361results about "ABS control systems" patented technology

A driving dynamics system for a vehicle may include a primary control unit for detecting and / or generating steering commands and braking commands; a brake system having first and second electrohydraulic pressure supply units; four hydraulically actuable wheel brakes of respective wheels; electrically actuable brake pressure adjustment valves; and an electric steering actuator for actuating at least one axle. The driving dynamics system may implement a steering command during normal operation to actuate at least one of the pressure supply units and the steering actuator and / or, to implement a braking command during normal operation, to actuate at least the second pressure supply unit and at least the brake pressure adjustment valves for a wheel-specific pressure adjustment and, in a fault case, to actuate at least the first pressure supply unit and at least the brake pressure adjustment valves for a wheel-specific pressure adjustment.

An all-terrain vehicle may include a frame and a plurality of ground-engaging members supporting the frame. The all-terrain vehicle may further include a powertrain assembly supported by the frame and shiftable transmission supported by the frame and operably coupled to the powertrain assembly. The all-terrain vehicle may also include a display, a back-up camera, and a controller supported by the frame. The controller may be configured to receive a signal from the shiftable transmission corresponding to the shiftable transmission being in a gear of the plurality of gears other than a reverse gear. Further, the controller may be configured to determine the all-terrain vehicle is moving backwards and send an activation signal to the back-up camera to display images of the back-up camera on the display.

A brake system includes a motor-driven master cylinder for generating brake actuating pressure at first and second MC outputs for hydraulically actuating pairs of wheel brakes. A secondary brake module is configured for selectively providing pressurized hydraulic fluid at first and second PTU outputs for actuating the first and second pairs of wheel brakes. A low pressure accumulator is interposed hydraulically between the first and second pairs of wheel brakes. The low pressure accumulator is in indirect fluid communication with the reservoir via the first and second MC outputs and the master cylinder. The low pressure accumulator at least partially provides slip control to the wheel brakes in coordination with the secondary brake module when the brake system is in the normal non-failure braking mode.

The invention relates to a driving dynamics system for a vehicle, comprising: at least one wheel brake (RB1, RB2, RB3, RB4) for dissipative braking of one wheel of the vehicle; at least one brake unit (EMB, EHB) associated with the at least one wheel brake (RB1, RB2, RB3, RB4) and configured for generating a dissipative brake torque by means of the at least one wheel brake (RB1, RB2, RB3, RB4); at least one electric traction motor (TM1, TM2, TM3, TM4) which can be controlled 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 actuate 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 with one another such 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). In this case, the braking function relates to a control situation in which the base braking torque and the adjusted additional braking torque are controlled and / or adjusted at the same time; wherein a base braking torque is optionally generated by means of the at least one braking unit (EMB, EHB) and an adjusted additional braking torque is generated by means of the at least one electric traction motor (TM1, TM2, TM3, TM4); or a base braking torque is generated by at least one electric traction motor (TM1, TM2, TM3, TM4) and an adjusted additional braking torque is generated by at least one braking 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 a base brake torque and an adjusted additional brake torque.

A brake system includes a source of pressurized hydraulic fluid, a plurality of wheel brakes, and an iso / dump control valve arrangement associated with at least one wheel brake. A reservoir is connected to the source of pressurized fluid and to the iso / dump control valve arrangement. A fast-replenishing circuit includes a FR iso valve, a venting valve, and a replenishing check valve. The venting and replenishing check valves are interposed between the source of pressurized fluid and the reservoir. The FR iso valve is interposed between the source of pressurized fluid and the iso / dump control valve arrangement. When the source of pressurized fluid reaches a predetermined stroke position, the FR iso valve is energized to restrict movement of fluid from at least one iso / dump control valve arrangement to the source of pressurized fluid. The source of pressurized fluid is re-stroked to draw fluid from the reservoir through the replenishing check valve.

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.

