198results about "Brake-by-wire" patented technology

A method for controlling a hydraulic motor vehicle braking system, wherein brake pressure is to be built up at wheel brakes on a front axle and a rear axle by means of via an electric pressure supply device based on a brake demand variable. Inlet valves of the wheel brakes on the front axle and rear axle are open and a brake demand variable is implemented by joint pressure build-up on the front axle and rear axle in the case of no fault. In the event of a fault with a degradation of the pressure supply device, the pressure build-up is first applied to the front axle by closing the inlet valves of the wheel brakes of the rear axle before or at the start of volume delivery. When a condition is met, the wheel brakes on the rear axle are activated by opening the inlet valves.

Disclosed is a hydraulic unit for a brake system. A hydraulic unit according to the present embodiment may include a main reservoir tank, a hydraulic block having a reservoir bore, a cylinder bore, a motor bore, a hydraulic flow path, and a valve bore, and an electronic control unit, in which the motor bore is provided on a first surface of the hydraulic block, in which a housing of the electronic control unit is provided on a second surface of the hydraulic block, in which the main reservoir tank includes a coupling part, an extension part, and a connection part.

A pedal emulator for a vehicle, having a rotational axis, a pedal lever that can be rotated about the rotational axis, and a force generation unit for exerting a counterforce on the pedal lever via at least one coupling element of the force generation unit that is mechanically coupled to the pedal lever. The counterforce acting in the opposite direction to an actuation force exerted on the pedal lever. The force generation unit can be designed such that a curve of the counterforce along a pedal path of the pedal lever is in the form of a non-linear curve in a pedal path-counterforce diagram.

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 operating a braking system of a motor vehicle, wherein a hydraulic pressure in the braking system is monitored and, in the event of a pressure loss, an electric pressure generator is always controlled in such a way that the hydraulic pressure is increased. The invention also relates to an associated control device, an associated hydraulic braking system and an associated motor vehicle.

The present invention provides a vehicle braking system and a vehicle. The vehicle braking system (1) comprises a brake fluid control assembly (100), connecting oil pipes (300), and a brake master cylinder assembly (200). The brake fluid control assembly comprises an oil circuit block (110) and a pressure booster (120). The pressure booster is mounted on the oil circuit block. Oil circuit block ports (111) are provided on the side of the oil circuit block, and one end of each connecting oil pipe is connected to an oil circuit block port, and the brake master cylinder assembly and the brake fluid control assembly are arranged separately. Assembly ports (210) are provided on the outer circumferential surface of the brake master cylinder assembly, and the other end of each connecting oil pipe is connected to an assembly port. The brake master cylinder assembly communicates with the brake fluid control assembly by connecting oil pipes, and both the brake master cylinder assembly and the pressure booster can be driven to output brake fluid from the oil circuit block.

A method of operating a vehicle includes receiving brake sensor data indicative of measured actuator outputs of a decentralized brake system's brake actuators. For each brake actuator, a vehicle controller calculates: a normalized corner output using the measured actuator output and a commanded target output for that brake actuator, and a weighted average using the normalized corner output of that brake actuator and a vehicle-calibrated weight value determined from the vehicle's current speed and steering angle. The controller calculates an actuator error percentage as an absolute value of a mathematical difference between the weighted averages of the brake actuators, and detects an actuator fault when the actuator error percentage exceeds a vehicle-calibrated fault deviation threshold determined from the vehicle's current speed and steering angle. Responsive to the error percentage exceeding the fault deviation threshold, the controller commands the brake system to execute a brake action to remediate the actuator fault.

The invention relates to a braking device for a motor vehicle with two axles (A1, A2), wherein: - each wheel has a wheel brake (RB1, RB2, RB3, RB4; H-EMBi; EMBi), - a pressure supply (DV) with a rotary pump (ZRP) driven by an electric motor (M) is provided, - the pressure supply (DV) is part of a pressure supply device (DV1), wherein the pressure supply device (DV1) has at least two output lines (VLa1, VLa2) and at least two connections (VLb1, VLb2) for connection either to brake circuits (BK1, BK2), an ABS / ESP unit (ABS / ESP) and / or an actuating unit (BE), and - the pressure supply device (DV1) is configured to perform a controlled volume control for pressure build-up by means of the rotary pump (RP) by controlling an angular position of the electric motor (M).

