141results about "Brake system interactions" patented technology

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).

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.

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 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 disclosure relates to a yaw compensation system for restoring a safe driving state in particular of a wheeled vehicle, such as a wheeled motor vehicle, for example a car. The disclosure furthermore relates to a method for restoring a safe driving state of the abovementioned vehicle, and to a motor vehicle.

A system including a computer having a processor and a memory. The memory includes instructions executable by the processor to, upon actuating movement of a steering element of a vehicle, measure a torque applied to the steering element in a direction opposite the actuated movement. In response to a determination that the torque is less than a predetermined threshold, the processor actuates a component of the vehicle.

A control device and a method for controlling traveling speed of a vehicle for the purpose of maintaining a vehicle speed equal to or lower than a pre-set downhill speed. The method comprises simulating a vehicle speed profile for an upcoming road section if braking at a pre-identified power level would currently be requested, thereby obtaining a predicted maximum vehicle speed and a predicted time until a vehicle speed equal to or within a pre-selected interval of the pre-set downhill speed is reached. The method further comprises, if the predicted maximum vehicle speed is equal to or below the pre-set downhill speed and the predicted time is below a preselected threshold time limit, requesting braking at the pre-identified power level or at an adjusted power level.

Method for controlling a four-wheel steering motor vehicle including consideration of constraints on the steering angle of the rear wheels. The invention relates to a method for controlling a motor vehicle (10) comprising at least one steering actuator for the wheels of at least one rear axle and, for each of the front wheels and the wheels of at least one rear axle, a differential braking actuator, the method comprising: a / calculating the actuator commands as a function of a command request representative of a desired yaw moment of the vehicle by means of a command allocation method; b / distributing the commands to the actuators, the calculation of the commands being carried out taking into account constraints on the minimum and maximum lateral forces that can be applied to the rear wheels of the vehicle to modify their steering angle. Figure for the abstract: Fig. 1

To provide an improved brake system.SOLUTION: The present invention discloses a brake system including: a drive unit, in particular, a brake pedal 1; a first piston-cylinder unit THZ allowing brake circuits BK1, BK2 to receive a pressure medium through a valve device FV and including two pistons 12, 16, one piston 16 configured to be driven by the drive unit; a second piston-cylinder unit including an electric motor driving body 8, a transmission device 7, and at least one piston 10 for supplying the pressure medium through the valve device to the brake circuit BK1; and a motor pump unit ESP including valve devices HSV, USV, EV, AV for supplying the pressure medium to the brake circuit. The brake system further includes a hydraulic stroke simulator WS including a pressure chamber or an operation chamber connected to the first piston-cylinder unit.SELECTED DRAWING: Figure 1

This travel assistance method comprises: setting, on the basis of a vehicle speed and a steering angle, a target slip angle that is the target value of a vehicle body slip angle being an angle of the travel direction of a vehicle with respect to the longitudinal direction of the vehicle body (S2); estimating or detecting an actual slip angle being an actual vehicle body slip angle (S3); and setting and applying a target braking force to the vehicle by correcting a required braking force such that braking forces to be applied to rear wheels are increased or braking forces to be applied to front wheels are decreased if the actual slip angle is larger than the target slip angle, or the braking forces to be applied to the rear wheels are decreased or the braking forces to be applied to the front wheels are increased if the actual slip angle is smaller than the target slip angle, with the vehicle body slip angle of rotating in a vehicle turning direction as a positive sign and the vehicle body slip angle of rotating in a direction opposite to the vehicle turning direction as a negative sign (S4-S6).

The invention relates to a method for operating a vehicle, in particular a motor vehicle, which has at least a first actuable actuator and a second actuable actuator that influence the yaw behavior of the vehicle as needed. The method comprises the steps of: determining a driving situation of the vehicle based on a dynamic indicator; dividing a required yaw moment for influencing the yaw behavior, depending on the driving situation, into at least a first yaw moment for the first actuator and a second yaw moment for the second actuator; and calculating a first control input with respect to the first actuator to effect the first yaw moment and calculating a second control input with respect to the second actuator to effect the second yaw moment.Furthermore, the invention provides a computer program product for carrying out such a method as well as a device with a control unit that has means for carrying out such a method.

