9363results about "Braking action transmission" patented technology

The invention discloses a braking pressure degradation strategy of an electronic mechanical braking system, and belongs to the technical field of vehicle braking control, and the braking pressure degradation strategy of the electronic mechanical braking system comprises the following steps: S1, multi-sensor fusion is carried out to correct a friction coefficient in real time, and a high-precision gridding pavement model is constructed; s2, performing time sequence prediction on braking torque distribution, dynamically constraining a braking pressure threshold value and performing pre-adjustment; s3, reinforcement learning is carried out to generate a prospective degradation sequence, and thermal coupling and pressure fluctuation control are optimized; s4, dynamically encrypting the hierarchical communication architecture, and ensuring that the instruction is complete and consistent with the time sequence through redundancy switching; s5, generating an adversarial network compensation failure signal, and dynamically adjusting the weight of the sensor to resist interference; s6, triggering a man-machine interaction strategy in a grading manner, and dynamically adjusting a safety threshold in combination with a driving behavior; s7, carrying out simulation verification on the digital twin platform, and carrying out fault injection encryption to update full-life-cycle parameters; the method has the beneficial effects that self-adaptive optimization and hierarchical fault tolerance of the brake pressure are realized, and the system safety and response efficiency are improved.

The invention discloses a dual-electric brake boosting system for a heavy-duty vehicle and a coordinated control method of the dual-electric brake boosting system, and relates to the technical field of vehicle brake control. The invention discloses a dual-electric brake power-assisted system for a heavy-duty vehicle and a coordinated control method thereof. The coordinated control method comprises the following steps that S1, a multi-source sensor synchronously collects and preprocesses wheel speed, current, suspension and pedal signals; s2, estimating the load in real time through Kalman filtering, and outputting a dynamic load coefficient to guide distribution; s3, triggering interruption when the pedal force change rate exceeds the threshold value, and directly outputting the maximum braking force; s4, dynamically distributing the braking force, predicting the temperature rise, and adjusting the output weights of the double boosters; s5, outputting a digital twinborn verification theory, and starting a compensation algorithm after deviation overrun; s6, encrypting an instruction by a TSN protocol, and ensuring low-delay transmission and communication security; s7, a closed-loop optimization link is formed based on the actual braking data calibration model; the method has the beneficial effect that the real-time performance, safety and reliability of the braking system are comprehensively improved.

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.

The invention discloses a vehicle braking torque adjusting method and system based on multiple input signals. The vehicle braking torque adjusting method and system aim at improving the safety, driving experience and braking efficiency of a vehicle in a complex environment. The system collects the vehicle driving state, the intention of a driver and the road friction condition in real time through a plurality of sensor modules, and accurate data support is provided for brake control. According to the diversified input, the system can intelligently recognize the road surface state and dynamically adjust the braking torque gradient, the braking response is optimized, and the stability of the vehicle in various driving environments is ensured. The sudden change and step phenomena in the braking process are smoothed through a feedforward control algorithm, the driving experience is improved, instability caused by system switching control strategies is avoided, and based on motor back electromotive force spectrum analysis, the system can accurately adjust energy recovery and improve the energy utilization efficiency of the vehicle. And powerful support is provided for improving the braking performance, the safety and the automatic driving technology of modern vehicles.

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.

A brake system for a motor vehicle includes a first electrically actuatable pressure source, a first control device, a second electrically actuatable pressure source, an electrically actuatable inlet valve for each wheel brake, an electrically actuatable outlet valve for each wheel brake, a second control device, and a pressure medium reservoir. The first and second pressure sources are connected to a brake supply line to which the inlet valves are connected. An electrically actuatable circuit separation valve is arranged in the brake supply line such that when the circuit separation valve is closed, the brake supply line is separated into a first line section and a second line section. The first line section is connected to the second pressure source and at least two inlet valves, and the second line section is connected to the first pressure source and the other inlet valves.

Disclosed is a wheel cylinder and a drum brake having the same, in which the number of position as well as other elements accompanied with the piston may be reduced, resulting in reduced manufacturing cost.

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.

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.

A brake system for actuating a plurality of wheel brakes comprising first and second pairs of wheel brakes includes a reservoir and a motor-driven master cylinder operable during a normal non-failure braking mode to generate brake actuating pressure at first and second MC outputs for hydraulically actuating the first and second pairs of wheel brakes. A secondary power transmission unit is configured for selectively providing pressurized hydraulic fluid at first and second PTU outputs and includes an electric PTU motor configured to selectively pressurize the hydraulic fluid by transmitting rotary motion to at least two pump pistons. The secondary power transmission unit is indirectly fluidly connected to the reservoir to selectively draw hydraulic fluid therefrom.

