Disclosed is an axle modulator for regulation of the brake cylinder pressure on one or both sides of at least one axle of a vehicle, for example a vehicle with a pneumatic brake system. Revolution rate sensors and brake lining wear sensors can be connected for readout. The axle modulator is provided with separate connections for active and passive revolution rate sensors. Also disclosed is a regulating unit for an axle modulator. Further disclosed is a braking system with at least one brake control unit and with at least one regulating unit and/or an axle modulator.

The vehicle notification apparatus comprises: a brake device configured to press a frictional member against a rotating member; a wheel rotational speed sensor configured to generate a detection signal every time the wheel rotates by a predetermined angle; a notification execution device; and a control unit configured to obtain a wheel rotational speed based on the detection signal. The control unit is configured to: determine that a specific variation in the wheel rotational speed has occurred when the wheel rotational speed is determined to satisfy a predetermined specific variation occurrence condition; obtain, as a specific variation rotational angle position, a rotational position of when the specific variation has occurred based on the detection signal; specify a factor that has actually caused the specific variation based on the specific variation rotational angle position; and let the notification execution device provide information regarding the specified factor.

A braking control method according to friction of road surface includes computing a real-time wheel speed according to a signal received from a wheel speed sensor; storing the real-time wheel speed as a wheel initial velocity when a braking event occurs; determining a relative-peak value according to the real-time wheel speed; estimating a vehicle deceleration according to the relative-peak value and the wheel initial velocity; computing an adjustment parameter according to the vehicle deceleration and a tire slip threshold, wherein the adjustment parameter reflects friction coefficient of road surface; and adjusting time length of an enhancement stage in an enhance-pressure control period of a stepped pressure-increasing phase according to the adjustment parameter; or adjusting time length of a reduction stage in a reduce-pressure control period of a stepped pressure-decreasing phase according to the adjustment parameter.

A braking control device includes a first control unit configured to execute first control for reducing a target braking force, which is either a front-wheel braking force to be applied to front wheels of a vehicle or a rear-wheel braking force to be applied to rear wheels during increasing of deceleration of the vehicle, in a case that a behavior of the vehicle is unstable as the target braking force is increased; and a second control unit configured to execute second control for reducing a rate of increase in the target braking force and increasing a rate of increase in the front-wheel braking force or the rear-wheel braking force, which is not the target braking force, prior to execution of the first control.

A brake controller in a vehicle determines braking profiles that may be exercised while operating the vehicle in autonomous or semi-autonomous conditions to decelerate the vehicle based on received commands or that may be exercised automatically in the event of a failure in a communication network of the vehicle or in other systems or components of the vehicle. The braking profiles decelerate the vehicle according to a deceleration profile. The execution of the deceleration profile may be initiated by a single command message received by the brake controller or it may be determined by the brake controller based on vehicle information. A safe state deceleration profile may be preselected by the controlling devices before the occurrence of a failure or an emergency situation, and then executed by the brake controller upon the occurrence of a failure or emergency.

One or more guide members for use within a drive unit assembly of a vehicle. The one or more guide members have a body portion with an outer peripheral surface, a first end portion, a second end portion, and an intermediate portion interposed between the first end portion and second end portion. The intermediate portion of the one or more guide members have a first angularly bent portion defining a first extending portion and a second extending portion extending outward therefrom. The body portion of the one or more guide members have one or more shaft receiving portions therein.

A hydraulic motor vehicle brake system is specified with a device for generating a hydraulic fluid pressure. The device comprises an electrically controllable actuator and a piston in a pressure chamber, which is movable by means of the electrically controllable actuator for changing a hydraulic fluid pressure in the pressure chamber. The brake system also comprises a wheel brake pressure control device with a reservoir for the storage of hydraulic fluid discharged from a motor vehicle wheel brake in a pressure reduction phase, wherein the reservoir is fluidically coupled to the pressure chamber. A control system of the brake system is designed to output a control signal for the actuator in the event of a detected loss of function of the control device and in the event of a detected critical filling volume of the reservoir with hydraulic fluid during operation of the control device, which causes the piston to be driven back for pressure reduction in the pressure chamber with suction of hydraulic fluid from the reservoir.

A tire monitoring system may include: a state information collecting device installed in a first tire of a vehicle, and periodically transmitting unique identification information according to a rotation period of the first tire; a plurality of wheel speed sensors of which position information is changed according to rotations of a plurality of second tires installed in the vehicle; and a monitoring device for receiving the unique identification information from the state information collecting device, detecting position information of the respective wheel speed sensors according to a receiving time of the unique identification information for a predetermined time, and identifying a position of the first tire based on fluctuating patterns of position information of the respective wheel speed sensors detected according to the receiving time of the unique identification information.

A braking capacity decrease determining device including a brake ECU is applied to a vehicle including wheel speed sensors and a brake device. The brake ECU performs a first determination process of determining whether a temporary braking decrease determination condition is satisfied for each of a plurality of wheels provided on the vehicle. The brake ECU additionally performs a second determination process of determining whether there are both a wheel for which the temporary braking decrease determination condition is satisfied and a wheel for which the temporary braking decrease determination condition is not satisfied out of the plurality of wheels and determining that a braking capacity of the brake device has decreased when it is determined that there are both a wheel for which the temporary braking decrease determination condition is satisfied and a wheel for which the temporary braking decrease determination condition is not satisfied.

A tone ring attachment for a disc brake rotor. The disc brake rotor has a disc portion that includes a plurality of circumferentially-spaced lugs. Each one of the lugs has a groove. A discrete tone ring body has a plurality of bosses. Each one of the bosses is receivable in a respective one of the grooves in the lugs. A dart projection extends from at least one of the bosses. The dart projection engages a respective one of the lugs to inhibit relative axial movement and relative rotational movement in at least one direction between the tone ring and the disc brake rotor. A tab is formed on at least one of the bosses. The tab is engageable with a portion of the lug to inhibit relative rotational movement in a second direction opposite the first direction between the tone ring and disc brake rotor.