362results about "Brake-by-wire" patented technology

A brake system and method for controlling a braking system comprises transmitting pedal-sensor data to a brake control unit, calculating preprocessing data with the brake control unit, transmitting the preprocessing data to a vehicle controller, calculating control information for at least one electromechanical wheel brake from the preprocessing data in the vehicle controller, and transmitting the control information for the electromechanical wheel brake to a brake control unit. The at least one brake control unit determines whether the control information received from the vehicle controller falls below a safety threshold before forwarding the control information to the at least one electromechanical wheel brake, and, overwrites the control information before forwarding to the at least one electromechanical wheel brake when the control information is below the safety threshold.

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 brake force control method includes: obtaining temperature data of a braking system of a vehicle and driving data of the vehicle during braking of the vehicle; and controlling a brake force output from a brake motor in the braking system according to the temperature data and the driving data.

A brake system may include a plurality of wheel speed sensors respectively installed in a plurality of wheels of a vehicle, a plurality of hydraulic brake modules related to braking of the plurality of wheels, and a first controller configured to perform braking control on the plurality of hydraulic brake modules in response to at least one of a pedal displacement signal, which corresponds to a movement of a brake pedal, and wheel speed signals outputted from the wheel speed sensors, in which when a failure of the first controller is identified, a second controller, which is provided in a steering system of the vehicle, performs braking control on an electronic parking brake, which is provided in at least one of the plurality of wheels, in response to at least one of an operating signal of an EPB switch, the pedal displacement signal, and the wheel speed signals outputted from the wheel speed sensors.

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.

This application describes examples of a brake-by-wire system and a control method. In one example, a braking control system includes a brake master cylinder, a first pressure booster, a second pressure booster, at least one first interface, at least one first control valve, at least one second control valve, at least one third control valve, at least one fourth control valve, and a second pedal feel simulation system. The at least one first interface is connected to at least one brake wheel cylinder, respectively. The brake master cylinder and the at least one first interface are respectively connected through the at least one first control valve. The first pressure booster and the at least one first interface are respectively connected through the at least one first control valve. The second pressure booster and the at least one first interface are respectively connected through the at least one third control valve.

A brake system for a motor vehicle comprising a brake pedal having at least one pedal sensor for capturing a driver brake request using pedal sensor data. The brake system has four electromechanical wheel brakes, two brake control units, and a vehicle regulator. The brake control unit calculates preprocessing data from the pedal sensor data and makes the data available to the vehicle regulator via a signal connection. The vehicle regulator calculates control information for the wheel based on the preprocessing data. The brake system comprises two primary wheel brake modules which are each arranged on a vehicle wheel and in each case one of the electromechanical wheel brakes and one assigned brake control unit are integrated. The pedal sensor is connected to both brake control units via in each case one separate brake request signal line. A control method for such a brake system is also disclosed.

Provided are a control apparatus of a four-wheel independent control vehicle (10) and a method thereof. The control apparatus of a four-wheel independent control vehicle includes a plurality of wheels (21-24) each installed with a steering device (150), a driving device (160), and a braking device (170), and a processor (110) configured to, when a failure occurs in any one steering device of the plurality of wheels, determine a location of a failed wheel, calculate an insufficient cornering force of the failed wheel, and compensate for the insufficient cornering force by controlling at least one of the steering device, the driving device, and the braking device installed on each of the plurality of wheels. Even though a failure occurs in the steering device of any one wheel, traveling performance can be maintained by compensating for an insufficient cornering force.

The invention provides a brake pedal deceleration matching method and system, and the method comprises the steps: determining the response characteristic parameters of a stay wire motor according to the model of the stay wire motor; increasing the speed of the to-be-tested vehicle to be above a first preset value, adjusting the stroke of the stay wire motor according to a set rule, and obtaining the operation data of the to-be-tested vehicle; inputting the operation data into a set model for data fitting to obtain fitting data; calculating a root-mean-square error of the fitting data, and removing the fitting data with the root-mean-square error smaller than a second preset value from the set model to obtain an initial model; determining the initial model with the maximum number of data points of the fitting data as a target model; the target model is configured to determine the deceleration of the to-be-measured vehicle according to the stroke of the stay wire motor, so as to solve the problem that the deceleration of the vehicle cannot be determined through the stroke of the stay wire motor because the relation between the braking force of the brake pedal and the stroke of the stay wire motor in the specific stroke of the current stay wire motor is unknown.

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.

