2190results about "Brake control systems" patented technology

A brake system for a motor vehicle includes a first electrically actuatable pressure source, a first control device, a second electrically actuatable pressure source, an electrically actuatable inlet valve for each wheel brake, an electrically actuatable outlet valve for each wheel brake, a second control device, and a pressure medium reservoir. The first and second pressure sources are connected to a brake supply line to which the inlet valves are connected. An electrically actuatable circuit separation valve is arranged in the brake supply line such that when the circuit separation valve is closed, the brake supply line is separated into a first line section and a second line section. The first line section is connected to the second pressure source and at least two inlet valves, and the second line section is connected to the first pressure source and the other inlet valves.

One example provides a chassis for an electric snowmobile including a battery pack. The battery pack includes a battery pack housing defining an enclosure for housing a number of battery modules for powering an electric motor of the electric snowmobile, the battery pack housing having a length extending in a longitudinal direction of the snowmobile, the battery pack housing including a bottom surface. A pair of opposing side panels extends downwardly from and along at least a portion of the length of the battery pack housing, the opposing panels and at least portions of the bottom surface of the battery pack housing together forming a rear structure extending in the longitudinal direction of the electric snowmobile.

An electropneumatic parking brake device is for supplying air to and exhausting air from spring-loaded accumulator brake cylinders of an electronically controllable pneumatic braking system for a vehicle and includes a parking brake valve unit with a reservoir port for receiving reservoir pressure from a parking brake reservoir. The parking brake valve unit sets a parking brake pressure at a spring-loaded accumulator port depending on a parking brake signal. A non-return valve is arranged between the parking brake valve unit and the parking brake reservoir to prevent compressed air from flowing back from the parking brake valve unit to the reservoir. A bypass valve is provided which can be switched to supply air to and exhaust it from the spring-loaded accumulator port. The bypass valve is activated and switched independently of the parking brake valve unit.

A brake system for actuating a plurality of wheel brakes comprising first and second pairs of wheel brakes includes a reservoir and a motor-driven master cylinder operable during a normal non-failure braking mode to generate brake actuating pressure at first and second MC outputs for hydraulically actuating the first and second pairs of wheel brakes. A secondary power transmission unit is configured for selectively providing pressurized hydraulic fluid at first and second PTU outputs and includes an electric PTU motor configured to selectively pressurize the hydraulic fluid by transmitting rotary motion to at least two pump pistons. The secondary power transmission unit is indirectly fluidly connected to the reservoir to selectively draw hydraulic fluid therefrom.

A redundant brake unit for a motor vehicle comprises: an inlet port configured to receive fluid under pressure from an external source; an outlet port connected to a supply passage and configured for fluid connection to a wheel brake; a reservoir port connected to a return passage and configured for fluid connection to a fluid reservoir; a boost valve configured to selectively control fluid communication between the inlet port and the supply passage; and a pressure supply unit including a pump element configured to pump fluid between the return passage and the supply passage. The pump element has an inlet directly connected to the reservoir port with no actuated valves therebetween. A normally-closed valve and a throttle valve are disposed in a series configuration between the supply passage and the return passage, with the throttle valve being operable to control a fluid pressure in the supply passage.

A redundant electronic control system includes a control unit, a first output component, and a second output component. The control unit may generate a first execution signal and a second execution signal. The control unit controls the first output component to output the first execution signal to a first actuator, and controls the second output component to output the second execution signal to a second actuator. When the first output component fails, the control unit may control the second output component to output the first execution signal to the first actuator. When the second output component fails, the control unit may control the first output component to output the second execution signal to the second actuator.

Disclosed herein is a brake apparatus including a first hydraulic pressure supplier connected to a wheel cylinder of a vehicle, a second hydraulic pressure supplier connected to the wheel cylinder, a first controller configured to control the first hydraulic pressure supplier to provide a first hydraulic pressure to the wheel cylinder, and a second controller configured to control the second hydraulic pressure supplier to provide a second hydraulic pressure to the wheel cylinder, wherein the first controller is configured to connect to a first power source of the vehicle and a first pedal sensor of the vehicle, and the second controller is configured to connect to a second power source of the vehicle, the first pedal sensor, and a second pedal sensor of the vehicle and includes a power source monitoring unit configured to monitor whether a current is supplied from the first controller to the first pedal sensor.

