A target acceleration/deceleration setting unit (28) of a vehicle acceleration/deceleration controller (16) sets a target acceleration or deceleration at a location at which a curve starts to be a predetermined maximum deceleration, sets a target acceleration or deceleration at a location at which the curve ends to be a predetermined maximum acceleration, sets a target acceleration or deceleration at a predetermined intermediate location between the location at which the curve starts and the location at which the curve ends to be zero, and sets a target deceleration D (Ld) at a location to which the travelling distance from the location at which the curve starts is Ld and a target acceleration A (La) at a location to which the travelling distance from the predetermined intermediate location is La to satisfy respective predetermined relations.

A target acceleration/deceleration setting unit (28) of a vehicle acceleration/deceleration controller (16) sets a target acceleration or deceleration at a location at which a curve starts to be a predetermined maximum deceleration, sets a target acceleration or deceleration at a location at which the curve ends to be a predetermined maximum acceleration, sets a target acceleration or deceleration at a predetermined intermediate location between the location at which the curve starts and the location at which the curve ends to be zero, and sets a target deceleration D (Ld) at a location to which the travelling distance from the location at which the curve starts is Ld and a target acceleration A (La) at a location to which the travelling distance from the predetermined intermediate location is La to satisfy respective predetermined relations.

Automotive electronic control unit programmed to realtime estimate either or both of vehicle mass and road slope, wherein; a. road slope, is estimated; a1. when vehicle is considered stopped based on an accelerometer signal indicative of vehicle acceleration, wherein the vehicle is considered stopped in the presence of substantially zero values of a speed signal indicative of vehicle speed, and a2. when vehicle is in rectilinear and curvilinear motion by implementing a road slope observer based on a linear Kalman filter, which is designed to: a21. operate based on signals indicative of vehicle speed and acceleration, and a22. compensate for accelerometric disturbances due to; a221. vehicle static pitch resulting from vehicle load distribution, and a222. vehicle dynamic pitch due to acceleration to which vehicle is subjected during motion, and a223. accelerometric disturbance components due to vehicle lateral dynamics; b. vehicle mass is estimated: b1. when vehicle is in motion, and b2. based on a recursive least square algorithm with forgetting factor, and b3. based on an accelerometric signal indicative of vehicle acceleration, on a vehicle speed signal, and other signals representing a vehicle propulsive/resistive torque, and b4. at different low gears, to provide a mass estimation and an associated variance for each gear, and b5. based on mass estimations and corresponding variances for each gear, and b6. compensating for accelerometer disturbances due to: b61, vehicle dynamic pitch; and b62. accelerometric disturbance components due to vehicle lateral dynamics; and b7. minimizing uncertainties on propulsive/resistive torque due to gear efficiency and rolling resistance.

A control system is provided for an articulated vehicle including a towing vehicle, a trailer and an autonomous emergency braking system, wherein the control system includes: a brake control arrangement adapted to apply a friction-estimating braking; a brake force capacity estimation arrangement adapted to estimate the brake force capacity of the vehicle as a function of longitudinal wheel slip based on the applied friction-estimating braking; an axle load estimation arrangement adapted to estimate the normal force on each wheel axle of the vehicle; a friction estimation arrangement adapted to estimate a friction coefficient based on the estimated brake force capacity and at least one of the estimated normal forces; and a brake strategy adaptation arrangement configured to adapt the brake strategy of the autonomous emergency braking system by adjusting the brake force for at least one wheel axle of the Vehicle based on the estimated friction coefficient and the at least one wheel axle's estimated normal force.

A flight control law enhances braking efficiency through the operation of aircraft elevators (or another pitch control system) using measured longitudinal acceleration and/or pedal position as references to the control law. Through this solution, it is possible to increase the vertical load in the main landing gear and consequently enhance braking efficiency.

A method for operating an electromechanical brake booster. A pedal force is ascertained, a brake pressure is ascertained from the pedal force by an actuator, and the brake pressure applied to frictional brakes is set, thereby producing a vehicle deceleration. The actuator has a standard configuration wherein, in response to the pedal force, a brake pressure is ascertained that produces a specified standard deceleration of the motor vehicle if a specified disturbance variable has a specified standard value. The influence of the disturbance variable on the vehicle deceleration is compensated. The actuator has at least one control parameter for setting a compensation configuration, an actual value of the disturbance variable is detected, and the compensation configuration is set based on the respective difference between the ascertained actual value and the standard value.

A method for operating an electromechanical brake booster. A pedal force is ascertained, a brake pressure is ascertained from the pedal force by an actuator, and the brake pressure applied to frictional brakes is set, thereby producing a vehicle deceleration. The actuator has a standard configuration wherein, in response to the pedal force, a brake pressure is ascertained that produces a specified standard deceleration of the motor vehicle if a specified disturbance variable has a specified standard value. The influence of the disturbance variable on the vehicle deceleration is compensated. The actuator has at least one control parameter for setting a compensation configuration, an actual value of the disturbance variable is detected, and the compensation configuration is set based on the respective difference between the ascertained actual value and the standard value.

The invention relates to a brake system of a rail vehicle having at least one pneumatic brake actuator, a pneumatic braking device for generating a brake pressure, an electro-pneumatic braking device for generating a brake pressure, and a controller. In the event of rapid, forcible, or emergency braking, the pneumatic braking device or the electro-pneumatic braking device provides a basic brake pressure, and the brake pressure is changed by the electro-pneumatic braking device, starting from the basic brake pressure provided, depending in particular on a load and/or a speed.

A braking system for controlling braking of a machine is disclosed. The braking system includes a first set of sensors to detect a first set of information indicative of operational characteristics of an engine and a transmission system. The braking system includes a second set of sensors to detect a second set of information indicative of a load of the machine and a profile of a work surface. The braking system includes a receiving unit to receive a third set of information indicative of a predefined route of the machine. The braking system includes a controller configured to control an actuator for opening and closing of an exhaust port for engine braking, and to control a valve for achieving a predetermined gear-ratio during the engine braking, based on the first set of information, the second set of information, and the third set of information.

A braking system for controlling braking of a machine is disclosed. The braking system includes a first set of sensors to detect a first set of information indicative of operational characteristics of an engine and a transmission system. The braking system includes a second set of sensors to detect a second set of information indicative of a load of the machine and a profile of a work surface. The braking system includes a receiving unit to receive a third set of information indicative of a predefined route of the machine. The braking system includes a controller configured to control an actuator for opening and closing of an exhaust port for engine braking, and to control a valve for achieving a predetermined gear-ratio during the engine braking, based on the first set of information, the second set of information, and the third set of information.