The present disclosure relates to a method for determining a tractor longitudinal force threshold

[00001]$\left(F_{L_{\mathrm{TR}}}^{\mathrm{ret},\mathrm{threshold}}\right)$

for a tractor longitudinal retardation force

[00002]$\left(F_{L_{\mathrm{TR}}}^{\mathrm{ret}}\right)$

that can be imparted on a tractor of a vehicle combination including the tractor and a trailer for retarding the vehicle combination. The trailer has a trailer longitudinal extension in a trailer longitudinal direction (L.sub.TL), a trailer lateral extension in a trailer lateral direction (T.sub.TL) and a trailer vertical extension in a trailer vertical direction (V.sub.TL), and the tractor has a tractor longitudinal extension in a tractor longitudinal direction (L.sub.TR), a tractor lateral extension in a tractor lateral direction (T.sub.TR) and a tractor vertical extension in a tractor vertical direction (V.sub.TR ), wherein the tractor longitudinal retardation force

[00003]$\left(F_{L_{\mathrm{TR}}}^{\mathrm{ret}}\right)$

extends in a direction parallel to a tractor longitudinal direction (T.sub.TR).

An apparatus for forward collision avoidance of a host vehicle includes a first sensor configured to detect a front of a vehicle; a second sensor configured to a speed of the host vehicle; and a controller that is communicatively connected to the first sensor and the second sensor and is configured to generate a collision warning based on a braking distance of the host vehicle and a braking tendency of a driver of the host vehicle.

An autonomous emergency braking system includes a sensor generating a collision risk signal indicative of an object in a path of travel of the vehicle and a controller. The controller determines whether an indication of a mass of the vehicle is present and, if so, adjusts a default deceleration value corresponding to a predetermined rate of deceleration for the vehicle in response to the mass to obtain a mass-adjusted deceleration value. The controller establishes, responsive to the mass-adjusted deceleration value, successive times for generating first and second braking commands to an engine or brake controller or increasing braking forces for the first and second braking commands configured to cause deceleration of the vehicle at first and second rates of deceleration, the second rate greater than the first. The first and second braking commands are generated responsive to the collision risk signal.

A braking system for a motorcycle may have at least (a) a first brake associated with a front wheel of the motorcycle, at least a first electro-hydraulic or electro-mechanical actuator, operatively connected to the first brake, (b) at least a first manual actuation command, associated with and corresponding to the at least one first brake, to send a braking request from a user, (c) at least a second brake associated with a rear wheel of the motorcycle, (d) at least a second electro-hydraulic or electro-mechanical actuator, operatively connected to the second brake, (e) at least a second manual actuation command, associated with and corresponding to the at least one second brake, to send a brake request from a user, and (f) a control unit operatively connected to the first manual actuation command, to the second manual actuation command and to the first and second electro-hydraulic or electro-mechanical actuators.

A trailer spring brake valve is provided for a vehicle air braking system. The trailer spring brake valve comprises a number of components arranged to cooperate together to provide type of brake priority based upon trailer weight.

An industrial vehicle includes a controller. The controller sets a first upper deceleration limit as a set upper deceleration limit, if a first condition is satisfied, to perform first deceleration limiting. The first condition is satisfied when at least one of a high lifting height of the industrial vehicle, a material weight equal to or greater than a threshold, and an empty driver seat is detected. The controller sets a second upper deceleration limit as the set upper deceleration limit, if a second condition is satisfied, to perform second deceleration limiting. The second condition is satisfied when a distance between the industrial vehicle and an obstacle is less than a threshold. The controller performs priority control if the first condition and the second condition are satisfied so that the first upper deceleration limit is set as the set upper deceleration limit in preference to the second upper deceleration limit.

A brake control system is for a vehicle containing an internal controller for outputting an internal control variable for at least one brake actuator. An interface receives an external control variable for the at least one brake actuator from an external controller. A decision circuit has at least two inputs for receiving the internal control variable and the external control variable and an output for outputting a control signal for the at least one brake actuator. The control signal depends on the received internal control variable and/or the received external control variable.

An agricultural train assembly having a tractor and at least one implement coupled to the tractor through a tongue. The assembly has a tractor braking system that selectively applies tractor brakes, an implement braking system that selectively applies implement brakes, a controller that selectively applies the implement braking system, a sensor that communicates with the controller to identify a push force applied to the tongue, the push force being the amount of force applied by the at least one implement towards the tractor. Wherein, the controller communicates with the sensor to identify the push force and compares the push force to a push threshold and when the push force is greater than the push threshold, the controller instructs the implement braking system to apply a burst braking procedure.

Methods are described for verifying the operation of at least one braking means of at least one vehicle. A method comprises determining that at least one braking means of the vehicle is malfunctioning when at least one estimated braking force value is different from a predetermined verification braking force value Fa. A further method comprises determining that at least one braking means of a plurality of braking means is malfunctioning when an estimated total braking force value is different from an expected verification total braking force value. Yet a further method comprises determining that at least one braking means is malfunctioning when at least one measured friction force value Fb differs from an expected friction force value. Yet a further method comprises determining that at least one braking means of a plurality of braking means is malfunctioning when a total friction force value Fb.sub.tot differs from an expected total friction force value. Corresponding systems for verifying the operation of at least one braking means of at least one vehicle are also described.

A method for controlling a braking system of a vehicle for the distribution of braking torques for service braking. The method may include receiving, by an electronic control unit, a request to apply a braking torque during a braking time interval. The method may also include enabling, in the braking time interval, by the electronic control unit a first and/or second electrical actuation signal of first and/or second brake calipers. Braking torques may be applied when the signals are enabled. For each instant of the braking time interval, an amplitude of the braking torque required for service braking is equal to the sum of a first amplitude of the first braking torque and a second amplitude of the second braking torque.