1379results about "Brake control systems" patented technology

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 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.

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.

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 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 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.

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.

Electromechanically braking rail vehicles is performed using a brake system that 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. An actuator 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, and a braking force unit providing functions for generating a frictional braking force based on the actuation variable. First and second braking path are provided from functions that are active between at least one control input by the brake system and the generation of a braking force.

An electric hydraulic brake includes: wheel brakes configured to braking force to wheels of a vehicle; a reservoir storing brake oil; a master cylinder connected to the reservoir, and operated in conjunction with a main brake motor to generate pressure of the brake oil; a first controller configured to control the main brake motor; a hydraulic controller including a pump configured to form pressure of the brake oil in conjunction with an auxiliary brake motor, and a hydraulic block configured to selectively transmit the pressure of the brake oil formed in the master cylinder or the pump to the wheel brakes; and a second controller configured to control the auxiliary brake motor when the master cylinder or the first controller malfunctions. The hydraulic controller is provided with an auxiliary flow path to transmit the brake oil from the reservoir to the pump directly through the auxiliary flow path.

Braking system with: a hydraulic brake device for generating a friction braking force comprising a pedal (16), at least one brake caliper (21a - 21d) a main pressure generating device (200) with a main cylinder (212) and a piston (251) which pressurizes the main cylinder (212), a wheel pressure generating device (300) for generating a hydraulic pressure in the at least one brake caliper (21a - 21d); and a regenerative braking device (18) and a brake control device (100) for calculating a braking force distribution between friction brakes and regenerative braking, wherein the braking system is configured to adjust a total braking force (Ft) based on a pedal reaction force and a displacement amount of the piston (251) that pressurizes the master cylinder (212), or adjust the total braking force (Ft) based on the pedal reaction force and the generated hydraulic pressure in the at least one brake caliper (21a - 21d) to keep the total braking force (Ft) at a constant level when transitioning from regenerative braking to friction braking in response to a reduction in vehicle speed.

A device and method for electromechanically braking rail vehicles, wherein the brake system includes a brake control unit configured to provide braking functions and output a force manipulated variable, an actuator control unit configured to provide functions for generating a frictional braking force based on the force manipulated variable and to output an actuation variable, a braking force unit configured to provide functions for generating a frictional braking force based on the actuation variable, a first braking path from functions that are active between control inputs by the brake system and the generation of a braking force, and a second braking path from functions that are active between control inputs by the brake system and the generation of a braking force.

A method for setting a heavy duty vehicle in motion. The method includes obtaining a motion instruction for setting the vehicle in motion, determining a target wheel slip value corresponding to a wheel slip suitable for executing to the motion instruction, and controlling wheel speed to maintain wheel slip of the vehicle at the target wheel slip value.

A brake traction control system (BTCS) using a redundancy braking system includes a main braking force adjusting device configured to control a hydraulic brake of a vehicle, a sensor unit configured to detect a driving state of the vehicle, an electronic brake electrically operating and configured to generate braking force for at least one driving wheel, and an auxiliary braking force adjusting device configured to control the hydraulic brake and the electronic brake when a failure occurs in the main braking force adjusting device, wherein the auxiliary braking force adjusting device is configured to adjust the braking force of the electronic brake provided on at least one wheel on left and right sides of the vehicle based on a detected value of the sensor unit.

The embodiment of the invention relates to the technical field of vehicle control and intelligent driving, and discloses a redundant braking control method and device and a computer readable storage medium. The method comprises the steps that under the condition that a vehicle is in an intelligent driving function activation state, operation data of the vehicle are detected; according to the operation data, the intelligent driving function and the intelligent driving grade corresponding to the intelligent driving function, a target redundant braking module is determined in the composite redundant braking system; and when the main braking module is in the failure state, the target redundant braking module is adopted to take over the main braking module. According to the technical scheme, intervention of the redundant braking module can meet the current braking requirement of the vehicle, the intervention reasonability of the redundant braking module is improved, and the service life of the redundant braking system is guaranteed.

The invention provides a single electric brake booster module with redundant electronics. A vehicle control system of a vehicle may include an electronic brake booster module for adjusting a front brake of a brake system of the vehicle; a pedal travel sensor and a pedal angle sensor operably coupled to a brake pedal of the vehicle; a vehicle control module that may be configured to monitor a vehicle control system; and a first power supply and a second power supply operably coupled to the electronic brake booster module. The electronic brake booster module may also include a first circuit board for controlling brake actuation and a second circuit board for controlling brake modulation, and the vehicle control module or the electronic brake booster module may determine a fallback condition based on the fault condition, the fault state is determined based on pedal actuation, pedal angle, and an operating state of one or more of the first and second power supplies.

