An embodiment apparatus for complementing a braking force of a vehicle includes a driving unit configured to drive an autonomous drone, a braking complement system connected with the driving unit and configured to complement the braking force, and a controller configured to determine a braking complement condition of the vehicle and to drive the braking complement system based on the braking complement condition. An embodiment braking complement system includes a compressor, wherein the driving unit is configured to apply an electric driving force to the compressor, an air tank in which compressed air discharged from the compressor is stored, and a braking complement unit connected with a discharge end of the air tank.

A vehicle braking system including a control unit (340) which is operable to communicate with at least one sensor (320, 350), the sensor (320, 350) being operable to provide signals corresponding to a characteristic of a vehicle to the control unit (340), and the control unit (340) being in communication with a brake demand source (300) to receive brake demand data, and the control unit (340) also being in communication with a plurality of wheel end units, each wheel end unit including a brake torque control unit (310) which is operable to control an associated brake actuator to apply a braking torque dependent upon a signal received from the control unit (340).

A vehicle-electrical-apparatus, including: a service-brake-valve-device (SBVD) having an electropneumatic service-brake-device (ESBVD), which is an electronically-brake-pressure-regulated-brake-system (EBPRBS), having an ESBVD, a first-electronic-brake-control-device (EBCD), electropneumatic-modulators (EM) and pneumatic-wheel-brake actuators (PWBA); a sensor-device; the first-EBCD controls the EMs generating pneumatic brake-control-pressures (PBCP) for the PWBAs, and the ESBVD has a service-brake-actuation-member (SBAM) and an electrical-channel containing an electrical-brake-value-transmitter, actuate-able by the SBAM, and a second-EBCD couples brake-request signals into the first-EBCD depending on the AS, and, within a pneumatic-service-brake-circuit, a pneumatic-channel in which a control-piston of the SBVD is loaded with a first-actuation-force (AF) by actuating the service-brake-actuation-member based on a driver brake-request, and the control-piston controls a double-seat valve of the SBVD to generate PBCPs for the PWBAs; generating a second AF that acts on the control-piston; brake slip/driving-dynamics-regulation are in the second-EBCD, the second-EBCD receives sensor-signals, and for braking requested, generating the second AF to perform a brake-slip and/or driving-dynamics-regulation.

A method includes steps for controlling a pneumatic braking system of a trailer vehicle which is connected to a tow vehicle equipped with a hydraulic or pneumatic braking system. At the start of an actuation of the foot brake valve, an electrical switch is closed or opened, and a switching signal is transmitted to an electronic control unit as a braking start signal for an incipient braking process. A brake value sensor detects a brake value representative of the drivers current deceleration request and transmits the brake value to the electronic control unit as a brake value signal. The brake value sensor is used for determining the incipient braking process, and a backup valve is only deactivated by switching a redundancy valve from an open position to a blocking position if the brake value signal detected by the brake value sensor has reached or exceeded a predefined minimum signal value.

A parking brake controller comprises at least one input for receiving a signal indicative of at least one vehicle factor, a control input for receiving a request to unpark the vehicle, an output for transmitting a control signal to a parking brake valve and control logic. The control logic determines the at least one vehicle factor indicates the vehicle can be unparked, determines an unpark request has been received, and transmits a control signal to the parking brake valve only in response to the unpark request being received while the at least one vehicle factor is being met.

A commercial vehicle with a pneumatic system includes an air management system comprising an air compressor (11), a low-pressure circuit configured to store and supply compressed air within a low-pressure range, a high-pressure circuit configured to store and supply compressed air within a high-pressure range, a braking system presenting a usual braking operation with compressed air at pressures in the low-pressure range, and an emergency braking operation with compressed air at pressures in the high-pressure range, wherein the air management system is configured to supply the braking system: for the usual braking operation, with compressed air from the low pressure circuit, and for the emergency braking operation, with compressed air from the high-pressure circuit.

An electromechanical service and emergency braking actuator for a railway vehicle is described, comprising a safety unit arranged to regulate a first emergency braking control signal so as to indicate to first emergency braking energy release means to release the energy stored in first emergency braking energy storage means when an emergency braking request signal indicates a request for an emergency braking and a first electrical signal of actual braking force does not indicate, within a predetermined maximum delay time, a force value coinciding with a further emergency braking force value calculated by said safety unit or a force value that does not fall, within a predetermined maximum delay time, in a predetermined tolerance range including the additional emergency braking force value calculated by said safety unit. Electromechanical braking systems are also described.

An electronically controlled pneumatic operating brake system, having a backup control pressure for a pneumatic fall back level, wherein the backup control pressure is generated from a compressed air supply which is independent from two compressed air supplies for a front axle circuit and a rear axle circuit. This assures additional pneumatic redundancy and facilitates omitting a pneumatic channel in a foot brake module.

A relay valve (10) for a pneumatic valve unit (14), for example for a braking system of a utility vehicle, has a first assembly component (18) and a second assembly component (20). A hollow cylindrical guide portion (28) of a piston (24) of the relay valve (10) is received, in an axially guided manner, in the first assembly component (18). The second assembly component (20) includes additional valve components and the venting region of the relay valve (10). At least the first assembly component (18) and the second assembly component (20), when assembled, form a preassembly unit (26) first assembly component (18) and are joined by a bayonet connection (30). The preassembly unit (26) is inserted into a housing (12) of the valve unit (14), The interior of the housing is delimited by a cup-shaped inner wall (32), and the preassembled unit is fastened therein.

A control system includes one or more processing circuits comprising one or more memory devices coupled to one or more processors. The one or more memory devices are configured to store instructions thereon that, when executed by the one or more processors, cause the one or more processors to acquire speed data regarding current speeds of tractive elements of the vehicle from tractive element speed sensors of the vehicle, determine speed references for the tractive elements to perform autonomous driving operations where the speed references indicate speeds at which each of the tractive elements should rotate to accommodate the autonomous driving operations, and control at least one of a driveline or a brake system of the vehicle to selectively alter the current speeds of the tractive elements of the vehicle based on the current speeds and the speed references to accommodate the autonomous driving operations.