The present invention provides a hydraulic operating system, particularly for automotive brakes in hybrid or electric vehicles, or for a clutch and / or at least one gear actuator. [Solution] The main components of a pressure supply device, such as a piston-type or double-stroke piston-type pump having one or two working chambers for pressure changes within a single hydraulic circuit, and also its electric drive and intermediary transmission mechanism, particularly a recirculation ball mechanism or trapezoidal spindle mechanism, and also a valve device having at least one solenoid valve, hydraulic ports for at least two hydraulic consumption components of the hydraulic actuation system, and also an electric control unit (ECU) for activating the solenoid valve and the electric drive, are incorporated into one module (hereinafter referred to as the main module).

A method for controlling a vehicle braking system may include receiving a braking request, and first input information representative of the vehicle. The method may also include determining first intermediate information on the basis of first input information and determining a reference force value on the basis of the first input information and of the braking request. The method may also include detecting second input information representative of the braking system at the corner of the vehicle. The method may also include determining an estimated force value on the basis of the first intermediate information and the second input information and determining a control quantity. The method may also include determining a control signal of an electro-mechanical actuator of a braking system brake caliper based on the control quantity and the reference force value. The method may also include providing the control signal to the electro-mechanical actuator.

The invention discloses a dual-mode redundancy brake-by-wire system, and relates to the technical field of vehicle braking and safety control. The dual-mode redundancy brake-by-wire system is characterized in that the oil outlet end of an oil supply pipeline is communicated with a first reversing valve; a control oil path of the driving pressure control mechanism comprises a first pressure control oil path and a second pressure control oil path, a proportional pressure reducing valve is arranged on the first pressure control oil path, and an oil outlet end of the first pressure control oil path is communicated to an oil inlet of a shuttle valve and is communicated to a corresponding driving brake through the shuttle valve; the second pressure control oil way is provided with an oil inlet pipeline and an oil drainage pipeline, an oil inlet switch valve is arranged on the oil inlet pipeline, an oil return switch valve is arranged on the oil drainage pipeline, and the oil inlet end of the oil drainage pipeline and the oil outlet end of the oil inlet pipeline are connected to the other oil inlet of the shuttle valve in parallel and communicated to the corresponding service brake through the shuttle valve. The device is used for braking and ABS sliding control under the working conditions of low attachment, heavy load and the like in an underground coal mine, and it is guaranteed that fault operation can be achieved, and safety and reliability are achieved.

Redundant mechatronic system, wherein: - the redundant mechatronic system (2) is designed as a two-channel system and is connected or connectable to a mechanical arrangement for the delivery of varying mechanical power, - both channels each have a power supply (12.1, 12.2) or a common power supply is connected upstream of both channels, - both channels each contain a control circuit (11.1, 11.2) and are controllable by means of at least one control unit (13), - the control unit (13) acts on the control circuits (11.1, 11.2) such that the control circuits (11.1, 11.2) each switch an electrical power specified by the control unit (13) and obtained from the power supply (12.1, 12.2) to each winding set (10.1, 10.2) of at least one electrically operated actuator in order to generate the mechanical power, - the two channels are operated in parallel during normal operation. suchthat each channel provides half of the currently available mechanical power, - each of the two channels is designed such that, in the event of failure of the other channel, it alone provides the maximum mechanical power required to fulfill a function of the mechanical arrangement, wherein the redundant mechatronic system (2) has arrangements connected to the control unit (13) by means of which overloads in the channels and / or the components of the channels and / or in the mechanical arrangement can be detected by the control unit (13), - when an overload is detected by means of the control unit (13), a reduction factor (Rf) counteracting the overload can be determined and applied by means of the control unit (13), - the reduction factor (Rf) is dimensioned such that, when the reduction factor (Rf) is applied by the control unit (13), the maximum available system power of both channels is sufficient to fulfill the function,- the channel power can be controlled by the control unit (13) using the reduction factor (Rf) as a control variable, such that the respective current channel power counteracts the overload, characterized in that, by means of the control unit (13) of the redundant mechatronic system (2), the reduction factor (Rf) can be set in the mechanical arrangement when an overload occurs, such that when applied by the control unit (13), the power is reduced in one channel and increased in the other channel by the same amount, alternating over time.

A braking device for a vehicle with increased operating safety and to a method for operating a braking device for a vehicle with increased operating safety is described. The proposed braking device comprises a container with a cavity, a hydraulic block and an electronic brake control device that is configured to control the pressure supply device. The brake control device is arranged in the container. Furthermore, at least one sensor element that is designed to detect a fluid is provided.

