A method for an emergency response in the event of a loss of tire pressure of a transportation vehicle including detecting a tire pressure at a wheel of the transportation vehicle and detecting an angle of inclination on an axle of the transportation vehicle associated with the wheel, A transportation vehicle for autonomous driving.

A vehicle includes a powerplant, such as an engine, configured to power front and rear wheels, and a controller. The controller is programmed to, brake a first of the front wheels and a first of the rear wheels while powering a second of the front wheels and a second of the rear wheels to warm those tires, and subsequently brake the second front wheel and the second rear wheel while powering the first front wheel and the first rear wheel to warm those tires.

A system and method are provided for estimating and applying vehicle tire traction. Vehicle data (e.g., movement and location-based data) and tire sensor data are collected at a vehicle and transmitted to a remote computing system (e.g., cloud server). A wear status is determined, and traction characteristics determined for at least one tire, based at least on the vehicle data and the determined tire wear status. The predicted tire traction characteristics are transmitted from the remote computing system to an active safety unit associated with the vehicle, or a fleet management system, wherein the recipient is configured to modify vehicle operation settings based on at least the predicted tire traction characteristics. A maximum speed for the vehicle may be defined by the recipient, or a minimum following distance where, e.g., the vehicle is one of multiple vehicles in a defined platoon.

A rail vehicle has at least two railroad cars (111, 112, 11n) and a braking system with control units (121-1, 121-2, 122-1, 122-2, 12n-1, 12n-2) at least one of which is arranged in each railroad car. Each control unit receives a brake input signal (B), and in response thereto generates a control signal (c.sub.11, c.sub.12, c.sub.13, c.sub.14, c.sub.21, c.sub.22, c.sub.23, c.sub.24, c.sub.n1, c.sub.n2, c.sub.n3, c.sub.n4). The control signals are generated on the further basis of at least one motion parameter expressing a respective movement of the railroad cars (111, 112, 11n). At least one brake actuator (131.sub.1a, 131.sub.1b, 131.sub.2a, 131.sub.2b, 131.sub.1a, 131.sub.1b, 131.sub.2a, 131.sub.2b, 13n.sub.1a, 13n.sub.1b, 13n.sub.2a, 13n.sub.2b) is arranged in each railroad car. Each brake actuator receives the control signal generated by a control unit in the same railroad car as the brake actuator is located, and based thereon produces a brake-force signal (f.sub.11, f.sub.12, f.sub.13, f.sub.14, f.sub.21, f.sub.22, f.sub.23, f.sub.24, f.sub.n1, f.sub.n2, f.sub.n3, f.sub.n4) to a brake unit (141-1, 141-2, 141-3, 141-4, 142-1, 142-2, 142-3, 142-4, 14n-1, 14n-2, 14n-3, 14n-4). In response thereto, each brake unit causes a pressing member to apply a braking force to a rotatable member so as to reduce a rotation speed of at least one wheel of a railroad car in the rail vehicle.

A system and method are provided for estimating and applying vehicle tire traction. Vehicle data (e.g., movement and location-based data) and tire sensor data are collected at a vehicle and transmitted to a remote computing system (e.g., cloud server). A wear status is determined, and traction characteristics determined for at least one tire, based at least on the vehicle data and the determined tire wear status. The predicted tire traction characteristics are transmitted from the remote computing system to an active safety unit associated with the vehicle, or a fleet management system, wherein the recipient is configured to modify vehicle operation settings based on at least the predicted tire traction characteristics. A maximum speed for the vehicle may be defined by the recipient, or a minimum following distance where, e.g., the vehicle is one of multiple vehicles in a defined platoon.

Provided is a vehicle body behavior control device and a method of controlling behavior of a vehicle body which can reduce unstable behavior of the vehicle body. A vehicle body behavior control device incorporated into a vehicle body having a plurality of wheels includes: a brake mechanism which controls behavior of the wheels; and a control part which controls an interlocking brake operation in which a braking force is applied to the plurality of wheels using the brake mechanism when an operation for applying braking to any one of the wheels is performed based on a gradient value of a road surface on which the vehicle body travels.

A control system is provided for a vehicle including an autonomous emergency braking system, characterized in that the control system includes: a brake control arrangement adapted to apply a friction-estimating braking when the autonomous emergency braking system has initiated a possible intervention; 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; a road information arrangement adapted to obtain information about road curvature ahead of the vehicle; a lateral tyre force prediction arrangement adapted to predict lateral tyre force needed during autonomous emergency braking based on the obtained information about road curvature; and a brake strategy adaptation arrangement configured to adapt the brake strategy of the autonomous emergency braking system based on the estimated brake force capacity and the predicted lateral tyre force needed.

Disclosed herein is an emergency braking system using an electronic parking brake according to the present disclosure, in which the emergency braking system is configured to provide an emergency braking using an electronic parking brake (EPB) in case of total or partial failure of a main braking system, and includes: an EPB actuator configured to apply an emergency braking force to a wheel; a slip detection unit configured to detect a wheel slip on the wheel equipped with the EPB actuator; an EPB control unit configured to determine a road surface condition by calculating a slip ratio through slip information transmitted from the slip detection unit, and to control an operation of the EPB actuator based on the road surface condition.

A method for operating an antilock brake system of a vehicle, in which a braking torque at at least one wheel of the vehicle is cyclically controlled in at least build-up phases and reduction phases, in order to prevent locking of the wheel. In a build-up phase, the braking torque is increased until a maximum adhesion at the wheel is exceeded, and in a subsequent reduction phase, the braking torque is reduced by a differential braking torque, which is ascertained, using a wheel acceleration value of the wheel measured after the build-up phase and a target acceleration value for the wheel.

A system and method are provided for estimating progression in vehicle tire wear. A tread depth is stored at a first (e.g., initial or unworn) stage for a given tire, along with a first set of modal frequencies for the tire. At a later (e.g., worn) stage, for example in concert with a controlled excitation of tire structural modes, a second set of corresponding modal frequencies are sensed for the tire, and a tire wear status of the tire is determined at the second stage based on a calculated frequency shift between at least one corresponding modal frequency from each of the first and second sets. In one example, an initial mass of the tire is stored, and a change in mass is calculated based on the calculated frequency shift. Alternatively, a correlation of modal frequency shift may be performed with respect to tread depth for a given tire.