107results about "Brake control systems" patented technology

Methods (400, 500) for power transmission, comprising: Setting a clutch torque (612, 712) of a clutch (191) of a differential (193) that drives a first wheel (131) and a second wheel (131), in response to a difference between a braking torque of the second wheel (131) and a braking torque of the first wheel (131); and Setting a regenerative torque of an electric machine (120) in response to the braking torque of the first wheel (131) and the braking torque of the second wheel (131) and the clutch torque (612, 712).

To provide a braking system that reduces cost and structural volume, and improves safety and / or the probability of failure caused by malfunction. [Solution] The master cylinder, which is actuated by an actuator in the form of a brake pedal (1), is provided with only one actuation chamber (110), which can be hydraulically connected to the brake circuit lines (HL4, HL5) of the brake circuit (BK1, BK2) directly via a hydraulic line (HL3) or via circuit isolation valves (BP1, BP2), and a switching valve is used to selectively close or open the hydraulic line (HL3), which is particularly open when de-energized.

A computer-implemented method is disclosed, which is suitable for a vehicle comprising a primary brake system and a secondary brake system, wherein each of the primary and secondary brake systems is configured to control one or more brake actuators of the vehicle. The method comprises enabling the secondary brake system, triggering braking control by the secondary brake system, and obtaining measurements of an output of the secondary brake system, wherein the output is for control of the one or more brake actuators, and wherein the measurements are indicative of a response of the secondary brake system to the triggered braking control. The method also comprises determining a functionality of the secondary brake system by comparing the measurements of the output of the secondary brake system to a corresponding output of the primary brake system. Corresponding computer system, vehicle, computer program product, and non-transitory computer-readable storage medium are also disclosed.

Method for estimating the coefficient of friction of a hydraulic brake system with axle-specific pressure build-up of a motor vehicle, comprising the steps: a) Adjusting a braking torque on a wheel of a first axle or on a first axle of the motor vehicle via an actuator system which has a higher positioning accuracy than the hydraulic braking system; b) Measurement of the deceleration of the wheel or axle or motor vehicle caused by the braking torque; c) Determination of the transmission behavior between braking torque and deceleration of the wheel or axle or motor vehicle; d) Applying a target braking torque to the wheel or axle of the motor vehicle via the hydraulic braking system; e) Measurement of the deceleration of the wheel or axle or motor vehicle caused by the braking torque; f) Estimating the actual braking torque via the inverse of the transmission behavior between braking torque and deceleration of the wheel or axle or motor vehicle determined in step c); (g) Calculation of the coefficient of friction of the hydraulic brake system with axle-specific pressure build-up for the first axle of the motor vehicle, wherein the method also includes the determination of the coefficient of friction of the hydraulic brake system with axle-specific pressure build-up for at least one further axle of the motor vehicle.

A brake system for commercial vehicles is disclosed. The commercial vehicle comprises a front axle (10) controlled by a first brake circuit and at least one rear axle (20) controlled by a second brake circuit. The brake system comprises a foot brake module, FBM, (100) and a two-channel electro-pneumatic module, 2C EPM, (200). The FBM (100) comprises a first pneumatic output port (110) for a first brake circuit, and a second pneumatic output port (120) for the second brake circuit, a driver interface (130) as first input, and a pneumatic control port (140) as a second input. The FBM (100) is configured to generate a first control pressure (101) for the front axle (10) and a second control pressure (102) for the rear axle (20). The generated first control pressure (101) and / or the second control pressure (102) are controllable by the driver interface (130) and by the pneumatic control port (140). The 2C EPM (200) comprises a first channel port (210), a second channel port (220), and a pneumatic input port (230). The first channel port (210) is configured to provide a first channel output (201) for the rear axle (20). The second channel port (220) is configured to provide a second channel output (202) to the pneumatic control port (140) of the FBM (100). The pneumatic input port (230) is configured to receive second control pressure (102) from the FBM (100) and is fluidly connectable to the first channel port (210) and fluidly disconnected from the second channel port (220).

