A vehicle behavior control device is equipped with an other vehicle detection unit that detects another vehicle, a collision prediction unit that predicts that the other vehicle will collide with a side surface of a user's own vehicle, a physical quantity determination unit that determines a physical quantity relationship between relative physical quantities of the other vehicle and the user's own vehicle, and a brake control unit that is capable of individually and independently controlling brakes corresponding to respective vehicle wheels and that causes a braking force of the brakes on a collision side and a braking force of the brakes on a non-collision side to differ from each other, in accordance with the physical quantity relationship determined by the physical quantity determination unit, in the case that a collision is predicted by the collision prediction unit.

A brake control system includes an interface controller configured to communicate with different control paths of sources for control of a brake system of a vehicle system. Each of the control paths is configured to communicate a control signal from a different source of the sources to control operation of the brake system. The interface controller is configured to arbitrate between the control signals concurrently received from the different sources via the control paths to dictate which of the different sources controls operation of the brake system at different times and prevent control by other sources of the different sources from concurrently controlling the operation of the brake system.

A brake assistance system comprising a brake pedal, a booster motor, a simulation motor, a planetary row coupling node, and a brake master cylinder, where the brake master cylinder is configured to provide a braking force for the vehicle. The brake pedal, the booster motor, and the simulation motor are separately coupled to the planetary row coupling node. The planetary row coupling node is configured to convert a torque of the brake pedal, a torque output by the booster motor, and a torque output by the simulation motor into an acting force acting on a piston rod in the brake master cylinder.

A vehicle weight sensing system is particularly useful for trailers. An axle tube is mounted to the vehicle or trailer through its suspension members that may be leaf springs. A mounting block is affixed to the axle tube for mounting a strain gauge. The mounting block is fixed to the axle tube between the suspension members connected to the axle tube. The mounting block has a mounting surface opposite to the mating surface and a notch extends from the mating surface toward the mounting surface. The notch terminates between the mating surface and the mounting surface. The notch separates rigidified sections of the mounting block and the rigidified sections straddle the notch. The stain gauge measures strain in the axle and thereby generates a signal proportional to the weight on the trailer. The signal can be used to properly proportion a brake system on the trailer.

An electronic parking brake control system and method for controlling a parking brake of a vehicle. The system includes an electronic parking brake variable switch configured to produce an application signal based on an amount or an amount of time the switch is pulled upward or pushed downward. The system also includes an indicator configured to indicate an amount of application of the parking brake based on the application signal. The system also includes an electronic brake unit coupled to the electronic parking brake variable switch. The electronic brake unit is configured to receive the application signal, and transmit a rear brake signal to a plurality of rear brake actuators to apply a plurality of rear brakes based on the application signal when a speed of the vehicle is below a threshold speed or the vehicle is in a low gear.

A hydraulic motor vehicle braking system includes a first functional unit, a second functional unit and a switching device. The first functional unit comprises at least one first valve arrangement designed to optionally connect or disconnect at least one first wheel brake associated with a first axle to or from an existing hydraulic pressure, and at least one second valve arrangement designed to optionally connect or disconnect at least one second wheel brake associated with a second axle to or from an existing hydraulic pressure. The second functional unit comprises at least one second electrical brake pressure generator, by means of which a brake pressure can be generated on at least the at least one second wheel brake, and a second control system which is designed to control the at least one second electrical brake pressure generator for a brake pressure regulation on at least the at least one second wheel brake in the event of a failure of the first functional unit.

Various examples are directed to systems and methods for operating a vehicle comprising a tractor and a trailer attached for pulling behind the tractor. A center-of-mass system may determine a mass of the trailer and a tractor understeer. The center-of-mass system may determine the tractor understeer using steering input data describing a steering angle of the tractor and yaw data describing a yaw of the tractor. The center-of-mass system may determine a load center of mass using the tractor understeer and a mass of the trailer. The center-of-mass system may further determine that the load center of mass transgresses a center-of-mass threshold and send an alert message indicating that the load transgresses the load center-of-mass threshold.

The present disclosure provides an emergency braking system, an emergency braking method and a semitrailer, capable of improving the braking effect of the vehicle, thereby achieving improved safety for the vehicle. The system includes: a sensor component configured to collect sensed information on an environment where a semitrailer is located; and a braking controller configured to determine whether there is a risk of collision for the semitrailer based on the sensed information, and if so, calculate a maximum adhesive force that can be provided by a road surface the semitrailer is currently on, determine a first braking pressure corresponding to each wheel based on the maximum adhesive force and axle load information, and transmit to a braking system a first braking instruction carrying the first braking pressure for each wheel.

An automatic tilting vehicle includes a pair of wheels that are non-steering driving wheels, a braking/driving device, a vehicle tilting device, and a control device, and the control unit calculates a target tilt angle of the vehicle for tilting the vehicle turning inward and controls the vehicle tilting device so that a tilt angle of the vehicle becomes the target tilt angle. The control unit calculates target braking/driving forces of the pair of wheels based on a braking/driving operation of a driver, corrects the target braking/driving forces so that a difference between vertical forces acting on the wheels caused by the braking/driving forces of the pair of wheels is reduced, and controls the braking/driving device such that braking/driving forces of the pair of wheels becomes the corrected target braking/driving forces.

An apparatus for determining a wheel condition on whether wheel locking occurs in each wheel of a vehicle having a main brake apparatus and an auxiliary brake apparatus. The apparatus includes: a WSS (Wheel Speed Sensor) configured to primarily detect whether wheel locking occurs; a TPMS (Tire Pressure Monitoring System) configured to secondarily detect whether wheel locking occurs; and a control unit configured to determine, when the WSS fails, a wheel condition indicative of whether wheel locking occurs in each wheel, by using information detected through the TPMS.