In this brake control device for a motorcycle, a deceleration threshold value calculation unit limits target wheel deceleration to a threshold value or less on the basis of a bank angle estimated by a bank angle calculation unit. Thus, the behavior of the vehicle body during turning of the motorcycle can be made more stable so as not to cause discomfort to a driver.

A vehicular behavior control apparatus in which a control unit that controls a driving device and a braking device is configured to calculate a target yaw moment and a target deceleration of the vehicle for ensuring stable behavior of the vehicle during non-braking turning, to calculate a first vehicle longitudinal force applied to a turning inner wheel to achieve the target yaw moment and a second vehicle longitudinal force necessary to achieve the target deceleration, to control, when the first vehicle longitudinal force is equal to or less than the second vehicle longitudinal force, the driving device so as to generate a driving force equal to a value obtained by subtracting the second vehicle longitudinal force from a driver-requested driving force and adding the first vehicle longitudinal force, and to apply the first vehicle longitudinal force to the turning inner wheel.

A braking force control apparatus for a vehicle has a friction braking device, a regenerative braking device, and a control unit for controlling the friction braking device and the regenerative braking device. The control unit is configured to calculate a target pitch gain of the vehicle so that a pitch gain of the vehicle gradually changes in accordance with a difference between a target braking force of the vehicle and a regenerative braking force when the target braking force of the vehicle exceeds a maximum regenerative braking force and changes within a range larger than the maximum regenerative braking force, and to control a front-rear wheel distribution ratio of a friction braking force so that the pitch gain of the vehicle becomes the target pitch gain and the friction braking force becomes the difference between the target braking force of the vehicle and the maximum regenerative braking force.

The invention relates to a method for changing a forward displacement (104) of an occupant (106) of a vehicle (100) during braking of the vehicle (100). Initially, a seat belt status signal (112) which represents a status of a seat belt (108) for buckling in the occupant (106), and an occupant position signal which represents a position and/or location of the occupant (106) in the vehicle (100) and/or a change in the position and/or the location are read in. The two signals are processed to ascertain the forward displacement (104). Finally, at least one control signal (120, 121, 138) for controlling a braking device (122) of the vehicle (100) and/or at least one restraint means (108, 132) for restraining the occupant (106) is/are generated as a function of the forward displacement (104) in order to alter the forward displacement (104).

A brake control apparatus includes a deceleration control part that decelerates a vehicle either in a first brake control mode using a main brake and an auxiliary brake that uses discrete deceleration values, or in a second brake control mode using the main brake without the auxiliary brake, a determination part that determines whether or not occupants in the vehicle are seated in seats of the vehicle, and a selection part that selects the first brake control mode if the determination part determines that the occupants are seated in the seats, and selects the second brake control mode if the determination part determines that the occupant is not seated in the seat.

Systems and methods for detecting an oscillation of a vehicle. The system comprises a sensor configured to detect an oscillation of the vehicle, and an electronic controller configured to receive an oscillation signal from the sensor, compare the oscillation signal to a detection threshold, and in response to the comparison of the oscillation signal to the detection threshold, generate a signal to activate a braking system of the vehicle and generate a request to reduce torque in an engine of the vehicle.

A braking control device for a vehicle is provided, which includes an operating amount detecting part configured to detect an operating amount of a brake pedal, a reaction-force giving part configured to generate a reaction force of the brake pedal, a braking-force generating part configured to generate a braking force for wheels, and an ECU electrically connected with them and configured to control the reaction-force giving part and the braking-force generating part, and set a braking characteristic in which the reaction force according to a stepping force of the brake pedal and a deceleration of the vehicle have a logarithmic relationship, and when the reaction force is above a given reaction force. The ECU controls the braking-force generating part based on the braking characteristic while making the deceleration for the reaction force higher than the logarithmic relationship.

A hydraulic brake system, including: a brake operation member; a brake device; a master cylinder; a communication switching valve; a low-pressure-source shut-off valve; a high-pressure source; a regulator; a pressure adjuster; and a controller, wherein, when a pressurizing state of the master cylinder is switched from a first pressurizing state to a second pressurizing state after initiation of an operation on the brake operation member, the controller executes a pressurizing-state switching control in which switching of a state of the low-pressure-source shut-off valve from an open state to a closed state and switching of a state of the communication switching valve from a closed state to an open state are carried out after a pressure-regulating state of the regulator has been switched from a first pressure-regulating state to a second pressure-regulating state by controlling the pressure adjuster to increase a second pilot pressure while the first pressurizing state is maintained.

When detecting a maladjusted brake component on a commercial vehicle, wheel end temperature is determined as a function of resistance measured by a wheel speed sensor at a wheel end. The measured temperature is compared to low and high temperature thresholds defined by a thermal model, as well as to one or more other wheel speed sensor temperatures. If the measured temperature is below the low temperature threshold and substantially different than the one or more other wheel speed sensors, the brake is determined to be under-adjusted and brake force at the under-adjusted brake is increased. If the measured temperature is above the high temperature threshold and substantially different than the one or more other wheel speed sensors, then the brake is determined to be over-adjusted, and brake force is reduced or modulated at the over-adjusted brake to prevent overheating.

A vibration damping control apparatus which has a control unit that calculate a pitch damping driving torque based on a pitch angular velocity of a vehicle body, and control an engine based on at least the pitch damping driving torque. The control unit stores a vehicle speed corresponding to a phase difference of 180 in a relationship between a phase difference and a vehicle speed as an upper limit reference vehicle speed, the relationship being derived by obtaining phase characteristic of a wheelbase filter function for various vehicle speeds and obtaining a relationship between the phase difference of vertical displacements of the vehicle body at positions of front and rear wheels and a vehicle speed with respect to a pitch resonance frequency of the vehicle, and reduces the pitch damping driving torque when a vehicle speed is not higher than the upper limit reference vehicle speed.