7224results about "Brake safety systems" patented technology

The invention relates to an electric vehicle EMB system clamping force estimation method based on a pressure-sensor-free control strategy. Compared with the prior art, the defect that a pressure sensor of an EMB system cannot meet the actual use requirement is overcome. The method comprises the following steps: estimating load torque; torque estimation balance force is estimated according to the load torque and a transmission model; estimating a characteristic curve estimated clamping force through a characteristic curve dynamic stiffness model; and carrying out fusion estimation on clamping force of the EMB system. According to the method, a non-pressure sensor algorithm is designed to replace a pressure sensor, the clamping force generated when the EMB system works is optimally estimated in real time, and the problems that the cost of the pressure sensor is high, and the braking performance of the electric vehicle is reduced due to the fact that the precision of clamping force measurement is reduced or even the whole is invalid under the severe braking working condition are solved.

The invention discloses an aircraft wheel cooling method and device, and the method comprises the steps: collecting the temperature of a brake disc and the air pressure of a hub in real time through a temperature and pressure sensor, calculating the temperature change rate and the pressure difference through an embedded processing module, and generating a thermodynamic initial parameter set; calculating a thermal stress distribution value of the brake disc based on the initial parameter set, and generating a cooling liquid flow and spraying angle instruction set in combination with a material threshold database; the opening degree of an annular pipeline piezoelectric valve is regulated according to an instruction set, an injection area is regulated according to flow velocity-surface area heat exchange efficiency, and waste heat is synchronously recovered to optimize power consumption; the thermal infrared imager obtains temperature field distribution, the initial parameter tolerance range is compared, the spraying angle and the flow instruction are corrected through a fuzzy PID algorithm, and temperature gradient errors are eliminated; and based on the temperature drop rate, the pressure stability and the waste heat recovery efficiency, an efficiency index is generated by using a neural network scoring model, and algorithm weights and piezoelectric valve response parameters are dynamically adjusted. The cooling efficiency is effectively improved, and the thermal stress risk is reduced.

A brake system includes a reservoir and a motor-driven master cylinder for actuating a plurality of wheel brakes. A secondary power transmission unit provides pressurized hydraulic fluid at first and second PTU outputs for actuating the wheel brakes in at least one of a normal non-failure braking mode and a backup braking mode. The secondary power transmission unit includes an electric PTU motor and at least two pump pistons. At least two brake pressure sensors are provided. Each brake pressure sensor is located directly adjacent a corresponding wheel brake for sensing hydraulic pressure at the corresponding wheel brake and responsively producing a brake pressure signal. An electronic control unit is provided for controlling at least one of the secondary power transmission unit and the master cylinder responsive to at least one brake pressure signal. The secondary power transmission unit is directly fluidly connected to the reservoir.

One variation of a system includes a modular kit. The modular kit includes: a driven axle configured to install on a bogie chassis supporting a trailer chassis of a trailer; a motor coupled to the driven axle; a battery assembly; a set of electrical cables; and a cable carrier. The battery assembly includes a set of retention features configured to transiently engage a set of engagement features on the trailer chassis to couple the battery assembly to the trailer chassis and is configured to: supply electrical energy to the motor to drive the driven axle; and receive electrical energy from the motor to regeneratively brake the driven axle. The set of electrical cables are configured to electrically couple the motor and the battery assembly. The cable carrier is configured to: locate between the bogie chassis and the battery assembly; and support the set of electrical cables over a range of longitudinal positions.

A driving dynamics system for a vehicle may include a primary control unit for detecting and / or generating steering commands and braking commands; a brake system having first and second electrohydraulic pressure supply units; four hydraulically actuable wheel brakes of respective wheels; electrically actuable brake pressure adjustment valves; and an electric steering actuator for actuating at least one axle. The driving dynamics system may implement a steering command during normal operation to actuate at least one of the pressure supply units and the steering actuator and / or, to implement a braking command during normal operation, to actuate at least the second pressure supply unit and at least the brake pressure adjustment valves for a wheel-specific pressure adjustment and, in a fault case, to actuate at least the first pressure supply unit and at least the brake pressure adjustment valves for a wheel-specific pressure adjustment.