An electromechanical brake actuator (400) for vehicles, particularly railway vehicles, is described, comprising a safety unit (401) configured to: receive an electrical position signal (221) whose value indicates the position of a braking force application device (217) along a translation axis (Xt); determine the instantaneous position of the braking force application device (217) based on the value of the electrical position signal (221); and prevent a braking force control signal (204) or a power supply signal (405) from the service brake control unit (202) from reaching the electromechanical module (201) by a first interruption device (403) when: a) the safety unit (401) determines that the braking force application device (217) is in a position between a maintenance position and a stationary position; or b) the safety unit determines that the braking force application device (217) is moving from a stationary position to a maintenance position. A braking system is also described.

A brake apparatus includes brake modules on the left and right wheels of the first and second axles and a controller that sets a target braking torque for each wheel based on a pedal sensor signal and controls each module accordingly, and, upon detecting a failure in one or more brake modules, identifies a yaw rate error between the target and current yaw rates using a motion sensor signal, distributes additional braking torque to the operational modules based on the yaw rate error, and adjusts their braking torque based on both the target and additional values.

The invention relates to a system and a method for coordinating drive and / or braking torques in a motor vehicle with selected interfaces for communication between processing modules.

The invention relates to a driver brake wish sensor (10a, 10b) for a vehicle, having a sensor memory unit (10e, 10f) in which at least one authentication key (#1 and #2) is stored and a sensor electronics (10c, 10d) by means of which at least one sensor signal (16a to 16d) can be output to at least one electric brake device (12a, 12b) as a sensor signal (16a to 16d) that is encrypted and / or authenticated with the at least one authentication key (#1 and #2). Furthermore, the invention relates to an electric brake device (12a, 12b) for a vehicle for interaction with at least one driver brake wish sensor (10a, 10b), having a memory unit (12e, 12f) in which at least one ID information (ID1 and ID2) about at least one stored authentication key (#1 and #2) is stored and a motor control device (12c, 12d) by means of which it can be determined whether at least one signal provided to the electric brake device (12a, 12b) is encrypted and / or authenticated with the at least one authentication key (#1 and #2) and only then the motor of the electric brake device (12a, 12b) is actuated by means of the motor control device (12c, 12d) taking into account the at least one signal provided.

Electromechanical brake actuator (4) for an electromechanical braking system (1), wherein the brake actuator (4) comprises: - a supply terminal (4a) configured to receive electrical energy from a power supply (6); and - a control terminal (4b) configured to receive electrical control signals when the brake actuator (4) is supplied via the supply terminal (4a) in order to actuate a brake; wherein the brake actuator (4) is configured to be operated by energy supplied to the control terminal (4b) when no or insufficient energy is supplied to the supply terminal (4a) and / or when a corresponding control signal is supplied to the brake actuator (4) enabling operation by energy supplied to the control terminal (4b).

To obtain an electro-pneumatic ABS brake system for commercial vehicles that enables reliable brake control with relatively little effort. [Solution] In an electro-pneumatic ABS brake system 1 for a commercial vehicle 2, a second pressure sensor 54 is provided separately from the first pressure sensor 52 and is configured to output a second pressure signal S2 to an electronic control unit 60. The electronic control unit 60 is configured to receive both pressure signals S1 and S2 and to control at least one of the ABS valves 14, 17, 23, 27, 42 and / or axle valve units 10, 20 depending on the pressure signals S1 and S2.

The invention relates to a method (200) for monitoring a brake system (114) of a vehicle (100), wherein the method (200) comprises a step of reading in (201) a tire force acting on a tire of a wheel (102) and a current brake pressure in a brake system (106) for braking the wheel (102), a step of calculating (203) a braking effect parameter of the brake system (114) using the tire force and the brake pressure, and a step of outputting (205) a notification signal in response to the calculated braking effect parameter of the brake system (114).

