A method and a device for determining braking-related actual values of a train assembly including multiple carriages for carrying out a deceleration-controlled braking of the train assembly, in which the longitudinal deceleration and the longitudinal slope are considered to be actual values, from which an adjustment value balancing the control deviation is determined for a control element of the brake by a deceleration controller/deceleration force controller according to a predefined setpoint value of a desired braking deceleration.

A method for operating an electromechanical brake booster. A pedal force is ascertained, a brake pressure is ascertained from the pedal force by an actuator, and the brake pressure applied to frictional brakes is set, thereby producing a vehicle deceleration. The actuator has a standard configuration wherein, in response to the pedal force, a brake pressure is ascertained that produces a specified standard deceleration of the motor vehicle if a specified disturbance variable has a specified standard value. The influence of the disturbance variable on the vehicle deceleration is compensated. The actuator has at least one control parameter for setting a compensation configuration, an actual value of the disturbance variable is detected, and the compensation configuration is set based on the respective difference between the ascertained actual value and the standard value.

A method is proposed for stabilizing a tractor-trailer combination comprising a tractor vehicle and a trailer. The tractor vehicle has front and rear axle steering. The distinguishing feature of the method is that while driving, and braking while rounding a curved trajectory, the steering angle of the wheels on the rear axle is set to be in the same direction as the steering angle of the wheels on the front axle in order to stabilize the tractor-trailer combination.

A brake system may include a first hydraulic line; a second hydraulic line; a third hydraulic line; a fourth hydraulic line; a third switch valve; a fourth switch valve; a fifth hydraulic line; a sixth hydraulic line. The brake control unit can suppress a Vapor Lock even in a frequency brake operation in the section in which the downhill traveling from the highland to the flat is continued.

A vehicle brake system including a regenerative cooperative control device configured to control a regenerative brake device that applies a regenerative braking force to one of front and rear wheels and/or a friction brake device that applies a friction braking force to the front and rear wheels. After the regenerative braking force reaches an allowable regenerative braking force, the friction braking force applied to the other of the front and rear wheels is increased by the friction brake device up to a first friction braking force less than a braking force on an actual braking-force distribution line determined by the regenerative braking force at a time when it reaches the allowable regenerative braking force, and the friction braking forces applied to the one and the other of the front and rear wheels are subsequently increased so as to bring the friction braking forces close to the actual braking-force distribution line.

A braking control device includes a first control unit configured to execute first control for reducing a target braking force, which is either a front-wheel braking force to be applied to front wheels of a vehicle or a rear-wheel braking force to be applied to rear wheels during increasing of deceleration of the vehicle, in a case that a behavior of the vehicle is unstable as the target braking force is increased; and a second control unit configured to execute second control for reducing a rate of increase in the target braking force and increasing a rate of increase in the front-wheel braking force or the rear-wheel braking force, which is not the target braking force, prior to execution of the first control.

A trailer backup assist system for a vehicle reversing a trailer is provided herein. The system includes a brake system and a steering system of the vehicle. A controller is configured to output a brake torque request to the brake system and a steering command to the steering system, wherein the brake torque request and the steering command are each based at least in part on a trailer mass.

A vehicle reverse traveling speed limiting apparatus includes a fluid pressure detector, a brake driver, a limiting speed setter, and a reverse traveling speed controller. The fluid pressure detector detects a brake fluid pressure. The brake driver causes a main brake to perform braking based on a set instruction fluid pressure. The limiting speed setter sets a limiting speed upon reverse traveling. The reverse traveling speed controller executes torque and brake controls to allow an actual vehicle speed of a vehicle to be maintained at the limiting speed. When the actual vehicle speed is higher than the limiting speed, the reverse traveling speed controller sets the instruction fluid pressure to allow the actual vehicle speed to be converged to the limiting speed, and executes, even when the brake fluid pressure is higher than the instruction fluid pressure, the brake control to allow the instruction fluid pressure to be maintained.

Determining a brake torque reduction parameter for brake torque reduction in a motor vehicle having a brake holding assist function. The determination including detecting a motion parameter of the motor vehicle and analyzing the detected motion parameter to determine a correction value for a brake torque reduction parameter. Adjusting the brake torque reduction parameter using the correction value determines an optimized brake torque reduction parameter. The optimized brake torque reduction parameter is used as a brake torque reduction parameter of the brake torque reduction.

A four wheel steering vehicle (1), in which front wheels (2f) and rear wheels (2r) can be steered in response to a steering input from a steering wheel (11), includes a rear wheel steering control unit (50) that variably controls a rear wheel steering device such that the rear wheels are steered in a prescribed relation to a steered angle of the front wheels. When the steering input is determined while the front wheel brake and the rear wheel brake are engaged, the rear wheel steering control unit disengages the rear wheel brake and steers the rear wheels. When the fore and aft inclination angle detected by an inclination sensor (40) provided on the vehicle is greater than a threshold value, the rear wheel steering control unit prohibits a steering of the rear wheels and keeps the rear wheel brake engaged even if the steering input is determined.