62results about "ABS control systems" patented technology

The disclosure relates to a leak detection system for a pneumatic braking system of a vehicle. The pneumatic braking system has a control unit, a pneumatic circuit, and an air tank configured to supply pneumatic pressure to the pneumatic circuit. The pneumatic circuit has a plurality of valves configured to be individually controlled by the control unit. The link detection system includes program code configured, when executed by a processor, to individually control the valves of the pneumatic circuit so as to isolate a sub-circuit of the pneumatic circuit. The leak detection module is configured to monitor a pressure in the pneumatic circuit for leaks, wherein the leak detection module detects a leak in the sub-circuit if the pressure decreases while the sub-circuit is isolated.

A valve unit for an anti-lock braking system has a valve body, a piston, and an elastic element acting on the piston. The valve body has an outlet port, an inlet port, a primary chamber communicating with the outlet port, an expansion chamber with an outflow passage establishing fluid communication between the primary chamber and the expansion chamber, and a bypass passage between the inlet port and the outlet port. The piston is movable in the primary chamber and has a longitudinal through cavity, a first transversal surface facing the outlet port, and a second transversal surface facing away from the outlet port. The first transversal surface has an area smaller than the area of the second transversal surface. The elastic element exerts an elastic force to move the piston away from the outlet port. The valve unit is activatable by pressure of a brake fluid in the primary chamber.

An electro-pneumatic central pressure control module, having at least two channels, implemented as a structural unit for an electro-pneumatic service brake of a vehicle, having at least two pressure control channels which are electrically controllable with regard to a brake pressure. A central electronic brake control device has a board, carrying electrical and electronic components, in which routines at least for controlling the brake pressure and for controlling the driving dynamics are implemented in the electrical and electronic components. At least one inertial sensor is arranged on or at the at least one board and is electrically conductively connected to at least several of the electrical and electronic components on the board so that the output signals of the at least one inertial sensor are integrated into the at least several electrical and electronic components for carrying out the control of the driving dynamics.

A running gear assembly for a vehicle includes an inner flange, an optional brake member assembly, and a unit hub. The inner flange may be connected to either an axle or an independent suspension member. The brake member assembly—when present—may be any type of brake member assembly commonly used for vehicles, including—but not limited to—electrically, hydraulically, or mechanically actuated drum brakes and hydraulically actuated disc brakes. The unit hub allows the wheel and tire assembly to connect to the vehicle without the need for a spindle.

An ABS device for a hydraulic braking system of a bicycle or motorcycle, in particular for bicycles, comprises an electrically actuated valve unit (13) which is switchable between a first operating state in which a master cylinder (2) associated with a brake lever is in contact with an actuating cylinder (3) of a brake device and a second operating state in which the connection is interrupted and the actuating cylinder (3) of the brake device is in contact with a fluid accumulator (9).An electronic control (E) is designed to control the position of the moving element (11) of the fluid accumulator (9) both during activation of the ABS function and during deactivation of the ABS function in order to effect: a non-abrupt, but progressive, change in the pressure (CP) in the line (8) connected to the actuating cylinder (3) of the brake device (F), as a function of the rotational speed (ω) of the wheel (R1) to which the brake device is assigned, and as a function of a second parameter, which is the pressure (CP) in the actuating cylinder (3) of the brake device or the deceleration of the vehicle, which is detected or calculated from a sensor assigned to the vehicle.

A method for controlling a vehicle brake system of a heavy duty vehicle, the brake system comprising a service brake system and an electrical machine brake system. The method includes determining a total brake torque request for braking a wheel of the vehicle, obtaining a brake torque capability of the electrical machine, determining if the total brake torque request exceeds the brake torque capability of the electrical machine, and if the total brake torque request exceeds the brake torque capability of the electrical machine but is below a threshold level, applying a baseline brake torque by the service brake system, wherein the baseline brake torque is configured to compensate for a difference between total brake torque request and brake torque capability of the electrical machine, and controlling wheel slip by the electrical machine brake system.

An electrically insulated cable comprising: a core electric wire; a tape member covering the core electric wire; and a covering layer covering the tape member, wherein: the core electric wire includes a plurality of insulated electric wires; the insulated electric wires each include a conductor and an insulating layer covering the conductor; the tape member is a film; and the tape member has a breaking elongation of 50% or less.

The invention relates to a modulator system for a brake system of a trailer vehicle (10) having a pneumatic brake apparatus, having a first modulator unit (18, 18a, 18b). The first modulator unit (18, 18a, 18b) has a primary modulator (51, 52) and a first electronic control unit (50, 50a, 50b), wherein the primary modulator (51, 52) has an input (90) for control pressure, an input (86) for supply pressure, an output (87) for brake pressure, and an electrical input (93, 94) for electrical signals of the first electronic control unit (50, 50a, 50b). The first electronic control unit (50, 50a, 50b) has an input (96) for wheel speed signals and an output (95) for connecting to the electrical input (93, 94) of the primary modulator (51, 52). The primary modulator (51, 52) can be controlled by the first electronic control unit (50, 50a, 50b). According to the invention, a second modulator unit (19) is provided in a particular way.

