A braking control device includes a target vehicle speed setting unit, a braking power control unit, and a low friction coefficient region recognition unit. The low friction coefficient region recognition unit recognizes a low friction coefficient region of a road surface between a current position of an own vehicle and a target position. The braking power control unit estimates a maximum deceleration rate assuming braking to be started after passage through the low friction coefficient region to cause deceleration to a target vehicle speed at the target position. On the condition that the maximum deceleration rate is smaller than a predetermined upper limit on a deceleration rate, the braking power control unit causes a start of generation of braking power after the passage through the low friction coefficient region.

A method of manufacturing a plurality of wear liner segments may comprise selecting a number of wear liner segments for a wear liner assembly. The wear liner assembly may be annular in shape. The number of wear liner segments may selected based on minimizing a waste portion of a textile board and/or maximizing a production capacity of a plurality of the wear liner assembly.

A control system for a vehicle having vehicle wheels comprises: brakes, wherein each of the brakes applies individual braking to a respective one of the vehicle wheels; memory storing brake characteristic parameters for controlling each of the brakes; and a processor configured to: calculate anticipated yaw, steering torque, and deceleration of the vehicle, associated with operation of the brakes; compare between the anticipated yaw and actual yaw of the vehicle, between the anticipated steering torque and actual steering torque of the vehicle, and between the anticipated deceleration and actual deceleration of the vehicle; and calibrate the brakes by adjusting the stored brake characteristic parameters of each of the brakes in response to a yaw difference between the anticipated yaw and the actual yaw, a steering torque difference between the anticipated steering torque and the actual steering torque, and a deceleration difference between the anticipated deceleration and the actual deceleration.

A vehicle control device 1 having: a deceleration detection unit 121 that detects deceleration of a vehicle T; a vehicle stop schedule identification unit 122 that identifies that the vehicle T is scheduled to stop; a brake control unit 123 that starts to reduce brake pressure when the speed of the vehicle T has dropped to or below a threshold value; and a threshold value determination unit 124 that determines the threshold value such that the threshold value increases the greater the deceleration detected by the deceleration detection unit 121 after the vehicle stop schedule identification unit 122 has identified that the vehicle T is scheduled to stop.

A vehicle control device 1 has a prediction unit 122 that predicts a stopping position of a vehicle T, a gradient identification unit 123 that identifies the amount of gradient in the road surface at the stopping position predicted by the prediction unit 122, a weight identification unit 124 that identifies the weight of the vehicle T, and a braking control unit 125 that brakes the vehicle T by changing the pressure of the brakes of the vehicle T at a changing velocity determined on the basis of the amount of gradient identified by the gradient identification unit 123 and the weight of the vehicle T.

The present disclosure relates to an electronic brake system including a reservoir in which the pressurized medium is stored, a hydraulic pressure supply device provided to generate a hydraulic pressure by moving a hydraulic piston forward or backward and having a first pressure chamber provided on a front side of the hydraulic piston and a second pressure chamber provided on a rear side of the hydraulic piston, a hydraulic control unit provided to control a flow of the hydraulic pressure to be transmitted from the hydraulic pressure supply device to a wheel cylinder, a longitudinal acceleration sensor provided to detect a longitudinal acceleration of a vehicle, and a controller provided to control the hydraulic pressure supply device and the hydraulic control unit, wherein the controller determines the hydraulic pressure generated by the hydraulic pressure supply device based on the longitudinal acceleration of the vehicle, determines a braking mode based on the determined hydraulic pressure, and performs the determined braking mode.

A brake system for a trailer has first and second pneumatic circuits for supplying air pressure to the wheel ends on the trailer. The air pressure to brake devices at the wheel ends is controllable via a first brake ECU. First and second pressure control valves control pressure from the pneumatic circuits to the respective wheel ends. The system further has a second ECU adapted to electrically control the actuation of the pressure control valves.

A braking method includes: obtaining a first state information of the vehicle, which includes a vehicle mass and a deceleration required by braking; calculating a braking torque according to the first state information, and controlling the vehicle to output an electric braking torque according to the braking torque; obtaining a current vehicle speed and a mechanical braking application delay time; calculating an electric braking exit speed according to the braking torque required by the vehicle and the deceleration required by braking; calculating a mechanical braking application speed according to the mechanical braking application delay time, the deceleration required by braking, and the electric braking exit speed; and determining whether to control the vehicle to unload the electric braking torque, and whether to control the vehicle to apply a mechanical braking torque according to the current vehicle speed, the electric braking exit speed, and the mechanical braking application speed.

A piece of electrical equipment for connecting both to at least one electromechanical braking actuator and also to at least one electromechanical drive actuator, the piece of electrical equipment (13a) comprising a housing (30), means for fastening the housing to the undercarriage, and inside the housing: a processor unit (32) arranged to generate a braking motor control signal and a drive motor control signal; a power supply unit (37) arranged to generate an equipment power supply voltage, a braking power supply voltage, and a drive power supply voltage; a power converter unit (40) arranged to generate a braking control voltage and a drive control voltage; and a distribution unit arranged to distribute the braking control voltage to the electromechanical braking actuator and the drive control voltage to the electromechanical drive actuator.

Method and apparatus are disclosed for traction control based on friction coefficient estimation. An example vehicle includes a plurality of sensors to measure qualities of a surface of a road and an anti-lock brake system module. The anti-lock brake system module (a) estimates confidence values for different road surface types based on the qualities of the surface of the road, (b) estimates a coefficient of friction between the road and tires of the vehicle based on the confidence values, and (c) adapt a traction control system by altering a target slip based on the coefficient of friction.