The invention belongs to an electromechanical braking system in the technical field of vehicles, and discloses a driving and parking braking torque mutual coupling redundancy electromechanical braking system which comprises a brake assembly, an MGU and shell, a driving braking motor and gear reducing mechanism assembly, a gear system bearing support and an ECU controller assembly. The service braking gear reduction mechanism assembly comprises a service braking first-stage reduction gear train mounting mechanism, a second-stage reduction gear train mounting mechanism and a bearing, and the parking braking gear reduction mechanism assembly comprises a parking first-stage reduction worm and gear mechanism, a second-stage reduction worm and gear mechanism and a mounting bearing. The braking torque of the driving braking and the braking torque of the parking braking are mutually coupled, the two systems can share the braking output gear shaft assembly, the driving braking and the parking braking can be independently operated, and meanwhile the parking braking can assist the driving braking when needed. By means of the design, the safety and reliability of the braking system are improved.

A brake system includes a master cylinder generating pressure at first and second MC outputs for actuating first and second pairs of wheel brakes. A secondary brake module is configured to provide fluid at first and second PTU outputs for actuating the wheel brakes. The secondary brake module includes an electric motor configured to selectively pressurize the hydraulic fluid by transmitting rotary motion to at least two pump pistons. A pump inlet attenuator is interposed hydraulically between a reservoir and the pump pistons and in direct fluid connection with the reservoir via a single return line. An electronic control unit controls at least one of the secondary brake module and the master cylinder responsive to a brake pressure signal. The pump inlet attenuator regulates pressure in the single return line to reduce pressure fluctuations at an inlet side of each pump piston via solely mechanical pressure attenuation.

A vehicle control system may include a first friction brake member that rotates with a wheel of the vehicle, a second friction brake member that is displaced from an initial position to initiate contact with the first friction brake member to apply braking torque to the wheel, a displacement assembly operably coupled to the second friction brake member to move the second friction brake member responsive to a brake torque request, a sensor network to measure displacement information of the displacement assembly from the initial position to a point of contact between the first and second friction brake members, and a control module operably coupled to the sensor network to record the displacement information to define recorded displacement information, and to determine tapering of the second friction brake member based on the recorded displacement information.

The invention relates to the field of vehicle braking fault detection, in particular to a real-time fault detection method for a vehicle electronic braking system, which comprises the following steps of: acquiring vehicle driving state data through a vehicle-mounted sensor network and an electronic control unit, calculating filtered residual data of a target wheel speed sensor, and calculating the filtered residual data of the target wheel speed sensor; establishing calibration reference parameters of the health state; performing conjoint analysis on the acceleration data and the residual fluctuation data of the vehicle to obtain a dynamic response adaptive adjustment factor of the vehicle; obtaining a tiny drift confirmation factor of the vehicle through the candidate residual error in the low dynamic interference state of the vehicle; continuous fault judgment is performed by combining the dynamic response adjustment factor and the tiny drift confirmation factor of the vehicle, and the fault judgment result of the wheel speed sensor is obtained, so that the accuracy and sensitivity of fault detection when tiny systematic deviation occurs to the wheel speed sensor are improved.

The invention provides a clamping force estimation method of a motor braking system, the motor braking system, a transmission efficiency anomaly detection method of the motor braking system and a vehicle, and belongs to the technical field of vehicle braking. According to the clamping force estimation method, temperature data and piston displacement data are combined, the clamping force can be estimated more accurately, the influence of the temperature on the clamping force is considered, and the clamping force estimation is dynamically adjusted by obtaining the piston displacement data in real time, so that the clamping force estimation method adapts to different working environments and braking working conditions. In addition, by combining the original thickness and the abrasion loss of the friction plate, the influence of abrasion of the friction plate on the clamping force is further compensated, and the estimation accuracy is improved.

