256results about "Brake system interactions" patented technology

A method is for improving a vehicle-dynamics-related stability of a utility vehicle, wherein the utility vehicle has a lift axle. The method includes: determining a current ground speed of the utility vehicle; determining a stability-critical speed of the utility vehicle; comparing the current ground speed with the stability-critical speed; determining a lift status of the lift axle of the utility vehicle; and lowering the lift axle of the utility vehicle if the lift status represents a raised lift axle and the current ground speed is greater than or equal to the stability-critical speed. A device is for improving a vehicle-dynamics-related stability of a utility vehicle.

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.

Provided are a control apparatus of a four-wheel independent control vehicle (10) and a method thereof. The control apparatus of a four-wheel independent control vehicle includes a plurality of wheels (21-24) each installed with a steering device (150), a driving device (160), and a braking device (170), and a processor (110) configured to, when a failure occurs in any one steering device of the plurality of wheels, determine a location of a failed wheel, calculate an insufficient cornering force of the failed wheel, and compensate for the insufficient cornering force by controlling at least one of the steering device, the driving device, and the braking device installed on each of the plurality of wheels. Even though a failure occurs in the steering device of any one wheel, traveling performance can be maintained by compensating for an insufficient cornering force.

The invention relates to a method for compensating for a disadvantageous manual steering intervention during an automated evasive maneuver of a vehicle. During the evasive maneuver, a wheel-specific braking intervention is initiated if an actual steering angle (δ ist ) of a steering wheel of the vehicle due to the manual steering intervention by an angle value above a predetermined limit value from a target steering angle (δ soll ) differs.

A number of variations may include a system, method, a non-transitory computer readable medium having instructions thereon executable by an electronic processor to implement functionality comprising enhancing the curvature capability of a tertiary rack and pinion actuator by using brake-to-steer while the tertiary rack and pinion actuator is operating.

Diagnostic systems and methods utilize existing sensors on an engine and / or within a vehicle to detect and / or diagnose malfunctions or failures with an air pressure limiting valve. By analyzing and comparing in-vehicle and on-engine sensors data, as well as engine control maps, malfunctions and / or failures to the air pressure limiting valve and / or leaks in the air flow within the air pressure system are detectable.

The embodiment of the invention relates to the technical field of vehicles, and discloses an electronic mechanical brake control system which comprises at least four wheel side control units. The plurality of wheel side control units are respectively arranged on four wheels of the vehicle; the plurality of wheel side control units are in communication connection with the chassis domain control unit through a high-speed bus; the wheel side control unit comprises a micro-control unit, a power management module, a driving module, a network communication module and a sensor interface, and the power management module, the driving module, the network communication interface and the sensor interface are all electrically connected with the micro-control unit. According to the electronic mechanical brake control system in the embodiment of the invention, the sensor and the actuator in the wheel side area are fused and connected into the wheel side control unit or directly integrated, so that centralized control of the wheel side system is realized.

A method for automatically verifying a coupling between a tractor and a first trailer unit, the method comprising engaging a wheel brake on the first trailer unit, generating a propulsion torque by the tractor, determining a first coupling force between the tractor and the first trailer unit, and verifying the coupling between the tractor and the first trailer unit based on the determined first coupling force.

A method for operating a vehicle includes receiving brake sensor data indicating the measured actuator outputs of the brake actuators of a decentralized braking system. For each brake actuator, a vehicle controller calculates: a normalized corner output using the measured actuator output and a commanded target output for that brake actuator, and a weighted average using the normalized corner output of that brake actuator and a vehicle-calibrated weight value determined from the vehicle's current speed and steering angle.The control unit calculates a percentage actuator error as the absolute value of a mathematical difference between the weighted averages of the brake actuators and detects an actuator error when the percentage actuator error exceeds a vehicle-calibrated error deviation threshold, which is determined from the vehicle's current speed and steering angle. In response to the error percentage exceeding the error deviation threshold, the control unit commands the braking system to execute a braking action to correct the actuator error.

