A brake ECU sets two sensor state flags to fix states of first and second master pressure sensors as an abnormal state when a value of a simultaneous timer becomes equal to or larger than an abnormal-state fixing time. The simultaneous timer serves to measure a time that the first master pressure sensor is determined to be not under a normal state and the second master pressure sensor is determined to be not under a normal state on the basis of the sensor state flags. The abnormal-state fixing time is set to a time shorter than an abnormal-state fixing time used for changing the state of each of the master pressure sensors from an invalid state to an abnormal state.

A brake control device includes: a liquid pressure line provided for each vehicle wheel and supplied with a brake liquid pressure; a pressurization unit configured to supply a pressurization brake liquid pressure to the liquid pressure line; an abnormality detection unit configured to detect an abnormality of the liquid pressure line at a time the brake liquid pressure of the liquid pressure line is not greater than a threshold value; and a pressurization adjustment unit configured to continuously supply the pressurization brake liquid pressure to the liquid pressure line of the normal vehicle wheel having a low abnormality occurrence risk and suppress the supply pressure of the pressurization brake liquid pressure to the liquid pressure line of the vehicle wheel having a high abnormality occurrence risk until the abnormality of the liquid pressure line is detected by the abnormality detection unit.

Methods for detecting potential thermal events of a towable trailer and associated monitoring systems are provided. The method comprises the following steps, namely, first, obtaining at least one data set comprising a plurality of physical sensor inputs. The plurality of physical sensor inputs may comprise a brake chamber pressure input from the brake chamber sensor, a brake lining temperature input from the brake lining temperature sensor, and a wheel end temperature input from the wheel end temperature sensor, and other inputs from additional physical sensors. Second, transmitting at least one data set to an analytics engine. Third, selecting, with the analytics engine, a thermal risk value from a look-up table based on the data set. Fourth, comparing, with the analytics engine, the selected thermal risk value to a predetermined threshold. Fifth, generating, with the analytics engine, a thermal alert if the thermal risk value exceeds the predetermined threshold.

In a brake system for a commercial vehicle having at least one steered axle and at least one non-steered axle, there is at least one pneumatic brake actuator associated with the steered axle, at least one pneumatic brake actuator associated with the non-steered axle, and an air treatment unit. The brake system has a redundant electro-pneumatic service brake system and an electro-pneumatic parking brake system, wherein the air treatment unit has two integrated pneumatic outputs configured to actuate the pneumatic brake actuators on the steered axles in a sidewise way independently. The brake system can be configured such that the at least one pneumatic brake actuator associated with the steered axle is a pneumatic service brake actuator, and/or the at least one pneumatic brake actuator associated with the non-steered axle is a pneumatic spring brake actuator. The brake system can further be configured such that the two integrated pneumatic outputs of the air treatment unit include a two-channel pneumatic relay valve, wherein the two-channel pneumatic relay valve is configured to pneumatically control the brake actuators on the steered axles independently.