A variable linked braking system controlled by motorcycle lean angle includes a brake master cylinder; a hydraulic pressure proportion variable valve connected to the brake master cylinder; a front brake unit and a rear brake unit, both connected to the hydraulic pressure proportion variable valve; a hydraulic pressure proportion controller for controlling the hydraulic pressure proportion variable valve; a motorcycle lean angle sensor for sensing a motorcycle lean angle and sending a signal thereof to the hydraulic pressure proportion controller; and a brake switch for starting the brake master cylinder and sending a brake signal to the hydraulic pressure proportion controller for controlling the hydraulic pressure proportion variable valve so that the braking force ratio of the front brake unit to the rear brake unit decreases as the motorcycle lean angle increases, thereby enhancing the stability and traction of a motorcycle being braked in a turn.

An over actuated system capable of controlling wheel parameters, such as speed (e.g., by torque and braking), steering angles, caster angles, camber angles, and toe angles, of wheels in an associated vehicle. The system may determine the associated vehicle is in a rollover state and adjust wheel parameters to prevent vehicle rollover. Additionally, the system may determine a driving state and dynamically adjust wheel parameters to optimize driving, including, for example, cornering and parking. Such a system may also dynamically detect wheel misalignment and provide alignment and/or corrective driving solutions. Further, by utilizing degenerate solutions for driving, the system may also estimate tire-surface parameterization data for various road surfaces and make such estimates available for other vehicles via a network.

The present disclosure in some embodiments provides a vehicle braking apparatus including wheel brakes for providing a braking force to one or more front and rear wheels, a first actuator including a first hydraulic circuit supplying braking force to at least some of wheel brakes, a first master cylinder adjusting hydraulic pressure of the first hydraulic circuit, and a first motor, a second actuator including a second hydraulic circuit supplying a braking force to at least a remainder of the wheel brakes, a second master cylinder adjusting hydraulic pressure of the second hydraulic circuit, and a second motor, an EPB generating a braking force on rear wheels, a regenerative braking system generating a regenerative braking force, and an ECU for controlling at least one of the first actuator, second actuator, electronic parking brake, or regenerative braking system upon determining whether the first actuator and the second actuator malfunction.

An apparatus for braking a vehicle includes wheel brakes configured to generate a braking force on each of wheels, a first actuator for supplying a braking force to the wheel brakes by using a first motor and a first master cylinder, a second actuator for supplying a braking force to the wheel brakes by using a second motor and a second master cylinder, a first electronic control unit (ECU) for controlling the first actuator and determining normal or faulty operation of the first and second actuators, and a second electronic control unit (ECU) for controlling the second actuator and determining the normal or faulty operation of the first and second actuators. When the first ECU and the second ECU are determined to be normal, the first ECU controls to brake some of the wheel brakes, and the second ECU controls to brake a remainder of the wheel brakes.

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.

A method of determining an allowable vehicle state space of an articulated vehicle (1) for safely completing a maneuver, wherein the vehicle state space comprises vehicle velocity, the method comprising; monitoring a drivable area (31) ahead of the articulated vehicle (1), predicting a potentially swept area (33) ahead of the articulated vehicle (1), wherein the potentially swept area (33) represents an area that may be traversed by the articulated vehicle (1) during the maneuver with a probability, based on an initial vehicle state of the articulated vehicle (1), a geometry of the articulated vehicle (1), and on error characteristics associated with one or more sensor input signals used for positioning the articulated vehicle (1), and determining the allowable vehicle state space such that the predicted potentially swept area (33) does not extend beyond the drivable area (31) ahead of the vehicle (1).

Provided is a vehicle posture control device configured to be installed in a vehicle provided with an actuator configured to generate a roll moment. The device includes a roll moment calculator (24) and an actuator controller (25). The roll moment calculator (24) is configured to calculate a roll moment command value to control the actuator such that a roll motion is generated in conjunction with a yaw motion in the vehicle (1) during turning thereof. The roll moment calculator (24) is configured to calculate the roll moment command value for output, on the basis of a sideslip angular velocity and a vehicle velocity of the vehicle. The actuator controller (25) is configured to control the actuator by using the calculated roll moment command value.

An anti-rollover apparatus and control method for heavy-duty vehicles with a pneumatic brake system includes an anti-yaw module, an anti-roll module, an electronic control unit (ECU) (10), a yaw velocity sensor (12), and a vehicle roll angle sensor (18). The ECU (10) controls solenoid valves (4, 9, 11, 19, and 24) to achieve braking of part of wheels to obtain anti-yaw torques and improve the yaw stability of the heavy-duty vehicles. The ECU (10) controls gas switch valves (21 and 22) to spray high-pressure gases recovered in brake chambers (1, 13, 16, and 26) out, anti-roll torques are obtained through the jet reactive force, and the roll stability of the heavy-duty vehicles is improved.

A vehicle control apparatus has a steering wheel 6, an engine 4 for outputting a driving force of a vehicle 1, a brake apparatus 16 capable of applying different braking forces to left and right wheels, and a PCM 14 including a processor and the like. When executing vehicle yaw control, which controls the brake apparatus 16 to apply to the vehicle 1 a yaw moment in the direction opposite to the yaw rate generated in the vehicle 1, after executing vehicle attitude control for reducing an output torque of the engine 4 based on a turning operation of the steering wheel 6, when the control amount of the vehicle attitude control is large, the PCM 14 increases the control amount of the vehicle yaw control compared to when the control amount of the vehicle attitude control is not large.

A method for operating a brake system of an at least double-tracked motor vehicle comprises two breakable wheels, which are arranged at opposite ends of an axle, and a rollover protection system which can cause braking of the wheels in order to prevent a rollover situation. Automatic braking of that wheel of the axle which is loaded more greatly when cornering is brought about by way of the rollover protection system. Subsequently, a smaller steering lock angle or a lower lateral acceleration than in the case of the cornering which took place immediately previously, or a straightahead driving phase which immediately follows the cornering is detected. Thereupon, automatic braking of the two wheels on the axle is brought about.