The present disclosure relates to a brake system and a method of controlling the same, the brake system including first and second wheel speed sensors respectively installed in wheels of a vehicle, electrohydraulic brakes respectively installed in front wheels of the vehicle, electromechanical brakes (EMBs) respectively installed in rear wheels of the vehicle, and a first controller configured to perform braking control on the electrohydraulic brakes and the electromechanical brakes based on a first front wheel speed signals outputted from the first wheel speed sensors installed in the front wheels, in which when a failure of the first wheel speed sensors installed in the front wheels are identified, the first controller performs the braking control on the electrohydraulic brakes and the electromechanical brakes based on the first rear wheel speed signals outputted from the first wheel speed sensors installed in the rear wheels.

A brake control apparatus is provided for a vehicle train having a tractor and one or more towed vehicles coupled to the tractor. The brake control apparatus comprises a tractor controller arranged to detect a pressure change in at least one brake line of the vehicle train in response to a brake trigger signal. The tractor controller is also arranged to process the detected pressure change to estimate a combination of the number of the towed vehicles and a total length of the number of towed vehicles coupled to the tractor.

A fail-safe control method of an electromechanical brake apparatus comprising a plurality of wheel controllers, a main controller, and an auxiliary controller that control electromechanical brakes disposed on each wheel of a vehicle, the method comprising: deciding a self-status of each of the plurality of wheel controllers, the main controller, and the auxiliary controller based on pre-classified status information; sharing self-status decided by each of the plurality of wheel controllers, the main controller, and the auxiliary controller; determining a status of one another based on the shared self-status among the plurality of wheel controllers, the main controller, and the auxiliary controller; activating a pre-designated fail-safe mode based on status information of each of the plurality of wheel controllers, the main controller, and the auxiliary controller; and performing emergency braking of the vehicle based on the pre-designated fail-safe mode or maintaining the vehicle in a drivable status.

A pressure control device has a device body partially delimiting a first circuit side opening, a second circuit side opening, and a conduit having a first conduit portion connectable to a first circuit to receive a first circuit fluid at a first circuit pressure and a second conduit portion connectable to a second circuit to receive a second circuit fluid at a second circuit pressure. A pressure adjusting mechanism controls the first and / or second circuit pressure to reach an actuating pressure. When at least one of the first and second circuit pressures is lower than a threshold pressure, the pressure adjusting mechanism prevents fluid passages between the first and second conduit portions to actuate either a first or a second braking device. When the first and second circuit pressures are both higher than the threshold pressure, the pressure control connects the first and second conduit portions to actuate the first and second braking devices.

An electropneumatic ABS brake system is for a utility vehicle. The brake system has: a foot brake valve operable via a brake pedal and including pneumatic output channels, axle service brake circuits connected to the output channels and each having an axle valve unit and ABS valves for actuating wheel service brakes, a control unit for actuating the ABS valves and the axle valve units, and a first pressure sensor connected to one of the two pneumatic output channels and configured to measure the pneumatic control pressure output by the foot brake valve and to output a first pressure signal to the control unit. A second pressure sensor is provided separately from the first sensor and is configured to output a second pressure signal to the control unit, which receives the two pressure signals and actuates the ABS valves and / or the axle valve units as a function of the signals.

The present disclosure in some embodiments provides an oil reservoir assembly for a vehicle, the assembly comprising: a first oil reservoir formed with an outlet; a second oil reservoir spaced apart from the first oil reservoir in a lateral direction and in front of the vehicle, in fluid communication with a master cylinder, and having an inlet; a connecting member connecting the outlet and the inlet to convey a working fluid from the first oil reservoir to the second oil reservoir and a first rib located inside the second oil reservoir, extending from an upper surface of the second oil reservoir and parallel to a longitudinal direction of the vehicle, and extending in a first direction of the inlet.

An electronic park brake system includes a first electronic control unit configured to receive and compare at least first and second speed inputs and provide a quality indicator signal indicating a quality of a vehicle speed signal being delivered to an electronic brake control unit. The electronic park brake control unit is configured to receive the quality indicator signal and the vehicle speed signal, determine a motion state of the vehicle and maintain a full operational state of an electronic park brake if the quality indicator signal is a high quality signal, and limit the operational state of the electronic park brake if the quality indicator signal is a medium quality signal or a low quality signal.Methods of using the system are also provided.

A computer-implemented method for providing control data for at least one driver support system of a vehicle, or for at least one driving assistance system of the vehicle for supporting driving of the vehicle on a desired path through a curvature planning and steering, can comprise: obtaining suspension data of the vehicle, obtaining vehicle data of the vehicle, obtaining vehicle driving sensor data of the vehicle, determining a steering angle data based on the suspension data, the vehicle data, and the vehicle driving sensor data, and determining the control data for the at least one driver support system or the at least one driving assistance system based on the steering angle data and a curvature vehicle model.