The invention relates to a method (100) for determining a braking power for a vehicle (200a), in particular a utility vehicle (200b), the vehicle (200a), in particular utility vehicle (200b), comprising: a pneumatic suspension system (260) having a bellows (265); an electro-pneumatic brake system (290) having a brake cylinder (295); and a pressure sensor (270) for detecting a bellows pressure (pB) of the bellows (265) and a brake pressure (BP) of the brake cylinder (295). The method (100) comprises: detecting (110) the bellows pressure (pB) and the brake pressure (BP) during a braking process; determining (120) a brake variable (B) on the basis of the bellows pressure (pB) and / or a bellows pressure change (PD) that can be derived from the bellows pressure (pB); and determining (130) a braking-process-related control brake variable (B65) for a control brake pressure (P65) on the basis of the brake variable (B) and the brake pressure (PB).

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

A valve unit for an ABS system having a single hydraulic chamber configured to receive a brake fluid, with a delivery port for supplying the brake fluid to a brake caliper, and a passage to for letting the brake fluid from a master cylinder into the single hydraulic chamber is provided. A single piston, longitudinally movable within the single hydraulic chamber, has first transverse surfaces facing the delivery port and defining as a whole a first transverse area, second transverse surfaces facing away from the delivery port and defining as a whole a second transverse area greater than the first transverse area. A longitudinal cavity extends in the single piston establishing fluid communication between the first and second transverse surfaces, whereby displacement of the single piston towards the delivery port occludes the passage and increments the volume available for the brake fluid in the single hydraulic chamber.

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

The application provides an ADAS integrated brake-by-wire system, a control method and a vehicle. The system comprises: a vehicle control unit configured to send a control command according to a brake signal; a first brake system configured to brake all wheels of the vehicle according to the control command; and a second brake system configured to brake all wheels of the vehicle according to the control command if the first brake system fails. When the ADAS function is in action, the application can respond to deceleration in time, better ensure driving safety, and after the brake system fails, the vehicle still has an auxiliary braking function, which can slow down the vehicle, protect the safety of drivers and passengers and pedestrians.

A control device (100) mounted on a vehicle comprises: a distribution unit (13) configured to distribute a target braking force to an engine (400) or a transmission (400) and a brake actuator (400), when the target braking force is calculated or when the target braking force is received from a movement manager, wherein the distribution unit distributes a first braking force to the one with higher priority between the engine or the transmission and the brake actuator, and distributes a second braking force smaller than the first braking force to the other with lower priority between the engine or the transmission and the brake actuator.

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).

Methods for steering a vehicle (10) comprising: Operating a first steering device of the vehicle (10) on the basis of a first steering instruction to exert a first steering force on the vehicle (10); Transmitting the first steering instruction from a transverse control module (302) of the vehicle (10) to the first steering device; Operating a second steering device of the vehicle (10) on the basis of a second steering instruction in order to exert a second steering force on the vehicle (10); Estimating an external lateral force on the vehicle (10) via a processor (44) based on the first steering instruction, the second steering instruction and a state of the vehicle (10); Determining a set value for the second steering instruction via the processor (44), wherein the determination of the set value for the second steering instruction takes place in a compensation module (306) of the vehicle (10) and wherein the set value generates a lateral movement of the vehicle (10) which reduces the effect of the external lateral force; Transmitting the set value of the second steering instruction from the compensation module (306) to the second steering device; and Operating the second steering device of the vehicle (10) based on the set value of the second steering instruction to exert a second steering force on the vehicle (10).

The invention relates to a vehicle system (100) for a vehicle (200), in particular a commercial vehicle (202), having an electronically controllable pneumatic brake system (101) and an electronically controllable steering device (103). The electronically controllable pneumatic brake system (101) has a redundant control unit (104) which, in the event of a failure of an electronic stability control (ESC1) of the brake system (101) during driving, controls the brake circuits (2, 4). In the event of a failure of the electronic stability control (ESC1) during driving, the redundant control unit (104) actuates the front axle (VA) with a front axle redundant brake pressure (pRVA) and / or the rear axle (HA) with a rear axle redundant brake pressure (pRHA) in terms of the axles, and the electronically controllable steering device (103) carries out a steering intervention for lateral stabilization for keeping the vehicle (200) within a tolerance corridor (TK) of a predetermined target trajectory (TSoll) of the vehicle (200). The invention also comprises a vehicle (200) and a method (300).