A braking control system includes braking control modules configured to generate a braking torque request signal, indicative of a requested braking torque value CFr, which is variable until reaching a target value Vt, and to supply the braking torque request signal to a braking means which converts it into a braking torque with effective braking torque value CFe. The braking control modules are configured to calculate a total difference of instantaneous braking torque CFt as the sum of the differences between the CFr values and the CFe values of all modules. If the calculated CFt is greater than zero when Vt is reached, the braking control modules increase the braking torque until a CFt subsequent to reaching Vt has a zero or negative value, or until the maximum available adhesion signal has indicated that a controlled axle has reached the maximum available adhesion.

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.

An autobrake brake control system includes a shutoff valve configured to receive a hydraulic fluid, a servo valve configured to receive the hydraulic fluid from the shutoff valve and configured to provide the hydraulic fluid to apply braking force to a wheel via a hydraulic line, and a brake control unit in electronic communication with the shutoff valve. The brake control unit is configured to detect a weight-on-wheel (WOW) condition of a nose landing gear, and the brake control unit controls the shutoff valve in response to detecting the WOW condition of the nose landing gear.

Techniques are described for determining weight distribution of a vehicle. A method of performing autonomous driving operation includes receiving two sets of values from two sets of sensors, where a first set of sensors measure weights or pressures applied on axles of a vehicle, and where a second set of sensors measure pressures in tires of the vehicle. The method performs an error detection and removal operation to remove or filter out any erroneous values from the two sets of values to obtain two sets of filtered values. The method determines one or more values that describe a weight or pressure applied on the axle to obtain the weight distribution of the vehicle based on the first set of filtered values or the second set of filtered values. Based on the obtained weight distribution of the vehicle, the method can determine a driving operation of the vehicle.

Methods and system are provided for generating regenerative braking torque at a front axle and a rear axle of a vehicle. In one example, the regenerative braking torque may be a function of a normal load applied to the front axle and a normal load applied to the rear axle.

In a method for estimating the locking pressure in the brake system of a multi-axle vehicle during a dynamic axle-load transfer, the locking pressure is ascertained during the axle-load transfer and the wheel normal force is ascertained at two points in time during the axle-load transfer and the locking pressure is ascertained therefrom at the later point in time.

Systems and methods for dynamically distributing brake torque among a plurality of brakes of a vehicle are provided. In one example, a method includes detecting a braking distribution condition; calculating a weight distribution for the vehicle based on a longitudinal acceleration and a lateral acceleration associated with the vehicle to provide a calculated weight distribution; calculating a brake torque limit for each of the plurality of brakes based on the calculated weight distribution to provide calculated brake torque limits; calculating a target brake torque for each of the plurality of brakes based on a driver-demanded brake torque to provide target brake torques; and comparing the calculated brake torque limits with corresponding target brake torques.

A braking force control device is provided which has a control unit that controls an upstream braking actuator that generates a common upstream pressure for four wheels and a downstream braking actuator that individually controls the braking pressure supplied to each wheel using the upstream pressure. The control unit controls the upstream pressure so that the braking pressure of the front wheels is permitted to be higher than a lock pressure of the rear wheels but does not become higher than a lock pressure of the front wheels, and suppresses an increase of the braking pressure of the rear wheels so that the braking pressure does not become higher than the lock pressure of the rear wheels, in a situation where the upstream pressure can be supplied to each braking force generating device but the braking pressure of any one of the wheels cannot be decreased.

Systems and methods are described for coordinating and controlling vehicles, for example heavy trucks, to follow closely to behind each other, or linking to form a platoon. In one aspect, on-board controllers in each vehicle interact with vehicle sensors to monitor and control, for example, gross vehicle weight, axle loads, and stopping distance. In some aspects, two vehicles can determine information associated with their gross weight and axle load, and apply that information to assist with determining a bounding box indicating which vehicle will take longer to stop. Based on which vehicle will take longer to stop, an order of vehicles in a potential platoon is determined.

Methods and systems for estimating an axle load of a vehicle are described. In one example, a method is disclosed wherein axle load is estimated in response to an angle between two components of an axle. The angle may change as weight is added to or removed from the axle such that axle load may be determined as a function of the angle.