A control method of an idle stop and go system is provided. The method includes determining whether a stop condition of an engine operating in an idle state is satisfied and determining whether a pressure increase value of a brake oil formed during a predetermined time period is greater than a predetermined value when the stop condition of the engine is satisfied. A valve connected to a hydraulic line to which the brake oil pressure is transmitted is then temporarily closed and then reopened when the pressure increase value is greater than the predetermined value. The engine is stopped after the valve is temporarily closed and reopened.

A calliper for an electromechanical disc brake for a vehicle wheel. The calliper comprises a control unit configured to control the braking of the wheel, the control unit being intended to be electrically connected to a braking control line of the vehicle.

A method for controlling a force representative of a parking braking of a vehicle, having the steps of: determining, by a data processing unit, a target value of a force representative of a parking braking of the vehicle to be applied, by a first brake caliper, on a first brake disc on the basis of a value of the gradient of the road on which the vehicle is located; determining, by the data processing unit, a value of a first force contribution representative of a service braking of the vehicle applied by a first hydraulic actuator on the first brake disc; determining, by the data processing unit, a value of a second force contribution representative of the parking braking of the vehicle to be applied, by a second electromechanical actuator, on the first brake disc on the basis of a target value of a force representative of a parking braking of the vehicle which can be applied by the first brake caliper on the first brake disc, and of the determined value of the first force contribution representative of a service braking of the vehicle; operating, by the data processing unit, the second electromechanical actuator to apply the determined value of the second force contribution representative of the parking braking of the vehicle on the first brake disc.

A brake ECU sets target slippage degrees of three wheels other than the front outer wheel to the slippage degree of the front outer wheel and feedback-controls the braking forces of the three wheels such that the actual slippage degrees of the three wheels approach the target slippage degrees. The brake ECU computes a correction amount for the slip ratio deviation of the front inner wheel such that the slip ratio deviation becomes zero. The brake ECU multiplies the correction amount for the slip ratio deviation by a load ratio and uses the resultant value as a correction amount for the slip ratio deviation of the rear inner wheel. The brake ECU corrects the slip ratio deviation by using the computed correction amount.

A drive train of a vehicle and a method for controlling a drive train is provided. The drive train includes a brake control unit configured to control vehicle brakes via, for example, hydraulic lines, and a transmission control unit coupled to the brake control unit via a data bus and configured to control a vehicle transmission. The transmission control unit is configured to command the brake control unit to activate the vehicle brakes in response to a detected defect in the vehicle transmission.

The disclosure relates to a method for releasing an electro-hydraulic parking brake of a motor vehicle, wherein a vehicle status is determined, in dependence on the vehicle status, a pre-charging pressure demand is determined by a control device, in the event of a pre-charging pressure demand, a hydraulic pre-charging pressure is generated by a pressure generating unit, and in the event of a parking brake release demand, the pre-charging pressure is directed to the electro-hydraulic parking brake.

An electrohydraulic power pressure generator for a vehicle braking system which includes an electric motor, a planetary gear, a screw drive, and a piston cylinder unit. To prevent the brake fluid from entering the electric motor, there is a drive shaft between the electric motor and the planetary gear which is rotatably fixedly connected to a motor shaft via a slot coupling and which is sealed by a radial shaft sealing ring.

A brake control device for vehicles with bar handle includes: a wheel speed obtaining unit obtaining a speed of a wheel; an estimated vehicle body speed setting unit setting an estimated vehicle body speed; a control unit performing fluid pressure control to raise, reduce or hold a brake fluid pressure; and a bank angle obtaining unit obtaining a bank angle. The estimated vehicle body setting unit sets a limit value of a change amount when the estimated vehicle body speed decreases at a time of braking of the vehicle, and sets the estimated vehicle body speed based on the limit value when a deceleration amount of the speed of the wheel on a braked side is larger than the limit value, and the estimated vehicle body speed setting unit corrects the limit value so that the change amount decreases as the obtained bank angle increases.

A cruise control arrangement is provided with a cruise control speed function and where the cruise control arrangement is provided with a set cruise speed value and a set brake cruise speed value, and where the cruise control brake function is active when the vehicle travels downhill, where the cruise control arrangement is adapted to activate at least one auxiliary brake when the vehicle speed reaches the set brake cruise speed, to apply a service brake of the vehicle in order to reduce the speed of the vehicle to a predefined first speed if the vehicle speed exceeds the set brake cruise speed when the least one auxiliary brake is delivering full brake power, where the predefined first speed is lower than the set brake cruise speed. Undesired acceleration during downhill travel can be avoided when the brake power of the auxiliary brake is not sufficient. Further, a required downshift can be delayed, which will improve the fuel consumption of the vehicle.

A bistable solenoid valve for a hydraulic braking system includes a magnetic assembly, a guide sleeve, a stationary component fixedly arranged in the guide sleeve, and a valve armature axially movably arranged in the guide sleeve. The valve armature includes a permanent magnet that is polarized in the direction of motion thereof. The magnetic assembly is slid onto the stationary component and the guide sleeve, and the stationary component forms an axial stop for the valve armature. The valve armature is configured to be driven by a magnetic force from the magnetic assembly or from the permanent magnet so as to force a closing element into a valve seat during a closing motion and lift the closing element out of the valve seat during an opening motion. The valve armature has a magnet receptacle that holds the permanent magnet. A hydraulic braking system includes the bistable solenoid valve.