In the case that the road surface is determined to have different friction coefficients on the left and right wheels, this braking control device performs antiskid control for adjusting the increase slope of front wheel braking torque on the side with the higher friction coefficient. A steering angle sensor detects the steering angle, and a yaw rate sensor detects the yaw rate. The device calculates a reference turning amount on the basis of the steering angle, calculates an actual turning amount on the basis of the yaw rate, and sets the increase slope on the basis of the deviation between the reference turning amount and the actual turning amount. Also, if this deviation becomes larger, a correction is made such that the set increase slope becomes smaller. Further, if the deviation becomes smaller, a correction is made such that the set increase slope becomes larger.

An electropneumatic brake system, for a commercial vehicle which is provided for pulling a trailer, includes at least one service brake circuit configured to activate service brake actuators, a parking brake circuit having parking brake actuators on at least one axle, a trailer brake circuit configured to provide a trailer brake pressure at a trailer brake pressure port, and a manually actuatable operating unit in a driver's cab. The manually actuatable operating unit has a first operating element and a second operating element. In the case of actuation of the first operating element when the vehicle is driving, the parking brake actuators are activated and a trailer brake pressure is output at the trailer brake pressure port. In the case of actuation of the second operating element when the vehicle is driving, only a trailer brake pressure is output.

A tip-over prevention system for vehicle, including a tilt detector operably coupled to a rear axle of the vehicle. The tilt detector is configured to detect a current tilt. A tilt controller is placed in electronic communication with the tilt detector and the tilt controller is placed in electronic communication with a braking controller that is configured to activate a braking system of the vehicle. The tilt controller is configured to determine if the current tilt exceeds a preset tilt threshold. In response to the current tilt exceeding the preset tilt threshold, the tilt controller is configured to signal the braking controller to activate the braking system of the vehicle.

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 trailer oscillation and stability control device including an accelerometer and an angular rate sensor. An oscillation detection discriminator detects oscillatory lateral trailer motion in response to trailer displacement data derived from inputs from the angular rate sensor and acceleration signals received from the accelerometer, and then generates corresponding oscillatory event data. A brake controller generates a braking control signal in response to oscillatory event data received from the oscillation detection discriminator.

An automatic brake control apparatus for a vehicle is configured to control a brake device of the vehicle in a control of a driving assist system of the vehicle. The automatic brake control apparatus includes electronic control units. The electronic control units include a first electronic control unit and are communicably coupled to each other and configured to exchange data with each other. The first electronic control unit is configured to control the driving assist system. The first electronic control unit is configured to send, to one or more of the electronic control units, an instruction that controls the brake device and that includes a first instruction for controlling a behavior of the vehicle and a second instruction that has an instruction content different from an instruction content of the first instruction.

Systems and methods for controlling a vehicle may include receiving sensor data from a plurality of sensors, the sensor data including vehicle parameter information for the vehicle; using the sensor data to determine a vehicle state for a vehicle negotiating a corner, wherein the vehicle state comprises information regarding a magnitude of an effective understeer gradient for the vehicle; computing a yaw moment required to correct the effective understeer gradient based on the magnitude of the effective understeer gradient; and applying a brake torque to a single wheel of the vehicle, wherein an amount of brake torque applied is sufficient to lock up the single wheel to create a yaw moment on the vehicle to achieve the computed yaw moment required to correct the effective understeer gradient.

Systems and methods for controlling a vehicle may include receiving sensor data from a plurality of sensors, the sensor data including vehicle parameter information for the vehicle; using the sensor data to determine a vehicle state for a vehicle negotiating a corner, wherein the vehicle state comprises information regarding a magnitude of an effective understeer gradient for the vehicle; computing a yaw moment required to correct the effective understeer gradient based on the magnitude of the effective understeer gradient; and applying a brake torque to a single wheel of the vehicle, wherein an amount of brake torque applied is sufficient to lock up the single wheel to create a yaw moment on the vehicle to achieve the computed yaw moment required to correct the effective understeer gradient.

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 jackknife-prevention system for a tractor-trailer rig wherein the present invention is operable to engage the front brakes of the tractor-trailer tractor so as to oppose and reverse a jackknife movement upon detection thereof. The present invention includes a lateral-acceleration sensor that is mounted in the cab of a tractor trailer and transmits power from a source to a left-side circuit or right-side circuit if the tractor is skidding leftward or rightward, respectively. A steering direction sensor is configured to transmit power from said left-side circuit to both of two stopcock assemblies when steering is leftward or from said right-side circuit to both of two stopcock assemblies when steering is rightward, the stopcock assemblies responding to power input by decompressing both front-wheel brake chambers. This action, allowing the front wheels to roll when steered in the direction of a sideward skid, helps align the tractor with its trajectory.