An apparatus and method for automatic actuation and control of an air braking system on a commercial vehicle, under a warning of collision conditions, has multiple stages of operation, which supplements the normal brake pedal activation and control of the air brake operation under the driver's foot control. Automatic actuation has two stages: (1) impending collision automatic activation and control for 1.4 second closure; and (2) imminent collision automatic activation and control for 0.9 seconds closure. A determination of closure occurring in excess of 1.6 seconds, turns off the warning, and also deactivates the automatic activation and control. A modification to a standard air brake system structure enables the addition of the automatic activation and control stages. When an impending collision signal is received, an activation component operates valves to pressurize the rear brakes to 40 psi. When the air pressure at the rear brakes rises to 20 psi, other valves pressurize the front brakes. This first stage automatic operation stops or slows the vehicle with 40 psi on the rear brakes and 20 psi on the front brakes. When an imminent collision signal is received, the activation component opens valves to pressurize the rear brakes to 120 psi. Once the air pressure at the rear brakes rises to 20 psi, the front brakes are also pressurized. This second stage automatic operation stops the vehicle with 120 psi on the rear brakes and 80 psi on the front brakes, unless restricted to a lower pressure by the brake system manufacturer. The driver can deactivate the automatic braking functions by stepping on the brake pedal or by operating the vehicle turn signals.

An apparatus and method for automatic actuation and control of an air braking system on a commercial vehicle, under a warning of collision conditions, has multiple stages of operation, which supplements the normal brake pedal activation and control of the air brake operation under the driver's foot control. Automatic actuation has two stages: (1) impending collision automatic activation and control for 1.4 second closure; and (2) imminent collision automatic activation and control for 0.9 seconds closure. A determination of closure occurring in excess of 1.6 seconds, turns off the warning, and also deactivates the automatic activation and control. A modification to a standard air brake system structure enables the addition of the automatic activation and control stages. When an impending collision signal is received, an activation component operates valves to pressurize the rear brakes to 40 psi. When the air pressure at the rear brakes rises to 20 psi, other valves pressurize the front brakes. This first stage automatic operation stops or slows the vehicle with 40 psi on the rear brakes and 20 psi on the front brakes. When an imminent collision signal is received, the activation component opens valves to pressurize the rear brakes to 120 psi. Once the air pressure at the rear brakes rises to 20 psi, the front brakes are also pressurized. This second stage automatic operation stops the vehicle with 120 psi on the rear brakes and 80 psi on the front brakes, unless restricted to a lower pressure by the brake system manufacturer. The driver can deactivate the automatic braking functions by stepping on the brake pedal or by operating the vehicle turn signals.

A method for operating a hydraulic braking system of a motor vehicle includes generating a force for displacing a brake piston of a wheel brake of the brake system via a pressure generator and an electromechanical actuator to actuate the wheel brake. The pressure generator and the actuator are controlled to collectively generate a total clamping force at the wheel brake in order to enable a parking brake function. During the enabling procedure, an operating current of the actuator is monitored to determine a functional capability of the braking system, and the pressure generator is controlled such that the hydraulic pressure is modulated for a predeterminable period of time to unload or to load the actuator. The operating current of the actuator during this time period in order to determine the functional capability of the braking system.

An electronically slip-controllable vehicle braking system for a motor vehicle, including an actuatable brake master cylinder, to which at least one wheel brake that is associated with one wheel of a front axle of the vehicle, and at least one wheel brake that is associated with one wheel of a rear axle of the motor vehicle, are detachably connected. An electronically controllable first actuator suite of the braking system establishes and regulates mutually differing brake pressures in the wheel brakes as a function of the respectively existing slip conditions. An electronically controllable second actuator suite establishes and regulates a uniform brake pressure at the wheel brakes, and a third actuator suite limits the brake pressure generated by the second actuator suite at the at least one wheel brake associated with the wheel of the rear axle. Electronic control application to the actuator suites is accomplished via an electronic control device.

Transportable system for the diagnosis, evaluation and prediction of leakages in hydraulic circuits of low pressure between 0 to 7 bar and of high pressure from 0 to 170 bar, quickly and safely for the operator is provided having a first independent circuit of high pressure and low flow and a second independent circuit of low pressure and high flow wherein the first independent circuit comprises: a first pressure subsystem, which delivers pressure to a first 4/3 valve with ports A, B, P and T, which is actuated by first solenoids, to deliver pressure to a first coupling A or to a first coupling B, in fluid communication with the ports A and B of the first 4/3 valve respectively a computer arranged to control the pressure of each pressure subsystem and associated method.

A line lock braking system includes a brake module configured to selectively apply hydraulic braking pressure against first wheels and second wheels of the vehicle, and a controller in signal communication with the brake module. The controller initiates, upon receipt of a request, a vehicle line lock mode and performs line lock braking of the vehicle where the brake module is controlled to selectively apply braking pressure against the first wheels and not the second wheels such that the second wheels are free to rotate based on a throttle applied by a driver; completes the line lock mode upon release of a button being depressed to enter and maintain activation of the line lock mode such that the braking pressure against the first wheels is released; and cancels the line lock mode upon determining a number of rotations of the second wheels exceeds a predetermined number of wheel rotations.

The present invention obtains a brake hydraulic pressure control apparatus that is mounted to a straddle-type vehicle and can improve an anti-vibration property when compared to the related art.

The brake hydraulic pressure control apparatus according to the present invention includes: a base body formed with a channel for a brake fluid; a control board of a hydraulic pressure control mechanism for the brake fluid provided to the channel; a housing accommodating the control board and connected to the base body; and a connector provided to the housing and electrically connected to the control board, and is mounted to the straddle-type vehicle. The brake hydraulic pressure control apparatus includes a holding section that holds a cable connected to the connector.