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.

The invention discloses a multi-parameter monitoring and intelligent early warning system and method for a mine car dry disc braking device. The system comprises a data processing module, and a high-temperature fiber grating sensor, a laser displacement sensor, a piezoelectric vibration sensor, an industrial camera and an early warning execution module which are in signal connection with the data processing module. The data processing module corrects and processes the acquired temperature signal, thickness signal, vibration frequency signal and surface image signal, judges the wear state of the current brake device according to the signal processing result, and judges whether to send an early warning signal to the early warning execution module or not according to the wear state; and the early warning execution module implements corresponding early warning action according to the early warning signal. According to the method, the problem of misjudgment caused by single parameter monitoring is effectively solved, and the fault recognition accuracy is remarkably improved through multi-dimensional data cross validation. Seamless connection from state monitoring to safety protection is achieved through a closed-loop control system. And the multi-sensor cooperative working mode can effectively ensure the detection precision.

The invention relates to the technical field of automobile braking, in particular to an EMB system active calibration method and device.The method comprises the steps that the current and temperature of a brake motor winding in an automobile are collected in real time, the temperature of a brake disc in the automobile and the running speed of the automobile are collected in real time, and based on the current temperature change of the brake motor winding, the braking accuracy of the brake motor winding is improved; compensating the current current of the brake motor winding; determining a wear sensitive factor of the current brake; according to the difference between the clamping rotation angle and the back-off rotation angle of the current and previous multiple braking, the accumulated net rotation angle of the current braking is determined; acquiring a current temperature correction coefficient and a speed correction coefficient; the dynamic wear rate of current braking is determined in combination with the accumulated net rotation angle; and triggering active calibration of the EMB system through the wear sensitive factor and the dynamic wear rate, determining a brake pad wear coefficient based on the wear sensitive factor, and correcting the target rotation angles of the left caliper and the right caliper. Therefore, the braking precision of the EMB system is improved.

A brake system includes a motor-driven master cylinder for generating brake actuating pressure at first and second MC outputs for hydraulically actuating pairs of wheel brakes. A secondary brake module is configured for selectively providing pressurized hydraulic fluid at first and second PTU outputs for actuating the first and second pairs of wheel brakes. A low pressure accumulator is interposed hydraulically between the first and second pairs of wheel brakes. The low pressure accumulator is in indirect fluid communication with the reservoir via the first and second MC outputs and the master cylinder. The low pressure accumulator at least partially provides slip control to the wheel brakes in coordination with the secondary brake module when the brake system is in the normal non-failure braking mode.

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.

An electronic mechanical braking system and method having a controller failure redundancy control function. The method comprises: acquiring a vehicle braking signal, and carrying out information interaction on a chassis domain controller (201) and a central vehicle controller (101) of an electronic mechanical braking system to obtain an information interaction result; sending the information interaction result and a vehicle control signal to the chassis domain controller (201) to carry out signal processing so as to obtain a signal processing result; and carrying out information management operation of the electronic mechanical braking system according to the state information of the chassis domain controller (201), the signal processing result, and vehicle control intent information, and controlling the electronic mechanical braking system according to a vehicle control intent and a preset control instruction.

The invention relates to the technical field of vehicle drive-by-wire function safety, and discloses a brake-by-wire and steering-by-wire fault reconstruction system and a vehicle redundancy architecture wherein a fusion diagnosis module is used for obtaining sensor parameters in a brake subsystem and a steering subsystem in real time through a plurality of sensors; the fault reconstruction module is used for performing multi-level fault reconstruction on the braking subsystem based on a three-level response mechanism according to the fault type and the fault severity level; performing redundancy control link dynamic switching on the steering subsystem; and the resource scheduling module is used for determining the energy distribution proportion of brake locking and steering differential motion according to the voltage of the shared emergency power supply. According to the embodiment of the invention, the global composite fault criterion library is constructed through the fusion diagnosis module, the multi-dimensional and cross-system combined diagnosis of the braking subsystem and the steering subsystem is realized, the complex fault mode can be effectively covered, the recognition and response capability of the system to multiple concurrent faults is improved, and the safety degree of the vehicle is further improved.