The invention discloses an electric vehicle EMB system clamping force estimation method based on a non-pressure sensor, and relates to the technical field of vehicle electronic mechanical braking systems, and the method comprises the steps: constructing a dynamic stiffness model to describe the change rule of the clamping force; discretizing a description equation of the clamping force dynamic stiffness model, and establishing a discretized clamping force state space equation; constructing an extended state observer, and performing real-time estimation on the load torque to obtain a load torque observation value; converting the load torque observation value into a clamping force observation value; and calculating the optimal clamping force estimated value at the current moment according to the optimal clamping force estimated value obtained at the previous moment by applying a Kalman filtering algorithm and combining the discretized clamping force state space equation and the clamping force observed value. The problems that a pressure sensor is high in cost and prone to being affected by a high-temperature and high-pressure environment to cause failure, and in the prior art, the clamping force estimation precision is low, and external interference is large are solved.

The invention relates to a vehicle device having an actuation unit (10) which is provided for actuating a vehicle actuator (12), in particular a brake actuator, mechanically separated from the actuation unit (10), the device comprises at least one actuation element (14) and at least one actuation sensor (16, 18) for detecting at least one actuation variable applied to the actuation element (14). According to the invention, the actuating unit (10) comprises at least one integrated signal processing logic (20, 22), which is designed to process at least one sensor signal (24, 26) for actuating the sensor element (16, 18) and to convert the sensor signal into an output signal (28, 30) for the vehicle actuator (12), said output signal being separate from the actuating unit (10).

An accumulator assembly is interposed hydraulically between a source of pressurized fluid and at least one wheel brake of a corresponding first or second pair of wheels. The accumulator assembly includes a medium pressure accumulator, a nonpowered MPA fill valve interposed fluidically between a pump-side passage of the medium pressure accumulator and the source of pressurized hydraulic fluid, a powered MPA one-way valve interposed fluidically between a brake-side passage of the medium pressure accumulator and the at least one corresponding wheel brake, and an MPA check valve interposed fluidically between the brake-side passage of the MPA cavity and the at least one corresponding wheel brake. An electronic control unit is provided for controlling at least one of the secondary brake module and the master cylinder responsive to at least one braking signal. The accumulator assembly facilitates a non-powered evac / fill phase of lifetime operation of the brake system.

A vehicle which adopts a control device as a braking control device includes a sensor that acquires a rotation angle of a wheel. The control device includes a first distance calculation unit, a second distance calculation unit, and a braking control unit. The first distance calculation unit sets a braking force corresponding to a braking operation member operation amount as a reference braking force, estimates vehicle longitudinal acceleration based on the reference braking force, and calculates a braking force reference distance estimating a moving distance until the vehicle stops based on the longitudinal acceleration. The second distance calculation unit calculates a wheel reference distance estimating the vehicle moving distance based on a detection signal of the sensor and a wheel diameter. The braking control unit executes feedback control for controlling the vehicle braking force so that a difference between the braking force reference distance and the wheel reference distance decreases.

A brake device for a vehicle includes: a brake pedal having a pedal part and a lever part that rotates about a rotation shaft when the pedal part is operated; a housing that rotatably supports the lever part; a reaction force generator connected to the housing and the lever part to generate a reaction force against the lever part according to a stroke amount of the brake pedal; and a stopper configured to stop the lever part by being in contact with the lever part such that the lever part is restricted from rotating in a direction opposite to a rotation direction when the pedal part is operated.

A position detection device detects a position of a rotating body that is provided around a predetermined axis center with respect to a fixed body. A target is fixed to the rotating body. An inductive coil is fixed to the fixed body at a position facing the target in an axial center direction. The transmitting and receiving circuit applies an alternating current to the inductive coil and detects a position of the target. A magnetic circuit section is formed around the axis center and is fixed to the rotating body. A magnetic detection section is fixed to the fixed body and provided in region on a radially inner side than an inner circumferential surface of the magnetic circuit section. The target, the inductive coil, and the receiving and transmitting circuit constitute an inductive sensor, and the magnetic circuit section and the magnetic detection section constitute a magnet-type rotation angle sensor.

A road vehicle comprising a vehicle body which defines along its length a longitudinal axis of the road vehicle and along its width a transversal axis of the road vehicle;a brake pedal, which is mounted on the vehicle so that it is hinged integral with the vehicle body; a braking unit also mounted integral with the vehicle body; the braking unit being mechanically connected, by means of a motion transmission system, to the brake pedal and configured to actuate the brakes of the road vehicle depending on the motion transmitted by the brake pedal; wherein the braking unit is arranged, in relation to the brake pedal, offset along the transversal axis of the road vehicle.

