A computer implemented method for controlling at least one driven and/or braked wheel of a heavy-duty vehicle. The method includes obtaining a motion request indicative of a desired longitudinal acceleration and/or longitudinal force associated with the vehicle, and configuring a wheel slip limit value indicative of a maximum allowable wheel slip by the at least one driven and/or braked wheel at a nominal value, and increasing the wheel slip limit value from the nominal value to a boost wheel slip value in response to detecting a boost signal, as well as controlling the at least one driven and/or braked wheel in dependence of the motion request and subject to the wheel slip limit value.

An antilock control method for a braking system of a vehicle has at least the following steps: upon the presence of a brake request signal, outputting a brake control signal and building up a brake pressure by a braking medium at a wheel brake of a vehicle wheel, measuring a wheel speed of the vehicle wheel to be braked, and determining a wheel slip of the vehicle wheel, upon meeting a first traction criterion or a locking tendency of the vehicle wheel, activating a wheel drive unit and applying a wheel drive torque on the vehicle wheel to increase the wheel circumferential velocity and to reduce the wheel slip until a second traction criterion is met. The brake force introduced in the wheel brake is controlled as a function of the wheel slip by releasing the brake pressure upon satisfying a first traction criterion.

The disclosure is directed to a method for slip control of a vehicle wheel driven via an electric drive. The method including at least the following steps: driving the electric drive of the vehicle wheel using an actual drive torque in a torque control in a torque control step, determining a wheel speed and a wheel slip of the vehicle wheel and evaluating the wheel slip by way of an instability criterion as to whether an instability exists, upon recognizing an instability, direct or indirect transition in a slip control of the wheel slip to a setpoint slip by driving the electric drive, determining whether an end criterion for ending the slip control is satisfied; and, if the end criterion is satisfied, returning to the torque control in the torque control step.

A method for setting a working point of a slip controller for a wheel of a vehicle. Upon activating the slip controller, a torque at the wheel is controlled on the basis of the working point using a slip at the wheel, wherein the torque is monitored and a value of the working point is set to a previous value of the torque if the slip satisfies a condition.

The present disclosure provides a vehicle brake comprising: a reservoir configured to store a fluid therein; a hydraulic circuit configured to transfer a hydraulic pressure to a wheel of a vehicle; a plurality of valves disposed to regulate a flow of the fluid in the hydraulic circuit; and a master cylinder including a cylinder body, a main piston which is movably disposed within the cylinder body and in which a receptacle is formed at one side thereof, and a center piston which is disposed within the cylinder body and in which a penetration hole is formed in at least a part thereof, wherein the penetration hole is formed to have a size smaller than a cross-sectional area of the receptacle, and as the main piston moves, at least a part of the center piston is inserted into the receptacle, and thus a pressurizing area of the main piston decreases.

An electronic braking system with independent antilock braking and stability control. The system can utilize a variety of electro-mechanical actuators to apply clamping force to a mechanical brake caliper. The system can include a caliper electronic control unit (CECU) and a wheel speed sensor at each wheel of the vehicle to enable independent slip control, or antilock braking, at each wheel. A separate executive management unit (EMU) can receive data from each electronic caliper, vehicle accelerometers, and other sensors to provide electronic stability control (ESC) independent of antilock braking (ABS) functions. The removal of a conventional master cylinder, brake pedal, ABS pump, brake lines, and other components can reduce weight and complexity. The elimination of hydraulic lines running to a central ABS module and master cylinder can enable modular drive units to be swapped out more quickly and efficiently.

A an apparatus of controlling a braking of a vehicle traveling in track mode includes a driving information detector configured to detect a braking request from a driver while the vehicle is driving; and a vehicle controller configured to, when the braking request is detected, control the braking of the vehicle according to a total required torque in response to the detected braking request, wherein the total required torque is a sum of a regenerative braking torque by a motor of the vehicle and a friction braking torque by a brake of the vehicle, wherein the vehicle controller is configured to decrease braking force by friction braking by relatively decreasing friction braking torque by increasing the regenerative braking torque of the total required torque, and wherein the regenerative braking torque is greater than a regenerative braking torque in non-track mode.

A method is provided for operating a brake system for a motor vehicle having at least one electric drive and having four wheels. The brake system has a brake device with a hydraulic pressure-generating unit and with a control unit, has a slip control system, and has four brake actuators which are connected in 1-channel configuration to the pressure-generating unit and which are assigned to a respective one of the wheels. In the event of a failure of the slip control system, in order to substitute the failed slip control system, the method has the following steps: a) applying a pressure to the four brake actuators by the pressure-generating unit, and b) driving the rear wheels by the electric drive.
Also provided are a control unit for carrying out such a method and a brake system having such a control unit.

A method for operating a brake system of a motor vehicle, comprises a hydraulic operational brake device that has hydraulically-actuatable wheel brakes on at least one front axle of the motor vehicle, a parking brake device having wheel brakes on a rear axle of the motor vehicle, each of which can be actuated by means of an electromechanical actuator, and wheel speed sensors on the wheels of said front and rear axles. During braking by means of said hydraulic operational brake device while the vehicle is travelling, braking is carried out by said parking brake device.

A vehicle includes at least one brake assembly configured to brake at least one wheel of the vehicle in response to an applied voltage. A power supply is in signal communication with the at least one brake assembly. The power supply is configured to operate in a first mode that outputs a first voltage and a second mode that outputs a second voltage greater than the first voltage. A brake control system is in signal communication with the at least one brake assembly and the power supply. The brake control system is configured to determine a driving state of the vehicle, and is configured to output a brake boost request signal to initiate the second mode of the power supply in response to detecting the driving state, wherein a braking response time of the at least one brake assembly is improved in response to applying the second voltage.