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 vehicle (22) being operable in an autonomous driving mode having a parking brake (17) with a first actuation unit (9) configured to apply or release the parking brake (17); an activation device (10) configured to activate or deactivate the autonomous driving mode; an interlock (11), wherein the interlock (11) is configured to prevent an activation of the autonomous driving mode unless the parking brake (17) is applied by the first actuation unit (9).

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.

A brake system includes a reservoir and first and second motor-driven master cylinders. An electronic control unit is provided for controlling at least one of the first and second master cylinders responsive to at least one brake pressure signal. A secondary power transmission unit is configured for selectively providing pressurized hydraulic fluid at first and second PTU outputs for actuating first and second pairs of wheel brakes in at least one of a normal non-failure braking mode and a backup braking mode. Each of the first and second PTU outputs provides fluid to a corresponding one of the first and second pairs of wheel brakes. The secondary power transmission unit is directly fluidly connected to the reservoir.

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.

The invention relates to a driving dynamics system for a vehicle, comprising: at least one wheel brake (RB1, RB2, RB3, RB4) for dissipative braking of one wheel of the vehicle; at least one brake unit (EMB, EHB) associated with the at least one wheel brake (RB1, RB2, RB3, RB4) and configured for generating a dissipative brake torque by means of the at least one wheel brake (RB1, RB2, RB3, RB4); at least one electric traction motor (TM1, TM2, TM3, TM4) which can be controlled to generate a regenerative braking torque for at least one wheel or axle of the vehicle; and a central control unit (M-ECU domain), which is configured to actuate the at least one brake unit (EMB, EHB) and the at least one electric traction motor (TM1, TM2, TM3, TM4) for a braking function in combination with one another such that a combined braking torque can be generated by means of the at least one brake unit (EMB, EHB) and the at least one electric traction motor (TM1, TM2, TM3, TM4). In this case, the braking function relates to a control situation in which the base braking torque and the adjusted additional braking torque are controlled and / or adjusted at the same time; wherein a base braking torque is optionally generated by means of the at least one braking unit (EMB, EHB) and an adjusted additional braking torque is generated by means of the at least one electric traction motor (TM1, TM2, TM3, TM4); or a base braking torque is generated by at least one electric traction motor (TM1, TM2, TM3, TM4) and an adjusted additional braking torque is generated by at least one braking unit (EMB, EHB); or the at least one brake unit (EMB, EHB) and the at least one electric traction motor (TM1, TM2, TM3, TM4) each jointly generate a base brake torque and an adjusted additional brake torque.

A brake apparatus includes a first motor associated with a first brake for braking a first wheel, a first drive controlling a driving current of the first motor to brake the first wheel, a second motor associated with a second brake for braking a second wheel, a second drive controlling a driving current of the second motor to brake the second wheel, a first processor integrated with the first drive and receiving an output of a first pedal sensor detecting movement of a brake pedal, and a second processor integrated with the second drive and receiving an output of a second pedal sensor detecting the movement of the brake pedal. The first processor transmits a brake signal to the first drive based on the output of the first pedal sensor. The second processor transmits a brake signal to the second drive based on the output of the second pedal sensor.