To be able to suppress deterioration in braking force when electric power supply from either of a first power source and a second power source is stopped.SOLUTION: A brake system is provided with a plurality of master controllers 50A and 50B, and a plurality of slave controllers 60A-60D. Electric power is supplied from a first power source 11 to the master controller 50A, the slave controller 60B and the slave controller 60C. Electric power is supplied from a second power source 12 to the master controller 50B, the slave controller 60A and the slave controller 60D. The master controller 50A and the slave controller 60A can control an electric brake 20A, the master controller 50B and the slave controller 60B can control an electric brake 20B, the slave controller 60C can control an electric brake 20C, and the slave controller 60D can control an electric brake 20D.SELECTED DRAWING: Figure 1

Methods and systems are provided for redundant security control in a drive-by-wire control system. A redundant security controller is configured to monitor communications between at least one controller and a drive-by-wire control system. The at least one controller has a first hardware architecture and is configured to manage operation of the drive-by-wire control system. The redundant security controller has a second hardware architecture. The first hardware architecture is different from the second hardware architecture. The at least one controller is configured to implement a first instruction set architecture. The redundant security controller is configured to implement a second instruction set architecture. The first instruction set architecture is different from the second instruction set architecture. The redundant safety controller is configured to determine whether at least one controller has failed and to undertake management of operation of the drive-by-wire control system based on the determination.

The present examples provide systems and methods for performing hydraulic braking in a vehicle. A system includes a set of hydraulically controlled brakes, a set of valves coupled with the set of brakes and configured to regulate hydraulic pressure applied to the brakes, a first hydraulic system (including a primary hydraulic pressure generator and a first controller), and a second hydraulic system (including a backup hydraulic pressure generator and a second controller). The first controller is configured to receive sensor data. Based on sensor data, the first controller determines a magnitude of hydraulic pressure applied to each hydraulic control brake, sends a pressure command to the main hydraulic pressure generator to generate hydraulic pressure, and sends a valve control command to the second controller using a high-speed communication connection.

An automobile hydraulic brake-by-wire system and a control method thereof are provided. The automobile hydraulic brake-by-wire system comprises a liquid storage tank, and a pedal feel control oil path and a pressure-boosted brake control oil path which are connected with the liquid storage tank, the pedal feel control oil path is connected in parallel with the pressure-boosted brake control oil path via decoupling isolation solenoid valves, and the pedal feel control oil path comprises a single-cavity main cylinder and a pedal feel simulator connected through an oil path. The presently disclosed system reduces the structural complexity of the braking system, solves the problem of fluctuations in the pedal feel, and realizes reliable wheel braking.

The present invention relates to a method (500) for obtaining information regarding the wear condition of a vehicle's brake system (100; 200; 300; 400). The brake system includes at least one hydraulic (1, 3) or electro-hydraulic (4) actuator of a disc brake (2) and at least one electronic processing unit (10, 10', 20, 20', 20a). The electronic processing unit is connected to at least one hydraulic or electro-hydraulic actuator and receives data representing a measured value of the pressure (p) of the brake master cylinder and a measured value of the stroke (x) of the brake master cylinder actuated by the actuator. The method provides at least one electronic processing unit with a parametric function (f) that represents the current state of the brake system (501) (this parametric function is adapted to describe the relationship between the stroke of the brake master cylinder and the brake pressure applied by the brake master cylinder as a function of one or more coefficients (θ0, ..., θn).) and a supervisor block (21) of at least one electronic processing unit detect one or more brake samples within the brake detection time interval, and after the detection of each brake sample, activate an estimation block (22) of at least one electronic processing unit (502); the estimation block receives a first pressure measurement (pi) and a first stroke measurement (xi) of the brake master cylinder during each of the one or more brake samples (503); the estimation block estimates a plurality of first parametric function coefficients (θi0, …, θin) associated with each brake sample based on the first pressure measurement and the first stroke measurement of the brake master cylinder (504); the supervisor block (21) activates a filtering block (23) of at least one electronic processing unit at the end of the brake detection time interval (505); the filtering block (23) filters the plurality of first coefficients associated with each brake sample and provides a plurality of second filtering coefficients (θ'0, …, θin) to the supervisor block The supervisor block (21) generates (506) ..., θ'n); the supervisor block (21) verifies the second filter coefficients (507) (this generates verified coefficients (VC1, ..., VCn) that define the first parametric function (f') representing the state of the brake system after the brake detection time interval). This includes transmitting verified coefficients to a wear estimation block (24) of at least one electronic processing unit to generate first information (WI) representing the wear condition of the friction material of the brake system (508).