A redundant parking brake apparatus is provided for a vehicle having components of a parking brake system. The redundant parking brake apparatus comprises a first parking brake controller arranged to (i) monitor a first signal indicative of a request to apply parking brakes of the vehicle, and (ii) provide one or more control signals to be applied to components of the parking brake system to apply the parking brakes in response to receiving the first signal. The redundant parking brake apparatus also comprises a second parking brake controller arranged to (i) initiate a timer counter in response to receiving the first signal, and (ii) provide one or more control signals to be applied to components of the parking brake system to apply the parking brakes when the timer counter has reached a predetermined count.

The invention relates to a brake system including at least one brake with an electric brake actuator, at least one electronic control unit for controlling the at least one electric brake, and two different power supply units connected to the at least one electronic control unit and configured for supplying energy to the at least one electric brake actuator. The at least one electronic control unit comprises a first brake actuation system for activating the electric brake actuator and a redundant brake actuation system for activating the electric brake actuator in case of a failure of the first brake actuation system. The invention also relates to a method for using the brake system.

An electrohydraulic multi-circuit power brake system for autonomous driving. The power brake system includes a piston-cylinder unit for each brake circuit, using which the brake circuits are connected to a common power brake pressure generator. In the event of a failure of the power brake pressure generator, the power brake system can be actuated with a hydraulic pump of a slip control system of the vehicle brake system.

An electromechanical brake system (10) includes a first energy supply apparatus (20) and a second energy supply apparatus (21), a first system control device (30) and a second system control device (31), a plurality of electromechanical brake actuator devices (41), and a first plurality and a second plurality of electronic brake control systems (40a, 40b). Each of the electronic brake control systems is set up to control one of the electromechanical brake actuator devices. The first energy supply apparatus is connected to the first system control device and to each of the first electronic brake control systems, and the second energy supply apparatus is connected to the second system control device and to each of the second electronic brake control systems. A further control device (32, 47) may be connected to at least one of the first electronic brake control systems or one of the second electronic brake control systems.

The present invention relates to a system for vehicle motion control (100) of a vehicle with at least a steering system and one or more of a brake system (24) and a torque vectoring system. a number of sensors (11.21) for sensing at least vehicle speed or wheel speed, yaw rate and wheel angle, said vehicle motion control system comprising a Yaw Stability Control (YSC) functionality comprising an oversteer control function, wherein the YSC function is arranged to be fail-operational.

An electronic control unit for an electronic brake system, and a hydraulic assembly are disclosed. The electronic control unit comprises: a housing having a hydraulic block which is mounted on the front surface thereof and in which a plurality of valves, a flow path, and a pump are provided in order to regulate hydraulic brake pressure transmitted to a plurality of wheel cylinders; a control unit for controlling the plurality of valves and a motor which is accommodated in the housing and provides power to the pump; a first connector provided at the front surface of the housing so that the control unit can be electrically connected to an external device; and a second connector, wherein the first connector is disposed above the position at which the hydraulic block is mounted, and the second connector can be disposed below a reservoir mounted at a first side surface of the hydraulic block.

A vehicle braking system may include a first EMB assembly associated with a first wheel, a second EMB assembly associated with a second wheel, a third EMB assembly associated with a third wheel, a fourth EMB assembly associated with a fourth wheel, a control module to control application of signaling and power for operation of the first, second, third and fourth EMB assemblies where the power is provided from a first power network and a second power network, a first temporary power supply to backup the first power network, and a second temporary power supply to backup the second power network.

A brake system for a motor vehicle having at least four hydraulically actuable wheel brakes includes a first structural unit (100), in which a first electrically actuable pressure source is arranged, a second structural unit, in which a second electrically actuable pressure source, an electrically actuable inlet valve per wheel brake, and an electrically actuable outlet valve per wheel brake is arranged, and a pressure medium reservoir. The first pressure source and the second pressure source are connected to a brake supply line, to which the at least four inlet valves are connected. The first structural unit and the second structural unit are connected to each other by at most one pressure-resistant hydraulic connecting element.