The present invention discloses a safe driving early warning system for intervention based on driver emotions. The system obtains current driver facial expression dynamics through a driver emotion real-time recognition unit, performs intelligent emotional analysis based on the obtained facial expression dynamics, and controls a vehicle running status based on a real-time emotion recognition result. The system monitors driver emotions in real time during driving, and controls a vehicle driving status and / or issues a safety warning to a driver according to a monitoring result, so as to ensure the traffic safety of various vehicles from the perspective of the driver.

The present disclosure provides a single side wheel anti-lock braking method and system based on a dual-microcontroller unit (MCU) electronic parking brake (EPB) system, and belongs to the field of vehicle braking. The method includes the following steps: S1: calculating a real-time single side slip ratio, including a real-time left side slip ratio and a real-time right side slip ratio; S2: comparing the real-time single side slip ratio with a preset locking slip ratio, and adjusting a clamping force and a clamping time step of a rear wheel; S3: comparing a number of single side release commands within a set time with a threshold, and determining a road condition; and S4: executing a braking strategy based on the road condition. With the single side wheel anti-lock braking method and system based on a dual-MCU EPB system, the present disclosure can perform anti-lock control on single side wheels based on real-time wheel speed information and identify road conditions. Thus, the present disclosure can prevent the vehicle body from deviating or rotating due to the slip of single side wheels when the two rear wheels are on a bisectional road, thereby preventing loss of control. The present disclosure further improves the stability of service braking and meets functional safety requirements.

To provide an improved brake system.SOLUTION: The present invention discloses a brake system including: a drive unit, in particular, a brake pedal 1; a first piston-cylinder unit THZ allowing brake circuits BK1, BK2 to receive a pressure medium through a valve device FV and including two pistons 12, 16, one piston 16 configured to be driven by the drive unit; a second piston-cylinder unit including an electric motor driving body 8, a transmission device 7, and at least one piston 10 for supplying the pressure medium through the valve device to the brake circuit BK1; and a motor pump unit ESP including valve devices HSV, USV, EV, AV for supplying the pressure medium to the brake circuit. The brake system further includes a hydraulic stroke simulator WS including a pressure chamber or an operation chamber connected to the first piston-cylinder unit.SELECTED DRAWING: Figure 1

Housing structure for mounting a solenoid coil assembly for receiving the solenoid coil assembly that controls a flow path of a hydraulic device, comprising: a terminal clamping area forming a terminal clamping opening designed to be coupled to a terminal of the solenoid coil assembly; wherein the terminal clamping area has profiles that are formed in the terminal clamping opening in order to be in contact with the terminal over a flat surface.

A system and method for power line communication (PLC) reception are provided. In one embodiment, a tractor controller is provided comprising a main processor, a first co-processor, a second co-processor, and third co-processor. The first co-processor is configured to create a digital waveform from an analog power line communication (PLC) message received from a trailer via a power line. The second co-processor is configured to: for each of a plurality of chirps in the digital waveform, compare a given chirp with a previous chirp to predict whether a phase change occurred; and create a digital bit stream representing the PLC message from the predictions. The third co-processor is configured to process the digital bit stream and send the digital bit stream to the main processor. Other embodiments are provided.

A running gear assembly (10) for a vehicle includes an inner flange (100), an optional brake member assembly (200), and a unit hub (300). The inner flange may be connected to either an axle or an independent suspension member. The brake member assembly - when present - may be any type of brake member assembly commonly used for vehicles, including - but not limited to - electrically, hydraulically, or mechanically actuated drum brakes and hydraulically actuated disc brakes. The unit hub allows the wheel and tire assembly to connect to the vehicle without the need for a spindle.

Provided is an anti-lock braking system for a vehicle. The anti-lock braking system includes a hub having a hollow cavity which is configured to accommodate an axle, a device having a first part which is substantially static relative to the hub and a second part which may rotate relative to the hub when the first part and the second part are disengaged, and an actuator which is configured to control a transmission of a braking force from a frame of the vehicle to the hub by actuating the device, wherein one of the first part and the second part is configured to extend helically around the axle.