The invention relates to a braking system for a vehicle, comprising: two hydraulic brake circuits, each comprising at least one hydraulically actuated wheel brake; a first pressure supply device arranged to supply pressure to one or more of the wheel brakes, wherein the first pressure supply device can build up or release pressure in at least one of the two hydraulic brake circuits by moving a piston back and forth; a second pressure supply device with a pump with continuous delivery capacity in the form of a piston pump, gear pump or eccentric piston pump, which is driven by an electric motor and which is arranged in such a way that it can build up pressure in at least one of the two hydraulic brake circuits.at least one valve arrangement with valves for wheel-specific adjustment of the brake pressures and / or for isolating the wheel brakes from or connecting the wheel brakes to at least one of the first or second pressure supply devices, at least one electronic control unit, a hydraulic connecting line arranged to connect the two brake circuits, and either: an electric brake pedal with a travel simulator and driver request detection using one or more sensors and a sensor control electronics unit, or: a master brake piston-cylinder unit that can be actuated by a brake pedal, wherein the master brake piston-cylinder unit comprises only one piston and one pressure chamber, the pressure chamber being connected to a travel simulator and connectable via a hydraulic line to at least one of the two hydraulic brake circuits.and wherein at least one switchable valve of the at least one valve arrangement is arranged such that the hydraulic line can be shut off, wherein each wheel brake is assigned a dedicated switching valve of the at least one valve arrangement, and wherein each of the two hydraulic brake circuits has a hydraulic main line via which the switching valves can be connected to each of the first and second pressure supply devices, wherein at least one outlet valve of the at least one valve arrangement is provided for pressure reduction by discharge into a reservoir, and wherein the first pressure supply device, the second pressure supply device and the at least one valve arrangement are arranged in a housing, wherein the housing is further attached to the at least one electronic control unit, wherein the at least one electronic control unit has a redundant on-board power supply connection.

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

This travel assistance method comprises: setting, on the basis of a vehicle speed and a steering angle, a target slip angle that is the target value of a vehicle body slip angle being an angle of the travel direction of a vehicle with respect to the longitudinal direction of the vehicle body (S2); estimating or detecting an actual slip angle being an actual vehicle body slip angle (S3); and setting and applying a target braking force to the vehicle by correcting a required braking force such that braking forces to be applied to rear wheels are increased or braking forces to be applied to front wheels are decreased if the actual slip angle is larger than the target slip angle, or the braking forces to be applied to the rear wheels are decreased or the braking forces to be applied to the front wheels are increased if the actual slip angle is smaller than the target slip angle, with the vehicle body slip angle of rotating in a vehicle turning direction as a positive sign and the vehicle body slip angle of rotating in a direction opposite to the vehicle turning direction as a negative sign (S4-S6).

A braking system (4) for a motorcycle (8) comprising at least a first braking device (12) operatively connected to a first wheel (16) of the motorcycle (8), and provided with a first hydraulic supply circuit (20), a first electric actuator (24) having first electrical or electro-mechanical motor means, operatively connected to a first electrically or electro-mechanically actuated piston (28) fluidically connected to said first hydraulic supply circuit (20), at least one first interface or input port (32) operatively connected to a first hydraulic device (36) provided with a first manually actuated piston (40), wherein the first manually actuated piston (40) is subdivided into a first direct piston (41), directly connected to the first interface port (32), and a first indirect piston (42), in series with the first direct piston (41), connected thereto by the interposition of a first return spring (43), the first indirect piston (42) being hydraulically connected to said first hydraulic supply circuit (20) through a first by-pass duct (44), and arranged in series, upstream, with the first electrically or electro-mechanically actuated piston (28). The braking system (4) comprises a hydraulic fluid reservoir (52) fluidically connected to the first hydraulic device (36) by a connection duct (56) upstream of the first indirect piston (42) and a connection duct (60) downstream of the first indirect piston (42), wherein the braking system (8) is provided with a processing and control unit (68), operatively connected to said first electric actuator (24), programmed so that : in standard operation, upon actuation of the first interface port (32), the first electrically or electro- mechanically actuated piston (28) translates so as to occlude the first by-pass duct (44), fluidically disconnect the first manually actuated piston (40) from the first hydraulic supply circuit (20), and simultaneously actuate the at least one first braking device (12).

A brake apparatus for a wheel of a vehicle, comprising a brake pad to generate a brake force when the brake pad engages a brake disc, the brake disc being associated with the wheel of the vehicle a brake actuator, which is adapted to move the brake pad towards the brake disc, and bring the brake pad into contact with the brake disc, therewith generating a requested brake force in response to a brake action request, a control unit configured to determine whether a brake action request is present, determine whether the vehicle is standing still, instruct the brake actuator to reduce the brake force with which the brake pad engages the brake disc when the control unit has determined that the brake action request is present and the control unit has determined that the vehicle is standing still.