Disclosed is electro mechanical brake system including: first pedal sensor, second pedal sensor, and third pedal sensor configured to detect pedal effort applied to brake pedal and generate first braking signal, second braking signal, and third braking signal; first EMB, second EMB, third EMB, and fourth EMB respectively installed in plurality of wheels of vehicle and configured to provide braking force to plurality of wheels of vehicle; first brake controller connected to first pedal sensor, and configured to obtain first target braking torque based on first braking signal and transmit first target braking torque to first, second, third and fourth EMBs; and second brake controller connected to first pedal sensor, second pedal sensor, and third pedal sensor, and configured to obtain second target braking torque based on first braking signal, second braking signal, and third braking signal and transmit second target braking torque to first, second, third and fourth EMBs.

A drilling of a hydraulic unit of a service brake assembly of a vehicle hydraulic-power brake system.

A method for determining a p-V characteristic of at least one wheel brake cylinder of a brake system of a vehicle. The method includes: increasing a pressure prevailing in the wheel brake cylinder during a measurement time interval, wherein a volume variable that reflects a present volume in the wheel brake cylinder, and a pressure variable that reflects a present pressure in the wheel brake cylinder, are determined at least once during the measurement time interval, and setting the p-V characteristic of the wheel brake cylinder taking into consideration the volume variable and the pressure variable. Before the measurement time interval, during a pressure increase interval, a pressure exerted on the closed wheel inlet valve and / or the closed isolating valve is increased with an average pressure build-up gradient greater than or equal to 50 bar / second up to a limit pressure of greater than or equal to 25 bar.

A control method is for a braking system that includes an electronically controlled mechanical brake with a first motor and a second motor. The method includes detecting a pedal stroke and determining a total required braking torque based on a pedal stroke / total braking torque curve, distributing the total braking torque to the first motor and the second motor to determine a target torque for the first motor and a target torque for the second motor, and driving the first motor and the second motor to operate based on the target torques. The method further includes monitoring an operating current and a rotational speed of the first motor and the second motor, and using motor characteristic curves of the first motor and the second motor to calculate a first computed output torque and a second computed output torque.

A hydraulic braking arrangement for controlling front brakes and rear brakes of an off-road vehicle includes a hydro-mechanical service brake system fluidly connecting front and rear brakes to a first source of fluid in pressure by means of a mechanical input which may be imparted by a driver of said off-road vehicle. The hydraulic braking arrangement also includes an additional service brake system fluidly connecting front and rear brakes to a second source of fluid in pressure by means of an electro-hydraulic proportional valve and a remote input.

In one embodiment, a system determines a signal fault at a communication bus of an autonomous driving vehicle (ADV). In response to determining the signal fault, the system sends a brake pre-charge command to a brake system of the ADV to pre-charge a brake of the ADV. The system determines a preset tolerance time to validate the signal fault. In response to a time elapse of the preset tolerance time, the system validates the signal fault at the communication bus or determine a signal fault at another communication bus. In response to validating the signal fault at the communication bus or determining the signal fault at the another communication bus, the system sends a brake command to the brake system of the ADV to engage brakes for the ADV.

A driving dynamics system for a vehicle may include at least one wheel brake for dissipative braking of a wheel of the vehicle; at least one braking unit associated with the at least one wheel brake and designed to generate a dissipative braking torque via the at least one wheel brake; at least one electric traction motor controllable to generate a regenerative braking torque for at least one wheel or axle of the vehicle; and a central control unit configured to control the at least one brake unit and the at least one electric traction motor for a braking function in combination such that a combined braking torque is generated by means of the at least one brake unit and the at least one electric traction motor. The braking function relates to simultaneous control of a basic braking torque and a controlled additional braking torque.

An integrated electronic brake system includes a main control section configured in a first area to receive one or more of a value from a pedal sensor, a value from a cylinder pressure sensor, a value from a wheel speed sensor, or an EPB signal to perform EPB control and drive a main braking valve and a braking motor for the main braking of a vehicle, and to drive an additional braking valve for the additional braking, a sub-control section configured in a second area to receive one or more of the value from the pedal sensor, the value from the wheel speed sensor, or the EPB signal to perform the EPB control and drive the main braking valve and the braking motor through a bypass circuit, and a connection bus connecting the first and second areas mounted in one box to transfer signals between the main and sub-control sections.