A hydraulic brake motive apparatus includes a reservoir containing hydraulic fluid. A power transmission unit selectively provides at least one of negative and positive pressure to the hydraulic fluid to generate pressurized hydraulic fluid. A caliper piston includes a piston cavity configured to selectively contain hydraulic fluid and at least a portion of the power transmission unit. The piston cavity is in selective communication with the reservoir via a reservoir passage. A motive housing contains at least a portion of each of the reservoir, the power transmission unit, and the caliper piston therein to maintain a closed-loop system for the hydraulic fluid. The motive housing defines a piston bore. The caliper piston selectively reciprocates longitudinally with respect to the piston bore under influence of pressurized hydraulic fluid from the power transmission unit. The reservoir, power transmission unit, and caliper piston are co-located proximate a corresponding brake pad.

The invention relates to a commercial vehicle integrated brake control and sensor system. The system comprises a multi-source sensor module used for acquiring sensor signals of operation of the commercial vehicle brake control system. The feature extraction module carries out filtering processing on sensor signals and extracts key feature parameters to construct a feature parameter matrix. In the braking decision execution module, a front and rear axle control unit calculates a front and rear axle braking force distribution coefficient based on the characteristic parameter matrix and generates an intelligent braking instruction; and the braking execution unit dynamically adjusts single-wheel braking force distribution according to the intelligent braking instruction to obtain braking execution parameters. And the evaluation optimization module judges the stability of the braking system according to the braking execution parameters and the operation real-time feedback data, and adjusts the braking force distribution parameters of each wheel to generate an optimized braking control strategy. By adopting the system, the multi-source data fusion precision, the dynamic adaptability of braking force distribution and the communication stability under complex working conditions in the braking process of the commercial vehicle can be improved, and the safety and reliability of the braking system are enhanced.

The invention discloses a system and method for measuring the opening and closing state of an electromagnetic valve, and relates to the technical field of electromagnetic valves.The method comprises the steps that after an electromagnetic valve control signal is triggered, dynamic inductance L at each moment t is obtained through real-time backstepping by means of a voltage and current sampling module integrated in a driving loop and an inductance analysis module in a local microcontroller MCU; gaussian filtering processing and derivative calculation are carried out on the dynamic inductance L in the edge calculation module, first-order derivative and second-order derivative characteristics are extracted, and an inductance mutation factor index Cimp is obtained through calculation. According to the method, clamping stagnation, rebound and discontinuous abnormal states occurring in the opening and closing process of the electromagnetic valve are comprehensively reflected, a sudden change threshold value Cthr is set and compared, and a set of dynamic opening and closing behavior diagnosis mechanism with high resolution and high adaptability is constructed. According to the method, high-frequency dynamic response extraction and abnormal trend quantification can be completed within 100 ms after the control signal is triggered, and the method has higher early warning capability and non-intrusive compatibility.

A method comprising: determining whether a state of the vehicle is a non-braking state and a non-accelerating state; in response to determining that a state of the vehicle is a braking state or an accelerating state, generating and transmitting, to the EMB, a calibration stop command; in response to determining that the state of the vehicle is the non-braking state and the non-accelerating state, determining whether it is necessary to calibrate the parameter; in response to (1) determining that it is necessary to calibrate the parameter or (2) receiving a calibration request signal from an EMB controller, generating and transmitting, to the EMB, a calibration start command; and in response to (1) determining that it is not necessary to calibrate the parameter and (2) not receiving the calibration request signal from the EMB controller, generating and transmitting, to the EMB, the calibration stop command.

Embodiments herein comprise monitoring factors related to braking of an autonomous vehicle. In response to determining, based upon data from one or more sensors, whether a failure state from a set of one or more failure states has occurred, a failure log is updated to record the occurrence of the detected failure state. In one or more embodiments, the failure states have associated severity levels, and the updated log and associated severities are used to determine a braking safety or failure metric for the vehicle. In one or more embodiments, if the vehicle has a metric corresponding to a rule that correlates the braking safety metric value to a set of one or more actions, the corresponding action(s) may then be implemented. For example, if the braking safety metric has a value corresponding to a rule that indicates the vehicle is unsafe, the vehicle is parked.