One embodiment provides a vehicle brake hydraulic controller including: an antilock braking controlling module configured to perform an antilock braking control in which a brake hydraulic pressure applied to wheel brakes is reduced under the condition that a slip-related amount has reached a pressure reduction threshold value; and a turning judging module configured to judge whether a vehicle is turning based on a steering angle, wherein, when the antilock braking control is performed and in the case that the turning judging module judges that the vehicle is turning, the antilock braking controlling module performs a turning pressure reduction control so as to: change the pressure reduction threshold values to be more easily reached by the slip-related amount than at the time of straight running; and change the pressure reduction amounts to be larger than that at the time of straight running.

A braking arrangement for a vehicle includes a source of pressurized air for supplying pressurized air, a wheel comprising a tire and a first pneumatic brake arrangement, the first pneumatic brake arrangement including a brake chamber and a brake, an anti-lock brake valve in a line between the brake chamber and the source of pressurized air, the anti-lock brake valve opening to connect the brake chamber to the source of pressurized air and closing to disconnect the brake chamber from the source of pressurized air, and an electronic control unit configured to open and close the anti-lock brake valve during an anti-lock braking operation, the electronic control unit being configured to set or adjust a rate at which pressure in the brake chamber is increased during the anti-lock braking operation by adjusting opening timing of the anti-lock brake valve. A method for changing performance of a braking arrangement is provided.

A system and a method of operating an antilock braking system in a vehicle. The system and method include an electronic control unit that monitors an angle sensor to determine whether the vehicle is moving straight. The electronic control unit also monitors a plurality of images produced from a vehicle camera orientated towards a road surface. The electronic control unit determines a type of road surface and whether the road surface is slippery based on these images. The electronic control unit operates the antilock braking system in a plurality of modes depending on information received about the road surface and the angle sensor.

One embodiment provides a vehicle brake hydraulic controller including: an antilock braking controlling module configured to perform an antilock braking control in which a brake hydraulic pressure applied to wheel brakes is reduced under the condition that a slip-related amount has reached a pressure reduction threshold value; and a turning judging module configured to judge whether a vehicle is turning based on a steering angle, wherein, when the antilock braking control is performed and in the case that the turning judging module judges that the vehicle is turning, the antilock braking controlling module performs a turning pressure reduction control so as to: change the pressure reduction threshold values to be more easily reached by the slip-related amount than at the time of straight running; and change the pressure reduction amounts to be larger than that at the time of straight running.

A road surface detection system, in one example the system includes a hydraulic unit of an anti-lock braking system, the hydraulic unit including a preload adjuster, and a plurality of pressure sensors configured to generate pressure sensor data. The system also includes a controller configured to receive the pressure sensor data from the plurality of pressure sensors, determine a target preload pressure level, compare the pressure sensor data with the target preload pressure level to calculate a pressure differential between the pressure sensor data and the target preload pressure level, determine a road surface based upon the calculated pressure differential, and regulate the preload adjuster to change the pressure within the hydraulic unit based upon the road surface.

Disclosed is a road condition prediction system for vehicles. First, a computing device receives ambient temperature and relative humidity data from a vehicle, the ambient temperature and relative humidity data having been collected by a tire sensor mounted to an exterior of a tire of the vehicle or an exterior of a wheel of the vehicle. Then, the computing device applies a machine-learning model to the temperature and humidity data from the vehicle to predict a road condition for the vehicle. Subsequently, the computing device sends the road condition for the vehicle to a control system of the vehicle.

Methods and systems for operating a vehicle on a reduced traction surface are disclosed. A controller of the vehicle obtains at least one of: ambient information or GPS information, determines a derate increment size based on the ambient or GPS information, imposes a sustained derate by applying a torque limit on a braking torque of the vehicle based on the derate increment size in response to detecting a traction control event. The controller also determines a verification period and a derate reduction period based on the ambient or GPS information to reduce the sustained derate in response to detecting a lack of traction control event during the verification period at a rate determined by the derate reduction period.

A braking apparatus of a vehicle and a method of controlling the same are provided. The method of controlling the braking apparatus of a vehicle includes determining whether a brake request signal is input; determining whether an amount of change in the brake request signal is equal to or greater than a preset standard; comparing a slip ratio of a front wheel portion with a slip ratio of a rear wheel portion in response to a determination that the amount of change in the brake request signal is equal to or less than the preset standard; reducing a braking force of a shaft having a large slip ratio of the front wheel portion and the rear wheel portion and increasing a braking force of a shaft having a small slip ratio, based on a comparison result after the comparing of the slip ratio of the front wheel portion with the slip ratio of the rear wheel portion; moving a braking distribution ratio formed based on the increased or reduced braking forces of the front wheel portion and the rear wheel portion from an actual braking curve to an ideal braking curve, after the reducing of the braking force of the shaft having a large slip ratio of the front wheel portion and the rear wheel portion and the increasing of the braking force of the shaft having a small slip ratio; and braking the vehicle based on the braking distribution ratio on the actual braking curve or the moved braking distribution ratio on the ideal braking curve.

A method for setting a heavy duty vehicle in motion. The method includes obtaining a motion instruction for setting the vehicle in motion, determining a target wheel slip value corresponding to a wheel slip suitable for executing to the motion instruction, and controlling wheel speed to maintain wheel slip of the vehicle at the target wheel slip value.

In a railway vehicle, a brake control device controlling a first brake device that presses a friction material against a wheel and a second brake device not using the friction material includes: a wheel load estimation unit estimating a wheel load-based on a wheel speed and a brake force applied to the wheel by the friction material; a friction surface state quantity estimation unit estimating a current friction coefficient of the friction material from a state of a friction surface thereof based on the wheel load, the wheel speed, and a brake force command, and outputting a mirror-surfacing signal indicating the friction surface is in a mirror-surfaced state when the friction coefficient is less than a first threshold value; and a brake control unit controlling operations of the first and second brake devices based on the brake force command and presence or absence of the mirror-surfacing signal.