A valve assembly for a pneumatic system of a vehicle, in particular a commercial vehicle, including: an outlet valve assembly for venting the pneumatic system, a control device for operating the valve assembly in order to admit and release air to and from a pneumatic actuator, wherein the control device is configured to output, to the outlet valve assembly, a switching signal for switching the outlet valve assembly, and, via the switching signal, the outlet valve assembly can be switched to a noise-reducing first venting mode or a quick-venting second venting mode.

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.

The invention relates to a driving dynamics system for a vehicle, comprising at least one wheel brake (RB1, RB2.RB3, RB4) for dissipatively braking 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 with one another such 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 relates to a control case in which a basic braking torque and a controlled additional braking torque are controlled and / or regulated simultaneously; wherein optionally the basic braking torque is generated by the at least one braking 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 braking unit (EMB, EHB); or the at least one braking 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.

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.

A braking system for a motor vehicle has a plurality of hydraulic brake units for braking each braking one wheel of the motor vehicle and a first electric parking brake actuator for braking a first wheel and a second electric parking brake actuator for braking a second wheel. A first control device comprises a first hydraulic controller which is designed and set up to drive the plurality of hydraulic brake units. In order to ensure parking brake redundancy, the first control device has a driver for driving the first parking brake actuator. A second control device is also provided, which comprises a driver for driving the first parking brake actuator and a driver for driving the second parking brake actuator.

Brake systems, vehicles having such brake systems, and methods of operating and installing the brake systems on vehicles. Such a brake system operates one or more brakes to reduce the speed of the vehicle through the operation of a brake pedal. The system includes a hydraulic circuit functionally coupled to the one or more brakes and configured to apply a braking force with the brake(s) that is in relation to a change in pressure of hydraulic fluid within the hydraulic circuit, and an air circuit functionally coupling the brake pedal to the hydraulic circuit. The air circuit is configured to convert manual actuation of the brake pedal to a change in the pressure of the hydraulic fluid within the hydraulic circuit and thereby apply a braking force in relation to a degree of actuation of the brake pedal.

An all-terrain vehicle may include a frame and a plurality of ground-engaging members supporting the frame. The all-terrain vehicle may further include a powertrain assembly supported by the frame and shiftable transmission supported by the frame and operably coupled to the powertrain assembly. The all-terrain vehicle may also include a display, a back-up camera, and a controller supported by the frame. The controller may be configured to receive a signal from the shiftable transmission corresponding to the shiftable transmission being in a gear of the plurality of gears other than a reverse gear. Further, the controller may be configured to determine the all-terrain vehicle is moving backwards and send an activation signal to the back-up camera to display images of the back-up camera on the display.

A motion control system (300) for controlling one or more torque generating devices (320, 340) on a heavy-duty vehicle (100), the system (300) comprising a primary sensor system (380) with a primary sensor control unit (220, 385) configured to interpret an output signal (385) of the primary sensor system (380), one or more tyre sensor devices (210) mounted on, in, or in connection to, one or more tyres of the heavy-duty vehicle (100), and a tyre sensor control unit (350) configured to interpret an output signal (355) of the one or more tyre sensor devices (210), wherein the motion control system (300) is arranged to base motion control of the heavy-duty vehicle (100) on output data of the tyre sensor control unit (350) in case of malfunction in the primary sensor system (380) and / or in the primary sensor control unit (220, 385), and on output data of the primary sensor control unit (220, 385) otherwise.

A braking apparatus for a vehicle is disclosed herein. According to an embodiment of the present disclosure, a braking apparatus for a vehicle is provided, the apparatus including: a front wheel braking unit configured to brake a front wheel of the vehicle; a rear wheel braking unit configured to brake a rear wheel of the vehicle using an electro-mechanical brake; a main control unit configured to control the front wheel braking unit using hydraulic pressure and to transfer a braking command to the rear wheel braking unit; and an auxiliary control unit configured to enable redundancy control of the rear wheel braking unit, wherein the front wheel braking unit further comprises at least one electronic parking brake caliper disposed on the front wheel, and wherein the electronic parking brake caliper is connected to the auxiliary control unit and controlled by the redundancy control unit.

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.

