A braking control system for an automotive vehicle having driven rear wheels which are coupled through a coupling arrangement to the front wheels of the vehicle so as to switch the vehicle between two-wheel drive mode and four-wheel drive mode, comprises an input for receiving a signal indicative of the nature of the terrain on which the vehicle is parked, wherein the nature of the terrain includes the incline of the terrain and one or more additional indicators of the nature of the terrain, and a processor configured to determine, depending on the signal, a braking force to be applied to the front wheels to brake the vehicle securely. The braking system comprises an output for providing a signal to the coupling arrangement to apply the determined braking force to the front wheels. The processor is also configured to receive a further signal indicative of whether the park brake of the vehicle is applied to the rear vehicle wheels, and is configured to disable the output in the event that the park brake is not applied.

A braking control system for an automotive vehicle having driven rear wheels which are coupled through a coupling arrangement to the front wheels of the vehicle so as to switch the vehicle between two-wheel drive mode and four-wheel drive mode, comprises an input for receiving a signal indicative of the nature of the terrain on which the vehicle is parked, wherein the nature of the terrain includes the incline of the terrain and one or more additional indicators of the nature of the terrain, and a processor configured to determine, depending on the signal, a braking force to be applied to the front wheels to brake the vehicle securely. The braking system comprises an output for providing a signal to the coupling arrangement to apply the determined braking force to the front wheels. The processor is also configured to receive a further signal indicative of whether the park brake of the vehicle is applied to the rear vehicle wheels, and is configured to disable the output in the event that the park brake is not applied.

A braking control apparatus for use in an associated multiple-steer vehicle having first and second steerable axles and a plurality of drive axles effects axle-by-axle braking control of steerable wheel brakes of the steerable axles and wheel-by-wheel braking control of drive wheel brakes of the drive axles, respectively, to perform a braking operation in the associated multiple-steer vehicle. The axle-by-axle braking control of the steerable wheel brakes and the wheel-by-wheel braking control of the drive wheel brakes are simultaneously effected to decelerate the vehicle using both the steerable and drive wheel brakes so that the ability to steer the vehicle is not adversely affected should one or more of the steerable wheel brakes on any of the steerable axles experience slippage, skidding, or lockup during the braking or deceleration.

A braking control apparatus for use in an associated multiple-steer vehicle having first and second steerable axles and a plurality of drive axles effects axle-by-axle braking control of steerable wheel brakes of the steerable axles and wheel-by-wheel braking control of drive wheel brakes of the drive axles, respectively, to perform a braking operation in the associated multiple-steer vehicle. The axle-by-axle braking control of the steerable wheel brakes and the wheel-by-wheel braking control of the drive wheel brakes are simultaneously effected to decelerate the vehicle using both the steerable and drive wheel brakes so that the ability to steer the vehicle is not adversely affected should one or more of the steerable wheel brakes on any of the steerable axles experience slippage, skidding, or lockup during the braking or deceleration.

The invention relates to an emergency braking device comprising an actuator (2), a pressurizing circuit (3) supplying the actuator (2) via a control pressure and a discharge circuit (4), characterized in that the discharge circuit (4) comprises means (13, 14) for controlling the pressure and/or flow rate of the supply fluid of the actuator (2) during a discharge of the actuator, these control means (13, 14) being configured to define an intermediate pressure between a low pressure level and the control pressure of the actuator (2).

A braking control apparatus for use in an associated multiple-steer vehicle having first and second steerable axles and a plurality of drive axles effects axle-by-axle braking control of steerable wheel brakes of the steerable axles and wheel-by-wheel braking control of drive wheel brakes of the drive axles, respectively, to perform a braking operation in the associated multiple-steer vehicle. The axle-by-axle braking control of the steerable wheel brakes and the wheel-by-wheel braking control of the drive wheel brakes are simultaneously effected to decelerate the vehicle using both the steerable and drive wheel brakes so that the ability to steer the vehicle is not adversely affected should one or more of the steerable wheel brakes on any of the steerable axles experience slippage, skidding, or lockup during the braking or deceleration.

A braking control apparatus for use in an associated multiple-steer vehicle having first and second steerable axles and a plurality of drive axles effects axle-by-axle braking control of steerable wheel brakes of the steerable axles and wheel-by-wheel braking control of drive wheel brakes of the drive axles, respectively, to perform a braking operation in the associated multiple-steer vehicle. The axle-by-axle braking control of the steerable wheel brakes and the wheel-by-wheel braking control of the drive wheel brakes are simultaneously effected to decelerate the vehicle using both the steerable and drive wheel brakes so that the ability to steer the vehicle is not adversely affected should one or more of the steerable wheel brakes on any of the steerable axles experience slippage, skidding, or lockup during the braking or deceleration.

An attachment assembly for a fluid line on a vehicle may include a spigot operably coupled to the fluid line such that automotive fluid may flow from the fluid line through the spigot, a coupling member which may operably couple the fluid line to the spigot, and a locking member which may be operably coupled to the coupling member to secure the fluid line to a chassis of the vehicle via insertion of the locking member into a bore disposed at the chassis of the vehicle. The locking member may be installed on the vehicle by hand without the use of tools.

An acceleration/deceleration control apparatus includes a mode switching portion configured to switch a normal mode of performing acceleration control in response to an operation on an accelerator pedal and also performing deceleration control in response to an operation on a brake pedal, and a one-pedal mode of performing both the acceleration control and the deceleration control in response to the operation on the accelerator pedal according to a switching operation performed by a driver. Where a mode is switched from the normal mode to the one-pedal mode, one-pedal instruction switching portion (35B) of the acceleration/deceleration control apparatus outputs such one-pedal acceleration/deceleration instruction value A(Xa) that a result of adding a non-one-pedal acceleration instruction value B1(Xb) for the one-pedal mode and a one-pedal acceleration instruction value Ab(Xa) for the one-pedal mode after the mode is switched matches non-one-pedal deceleration instruction value Bn(xb) for the normal mode before the mode is switched.

An acceleration/deceleration control apparatus includes a mode switching portion configured to switch a normal mode of performing acceleration control in response to an operation on an accelerator pedal and also performing deceleration control in response to an operation on a brake pedal, and a one-pedal mode of performing both the acceleration control and the deceleration control in response to the operation on the accelerator pedal according to a switching operation performed by a driver. Where a mode is switched from the normal mode to the one-pedal mode, one-pedal instruction switching portion (35B) of the acceleration/deceleration control apparatus outputs such one-pedal acceleration/deceleration instruction value A(Xa) that a result of adding a non-one-pedal acceleration instruction value B1(Xb) for the one-pedal mode and a one-pedal acceleration instruction value Ab(Xa) for the one-pedal mode after the mode is switched matches non-one-pedal deceleration instruction value Bn(xb) for the normal mode before the mode is switched.