The present invention refers to a method for providing a multi-lane scenario driving support for an ego vehicle (10) in a traffic situation. Traffic surroundings are measured by an environment sensor system (14), whereby the traffic surroundings include data about traffic and free space within an ego lane (16) of the ego vehicle (10) and at least an adjacent lane (12a, 12b), and data about front proximity area (18) and rear proximity area (20) of the ego vehicle (10). A decision device (22) evaluates the measured traffic surroundings and decides a driving operation to be executed by the ego vehicle (10) based on at least one strategy. In the decision device (22) a cost function is used for choosing one of at least six strategies, the cost function being based on at least a core priority, whereby the core priority is to avoid collision of the ego vehicle (10) and not cause collision of the ego vehicle (10) with a third party vehicle (24). The decision device (22) by means of the cost function chooses one of at least the following six strategies: braking in the ego lane (16), to combine braking and steering within the ego lane (16) of the ego vehicle (10), steering within the ego lane (16) of the ego vehicle (10) to avoid an obstacle, to full-brake in the ego lane (16) of the ego vehicle (10), to combine braking and steering towards or when entering temporarily an adjacent lane (12a, 12b) and steering towards or when entering temporarily an adjacent lane (12a, 12b).

The application provides a steering mode switching method and device, a vehicle and a storage medium. The vehicle is independently controlled by an electronic mechanical braking system for each wheel. The method is applied to the technical field of the vehicle. The method comprises the following steps: determining whether the expected steering mode of a user obtained and the current steering mode of the vehicle are the same. When the current steering mode and the expected steering mode are different, the current vehicle speed and the current wheel speed of each wheel are obtained. Then, it is determined whether the vehicle meets the steering switching condition. When the vehicle meets the steering switching condition, the vehicle is switched from the current steering mode to the expected steering mode by the braking force of the obtained multiple wheels of the vehicle. The method can make the vehicle switch from any steering mode to the expected mode required by the user when the switching condition is met, thereby effectively reducing the steering operation burden of the user, improving the stability of the vehicle steering and the driving experience of the user.

A vehicle includes a battery, a motor driving a wheel, an inverter converting DC power from the battery to AC power and suppling the AC power to the motor, a charging terminal connected to the battery when the battery is charged and connected to a coil of any one phase of the motor, an electrical device driven by a first voltage from the battery when the battery supplies power and driven by the first voltage boosted by the motor and the inverter when the battery is charged at a second voltage lower than the first voltage, a control unit controlling charging of the battery, and a brake mechanism restricting rotation of the wheel. The control unit activates the brake mechanism when the control unit detects that a charging plug is fitted to the charging terminal and detects that a charging voltage of the battery is the second voltage.

An electro-pneumatic central pressure control module, having at least two channels, implemented as a structural unit for an electro-pneumatic service brake of a vehicle, having at least two pressure control channels which are electrically controllable with regard to a brake pressure. A central electronic brake control device has a board, carrying electrical and electronic components, in which routines at least for controlling the brake pressure and for controlling the driving dynamics are implemented in the electrical and electronic components. At least one inertial sensor is arranged on or at the at least one board and is electrically conductively connected to at least several of the electrical and electronic components on the board so that the output signals of the at least one inertial sensor are integrated into the at least several electrical and electronic components for carrying out the control of the driving dynamics.

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).

The invention relates to a vehicle control method (1) having the steps of: carrying out an early detection (17) of an unstable driving state (330) of a vehicle (300) at least using an actual variable (9) and a target trajectory (TSoll), wherein during the early detection (17), it is ascertained whether the unstable driving state (330) is an understeering (332) of the vehicle (300) or an oversteering (334) of the vehicle (300), and in response to the early detection (17): defining (40) a steering angle correction (41) for a target steering angle (δSoll), said steering angle correction (41) comprising a steering angle limitation (δlim) of an actual steering angle (δlst), which can be provided, if the unstable driving state (330) is an understeering (232) of the vehicle (300) and a counter steering angle (öcs), which is directed opposite the target steering angle (δSoll), if the unstable driving state (330) of the vehicle (300) is an oversteering (334); and steering (47) the vehicle (300) using the steering angle correction (41). The invention additionally relates to a vehicle control system (200), to a vehicle (300), and to a computer program product.

A vehicle control system for a vehicle having a braking system and an active suspension system is provided. The vehicle control system may be configured to adjust a normal component of wheel force at one or more wheels of the vehicle to increase average traction force at the one or more wheels during a braking event. The vehicle control system may adjust the normal component of wheel force at the one or more wheels based on reference road information, forward-looking road information, and / or vehicle sensor data.

