1699results about "Brake control systems" patented technology

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.

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 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.

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.

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.

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.

A method for operating a vehicle brake system, wherein the brake system has at least one friction brake and at least one regenerative brake. A defined switching pattern is specified for switching between a self-cleaning operating mode for cleaning the friction brake and a normal operating mode of the brake system. The method includes determining information describing the state of the at least one friction brake, determining the state of the at least one friction brake from the information, determining whether the state satisfies a specific switching criterion, and, if the self-cleaning operating mode is to be activated according to the switching pattern and the state of the friction brake does not satisfy the switching criterion, suppressing activation of the self-cleaning operating mode and maintaining the normal operating mode.

An auxiliary hydraulic system including an accumulator, a control valve, and a hydraulic connector. The accumulator connects to a primary hydraulic system including a hydraulic pump, a brake circuit, and a steering circuit. The control valve selectively allows or prevents flow from an accumulator to at least one of the brake circuit and the steering circuit. The hydraulic connector selectively connects an external source to the accumulator and the control valve.

A control unit for a motor vehicle which includes at least one electric machine for driving one or more wheels of the vehicle and at least one friction brake is provided. The control unit is configured to determine that a one-pedal feel function is to be provided via an acceleration pedal of the vehicle and / or a creep function is to be provided via a brake pedal of the vehicle. Additionally, the control unit is configured to operate the electric machine at least temporarily in combination with the friction brake in order to provide the one-pedal feel function and / or the creep function.

A left front electric brake mechanism provides a braking force to a left front wheel of a vehicle. A right front electric brake mechanism provides a braking force to a right front wheel of the vehicle. A left rear electric brake mechanism provides a braking force to a left rear wheel of the vehicle. A right rear electric brake mechanism provides a braking force to a right rear wheel of the vehicle. An ECU controls the electric brake mechanisms. When a first braking force provided to a first wheel (for example, the left front wheel) cannot be controlled due to a failure in a first frictional braking apparatus (for example, the left front electric brake mechanism), the ECU outputs a braking instruction for causing a second frictional braking apparatus to generate a second braking force according to magnitude of the first braking force.

A device for monitoring a maximum temperature reached during landing by a brake of landing gear of an aircraft. The monitoring device uses a prediction model to estimate a maximum temperature reached by the brake during landing. An error between the estimated maximum temperature and the measured maximum temperature is determined, and if the error is greater than a first predefined threshold, when the measured maximum temperature is greater than the estimated maximum temperature, or a second predefined threshold, when the measured maximum temperature is less than the estimated maximum temperature, and if a total number of errors is greater than a third predefined threshold, then a warning message is generated for attention of the flight crew and / or ground crew. It is thus possible to anticipate maintenance actions on landing-gear components.

The invention provides a control method and device which can be applied to the field of intelligent driving. The method comprises the steps that the electric braking recovery torque of a front axle and the electric braking recovery torque of a rear axle of the vehicle are obtained, and the ratio of the electric braking recovery torque of the front axle to the electric braking recovery torque of the rear axle is smaller than a preset distribution ratio; when hydraulic braking torque compensation is triggered, the hydraulic braking torque of the front axle is determined according to the electric braking recovery torque of the rear axle, the braking torque determined according to the preset distribution ratio and the electric braking recovery torque of the front axle; and controlling a hydraulic brake of the front axle to work according to the hydraulic braking torque of the front axle. The embodiment of the invention can be applied to an intelligent automobile or a new energy automobile, and is helpful for preventing the EBD function from being triggered too early in a vehicle braking process.

A rail vehicle brake system includes a brake controller with a first brake control unit providing braking functions and outputting a force manipulated variable, and a first actuator control unit providing functions for generating a frictional braking force based on the force manipulated variable and outputting an actuation variable. The brake system further includes an extension function support and an actuator that includes a second brake control unit providing braking functions and outputting a force manipulated variable, a second actuator control unit providing functions for generating a frictional braking force based on the force manipulated variable and outputting an actuation variable, a braking force unit providing functions for generating a frictional braking force based on the actuation variable, and first and second braking paths from functions that are active between a control input by the brake system and the generation of a braking force.

To provide an information processing device capable of calculating an index value in a short period of time by extracting extraction data having obtained the feature of the entire original data.SOLUTION: A processing device of an information processing device executes retrieval processing which includes a first step (S120) of calculating a relative frequency distribution of original data, a second step (S125) of setting a plurality of time windows for cutting out a partial period data of the original data, a third step (S130) of cutting out data from the original data, a fourth step (S140) of calculating a relative frequency distribution of extraction data, and a fifth step (S145) for calculating an error between the relative frequency distribution of the original data and the relative frequency distribution of the extraction data, and repeatedly executes an attempt from the second step to the fifth step, changing settings of the plurality of time windows. The processing device calculates an index value of damage of a friction material of a transmission by using the extraction data whose error becomes equal to or smaller than the threshold value (S160).SELECTED DRAWING: Figure 3

A brake system may include: a drum; a brake shoe including a frictional member applying frictional force to the drum; a motor moving the brake shoe; a force sensor detecting clamping force of the frictional member to the drum; and a controller electrically connected to the motor and the force sensor, and the controller may determine a first position of the frictional member to the drum at a braking force generation start time based on current applied to the motor or torque of the motor upon controlling the motor for braking, and control the motor so that an interval between the drum and the frictional member is adjusted based on the first position when the force sensor is in a failure state upon controlling the motor for releasing the braking.

A smart battery box is provided that includes a battery for selectively powering a trailer main harness coupled to an ABS controller. The smart battery box includes a controller configured to respond to a command to control a switch to close to power the ABS controller through the battery. In this fashion, the ABS controller may be tested through the smart battery box while the trailer is disconnected from a tractor.

A vehicle brake system includes a vehicle brake device and a hydraulic pressure generation unit. The vehicle brake device includes: a brake pedal that has a pedal portion, and a lever portion rotating about a rotation axis in response to the pedal portion being operated; a stroke sensor that outputs a signal based on a stroke amount of the brake pedal; a housing that rotatably supports the lever portion; and a reaction force generation portion that generates a reaction force applied on the lever portion based on the stroke amount. The hydraulic pressure generation unit generates a hydraulic pressure for braking a vehicle.

A method for validating a model of vehicle dynamics for use in autonomous driving. The method comprising setting a wheel slip limit on an operation of at least one vehicle torque device, obtaining a model of vehicle dynamics based on the set wheel slip limit, and validating the model of vehicle dynamics based on the set wheel slip limit.