A method for operating an electric motor for braking a vehicle, including controlling the electric motor in such a way that the vehicle is slowed or decelerated with the aid of a motor braking torque exerted by the controlled electric motor. The method includes ascertaining whether a requested setpoint speed change is in a predefined normal range, and if so, the electric motor is controlled in such a way that a load to be applied by the electric motor remains less than or equal to a nominal load capacity of the electric motor. If the requested setpoint speed change is outside the predefined normal range, the electric motor is controlled in such a way that the load to be applied by the electric motor exceeds the nominal load capacity of the electric motor, at least during a predefined overload operation time interval.

Disclosed may be a method for controlling counter steering of a vehicle, which, in a counter steering section for controlling over-steer while a vehicle travels a curve, prevents lateral force from being decreased by maintaining a braking pressure according to an operation of an antilock braking system (ABS) for a vehicle wheel (a front axle curve-travelling outer wheel) of a counter steering target at an optimal slip level (before an improvement of a target slip), and improves steering performance by forming a linear yaw rate in a direction for counter steering without a delay in forming the yaw rate.

A method for controlling a parking brake for a vehicle, including: reading in a request signal which represents a requested activation of the parking brake, and travel data of the vehicle, wherein the parking brake has at least one spring mechanism and is assigned to at least one axle of the vehicle; and generating an activation signal, for activating the parking brake, using the request signal and the travel data, wherein the activation signal brings about pulsed activation of the parking brake for an adjustable time period, to control the parking brake. Also described are a related control apparatus, a parking brake apparatus, and a computer readable medium.

A braking device for a vehicle and a method of controlling a braking device for a vehicle are disclosed. The present disclosure in at least one embodiment provides a method of controlling a braking device for a vehicle having a first wheel brake, a second wheel brake, a third wheel brake, and a fourth wheel brake for vehicle braking, including determining whether a first braking unit operates normally upon determining that a braking situation has occurred while driving the vehicle, and braking the vehicle, upon determining that the first braking unit fails to operate normally, by supplying hydraulic pressure to the third wheel brake and the fourth wheel brake by operating a second braking unit, and preventing wheel locks of a first wheel and a second wheel provided on the vehicle by opening a pressure-reducing valve upon determining that a driver has intervened in the braking situation.

A method for decelerating a vehicle combination including a towing vehicle having a towing vehicle brake system and at least one trailer vehicle having a trailer brake system with an anti-lock brake system includes applying, by the towing vehicle brake system, a brake pressure to pneumatically operable wheel brakes of the towing vehicle according to a desired deceleration specified by a driver, and providing, by the towing vehicle brake system, a trailer brake pressure for the trailer brake system of the at least one trailer vehicle. An electronic brake control unit of the towing vehicle brake system: detects a current actual vehicle deceleration value continuously compares the current actual vehicle deceleration actual value with a maximum deceleration, and, when the current actual vehicle deceleration value reaches or exceeds the maximum deceleration, limits the brake pressure and provides an information signal.

A braking system for motorcycles may have a first manual actuator device selectively connectable to at least a first braking device and/or at least a second braking device. The first manual actuator device may be provided with a hydraulic supply circuit that can be selectively connected to a hydraulic input circuit of at least one of the braking devices. The system may also have at least one electro-hydraulic automatic actuator device and at least one electromechanical automatic actuator device. The system may also have a single control unit operatively connected to the control valve, to the at least one electro-hydraulic automatic actuator device, to the at least one electromechanical automatic actuator device and to the first manual actuator device to operate the electro-hydraulic and electromechanical automatic actuator devices and the control valve according to the configuration of the first manual actuator device and/or according to the dynamics of the motorcycle.

According to at least one embodiment, the present disclosure provides an electrohydraulic brake system including main brake assemblies, electronic parking brakes (EPBs), a main control unit, and a redundancy control unit (RCU). The main brake assemblies generate a braking force in one or more front wheels and one or more rear wheels of a vehicle. The electronic parking brakes (EPBs) generate a braking force to one of the front wheels and rear wheels. The main control unit is configured to control the operation of the main brake assembly. The redundancy control unit (RCU) is configured to control the operation of the electronic parking brake. Here, the redundancy control unit performs, upon determining that a malfunction occurs in a braking function of the main control unit, a slip control on the vehicle by using the electronic parking brake based on signals from one or more wheel speed sensors.

A rotational monitoring system of at least one axle designed to identify at least one axle controlled by it having an estimated instantaneous linear speed lower than a predetermined instantaneous linear limit speed, and remove the braking force to one or more wheels of the axle identified to have an estimated instantaneous linear speed lower than the predetermined instantaneous linear limit speed, by canceling a pressure to brake cylinders associated with the at least one axle identified to have an estimated instantaneous linear speed lower than the predetermined instantaneous linear limit speed. The cancellation of a pressure is obtained by acting on an electro-pneumatic valve designed to perform a Remote Release function associated with the pneumatic circuits generating braking pressure for the brake cylinders and adapted to cancel a residual braking pressure.

A supervising device for monitoring the operation of an anti-slip device is described; the supervising device is arranged to: acquire estimated instantaneous linear speeds associated with axles controlled by the anti-slip device; compare the estimated instantaneous linear speeds with a linear reference speed; monitor the state of the pressures to the brake cylinders; determine whether the anti-slip device is working correctly, depending on predetermined trends of each of the estimated instantaneous linear speeds associated with the axles in the slipping phase, with respect to the reference linear speed, in association with each of the pressures to the brake cylinders associated with the axles adjust the preloaded time value in at least one of the timing devices when the supervising device determines that the anti-slip device is not working correctly.

Braking torque is automatically applied based on requested deceleration and requested distance from a driving assistance device. Standard deceleration decreases in an “upwardly curved” form and then decreases in a “downwardly curved” form over time in a standard deceleration profile, and a standard speed profile corresponds to the standard deceleration profile. In the present calculation period, target deceleration and target speed profiles are set by adjusting the standard deceleration/standard speed profiles to satisfy the relationship between deceleration and vehicle body speed. The estimated distance from the reference speed to the vehicle stop is calculated based on the target speed profile. In a condition that the estimated distance is equal to/less than the requested distance is denied, braking torque is adjusted based on requested deceleration. After first satisfying the condition that the estimated distance is equal to/less than the requested distance, braking torque is adjusted according to the target deceleration profile.