The present invention relates to a rotational angle detection system (1, 1´, 1´´, 1´´´) for detecting a rotational angle of a rotary brake drive (10) for a rail vehicle, comprising: at least one sensor unit (20, 21) for detecting a rotational angle, which sensor unit can be operatively connected to the rotary brake drive (10); and at least one main electronics path for transmitting control signals and / or sensor signals, wherein the at least one main electronics path can be operatively connected to the at least one sensor unit (20, 21), the at least one main electronics path comprises at least one signal transmitter (51, 52, 53, 54) which subdivides the main electronics path into a main electronics path section which is close to the sensor unit (20, 21), viewed from the signal transmitter (51, 52, 53, 54), and a main electronics path section which is remote from the sensor unit (20, 21), viewed from the signal transmitter (51, 52, 53, 54), and the at least one signal transmitter (51, 52, 53, 54) is designed to electrically isolate the at least one sensor unit (20, 21) from the main electronics path section which is remote from the sensor unit (20, 21).

A vehicle control arrangement includes a mechanical interface configured to be interposed between an existing steering wheel column shaft and steering wheel of a vehicle. The arrangement includes at least two drive units, each configured to selectively engage with said mechanical interface upon activation for actuating the steering column shaft to steer the vehicle. Also included are a detector arranged in register with said mechanical interface and configured to detect manual interaction with the steering wheel, and a controller arranged in signal communication with the detector and drive units, the controller configured to, when autonomous control is selected, engage and control at least one drive unit to effect autonomous steering of the vehicle, and when manual interaction is detected, to disengage said drive units. In this manner, a vehicle is retrofittable with said control arrangement to facilitate alternating between autonomous and manual control, as required.

The invention relates to a method (200) for monitoring a braking system (114) of a vehicle (100), wherein the method (200) comprises a step of reading (201) a tire force acting on a tire of a wheel (102) and a current brake pressure in a braking system (106) for braking the wheel (102), a step of calculating (203) a braking effect parameter of the braking system (114) using the tire force and the brake pressure, and a step of outputting (205) a notification signal responding to the calculated braking effect parameter of the braking system (114).

A regenerative cooperation control device comprises a transition control device (M17) designed to perform transition control for a transition from a regenerative braking force to a friction braking force in a situation where the regenerative braking force is applied to a vehicle, and a correction device (M19) designed to perform a correction process that corrects a difference between the regenerative braking force and the friction braking force, which has a higher reaction rate, such that the magnitude of a difference between a deceleration of the vehicle and a target deceleration during an execution of the transition control.

In one aspect, an auxiliary braking system for a work vehicle including a traction device may include a brake assembly being configured for slow movement of the traction device. The system may also include an auxiliary braking actuator configured to selectively activate the brake assembly during auxiliary braking operations. Furthermore, the system may include a cable coupled to the brake assembly and one end of the cable assembly including an enlarged head slidably positioned within a chamber of an auxiliary braking actuator, wherein, when a service braking actuator activates the brake assembly, the enlarged head is configured to slide within the chamber. Finally, the system may include a fastener assembly to retain the enlarged head within the chamber.

The application provides a brake method, device and system for a motor train unit. The method comprises the following steps: sending the electric brake capacity of the motor train and the total brake capacity of the vehicle to the motor train control unit, so that the motor train control unit determines the electric brake proportion of each motor train according to the electric brake capacity and the required brake force of the motor train unit, and determines the total brake capacity use proportion of each motor train according to the total brake capacity and the required brake force of the motor train unit; determining a first electric brake application value according to the electric brake proportion and the electric brake capacity, and determining a second electric brake application value according to the total brake capacity use proportion and the electric brake capacity; determining a deviation proportion according to the wheel-rail state data, the weather data and the wheel pair sliding data; determining a target electric brake application value according to the deviation proportion, the first electric brake application value and the second electric brake application value; and sending the target electric brake application value to the traction control unit to brake according to the target electric brake force applied by the traction control unit, so that the brake efficiency of the motor train unit can be improved.