The invention relates to a method for determining a brake cylinder pressure in a pneumatic brake system of a utility vehicle, in which method the brake cylinder pressure (pBrkCyl) is estimated by means of a mathematical model. The invention relates to a method for reliably determining the pressure of a brake chamber without using a pressure sensor, according to the invention, the air mass flow () and the physical properties of the air in the chamber (13) of the brake cylinder (6, 7) are adjusted by means of the open or closed state of an electronically controllable solenoid valve (10, 11) arranged directly in front of the brake cylinder (6, 7) in the air supply line (4, 5) outside the control device (2) for the brake cylinder pressure (pBrkCyl). The brake cylinder pressure (pBrkCyl) is continuously determined taking into account a currently predetermined open or closed state of the solenoid valve (10, 11).

The invention relates, in one aspect, to a hydraulic module (10), in particular for generating pressure and / or controlling pressure in a slip-controllable braking system of a motor vehicle, and also relates to a mounting method for a hydraulic module (10). Hydraulic modules (10) comprise, inter alia, a piston pressure generator (14) having a piston (18) which is slidably accommodated in a cylinder bore (20) in a housing block (12) and can be driven to perform an axial movement A. The piston (18) delimits a working chamber (22), the volume of which changes depending on the movement direction of the piston (18). A guide gap (38) between a periphery of the piston (18) and the cylinder bore (20) is sealed against the working chamber (22) by means of a seal assembly (40a). According to the invention, a guide element (46) is provided on a side of the seal assembly (40a) which is remote from the working chamber (22), against which guide element the periphery of the piston (18) can be radially supported, with this guide element (46) being accommodated in a receiving groove (44) in the housing block (12) in such a way that it radially projects in part into the guide gap (38). The guide element (46) prevents contact between the piston (18) and the wall of the cylinder bore (20) and prevents wear. In another aspect, the invention relates to a mounting method for the hydraulic module according to the invention.

A brake system may include: a first electro mechanical brake configured to brake a first wheel of a vehicle; a second electro mechanical brake configured to brake a second wheel of the vehicle; and a processor configured to output a signal for controlling the first electro mechanical brake and the second electro mechanical brake to brake the first wheel and the second wheel, in response to reception of a signal output from a pedal sensor of a brake pedal of the vehicle, wherein the processor may be configured to output, as a result of identifying that a first wheel speed sensor provided in the first wheel has failed, a signal for controlling the first electro mechanical brake to brake the first wheel in response to an elapse of a preset time after the reception of the signal output from the pedal sensor.

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.

The invention relates to a method for determining a flow resistance variable (RLi) in a brake system having an axle modulator (2) with:-an axle modulator inlet valve (14) for applying compressed air to a pressure line (15) connected to a working connection (2a),-an axle modulator outlet valve (8) for applying compressed air to a pressure line (15) connected to a working connection (2a), -a pressure sensor (12) for venting the pressure lines (15), and-a pressure sensor (12) for ascertaining a pressure value (pW) associated with the respective pressure line (15); and a service brake (7) coupled to the pressure line (15), comprising the following steps: ascertaining a first pressure value by means of the pressure sensor (12) when the axle modulator (2) is connected to the service brake (7) in a pressure-conducting manner and the axle modulator (2) is brought into a pressure-holding position; -generating a pressure pulse in the pressure line (15) at a first point in time; determining a second pressure value by means of the pressure sensor (12) at a second point in time after the generation of the pressure pulse; and determining a flow resistance characteristic variable of a flow path for propagating the generated pressure pulse within the brake system as a function of the change over time of the second pressure value relative to the first pressure value.

A method is for determining a flow resistance characteristic variable in a brake system with an axle modulator having a pressure sensor for determining a pressure value allocated to a pressure line; and, a service brake connected to the pressure line. The method includes determining a first pressure value via the pressure sensor while the axle modulator is connected to the service brake in a pressure-conducting manner and the axle modulator is brought into a pressure maintaining position; generating a pressure pulse in the pressure line at a first time; determining a second pressure value via the pressure sensor at a second time after generation of the pressure pulse; and, determining a flow resistance characteristic value for a flow path within the brake system wherein the generated pressure pulse propagates, depending on a change over time of the second pressure value with respect to the first pressure value.