A braking distance control device employed for an electrically driven work vehicle includes a safety vehicle speed calculation unit 9 that calculates a safety vehicle speed at which a braking distance provided by use of an electric brake device becomes less than or equal to a threshold value, based on gradient information, payload information, road surface friction information, vehicle speed information, and a braking torque characteristic of electric motors. Preferably, the braking distance control device includes: a critical vehicle speed for deceleration calculation unit 5 that calculates a critical vehicle speed for deceleration at which deceleration provided by use of the electric brake device becomes less than or equal to a threshold value; a vehicle speed judgment unit 8 that judges whether the work vehicle can be stopped within a set distance by the electric brake device, based on result of comparing the vehicle speed information with the safety vehicle speed and the critical vehicle speed for deceleration; a notification command unit 17 that calls the operator's attention or prompts a brake operation, based on the result of the judgment; an operation judgment unit 14 that judges a setting of notification, based on pedal operation amounts; and a logical product calculation unit 15 that outputs a setting of a notification operation, based on result of the judgments by the vehicle speed judgment unit 8 and the operation judgment unit 14.

A method for the adaptive control of a driver operation-dependent actual vehicle deceleration in a commercial vehicle includes determining an operating variable that indicates a displacement of a brake pedal of a brake valve demanded by the driver as well as an assistance deceleration demand, providing a mass-dependent feeling curve that associates a driver's deceleration demand with the operating variable, adapting the mass-dependent feeling curve if there is no assistance deceleration demand so that the determined operating variable is associated with an actually prevailing actual vehicle deceleration, specifying a target vehicle deceleration depending on a driver operation-dependent driver's deceleration demand determined from the corresponding feeling curve and the assistance deceleration demand if there is an assistance deceleration demand, and actuating a brake pressure corresponding to the target vehicle deceleration for adaptively adjusted, driver operation-dependent control of the actual vehicle deceleration.

A method for controlling the speed of vehicle is provided. The method comprises providing a memory device configured to store a plurality of predefined set-speeds therein. The method further comprises selecting a desired set-speed from the plurality of predefined set-speeds stored in the memory device. The method may further comprise determining whether the selected set-speed is appropriate based on one or more conditions. The method may still further comprise causing the vehicle to operate in accordance with the selected set-speed when it is determined that the set-speed is appropriate. A system comprising a memory device configured to store a plurality of predefined set-speeds, and electronic control unit configured to select a desired one of the predefined set-speeds stored in the memory is also provided.

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 method for operating a speed control system of a vehicle is provided. The method comprises detecting an occurrence of a slip event, of a step encounter event, or of both events at a leading wheel of the vehicle. The method also comprises predicting that the occurrence of the detected event(s) will occur at a following wheel of the vehicle. The method yet further comprises automatically controlling vehicle speed, vehicle acceleration, or both vehicle speed and acceleration in response to the detection, the prediction, or both the detection and prediction. A speed control system comprising an electronic control unit (ECU) configured to perform the above-described methodology is also provided.

An apparatus and method are provided for determining a vehicle braking. The apparatus includes a braking light switch that generates a switch on signal or a switch off signal, corresponding to a brake operation of a vehicle. A sensor senses a pressure that corresponds to the brake operation and generates a pressure value that corresponds to the sensed pressure. A controller determines an operation of a brake based on the switch on signal, the switch off signal, and the pressure value, that are transmitted and also determines the brake to be operated when the switch on signal is received, or the pressure value is greater than a predetermined threshold pressure.

Disclosed is electro mechanical brake system including: first pedal sensor, second pedal sensor, and third pedal sensor configured to detect pedal effort applied to brake pedal and generate first braking signal, second braking signal, and third braking signal; first EMB, second EMB, third EMB, and fourth EMB respectively installed in plurality of wheels of vehicle and configured to provide braking force to plurality of wheels of vehicle; first brake controller connected to first pedal sensor, and configured to obtain first target braking torque based on first braking signal and transmit first target braking torque to first, second, third and fourth EMBs; and second brake controller connected to first pedal sensor, second pedal sensor, and third pedal sensor, and configured to obtain second target braking torque based on first braking signal, second braking signal, and third braking signal and transmit second target braking torque to first, second, third and fourth EMBs.

A braking control apparatus includes a first controller that brakes a vehicle depending on an output signal generated by a first pedal stroke sensor according to a stroke of a brake pedal, a second controller that brakes the vehicle depending on an output signal generated by a second pedal stroke sensor, a third controller that calculates a regenerative brake torque for regenerative braking of the vehicle and brakes the vehicle, and an electric parking brake (EPB) that generates a parking braking force of the vehicle. Any one of the first controller, the second controller, or the third controller controls the regenerative braking or the parking braking force to brake the vehicle, depending on whether at least one of the first controller or the second controller is in a normal state.

In one embodiment, a foot brake module is provided comprising: a sensor configured to generate a brake demand; a first transceiver configured to receive a brake demand generated by a second foot brake module of a vehicle; a processor configured to determine which of the brake demand generated by the second foot brake module and the brake demand generated by the sensor is greater; and a second transceiver configured to send the greater brake demand to a brake controller of the vehicle. Other embodiments are possible, and each of the embodiments can be used alone or together in combination.

A motor control device is provided which achieves redundancy while suppressing an increase in the number of parts and connection signal lines. The device includes angle sensors for detecting a rotation angle of a motor, a first microcomputer unit for controlling the motor based on a stroke sensor and receiving the detected value of the angle sensor, a second microcomputer unit for controlling the motor based on the stroke sensor and receiving the detected value of the angle sensor, and communication units for transmitting and receiving signals between the microcomputer units. The first microcomputer unit includes an angle sensor failure detecting unit for detecting a failure of the angle sensors, according to the detected value of the angle sensors, and a control angle of the motor created in response to the stroke sensor.