The invention relates to a brake system and a method of controlling the brake system. A brake system may include: an electromechanical brake disposed in a rear wheel of a vehicle; a first force sensor and a second force sensor configured to detect a clamping force of the electromechanical brake; an electromechanical brake controller configured to perform brake control on the electromechanical brake in response to an output signal of at least one of the first force sensor and the second force sensor; one or more controllers are configured to output a control signal for braking control of the electromechanical brake to the electromechanical brake controller, and first and second power supply devices are configured to supply power to at least one of the one or more controllers and the electromechanical brake controller, the first force sensor and the second force sensor receive power from at least one of the first power supply device and the second power supply device through the electromechanical brake controller.

A method is disclosed for managing regenerative braking of a motor vehicle (1) equipped with an electric motor (2) capable of providing a resistive torque, the resistive torque of the motor being governed by a regenerative braking law (L1, L2, L3, LB) that can be selected between at least a first law (L1, L2, L3) and a second law (LB), the resistive torque associated with the second law (LB) being strictly greater than the resistive torque associated with the first law (L1, L2, L3), the management method comprising: a first step (E1) of manual or automatic selection of the first law (L1, L2, L3); a second step (E2) of manual or automatic selection of the second law (LB); and a third step (E3) of automatic deselection of the second law (LB) and automatic selection of the first law (L1, L2, L3) when conditions related to the speed of the vehicle (1) and / or the position of the accelerator pedal (6) of the vehicle are met.

The invention relates to a method for operating a braking system (12) of a motor vehicle (10), which comprises a control unit (14) and at least one friction brake (16), with a first brake element (18) and at least one second brake element (20), which are brought into contact by a pressure acting on them by means of an actuator (22), whereby a braking torque is generated due to friction, which acts on at least one wheel (24) of the motor vehicle (10), and a material is used for the first brake element (18) and / or the at least one second brake element (20) in which the relationship between pressure and braking torque is not linear and the braking torque depends on a vehicle condition. The invention further relates to a braking system (12) and a motor vehicle (10).

This application provides an electromechanical braking device and a vehicle. The electromechanical braking device includes a backup device and two braking devices, each used to brake at least one wheel of the vehicle. The operating modes of the electromechanical braking device include a main braking mode and a secondary braking mode. In the main braking mode, the two braking devices receive motor braking force output from a brake motor. In the secondary braking mode, the backup device receives pedal braking force output from the vehicle's pedal mechanism and transmits the braking force to the two braking devices respectively. The electromechanical braking device of this application has high reliability and can brake the vehicle when the motor fails, ensuring vehicle driving safety.

In a method for operating a vehicle electrical system for a motor vehicle, a vehicle battery of the vehicle electrical system that has at least two sub-batteries provides electrical energy from more than one of the at least two sub-batteries at a conventional supply terminal of the vehicle electrical system, the conventional supply terminal being electrically coupled to the vehicle battery. At least a first and a second safety supply terminal of the vehicle electrical system are supplied with electrical energy by a coupling device of the vehicle electrical system, the coupling device being connected to the vehicle battery, and the coupling device electrically coupling the at least a first and second safety supply terminal each to exactly one of the at least two sub-batteries in accordance with a coupling state of the coupling device.

The invention relates to a method for manufacturing an electromechanical brake booster (EBKV), wherein the EBKV is adjusted using a correction parameter (K). According to the invention, a) at least one functional characteristic value (F1, F2, F3, F4) is estimated on the basis of production data and / or pre-defined measured values ​​by at least one neural network (N1, N2, N3, N4) and b) by feeding the correction parameters (K) into a physical model (P) of at least one functional characteristic value (F1, F2, F3, F4). The invention also relates to a computing unit and an electromechanical brake booster.

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

According to at least one embodiment, the present disclosure provides a brake system for a vehicle that includes a three-way solenoid valve to reduce the number of solenoid valves mounted to the brake system.

