A system for multi-mode autobrake control may comprise a wheel speed sensor and a BCU electrically coupled to the wheel speed sensor. A tangible, non-transitory memory may be configured to communicate with the BCU and may have instructions stored thereon that, in response to execution by the BCU, cause the BCU to perform operations comprising receiving a wheel speed signal from the wheel speed sensor, inputting the wheel speed signal into an antiskid filter and a nominal filter, calculating an estimated aircraft deceleration rate, and determining an autobrake pressure command based on the estimated aircraft deceleration rate.

Provided is a brake device capable of maintaining pads and a rotor in a desired positional relationship. When receiving a release request within a time period from start of execution of an application request to detection of contact between brake pad and a disc rotor, a parking brake control device inhibits execution of the release request, and executes the release request after detection of the contact between the brake pad and the disc rotor. Further, when receiving the application request within a time period from start of execution of the release request to detection of separation between the brake pad and the disc rotor, the parking brake control device inhibits execution of the application request, and executes the application request after detection of the separation between the brake pad and the disc rotor.

An electric brake for a wheel rotor having a brake pad includes a housing with a passage. A piston assembly in the passage includes a spindle and a piston. The spindle is rotatable to cause the piston to move axially relative to the brake pad. A drive assembly includes a motor. A gear train is connected to the motor and the spindle. A coupling mechanism is coupled to the gear train and has a first condition enabling torque transmission from the motor to the spindle to axially move the piston to apply braking force to the brake pad. The coupling mechanism has a second condition disabling torque transmission from the motor to the spindle is prevented which permits the piston to retract and reduce the braking force on the brake pad without stopping or reversing the motor.

A vehicle includes an axle, an electric machine, a first wheel, a second wheel, a first friction brake, a second friction brake, and a controller. The controller is programmed to, in response to and during an anti-locking braking event, generate first and second signals indicative of a braking torque demand at the first and second wheels, respectively, based on a difference between a desired wheel slip ratio and an actual wheel slip ratio of the first and second wheels, respectively, adjust a regenerative braking torque of the electric machine based on a product of the first signal and a regenerative braking weighting coefficient, adjust a first friction braking torque based on a product of the first signal and a friction braking weighting coefficient, and adjust a second friction braking torque based on the second signal and dynamics of the first and second output shafts.

The present invention relates to a method for avoiding excess pressures in a pressure medium circuit of an electronically slip-controllable braking system in the event of a decline of an intrinsic elasticity of the braking system and an electronically slip-controllable braking system. Electronic control units, ascertain a setpoint value for a delivery volume of the pressure generator of these braking systems and convert it into an activation signal for the drive of the pressure generator. In dependence on the prevailing elasticity of the pressure medium circuit, a pressure gradient is established, using which the pressure in the pressure medium circuit changes over time. The ascertainment of an activation signal for the drive of the pressure generator by the electronic control unit is based on the established pressure gradient.

Disclosed is a brake control apparatus which starts ABS control on the basis of slip ratio speed and which reduces a variation in the slip ratio at the time of start of the ABS control. A brake ECU computes a braking stiffness BS** in a linearly increasing region of a μ-S characteristic, and computes a slip ratio speed reference value dSref**/dt by dividing a changing speed dFxc**/dt of braking force of a wheel by the braking stiffness BS**. The brake ECU computes, as a slip ratio speed threshold, a value ((dSref**/dt)+dSn) by adding a slip ratio speed noise offset value dSn to the slip ratio speed reference value dSref**/dt and starts ABS control when the slip ratio speed dSc**/dt of the wheel exceeds the slip ratio speed threshold.

A vehicle includes an axle, an electric machine, a first wheel, a second wheel, a first friction brake, a second friction brake, and a controller. The controller is programmed to, in response to and during an anti-locking braking event, generate first and second signals indicative of a braking torque demand at the first and second wheels, respectively, based on a difference between a desired wheel slip ratio and an actual wheel slip ratio of the first and second wheels, respectively, adjust a regenerative braking torque of the electric machine based on a product of the first signal and a regenerative braking weighting coefficient, adjust a first friction braking torque based on a product of the first signal and a friction braking weighting coefficient, and adjust a second friction braking torque based on the second signal and dynamics of the first and second output shafts.

A method for controlling brakes includes receiving, by a controller, a first wheel speed from a first wheel speed sensor of a first wheel arrangement, receiving, by the controller, a second wheel speed from a second wheel speed sensor of a second wheel arrangement, calculating, by the controller, a pressure correction, and adjusting, by the controller, a pressure command for at least one of the first wheel arrangement and the second wheel arrangement.

A system for multi-mode autobrake control may comprise a wheel speed sensor and a BCU electrically coupled to the wheel speed sensor. A tangible, non-transitory memory may be configured to communicate with the BCU and may have instructions stored thereon that, in response to execution by the BCU, cause the BCU to perform operations comprising receiving a wheel speed signal from the wheel speed sensor, inputting the wheel speed signal into an antiskid filter and a nominal filter, calculating an estimated aircraft deceleration rate, and determining an autobrake pressure command based on the estimated aircraft deceleration rate.

A brake pressure sensor for determination of braking efficiency includes a body that in turn includes a first half and a second half. The first half of the body includes a semi-circular recess formed on an inner surface, and the second half of the body includes a semi-circular recess formed on an inner surface. A circular opening is formed by alignment of the first body half recess with the second body half recess. The body engages an exterior of a hose of a brake unit of an anti-lock braking system by receiving the hose in the circular opening, and a strain gauge is attached to an outer surface of the first half of the body. As the anti-lock braking system is actuated and a pressure inside the hose increases, a diameter of the hose increases, creating increased strain in the body that is measured by the strain gauge.