A method for determining, by a utility vehicle having a trailer coupling, an articulation angle between the utility vehicle and a coupled vehicle trailer includes determining, with a model, a modelled value of the articulation angle or an articulation angle change. The method further includes determining, with a sensor unit, a measured value of an articulation angle or of an articulation angle change, and deriving, from the measured value, a correction value. The method additionally includes correcting the modelled value as a function of the correction value, and outputting the corrected modelled value as an output value of an articulation angle.

A method for determining, by a utility vehicle having a trailer coupling, an articulation angle between the utility vehicle and a coupled vehicle trailer includes determining, with a model, a modelled value of the articulation angle or an articulation angle change. The method further includes determining, with a sensor unit, a measured value of an articulation angle or of an articulation angle change, and deriving, from the measured value, a correction value. The method additionally includes correcting the modelled value as a function of the correction value, and outputting the corrected modelled value as an output value of an articulation angle.

A method for warning a driver of a vehicle (1), in particular a truck, in turn maneuvers includes the following steps: generating (S1) an adaptive monitoring area (2) for the vehicle (1) based on at least a maximum lateral acceleration (4) of the vehicle (1) at a current longitudinal velocity (6) of the vehicle (1); identifying (S2) a vulnerable road user (VRU) (8) within the adaptive monitoring area (2); determining (S3, S4) a driver's intention to turn (40) the vehicle (1); determining S5) whether there is a collision risk between the vehicle (1) and the VRU (8); and outputting a warning signal (SW) based on the determined collision risk.

A method for determining a wheel radius of a motor vehicle, including calculating a yaw rate of the motor vehicle by means of a wheel speed of at least one wheel and a predefined wheel radius. The calculated yaw rate is compared with a measured yaw rate. The wheel speed is adapted. The calculation of the yaw rate is input, of the at least one wheel by means of a correction factor, so that the calculated yaw rate is equal to the measured yaw rate. The correction factor and the predefined wheel radius or the wheel speed is multiplied. The calculation of the yaw rate is input, for the determination of a corrected wheel radius or of a corrected wheel speed.

An anti-rollover apparatus and control method for heavy-duty vehicles with a pneumatic brake system includes an anti-yaw module, an anti-roll module, an electronic control unit (ECU) (10), a yaw velocity sensor (12), and a vehicle roll angle sensor (18). The ECU (10) controls solenoid valves (4, 9, 11, 19, and 24) to achieve braking of part of wheels to obtain anti-yaw torques and improve the yaw stability of the heavy-duty vehicles. The ECU (10) controls gas switch valves (21 and 22) to spray high-pressure gases recovered in brake chambers (1, 13, 16, and 26) out, anti-roll torques are obtained through the jet reactive force, and the roll stability of the heavy-duty vehicles is improved.

A yaw rate control method comprises a yaw rate control function for stabilizing a vehicle carries out wheel-specific braking interventions based on a first reference yaw rate. A deactivation function is provided and activates the yaw rate control function as soon as at least one activation requirement is met. The activation requirement checks whether a longitudinal deceleration is greater than a longitudinal deceleration limit value, in particular by a sensor tolerance, a lateral acceleration is greater than a lateral acceleration limit value, in particular by a sensor tolerance, and a deviation between a second reference yaw rate and a measured yaw rate is greater than a yaw rate deviation limit value, in particular by a sensor tolerance.

A hydraulic motor vehicle braking system includes a first functional unit, a second functional unit and a switching device. The first functional unit comprises at least one first valve arrangement designed to optionally connect or disconnect at least one first wheel brake associated with a first axle to or from an existing hydraulic pressure, and at least one second valve arrangement designed to optionally connect or disconnect at least one second wheel brake associated with a second axle to or from an existing hydraulic pressure. The second functional unit comprises at least one second electrical brake pressure generator, by means of which a brake pressure can be generated on at least the at least one second wheel brake, and a second control system which is designed to control the at least one second electrical brake pressure generator for a brake pressure regulation on at least the at least one second wheel brake in the event of a failure of the first functional unit.

A braking control device includes an actuator, a controller, a steering angle sensor, and a yaw rate sensor. The controller calculates a reference turning amount, an actual turning amount, an understeer index, sets to a non-adjustment region in which the increase slope is not decreased when the understeer index is smaller than or equal to a first threshold value, sets to an adjustment region in which the increase slope is decreased when the understeer index is greater than or equal to a second threshold value greater than the first threshold value, and sets to a transition region in which the increase slope is decreased when the understeer index is transitioned from the non-adjustment region and the increase slope is not decreased when the understeer index is transitioned from the adjustment region when the understeer index is greater than the first threshold value and smaller than the second threshold value.

Various examples are directed to systems and methods for operating a vehicle comprising a tractor and a trailer attached for pulling behind the tractor. A center-of-mass system may determine a mass of the trailer and a tractor understeer. The center-of-mass system may determine the tractor understeer using steering input data describing a steering angle of the tractor and yaw data describing a yaw of the tractor. The center-of-mass system may determine a load center of mass using the tractor understeer and a mass of the trailer. The center-of-mass system may further determine that the load center of mass transgresses a center-of-mass threshold and send an alert message indicating that the load transgresses the load center-of-mass threshold.

A method for controlling a brake system of a vehicle comprises detecting a failure of a sensor for at least one of the vehicle wheels, checking whether a brake control function is being executed at the time of the failure, continuing the brake control function if a brake control function is being executed and deactivating the brake control function when execution of the brake control function has been completed. If no brake control function is being executed at the time of the failure then executing the brake control function if a brake control function is initiated within a defined period of time after the failure, and deactivating the brake control function after execution of the brake control function has been completed and the period of time has expired or if no brake control function has been initiated within the defined period of time.