A brake system includes an electromechanical brake having a friction surface, a lining support, an electric motor for moving the lining support, a spring acting on the lining support, and a control and monitoring unit. A control and monitoring unit ascertains from at least one first value ascertained during a first movement of the lining support by the electric motor, an operating behavior value for a real operating behavior of an operating parameter of the relevant brake, and ascertains, by a comparison of the at least one real operating behavior value to at least one stored operating behavior expectation, a correction factor. The brake control system corrects by the one correction factor and activates a regulator of the electric motor using the corrected brake control signal. The control and monitoring unit is performs a calibration by a spring force of the at least one spring during the first movement.

A vehicle brake control device including a wheel speed acquisition section, a wheel acceleration calculation section, an anti-lock brake control section, a bad road determination section, and a bad road amount setting section. The wheel acceleration calculation section calculates a first wheel acceleration and a second wheel acceleration. The bad road determination section determines that a running road surface is a bad road when the calculated first wheel acceleration is larger than a first boundary line where the first wheel acceleration increases as the second wheel acceleration is larger in an area where the first wheel acceleration is larger than the second wheel acceleration. The bad road amount setting section increases a bad road amount as the calculated first wheel acceleration is larger when it is determined that a running road surface is a bad road.

A vehicle brake control device including a wheel speed acquisition section, a wheel acceleration calculation section, an anti-lock brake control section, a bad road determination section, and a bad road amount setting section. The wheel acceleration calculation section calculates a first wheel acceleration and a second wheel acceleration. The bad road determination section determines that a running road surface is a bad road when the calculated first wheel acceleration is larger than a first boundary line where the first wheel acceleration increases as the second wheel acceleration is larger in an area where the first wheel acceleration is larger than the second wheel acceleration. The bad road amount setting section increases a bad road amount as the calculated first wheel acceleration is larger when it is determined that a running road surface is a bad road.

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.

This instrument for surgical treatment, in particular for tenolysis, tenotomy or neurolysis, comprises a main body and a distal part. The distal part has a curved portion forming a hook and is provided with a cutting blade on the inner side of the hook. The main body has a longitudinal lumen for passage of fluid from a proximal end to a distal end of the main body, as well as an elbow with concavity facing the same side as the hook such that the main body has, in the vicinity of its distal end, an injection channel which is in fluidic connection with the lumen via an over-pressure chamber.

The braking control device generates braking force by operating an electric motor to press a friction member against a wheel-fixed rotary member. The braking control device includes: a wheel speed sensor detecting wheel speed; a rotation angle sensor detecting a motor rotation angle; a drive circuit driving the motor; and a controller controlling the drive circuit. The controller sets a current limit circle within d-axis/q-axis current characteristics of the motor based on specifications of the drive circuit, calculates a voltage limit circle within the d-axis/q-axis current characteristics based on the rotation angle, executes slip suppression control for reducing the degree of wheel slip based on the wheel speed, calculates d-axis and q-axis target current values based on intersection points of the current limit circle and the voltage limit circle when execution of slip suppression control begins, and controls the drive circuit based on the d-axis and q-axis target current values.

The braking control device generates braking force by operating an electric motor to press a friction member against a wheel-fixed rotary member. The braking control device includes: a wheel speed sensor detecting wheel speed; a rotation angle sensor detecting a motor rotation angle; a drive circuit driving the motor; and a controller controlling the drive circuit. The controller sets a current limit circle within d-axis/q-axis current characteristics of the motor based on specifications of the drive circuit, calculates a voltage limit circle within the d-axis/q-axis current characteristics based on the rotation angle, executes slip suppression control for reducing the degree of wheel slip based on the wheel speed, calculates d-axis and q-axis target current values based on intersection points of the current limit circle and the voltage limit circle when execution of slip suppression control begins, and controls the drive circuit based on the d-axis and q-axis target current values.

A method for operating an assistance system of a motor vehicle, with a first control unit and with a second control unit, wherein a first rotational speed sensor is connected to the first control unit for recording a rotational speed of a first wheel, wherein a second rotational speed sensor is connected to the second control unit for recording a rotational speed of a second wheel, and wherein the first control unit is coupled to the second control unit using signal technology.

A method for operating an assistance system of a motor vehicle, with a first control unit and with a second control unit, wherein a first rotational speed sensor is connected to the first control unit for recording a rotational speed of a first wheel, wherein a second rotational speed sensor is connected to the second control unit for recording a rotational speed of a second wheel, and wherein the first control unit is coupled to the second control unit using signal technology.

A device operatively couples a tractor ABS controller with TABS controllers in units towed by the tractor. A PLC interface circuit of the device communicates messages received from a PLC network of the towed units to a CAN network of the tractor via a CAN interface circuit. The device may also rebroadcast messages received from the PLC network back onto the PLC network, and may also wirelessly broadcast messages received from the PLC network back onto a wireless network. The device receives messages from the towed units at a message rate, determines a quantity of towed units from the message rate, and communicates the determined quantity of towed units on the CAN network of the tractor. The device receives messages indicating towed unit identification (ID) information, determines a quantity of towed units from the towed unit ID information, and communicates the determined quantity of towed units on the CAN network.