Proposed is a vehicle drive (100) for a vehicle, comprising a wheel (10), a transmission (12) with an input shaft (14) and an output shaft (16), wherein the output shaft (16) is coupled to the wheel (10) in order to drive the wheel (10) at an output speed (n2), a braking device (18), and an electric motor (20), wherein the braking device (18) and the electric motor (20) are coupled to the input shaft (14) or arranged on the input shaft (14), wherein the electric motor (20) is designed to drive the input shaft (14) at an input speed (n1), wherein the braking device (18) is designed to brake the input shaft (14) in order to reduce the input speed (n1), wherein the transmission (12) is designed to translate the input speed (n1) into the output speed (n2).

The invention relates to a method for controlling a hydraulic motor vehicle braking system comprising a first hydraulic subsystem (100) comprising a hydraulically coupled brake pedal (12) for pressure build-up in at least one first wheel brake (8a, 8b) and a first electrical pressure supply device (5) for driver-independent pressure build-up at the at least one first wheel brake (8a, 8b) and a second hydraulic subsystem (200) comprising a second electrical pressure supply device (2) for driver-independent pressure build-up at the at least one first wheel brake (8a, 8b), wherein in a fault-free case the pressure at the at least one first wheel brake (8a, 8b) is built up by the first electrical pressure supply device (5).In order to provide both good pedal feel and high deceleration, in the event of a fault in the first subsystem (100), the system switches to a half-by-wire mode or a hydraulic fallback mode, whereby the pressure in the at least one first wheel brake (8a, 8b) is built up without electrical amplification by the muscle power of a driver via the hydraulically coupled brake pedal (12) as long as a switching condition is not met, and when the switching condition is met, the system switches to an amplification mode in which the hydraulically coupled brake pedal (12) is disconnected from the at least one first wheel brake (8a, 8b) and the pressure in the at least one first wheel brake (8a, 8b) is built up by the second electrical pressure supply device (2).

The technical scheme of the invention relates to the technical field of control and adjustment, in particular to a crawler-type articulated vehicle braking system applied to a low-temperature environment. Through multi-module collaborative optimization and a closed-loop control mechanism, the problems of unbalanced dynamic distribution of braking force, insufficient redundancy fault tolerance and signal distortion under the low-temperature working condition are solved. The data acquisition module is used for acquiring a hinging angle, an inertial measurement unit attitude, a braking temperature and a vehicle state signal in real time; the optimization control module performs multi-objective optimization on the dynamic weight coefficient, the redundancy switching threshold value and the fuzzy rule parameter based on a genetic algorithm to generate a weight distribution scheme of a hinge angle compensation mode and an inertial measurement unit dominant mode; the adjusting module generates a brake pressure reference value through temperature self-adaptive analysis and synchronizes hydraulic control units of a front vehicle and a rear vehicle, and all the modules remarkably improve the dynamic stability and the low-temperature working condition fault-tolerant capability of a brake system through full-link cooperation of environment perception, parameter iteration and redundancy execution.

An electrified vehicle includes a human-machine interface to enable a towed vehicle mode to enable electric pumps to lubricate and / or cool vehicle components and to disable driver assistance features while the electrified vehicle is being towed by another vehicle. The electrified vehicle includes a drivetrain having an electric machine configured to provide propulsive torque to vehicle wheels, a high-voltage traction battery selectively connected to the electric machine, a battery powered fluid pump configured to pump fluid to the drivetrain, and a controller programmed to, after receiving a signal enabling towed vehicle operation of the electrified vehicle, control operation of the battery powered fluid pump while the electrified vehicle is being towed. The controller may disable one or more driver assistance features and alerts such as automatic emergency braking, automatic shifting of the drivetrain, automatic parking brake operation, automatic headlights, automatic steering, cruise control, parking assistance, and external object distance detection.