Vehicle motion management with a redundant wheel control safety net function is provided, in particular a motion support device, MSD, control unit for a heavy vehicle, the control unit being configured to control one or more MSDs associated with wheels on the vehicle, the MSD control unit being arranged to be communicatively coupled to a vehicle motion management, VMM, unit for receiving control commands including wheel speed requests and / or wheel slip requests from the VMM unit to control vehicle motion by the one or more MSDs, the MSD control unit being arranged to obtain a capability range indicative of a range of wheel behavior for which the VMM unit is allowed to influence the behavior of the wheels by the control commands, and the MSD control unit being arranged to monitor wheel behavior and detect whether the wheel behavior is outside the capability range, the MSD control unit being arranged to trigger a control intervention function if the monitored wheel behavior is outside the capability range.

A method of operating a vehicle includes receiving brake sensor data indicative of measured actuator outputs of a decentralized brake system's brake actuators. For each brake actuator, a vehicle controller calculates: a normalized corner output using the measured actuator output and a commanded target output for that brake actuator, and a weighted average using the normalized corner output of that brake actuator and a vehicle-calibrated weight value determined from the vehicle's current speed and steering angle. The controller calculates an actuator error percentage as an absolute value of a mathematical difference between the weighted averages of the brake actuators, and detects an actuator fault when the actuator error percentage exceeds a vehicle-calibrated fault deviation threshold determined from the vehicle's current speed and steering angle. Responsive to the error percentage exceeding the fault deviation threshold, the controller commands the brake system to execute a brake action to remediate the actuator fault.

A method for vehicle steering control includes estimating a target steering metric using at least one vehicle signal associated with a vehicle, the target steering metric associated with a requested steering maneuver. The method further includes estimating an instantaneous braking steering metric using the at least one vehicle signal; and determining whether a braking steering function of a steering system of the vehicle can achieve the target steering metric based on the target steering metric and the instantaneous braking steering metric. The method further includes calculating a brake steering capability state of the brake steering function; and, in response to determining that the braking steering function can achieve the target steering metric, generating a first braking steering capability indication, and providing the first braking steering capability indication.

A work machine includes a drive source, a transmission, a travel device, a brake device, and a controller. The transmission is connected to the drive source. The travel device is connected to the transmission and causes the work machine to travel. The brake device brakes the travel device. The controller acquires a brake command in order to brake the work machine. The controller determines a target braking force in response to the brake command. The controller acquires transmission information indicating a state of the transmission. The controller calculates an inertial braking force from the transmission based on the transmission information. The controller controls a braking force of the brake device based on a difference between the target braking force and the inertial braking force.

A steering system controllable by a redundant braking system, the redundant braking system including a primary braking control module, a secondary braking control module, and a plurality of braking units controlled by the primary braking control module or the secondary braking control module. There is at least one hydraulic motor connected to a component of the steering system, and fluid pressure in the hydraulic motor is controlled by the secondary braking control module. Wheels of the steering system are configured to turn right when the secondary braking control module operates the hydraulic motor during a first operating mode, and the wheels of the steering system are configured to turn left when the secondary braking control module operates the hydraulic motor during a second operating mode.

To provide an improved brake system.SOLUTION: The invention relates to a brake system comprising: an actuating device, in particular a brake pedal; a first piston-cylinder unit having two pistons subjecting the brake circuits to a pressure medium via a valve device, where one of the pistons can be actuated by the actuation device; a second piston-cylinder unit having an electric motor drive, a transmission, and at least one piston to supply at least one of the brake circuits with a pressure medium via a valve device; and a motor pump unit with a valve device to supply the brake circuits with a pressure medium, also comprising a hydraulic stroke simulator with a pressure or working chamber which is connected to the first piston-cylinder unit.SELECTED DRAWING: Figure 1

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.

A hydraulic pressure controller includes: a hydraulic pressure control mechanism including a brake control valve for controlling a hydraulic pressure of a brake fluid; and a control substrate including a brake control circuit that controls an operation of the brake control valve. The control substrate includes a suspension control circuit that controls an operation of a suspension control valve for controlling a damping force of a suspension of the vehicle, a first relay that enables energization between the brake control valve and a power supply, and that shuts off energization between the brake control valve and the power supply, and a second relay that enables energization between the suspension control valve and the power supply, and that shuts off energization between the suspension control valve and the power supply.