The embodiment of the specification discloses a feedback brake anti-lock control method, device, system and vehicle for a vehicle, the method comprising: if the required feedback torque of a plurality of wheels, the braking state of a hydraulic brake module and the lock tendency of at least one wheel meet a first preset condition, activating a feedback brake anti-lock mode; wherein the braking state of the hydraulic brake module comprises the state of a hydraulic brake anti-lock unit, and the first preset condition comprises: the state of the hydraulic brake anti-lock unit is a fault state; when the feedback brake anti-lock mode is in an activated state, adjusting the actual feedback torque output by the motor according to the lock tendency of the wheel and the required feedback torque. In this way, when the first preset condition is met, the actual feedback torque output by the motor can be adjusted by activating the feedback brake anti-lock mode, and then the anti-lock control of the wheel can be performed according to the adjusted actual feedback torque, thereby improving the stability of the vehicle driving.

The invention relates to a vehicle control method and device and a vehicle. The method comprises the steps that under the condition that it is detected that the wheel speed of a first wheel in a vehicle is lost, the current actual wheel speed of the first wheel is determined according to braking related parameters of the vehicle and the current actual wheel speed of each second wheel, and the current actual wheel speed of each second wheel is determined according to the braking related parameters, the current actual wheel speed of each wheel and a historical attachment coefficient; the target attachment coefficient of each wheel is determined, the target motor torque of each wheel is determined according to the brake related parameters, the target attachment coefficient of each wheel and the current actual wheel speed, operation of the corresponding wheel is controlled according to the target motor torque of each wheel, and each second wheel is the wheel except the first wheel in the wheels of the vehicle. By adopting the method, the running safety of the vehicle can be improved.

The invention relates to a brake system (6) for a motor vehicle, comprising two controllers (16, 18), namely a main controller (16) and a secondary controller (18). In this case, the brake system (6) is arranged in such a way that, in a wake-up mode of the brake system (6), when a brake command is input by the driver, the main control unit (16) or the secondary control unit (18) controls the generation of the braking force in accordance with the input brake command in accordance with a situation, i.e. In accordance with whether an emergency braking situation or a non-emergency braking situation is present.

A regenerative braking anti-lock control method, device, system for a vehicle, and the vehicle, which relates to the field of vehicle technology. The method comprises: in response to the required regenerative torque of the plurality of wheels, a braking state of the hydraulic brake module, and a locking tendency of at least one of the wheels meeting a first preset condition, activating a regenerative braking anti-lock mode; wherein, the braking state of the hydraulic brake module comprises the state of a hydraulic anti-lock brake unit, and the first preset condition comprises: the state of the hydraulic anti-lock brake unit is in a fault state; and adjusting the actual regenerative torque outputted by the motor according to the locking tendency and the required regenerative torque of the wheel in response to the regenerative braking anti-lock mode being in an activated state.

An electronic brake system includes: a master cylinder connected to a brake pedal; a hydraulic pressure supply device including a motor that generates a rotational force and a hydraulic piston movably accommodated in a pressure chamber, and configured to generate a hydraulic pressure by a movement of the hydraulic piston; a hydraulic control unit configured to control a flow of the hydraulic pressure transferred to a wheel cylinder from the hydraulic pressure supply device; a hydraulic block in which the master cylinder, the hydraulic pressure supply device and the hydraulic control unit are integrated; and a controller configured to control the motor and the hydraulic control unit, wherein, during an anti-lock braking system (ABS) operation, the controller is configured to generate vibration in the motor by supplying the motor with an excitation current for exciting the motor to notify a driver of the ABS operation by vibration of the brake pedal.

A vacuum booster has a shiftable diaphragm within a fixed housing. The fixed housing has forward and rearward ends. A piston and a vacuum port extend through the forward end of the housing for air to flow to and from the fixed housing. A quantity of brake fluid is within a master cylinder. A sensor is adapted to send an electronic signal in response to identified potentially damaging movement. A motion imparter is adapted to be activated in response to the electronic signal. The motion imparter is adapted to shift the shiftable diaphragm forwardly from a retracted orientation to an advanced orientation to advance the piston and convey brake fluid to the brakes for stopping the vehicle independent of driver involvement.

The invention relates to a vehicle dynamics system comprising at least one wheel brake (RB1, RB2).RB3, RB4) for dissipative braking of a wheel of the vehicle; at least one brake unit (EMB, EHB) assigned to the at least one wheel brake (RB1, RB2, RB3, RB4) and configured to generate a dissipative braking torque by means of the at least one wheel brake (RB1, RB2, RB3, RB4); at least one electric traction motor (TM1, TM2, TM3, TM4) controllable to generate a regenerative braking torque for at least one wheel or axle of the vehicle; and a central control unit (M-ECU domain) which is configured to control the at least one brake unit (EMB, EHB) and the at least one electric traction motor (TM1, TM2, TM3, TM4) for a braking function in combination in such a way that a combined braking torque can be generated by means of the at least one brake unit (EMB, EHB) and the at least one electric traction motor (TM1, TM2, TM3, TM4).The braking function refers to a standard case in which a basic braking torque and a controlled additional braking torque are simultaneously controlled and / or regulated; optionally, the basic braking torque is generated by the at least one brake unit (EMB, EHB) and the controlled additional braking torque is generated by the at least one electric traction motor (TM1, TM2, TM3, TM4); or the basic braking torque is generated by the at least one electric traction motor (TM1, TM2, TM3, TM4) and the controlled additional braking torque is generated by the at least one brake unit (EMB, EHB); or the at least one brake unit (EMB, EHB) and the at least one electric traction motor (TM1, TM2, TM3, TM4) each jointly generate the basic braking torque and the controlled additional braking torque.