An electro-mechanical brake apparatus and a vehicle. The electro-mechanical brake apparatus includes a brake caliper and a lead screw. The brake caliper is configured to be fastened to a brake motor and accommodate the lead screw. The lead screw is configured to be connected to the brake motor in a transmission manner and drive two friction plates. The brake caliper includes two mounting surfaces. Each mounting surface is used for mounting one friction plate. The lead screw includes two end faces. At least one of the one end face or the other mounting surface includes an accommodation groove. Each accommodation groove is configured to accommodate a part of a pressure sensor. Each pressure sensor is configured to detect pressure against one friction plate during braking. The electro-mechanical brake apparatus can reduce an axial size of the electro-mechanical brake apparatus.

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.

The invention provides a hydraulic pressure control method for a wheel cylinder of a brake-by-wire system of an electric vehicle. The hydraulic pressure control method comprises the following steps: constructing a nonlinear model of an electronic hydraulic brake system of the electric vehicle; designing a self-adaptive expansion state observer based on an improved particle swarm optimization algorithm to estimate the initial hydraulic pressure of the wheel cylinder of the electric vehicle; taking the estimated initial hydraulic pressure of the wheel cylinder of the electric vehicle as input, and designing a sliding mode attitude controller based on a self-adaptive expansion state observer; the improved sliding mode control method is obtained by improving an objective function and a fitness function established by an alpha evolutionary algorithm, improving a sliding mode surface equation through the objective function and the fitness function, and introducing a chaotic disturbance term, an evolutionary compensation term and a self-adaptive buffeting suppression factor. And the hydraulic pressure of the wheel cylinder of the electric vehicle is controlled through an improved sliding mode control method. According to the invention, high-precision hydraulic pressure control can be realized, and the anti-interference capability is improved.

A method for operating a vehicle includes receiving brake sensor data indicating the measured actuator outputs of the brake actuators of a decentralized braking system. 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 control unit calculates a percentage actuator error as the absolute value of a mathematical difference between the weighted averages of the brake actuators and detects an actuator error when the percentage actuator error exceeds a vehicle-calibrated error deviation threshold, which is determined from the vehicle's current speed and steering angle. In response to the error percentage exceeding the error deviation threshold, the control unit commands the braking system to execute a braking action to correct the actuator error.

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 brake force control method includes: obtaining (S301) temperature data of a braking system of a vehicle and driving data of the vehicle during braking of the vehicle; and controlling (S302) a brake force output from a brake motor in the braking system according to the temperature data and the driving data, to ensure braking safety of the vehicle.

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).

An apparatus for communication for use in an electronic mechanical brake system for braking a vehicle by using electronic mechanical brakes respectively disposed on a left front wheel disposed on the front left side of the vehicle, a right front wheel disposed on the front right side of the vehicle, a left rear wheel disposed on the rear left side of the vehicle, and a right rear wheel disposed on the rear right side of the vehicle, comprising: a main control unit for controlling braking of the vehicle by transmitting a braking command to each of the electronic mechanical brakes; a wheel control unit disposed on each of the electronic mechanical brakes; a first local CAN forming a communication channel through which braking commands are transmitted and received between the main control unit and the wheel control unit; and a second local CAN forming a communication channel between the main control unit and the wheel control unit to secure communication redundancy of the vehicle with the first local CAN.

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.

To provide an improved brake system.SOLUTION: The invention relates to a brake system comprising: an actuating device, in particular a brake pedal; a first piston-cylinder unit having two pistons subjecting the brake circuits to a pressure medium via a valve device, where one of the pistons can be actuated by the actuation device; a second piston-cylinder unit having an electric motor drive, a transmission, and at least one piston to supply at least one of the brake circuits with a pressure medium via a valve device; and a motor pump unit with a valve device to supply the brake circuits with a pressure medium, also comprising a hydraulic stroke simulator with a pressure or working chamber which is connected to the first piston-cylinder unit.SELECTED DRAWING: Figure 1

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.

A method for controlling wheel slip in a braking system of a vehicle includes receiving, by an input interface module of a slip control module, information representative of the vehicle and information representative of an estimate of the status of the vehicle, outputting, by the input interface module, input wheel slip control information, determining, by a parameter self-loading module, based on information representative of the vehicle and information representative of an estimate of the status of the vehicle, wheel slip control parameters, determining, by a plurality of wheel slip control enabling modules of the slip control module, a plurality of enabling signals of the wheel slip control, and determining, by each closed-loop wheel slip control module of a plurality of closed-loop wheel slip control modules of the slip control module a setpoint value of a control variable to be applied to a respective corner of the vehicle to minimize error between the defined slip setpoint and the estimated wheel slip value.

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 actuatable wheel brakes of respective wheels; electrically actuatable 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.

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.