A brake motor abnormality detection device may detect abnormality of a brake motor generating a driving force to displace a friction member at a side of a wheel of a vehicle to generate a braking force caused by friction due to the displacement of the friction member. The brake motor abnormality detection device includes a memory in which one or more instructions are stored and a processor configured to execute the one or more instructions to input input data to an artificial neural network model configured to receive the input data and output an estimation value of an output variable related to an output of the brake motor, obtain the estimation value of the output variable, and detect whether the brake motor is abnormal by using a difference between the estimation value of the output variable and a measurement value of the output variable.

Systems and methods are described for distributed electric park brake control. The vehicle's electronic stability controller (ESC) is configured to monitor the status of an electric parking brake switch and to provide control signals to a motor-on-caliper actuator based on the status of the electric parking brake switch. A secondary brake system controller (for example, a brake pedal “booster” unit) that is configured to control at least one function of the braking system that is not related to the parking brake function is further configured to determine whether the ESC is operating properly and, in response to determining that the ESC is not operating properly, to monitor the status of the electric parking brake switch and provide the control signals to the motor-on-caliper actuator based on the status of the electric parking brake switch.

The invention relates to the technical field of testing of structural components or equipment, in particular to a vehicle braking posture change measuring method and device and electronic equipment, and the method comprises the steps: generating a corresponding test task based on at least one preset measurement target under an AEB braking working condition; judging whether the current test site meets a preset test condition or not based on the test task; if the current test site meets the preset test condition, responding to the test task, using the AEB brake robot to control at least one test vehicle meeting the preset test condition to complete at least one preset measurement target, and obtaining multiple groups of measurement data of the test vehicle in the test process, and obtaining a braking posture change value of each test vehicle based on the multiple groups of measurement data and the test data of the test vehicles. Therefore, the technical problems that in the related technology, the influence of AEB intervention on the vehicle posture change is ignored, so that the comprehensiveness of vehicle safety development is poor, and the safety performance of the vehicle during braking is difficult to guarantee are solved.

A trailer air supply and control module for a electronic brake system of a motor vehicle with a trailer interface, and a brake system of a motor vehicle with a trailer interface comprising the trailer air supply and control module, includes at least two electrical terminals configured to receive two independent but redundant electrical control input signals which comprise a signal for a preset brake control outlet pressure. At least one valve is configured to adjust a constant air pressure from an air pressure source to the preset brake outlet pressure. One pneumatic outlet terminal is configured to provide the preset brake supply outlet pressure to the pneumatic brake system of the trailer, and one pneumatic outlet terminal is configured to provide the preset brake control outlet pressure to the pneumatic brake system of the trailer. The air pressure source is arranged within the trailer air supply and control module.

A vehicle motion management (VMM) system for a heavy-duty vehicle, configured to obtain a desired wheel force value of a wheel of the vehicle; determine a torque limit for a first motion support device (MSD) associated with the wheel based on the desired wheel force value; determine a tire model based on a relationship between wheel force and wheel speed of the wheel; determine a desired wheel speed for the first MSD based on the tire model; and determine a torque fill request for a second MSD of the vehicle based on the desired wheel force and on a torque capability of the first MSD. The VMM system determines the torque fill request for the second MSD in dependence of the torque limit for the first MSD in case the operating torque of the first MSD is limited by the torque limit, and to determine the torque fill request for the second MSD in dependence of an applied torque status signal in case the operating torque of the first MSD is not limited by the torque limit.

Systems, apparatuses, and methods for controlling a transmission and other vehicle systems and components based on operation of an auxiliary braking system for a vehicle are disclosed. A controller for a vehicle includes a processing circuit having at least one memory device coupled to at least one processor, the at least one memory device is configured to store instructions thereon that, when executed by the at least one processors, cause the at least one processor to: receive data regarding operation of an auxiliary brake system of the vehicle; determine an auxiliary brake fault condition based on the received data regarding operation of the auxiliary brake system; determine that the vehicle is on or is about to experience a negative road grade; determine a vehicle speed is greater than a requested vehicle speed for the negative road grade; and control a transmission to downshift at least two settings relative to a current transmission setting.

