The disclosure relates to an electronically controlled pneumatic brake system for a utility vehicle, including a front-axle brake circuit with a single-channel front-axle modulator for the control of first and second front-axle service brake actuators, wherein first and second front-axle ABS valves are provided; a rear-axle brake circuit with a single-channel rear-axle modulator for the control of first and second rear-axle service brake actuators, wherein first and second rear-axle ABS valves are provided; a braking-value sensor which has an electrical terminal for the provision of an electronic brake demand signal; and a central electronic control unit which receives the electronic brake demand signal and controls the front-axle and rear-axle modulators. Here, it is provided that the central electronic control unit is formed as a structural unit with the rear-axle modulator and/or the front-axle modulator.

A control system for a vehicle for determining whether a trailer is attached to the vehicle, the system being configured to receive an input of pitch data for the vehicle and to determine from the pitch data whether a trailer is attached to the vehicle.

A method of controlling an electro-hydraulic brake system comprising a main brake unit and redundancy brake unit, the method comprising: determining a failure type of the main brake unit, the failure type being one of a plurality of failure types comprising: a sensor failure type comprising a failure occurred at a first sensor connected to the main brake unit; an independent wheel control failure type comprising a failure at the main brake unit to perform an independent wheel control; a hydraulic pressure generation failure type comprising a failure at the main brake unit to form a hydraulic pressure; and an inoperable failure type comprising the main brake being not controllable; and in response to determining that the failure type of the main brake unit is the sensor failure type or the independent wheel control failure type, causing the main brake unit to generate a braking force, in response to determining that the failure type of the main brake unit is the hydraulic pressure generation failure type or the inoperable type, causing the redundancy brake unit to generate a braking force.

The present disclosure relates to a vehicle having a park-by-brake module that can control an electronic parking brake coupled to the rear wheels of a vehicle. The park-by-brake module is coupled to an antilock brake module by a controller area network architecture. In one example, a first controller area network and a second controller area network are used to couple the park-by-brake module to the antilock brake module. The controller area network architecture allows the park-by-brake module to receive commands from various control modules. Based on the received commands, the park-by-brake module activates or deactivates the electronic parking brake.

A wheel sensor interface apparatus may include: a wheel sensor interface unit configured to supply power to a wheel sensor of a vehicle, or sense an output current of the wheel sensor and transmit the sensed current to a microprocessor unit of the vehicle; and an over-current detection unit including: a reference current generation unit configured to generate a reference current using a voltage across a resistor through which the output current flows; and a voltage level decision unit configured to decide a voltage level according to the reference current. The over-current detection unit may determine whether the output current is an over-current, according to the voltage level.

A vacuum booster has a shiftable diaphragm within a fixed housing. The fixed housing has forward and rearward ends. A piston and a vacuum port extend through the forward end of the housing for air to flow to and from the fixed housing. A quantity of brake fluid is within a master cylinder. A sensor is adapted to send an electronic signal in response to identified potentially damaging movement. A motion imparter is adapted to be activated in response to the electronic signal. The motion imparter is adapted to shift the shiftable diaphragm forwardly from a retracted orientation to an advanced orientation to advance the piston and convey brake fluid to the brakes for stopping the vehicle independent of driver involvement.

A method, for a trailer brake control device of a vehicle trailer with an electric drive, includes receiving at least one acceleration request signal with a requested positive acceleration or a requested negative acceleration and further receiving a status signal with at least one status variable of the electric drive of the vehicle trailer. The method also includes generating, with a controller of the trailer brake control device, at least one brake actuation signal for at least one friction brake of the vehicle trailer and a torque request signal for the electric drive, each based on the at least one acceleration request signal and the status signal. Furthermore, the method includes outputting the brake actuation signal and the torque request signal via at least one output and/or at least one interface of the trailer brake control device.

A control unit for controlling an upstream braking actuator for generating upstream pressure and a downstream braking actuator for controlling braking pressures of four wheels using the upstream pressure is configured to, when a braking pressure of any wheel cannot be reduced, perform backup control so that the target upstream pressure becomes the target braking pressure of the relevant wheel, and is configured to, when performing anti-skid control in a situation where automatic braking and backup control are being performed, control the target upstream pressure such that the target upstream pressure becomes a target upstream pressure for the automatic braking when the target upstream pressure is the target braking pressure for the relevant wheel, and such that the target upstream pressure becomes the target braking pressure for the anti-skid of the relevant wheel when the target upstream pressure is not the target braking pressure of the relevant wheel.

The present invention pertains to a brake system for a vehicle, in particular a wheeled vehicle, comprising a control unit configured to operate the brake system in an automatic retarding control mode and in a brake assist mode, a brake pedal valve, and at least one brake valve unit for actuating a brake actuator. The break valve unit comprises a brake valve for applying pressurized fluid to the brake actuator in response to a control pressure applied to a hydraulic actuator of the brake valve, a blocking valve for controlling application of pressurized fluid from the brake pedal valve to the hydraulic actuator of the brake valve, and a brake pressure control valve for controlling application of pressurized fluid to the hydraulic actuator of the brake valve.

Disclosed is a motor vehicle solenoid valve (10). The solenoid valve includes a fixed body (20) intended to be mounted in a hydraulic system of the vehicle, a cylindrical coil supporting unit (40) mounted on the fixed body, a mobile body (30) slidingly mounted in the fixed body through the coil supporting unit and at least a first coil winding (50) arranged about the coil supporting unit and suitable for generating a magnetic field for control of the sliding of the mobile body. The solenoid valve further includes a second coil winding (60) arranged about the first coil winding in order to contain the magnetic field generated by the first coil winding.