Method for operating a vehicle's braking system with the step: Limiting a brake pressure build-up in at least one brake circuit (10, 12) of the brake system to a response pressure of a storage volume (46a, 46b) of the at least one brake circuit (10, 12) at least temporarily during an actuation of a brake actuation element (22) connected to a master brake cylinder (18) of the brake system by a driver of the vehicle by controlling at least one wheel outlet valve (40a, 40b) of at least one wheel brake cylinder (14a, 14b) of the at least one brake circuit (10, 12) into an open state; wherein the rear wheel exhaust valves (40a, 40b) of the rear wheel brake cylinders (14a, 14b), each assigned to a rear wheel of the vehicle, are controlled to the open state at least temporarily during the actuation of the brake actuation element (22), and the front wheel inlet valves (34a, 34b) of the front wheel brake cylinders (16a, 16b), each assigned to a front wheel of the vehicle, are controlled to a closed state at least temporarily during the actuation of the rear wheel exhaust valves (40a, 40b) of the rear wheel brake cylinders (14a, 14b) to the open state. characterized by the fact that Before limiting the pressure build-up in the brake circuits (10, 12) to the response pressure, it is determined whether a generator braking torque (Mgen) corresponding to an actuation force of the actuation of the brake actuation element (22) can be exerted by means of at least one electric motor of the vehicle, and the limiting of the pressure build-up in the brake circuits (10, 12) to the response pressure is only carried out if the generator braking torque (Mgen) corresponding to the actuation force can be exerted by means of the at least one electric motor; wherein, if, after limiting the pressure build-up in the brake circuits (10, 12) to the response pressure, it is determined that the generator braking torque (Mgen) corresponding to the actuation force can no longer be exerted by means of the at least one electric motor, the front wheel inlet valves (34a, 34b) of the front wheel brake cylinders (16a, 16b) are controlled from the closed state to an open state, and wherein, if, after controlling the front wheel inlet valves (34a, 34b) from the closed state to the open state, it is determined that the generator braking torque (Mgen) corresponding to the actuation force can be applied again by means of the at least one electric motor, the brake pressure present in the brake circuits (10, 12) is limited to the response pressure by controlling the rear wheel outlet valves (40a, 40b) to the open state.

A method for braking an aircraft is disclosed herein. The method includes receiving, by a brake controller (150), a first signal from a position sensor (204) of a first pedal (202), receiving, by the brake controller, a second signal from a pedal sensor (206) of the first pedal, determining, by the brake controller, that the pedal is being pressed based on the first and second signals, and sending, by the brake controller, an instruction to apply a brake pressure in response to the determination that the pedal is being pressed.

A motion manager is configured to request at least one of a plurality of actuators (302, 304, 306) provided in a vehicle (1) to move the vehicle (1) in accordance with a kinematic plan. The actuators (302, 304, 306) includes a second holding device having the holding function and being configured to execute backup control. The motion manager includes one or more processors configured to: receive information indicating the kinematic plan from a setting device; distribute, to at least one of the actuators (302, 304, 306), a motion request for the vehicle (1) calculated by using the kinematic plan; and transmit, to the setting device, predetermined information including information indicating whether an abnormality has occurred in the holding function of the second holding device and information indicating a control status of the second holding device, and not including information for identifying a category of the second holding device.

This relates to a driving dynamics system and a method for adjusting braking pressure. [Solution] The present invention relates to a driving dynamics system comprising at least one electric traction motor and at least one (first) electro-hydraulic pressure supply unit (BM1), wherein a primary control unit is communicably connected to a traction motor control unit for controlling the traction motor to execute steering and braking commands, and at least one of the hydraulically operable wheel brakes (RB1-RB4) is associated with a braking pressure regulating valve and outlet valve (AV1-AV4) in the form of a special solenoid valve (MV2k) particularly tensile resistant, wherein the driving dynamics system, in particular the primary control unit (M-ECU), is configured to selectively reduce pressure from at least one hydraulically operable wheel brake via the associated outlet valve or via the special solenoid valve (MV2k).