Aspects of the disclosure provide for generation of trajectories for a vehicle driving in an autonomous driving mode. For instance, information identifying a plurality of objects in the vehicle's environment and a confidence value for each of the objects is received. A set of constraints may be generated. That one or more processors are unable to solve for a trajectory given the set of constraints and an acceptable braking limit may be determined. A first constraint is identified as a constraint for which could not be solved and a first confidence value. That the vehicle should apply a maximum braking level is determined based on the identified first confidence value, a threshold, and the determination that the one or more processors are unable to solve for a trajectory. Based on the determination that the vehicle should apply the maximum braking level, the maximum braking level is applied.

A method for stabilizing a vehicle combination including a towing vehicle and at least one trailer vehicle includes determining wheel revolution rates of a driven axle of the towing vehicle and a vehicle speed of the towing vehicle, checking, as a first criterion, whether there is braking wheel slip at the driven axle of the towing vehicle without the operation of a wheel brake of the driven axle of the towing vehicle, and actuating, in response to the first criterion being met, at least one wheel brake of the trailer vehicle.

A method for stabilizing a vehicle combination including a towing vehicle and at least one trailer vehicle includes determining wheel revolution rates of a driven axle of the towing vehicle and a vehicle speed of the towing vehicle, checking, as a first criterion, whether there is braking wheel slip at the driven axle of the towing vehicle without the operation of a wheel brake of the driven axle of the towing vehicle, and actuating, in response to the first criterion being met, at least one wheel brake of the trailer vehicle.

A brake system includes an electromechanical brake having a friction surface, a lining support having a brake lining, an electric motor for moving the lining support, and a control and monitoring unit. The control and monitoring unit ascertains, from a first value ascertained during a first movement of the lining support by the electric motor, an operating parameter of at least one part of the brake, and a second value ascertained during a second movement opposite to the first movement of the lining support, by the electric motor, an operating behavior value for a real operating behavior of the relevant brake, and ascertains, by comparing the at least one real operating behavior value to at least one stored operating behavior expectation, a correction factor. The brake control system is corrected by the one correction factor and a regulator of the electric motor is activated using the corrected brake control signal.

Aspects of the disclosure provide for generation of trajectories for a vehicle driving in an autonomous driving mode. For instance, information identifying a plurality of objects in the vehicle's environment and a confidence value for each of the objects is received. A set of constraints may be generated. That one or more processors are unable to solve for a trajectory given the set of constraints and an acceptable braking limit may be determined. A first constraint is identified as a constraint for which could not be solved and a first confidence value. That the vehicle should apply a maximum braking level is determined based on the identified first confidence value, a threshold, and the determination that the one or more processors are unable to solve for a trajectory. Based on the determination that the vehicle should apply the maximum braking level, the maximum braking level is applied.

A braking force control apparatus performs a brake assist control for assisting braking of a vehicle when there is an obstacle ahead of the vehicle and when a driver-deceleration, which is a deceleration corresponding to an operation of a brake pedal by a driver, is less than a necessary-deceleration, which is a deceleration needed to avoid the vehicle colliding with the obstacle. The braking force control apparatus includes: a calculator configured to calculate a deceleration profile in which a deceleration increases with time, as a part of the brake assist control, in order to stop the vehicle at a target position without the vehicle colliding with the obstacle; and an output device configured to output a target-deceleration based on the deceleration profile, as a requested-deceleration, as another part of the brake assist control.

A braking force control apparatus performs a brake assist control for assisting braking of a vehicle when there is an obstacle ahead of the vehicle and when a driver-deceleration, which is a deceleration corresponding to an operation of a brake pedal by a driver, is less than a necessary-deceleration, which is a deceleration needed to avoid the vehicle colliding with the obstacle. The braking force control apparatus includes: a calculator configured to calculate a deceleration profile in which a deceleration increases with time, as a part of the brake assist control, in order to stop the vehicle at a target position without the vehicle colliding with the obstacle; and an output device configured to output a target-deceleration based on the deceleration profile, as a requested-deceleration, as another part of the brake assist control.

A system on a tractor for controlling trailer service brakes comprises a manually operated trailer brake switch, a first electropneumatic valve in communication with a pressure source and a controller. The controller has an input communicating with the trailer brake switch, an output communicating with the electropneumatic valve and control logic. The control logic receives an input from the trailer brake switch indicating a driver's request to apply the trailer service brakes of the combination vehicle, determines if a predetermined condition exists and transmits a signal to the output to the electropneumatic valve. The electropneumatic valve transmits pressure to a trailer service control line to actuate the trailer service brakes in response to the trailer brake switch and existence of the predetermined condition.

A system on a tractor for controlling trailer service brakes comprises a manually operated trailer brake switch, a first electropneumatic valve in communication with a pressure source and a controller. The controller has an input communicating with the trailer brake switch, an output communicating with the electropneumatic valve and control logic. The control logic receives an input from the trailer brake switch indicating a driver's request to apply the trailer service brakes of the combination vehicle, determines if a predetermined condition exists and transmits a signal to the output to the electropneumatic valve. The electropneumatic valve transmits pressure to a trailer service control line to actuate the trailer service brakes in response to the trailer brake switch and existence of the predetermined condition.

A control system can include a controller that may obtain a location of a phase break along a route. The controller can monitor locations of a vehicle and determine when the vehicle will reach the phase break location. The system also may include a switch proximate to a collector device of the vehicle and/or an actuator that moves the collector device relative to a conductive pathway. The conductive pathway may operate to supply electrical power to the vehicle. The controller can actuate a switch, an actuator, or both the switch and the actuator, and (upon activation) can change a source of power for one or more loads for propulsion of the vehicle through the location of the phase break along the route.