The valve unit (10) for an antilock brake system (ABS) includes a valve body (11), a piston (18) movable within the valve body, and an elastic element (34) acting on the piston. The valve body includes a discharge port (14), a suction port (17), a main chamber (15) communicating with the discharge port, an expansion chamber (16) having a bleed passage (51) providing fluid communication between the main chamber and the expansion chamber, and a bypass passage (50) between the suction port and the discharge port. The piston (18) is movable within the main chamber (15) and has a longitudinal through-hole (31). The piston has a first lateral surface facing away from the discharge port and a second lateral surface opposite the first lateral surface and facing away from the discharge port, the first lateral surface having an area smaller than the area of ​​the second lateral surface. The elastic element (34) exerts an elastic force that moves the piston (18) away from the discharge port (14). The valve unit (10) is operable by the pressure of the brake fluid in the main chamber (15).

The invention relates to a braking system (6) for a motor vehicle with two control units (16, 18), namely a primary control unit (16) and a secondary control unit (18). The braking system (6) is configured such that, in a wake-up mode of the braking system (6), when a braking command is entered by a driver, either the primary control unit (16) or the secondary control unit (18) controls the generation of a braking force depending on the situation, namely whether a critical or a non-critical braking situation exists.

The invention relates to a method (100) for operating, in relation to an axle (205), an anti-lock braking system (220) of a service brake (210) for braking a wheel (215) of the axle (205) of a vehicle (200a), in particular a utility vehicle (200b), wherein the method (100) comprises: detecting (110) a non-axle input variable (260); determining (120) a controlled variable (270) relating to the axle and / or to the wheel (215) of the axle (205) based on the non-axle input variable (260); and outputting (130) a control signal (280) for changing a braking variable (211) of the service brake (210), taking into account the controlled variable (270) relating to the axle and / or to the wheel (215) of the axle (205).

The application discloses a rain day vehicle braking distance estimation method based on intelligent tires, which can estimate the vehicle braking distance S through the road surface water depth N, the tire inflation pressure P, the vehicle vertical load T, the tire pattern longitudinal groove width D and the tread wear E. The method considers the road surface water depth, combines the tire inflation pressure, the vehicle vertical load, the tire pattern longitudinal groove width and the tread wear, and aims at estimating the vehicle braking distance under the extreme road conditions in the rain day, so as to guarantee the safety of the driver when braking.

A braking control apparatus includes a driving information detector configured to detect a braking request from a driver while a vehicle is driving; and a vehicle controller configured to control a braking torque of the vehicle in response to the braking request from the driver, wherein the braking torque includes a regenerative braking torque formed by a motor and a hydraulic braking torque formed by a hydraulic brake, and wherein the vehicle controller is configured to perform regenerative braking using an initial regenerative braking torque determined by the braking request from the driver, using an initial regenerative braking torque determined by the braking request from the driver, and when wheel-slippage occurs, the vehicle controller reduces the regenerative braking torque to be less than the initial regenerative braking torque.

A braking system for a motor vehicle with two control devices, namely a primary control device and a secondary control device. The braking system is configured in such a way that, in a wake-up mode of the braking system, when a driver inputs a braking command, either the primary control device or the secondary control device controls the generation of a braking force in dependence on the input braking command, depending on the situation, namely depending on whether a critical or a non-critical braking situation exists.

Brake control device (1), comprising: a motor (20); a housing (8) comprising a first surface (801) on which the motor (20) is arranged, a second surface (802) spaced from the first surface (801) by a predetermined distance in one direction of a rotational axis of the motor (20), and a receiving opening (81) extending from the first surface (801) towards the second surface (802) in the direction of the rotational axis and configured to receive a shaft (300) which is rotated by means of the motor (20); and a piston pump (3A) comprising a piston (36) configured to be actuated by a revolution of the motor (20) and a bearing (34A) through which the piston (36) is inserted, wherein the bearing (34A) is attached to the housing (8) such that it projects into the receiving opening (81) or is arranged coplanar with the receiving opening (81), wherein the bearing (34A) comprises on its inner circumference a sub-section (341e) with a small inner diameter and a sub-section (341f) with a large inner diameter, wherein the sub-section (341f) with a large inner diameter has a larger inner diameter than the sub-section (341e) with a small inner diameter.