The invention relates to a method for operating a vehicle driven by at least one electric drive unit (3). According to the invention, at least before the vehicle starts moving from a standstill and the vehicle's brake device (6) is activated based on a mechanical friction brake principle, a holding torque is generated by the electric drive unit (3) to hold the vehicle at a standstill, and then the brake device (6) is released. Alternatively or additionally, when the vehicle is decelerating to a standstill, braking to a standstill is initiated at least shortly before reaching a standstill exclusively by means of a braking torque (M) generated by the drive unit (3). B) carried out, at the earliest after reaching standstill the braking device (6) is activated to generate a friction brake holding torque to hold the vehicle at standstill and after reaching the friction brake holding torque the generation of the holding torque carried out by means of the drive unit (3) is stopped. The invention further relates to a device (1) for operating a vehicle powered by means of at least one electric drive unit (3).

A brake system for hydraulically actuating a pair of front wheel brakes and a pair of rear wheel brakes includes a master cylinder fluidly connected to a reservoir and operable to provide a brake signal responsive to actuation of a brake pedal connected thereto. The master cylinder is selectively operable during a manual push-through mode by actuation of the brake pedal to generate brake actuating pressure at an output for hydraulically actuating a selected one of the pair of front and rear wheel brakes. A first power transmission unit is configured for actuating the selected one of the pair of front and rear wheel brakes. A second power transmission unit is configured for actuating the other one of the pair of front and rear wheel brakes. A first electronic control unit is provided for controlling at least one of the first and second power transmission units.

The invention discloses an unmanned mining dump truck hydraulic braking system and a control method. The unmanned mining dump truck hydraulic braking system comprises a service brake valve set and a parking brake valve set. The service brake valve group comprises a first hydraulic proportional pressure reducing valve, a second hydraulic proportional pressure reducing valve, a first shuttle valve and a first pressure sensor; the first hydraulic proportional pressure reducing valve and the second hydraulic proportional pressure reducing valve are connected in parallel; oil outlets of the first hydraulic proportional pressure reducing valve and the second hydraulic proportional pressure reducing valve are communicated with an oil inlet of a first shuttle valve; an oil outlet of the first shuttle valve is connected with a first pressure sensor; the parking brake valve group comprises an electromagnetic directional valve, a redundant electromagnetic directional valve and a pressure switch; the electromagnetic directional valve is a normally closed valve, and the redundant electromagnetic directional valve is a normally open valve; the electromagnetic directional valve and the redundant electromagnetic directional valve are connected in series, the electromagnetic directional valve is connected with an oil inlet pipeline, the redundant electromagnetic directional valve is connected with an oil outlet pipeline and a parking brake caliper, and a pressure switch is arranged on the oil outlet pipeline.

A method of controlling a vehicle with a plurality of motion actuators comprises: determining a longitudinal inclination and speed of the vehicle; selecting an uphill drive mode if the longitudinal inclination is greater than an inclination threshold and the absolute speed is less than a speed threshold, and otherwise selecting a regular drive mode; obtaining motion requests; in accordance with the selected drive mode, providing a solution to an optimization problem related to optimal control of the motion actuators in accordance with the obtained motion requests; and controlling the motion actuators in accordance with the solution to the optimization problem. The optimization problem is dependent on a control effectiveness matrix which is defined differently in the uphill drive mode and the regular drive mode.

A refuse vehicle includes a motor, a battery, a pedal, and processing circuitry. The motor consumes electrical energy transport the refuse vehicle, or is back-driven to generate electrical energy and provide regenerative braking. The processing circuitry obtains an amount of depression from the pedal, and compares the amount of depression to a transition point. In response to the amount of depression of the pedal exceeding the transition point, the processing circuitry uses a linear relationship and the amount of depression to operate the motor to provide a requested amount of acceleration for transportation. In response to the amount of depression of the pedal being less than the transition point, the processing circuitry uses a non-linear relationship and the amount of depression of the pedal to operate the motor to provide a requested amount of regenerative braking.