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 actuatable wheel brakes of respective wheels; electrically actuatable 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.

Redundant mechatronic system, wherein: - the redundant mechatronic system (2) is designed as a two-channel system and is connected or connectable to a mechanical arrangement for the delivery of varying mechanical power, - both channels each have a power supply (12.1, 12.2) or a common power supply is connected upstream of both channels, - both channels each contain a control circuit (11.1, 11.2) and are controllable by means of at least one control unit (13), - the control unit (13) acts on the control circuits (11.1, 11.2) such that the control circuits (11.1, 11.2) each switch an electrical power specified by the control unit (13) and obtained from the power supply (12.1, 12.2) to each winding set (10.1, 10.2) of at least one electrically operated actuator in order to generate the mechanical power, - the two channels are operated in parallel during normal operation. suchthat each channel provides half of the currently available mechanical power, - each of the two channels is designed such that, in the event of failure of the other channel, it alone provides the maximum mechanical power required to fulfill a function of the mechanical arrangement, wherein the redundant mechatronic system (2) has arrangements connected to the control unit (13) by means of which overloads in the channels and / or the components of the channels and / or in the mechanical arrangement can be detected by the control unit (13), - when an overload is detected by means of the control unit (13), a reduction factor (Rf) counteracting the overload can be determined and applied by means of the control unit (13), - the reduction factor (Rf) is dimensioned such that, when the reduction factor (Rf) is applied by the control unit (13), the maximum available system power of both channels is sufficient to fulfill the function,- the channel power can be controlled by the control unit (13) using the reduction factor (Rf) as a control variable, such that the respective current channel power counteracts the overload, characterized in that, by means of the control unit (13) of the redundant mechatronic system (2), the reduction factor (Rf) can be set in the mechanical arrangement when an overload occurs, such that when applied by the control unit (13), the power is reduced in one channel and increased in the other channel by the same amount, alternating over time.

A road surface detection system, in one example the system includes a hydraulic unit of an anti-lock braking system, the hydraulic unit including a preload adjuster, and a plurality of pressure sensors configured to generate pressure sensor data. The system also includes a controller configured to receive the pressure sensor data from the plurality of pressure sensors, determine a target preload pressure level, compare the pressure sensor data with the target preload pressure level to calculate a pressure differential between the pressure sensor data and the target preload pressure level, determine a road surface based upon the calculated pressure differential, and regulate the preload adjuster to change the pressure within the hydraulic unit based upon the road surface.

The present application relates to the field of vehicle industry technology, and in particular to a method and device for degrading a redundant vehicle electronic mechanical brake system. The method comprises: generating a redundant row vector matrix based on signals from a plurality of redundant backup automatic systems of the vehicle; activating the redundant vehicle electronic mechanical brake system of the vehicle and detecting the current fault type of the vehicle when the vehicle electronic mechanical brake system is determined to have failed based on the redundant row vector matrix; obtaining a failure intervention braking force threshold of the redundant vehicle electronic mechanical brake system based on the fault type, and executing a corresponding degrading control action based on the failure intervention braking force threshold. This solves the problems in the related art, such as low vehicle safety performance and slow braking response speed, which result in the inability to fully independently control a single wheel of the vehicle and the lack of a complete degrading control strategy.

A method for controlling a brake (6) of a human-powered vehicle (2) is described. Furthermore, a control device (14) configured to execute such a method is described. Finally, a human-powered vehicle (2) equipped with such a control device (14) is described.

To provide a vehicle capable of suppressing increase of vehicle behaviors in a situation where torque is generated on a motor during charging.SOLUTION: An electric vehicle 100 includes: a battery 2; a 3-phase motor 3; an inverter 5; a charge terminal 131P to be connected to the battery 2 and also to any one phase of coils 32U of the 3-phase motor 3 when the battery 2 is charged; auxiliary equipment 4 driven by 800 V of voltage of the battery 2 when the battery 2 is discharging and driven by 800 V of voltage boosted by the 3-phase motor 3 and the inverter 5 when the battery 2 is charged by 400 V of voltage; a controller 10 that controls the charge of the battery 2; and an EPB7 that restricts rotation of a wheel W. The controller 10 detects engagement of charge plugs to charge terminals 131P, 131N, and also activates the EPB7 when detecting that a charge voltage of the battery 2 is 400 V.SELECTED DRAWING: Figure 12