicle is determined based on the differential brake pressure and operating the brake system with the holding brake pressure.

An electric brake system includes a hydraulic pressure supply device configured to generate hydraulic pressure using a piston which is operated by an electrical signal that is output corresponding to a displacement of a brake pedal, and including a first pressure chamber and a second pressure chamber, a first hydraulic flow path configured to communicate with the first pressure chamber, a second hydraulic flow path configured to communicate with the first pressure chamber, a third hydraulic flow path configured to communicate with the second pressure chamber, a fourth hydraulic flow path branching from the third hydraulic flow path and connected to the first hydraulic flow path, a fifth hydraulic flow path branching from the third hydraulic flow path and connected to the second hydraulic flow path.

A method for controlling self-braking of a motor vehicle wherein a collision detection device predicts an imminent collision and determines for the self-braking a TTB braking time at which the self-braking is to start, and a brake system is operated in a standby state in which the brake system reacts to a braking request of the collision detection device with activation of wheel brakes of the motor vehicle, wherein the brake system requires a dead travel time to generate for the first time a braking torque by the wheel brakes starting from the standby state, for the self-braking. The method provides that a time period value of the dead travel time is made available in the motor vehicle, and the wheel brakes are activated at a starting time when the imminent collision is detected.

A method for controlling a braking system of a vehicle for the distribution of braking torques for service braking. The method may include receiving, by an electronic control unit, a request to apply a braking torque during a braking time interval. The method may also include enabling, in the braking time interval, by the electronic control unit a first and/or second electrical actuation signal of first and/or second brake calipers. Braking torques may be applied when the signals are enabled. For each instant of the braking time interval, an amplitude of the braking torque required for service braking is equal to the sum of a first amplitude of the first braking torque and a second amplitude of the second braking torque.

Linear brake pedal travel measurements are provided using a diagnostic unit with at least two linear measurement devices. The at least two linear measurement devices are offset in at least a vertical direction from a face of the brake pedal lever, and therefore directly measure non-linear pedal travel values. Thus, in certain embodiments, the system is further configured to convert the non-linear pedal travel measurements received from each of the at least two linear measurement devices to a linear brake pedal travel value corresponding to an operated position of the brake pedal lever. The resulting linear brake pedal travel information may then be used to evaluate brake pedal performance or measure customer brake feeling in an objective and reproducible way.