The subject of this study is the operational processes within the braking system of a three-axle bus, examined in conjunction with the transient dynamic redistribution of vertical reactions on the axles during emergency braking. The scientific novelty of the work lies in establishing the patterns of redistribution of axial loads in multi-axle buses with a monocoque body and in justifying the design of the pneumatic brake actuator, which ensures compliance with UN Regulation No. 13 even in the event of a complete failure of one of the circuits, which is of critical importance for the development of modern braking systems. Three-axle buses and lorries differ significantly in terms of the dynamics of load redistribution across the axles during braking and acceleration. This is primarily due to two reasons: different loads on the second and third axles in buses with a monocoque body, as well as, accordingly, the independent suspension of each axle. The kinematics of the guide elements forming part of the suspension system also play a significant role in the distribution of loads across the axles, particularly in buses with air suspension, To minimise body roll during braking, it is necessary to bring the body’s centre of difference as close as possible to the centre of mass and to determine the geometry of the longitudinal and transverse guide elements accordingly. Schematic of a three-axle, two-link bus, typically a city bus with a rear-engine layout, a driven third axle and a hinged swivel joint between the front and rear sections of the body, differs significantly from three-axle buses with a monocoque body in terms of both the configuration of the braking system and the anti-sway kinematics of the air suspension. Research into the braking characteristics of three-axle vehicles requires optimisation of the brake drive system. Consequently, it is necessary to take into account the varying reactions in the air suspension components of the supporting axle during dynamic load redistribution. A key aspect is the adjustment of the braking torque depending on the kinematics of the reaction rods, which minimises vertical oscillations and prevents wheel lock-up. This approach ensures directional stability and counteracts destabilising moments during emergency braking.