The invention discloses an electromobile EMB system clamping force estimation method based on a non-pressure sensor, and relates to the technical field of distributed electric drive-by-wire automobiles, the viscous effect between a brake disc and a friction plate during actual braking is considered, and a clamping force dynamic stiffness model is established for predicting the clamping force; discretizing a description equation of the clamping force dynamic stiffness model, and establishing a discretized clamping force state space equation; according to the motor torque balance equation, designing a sliding-mode observer of the motor load torque for observing the load torque of the motor in real time in the braking process; according to a transmission model of the EMB system, a load torque observation value observed by the sliding mode observer in real time is converted into a clamping force observation value; and calculating an optimal clamping force estimated value at the current moment according to an optimal clamping force estimated value obtained at the previous moment by using a Kalman filtering algorithm in combination with the discretized clamping force state space equation and the clamping force observed value, so as to realize real-time optimal estimation of the clamping force. The problems that under the control of the pressure sensor, due to high temperature and high pressure during braking, the measuring precision of the pressure sensor is reduced, and even the whole pressure sensor is invalid are solved.

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 for a motor vehicle includes an electrohydraulic partial brake system, an electromechanical partial brake system, a redundant power supply, and an actuating device (124). The actuating device is configured to determine an actuation signal quantifying a brake request as a result of an actuation by a vehicle driver. The brake system includes a brake control unit (118) with at least two mutually independent partitions. Both partitions are each configured for controlling the electromechanical partial brake system and the electrohydraulic partial brake system on the basis of an actuating signal received from the actuating device.

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 method is for safely braking a trailer of a vehicle combination including a motor vehicle and the trailer. The motor vehicle has an electronically controllable pneumatic motor vehicle braking system and the trailer has a pneumatic trailer braking system. The motor vehicle braking system and the trailer braking system are connected at least by a trailer control line and a trailer feed line. The trailer braking system has at least one trailer brake circuit including a trailer supply reservoir for making available a trailer supply pressure for the trailer brake circuit, service brake actuators and spring brake actuators. In response to a demand for safe braking of the trailer, the motor vehicle brings about lowering of the trailer supply pressure in the trailer brake circuit, with the result that the spring brake actuators of the trailer are applied and safely brake the trailer.

The invention provides a vehicle control method and system in an emergency braking scene. According to the method, the target slip rate range is dynamically adjusted by establishing an optimal slip rate data set under different road surface conditions and combining a digital model to simulate contact characteristics of tires and road surfaces; collecting vehicle motion state data, analyzing abrupt change characteristics and a tire stress change trend, and generating an early warning signal; inputting the target slip rate range and the early warning signal into a predictive control model, calculating the braking force of each wheel and generating a control instruction; simulating an expected slip state by using a digital tire model, and determining a pressure control value by referring to a friction force change rule; by comparing actual measurement and simulation results and combining with the pressure change rate of the brake hydraulic system, model parameters are corrected, and a pressure control value is adjusted, automatic adjustment of the brake force is achieved. According to the technical scheme, the stability and safety of the vehicle under the emergency braking condition are remarkably improved.

The invention relates to an electronic mechanical braking system control method based on contact point detection and mode management. Comprising the following steps: step 1, designing a clamping force basic control algorithm based on stiffness characteristics and feedforward compensation of Stribeck friction in combination with a proportional-integral-differential control theory; 2, designing a contact point detection algorithm based on position signal identification by analyzing the typical characteristics of the contact points, and identifying the inherent relation between the position stable points and the contact points through experimental calibration; and step 3, designing a mode management system including clearance elimination, clearance keeping and clamping force control, and performing mode switching and keeping by judging a brake signal. The overall function design of contact point detection, mode management and brake control of the electronic mechanical brake system is comprehensively achieved, the control precision and function stability of the system can be remarkably improved, and a set of complete solution is provided for design and development of the brake-by-wire system in the future.

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 modulator (20) for generating a pressure change in response to a control pressure has a first venting path (25) and a second venting path (26) for venting a pneumatic load (11). The modulator (20) has a relay valve (30) that is configured to vent the pneumatic load (11) via the first venting path (25). The modulator (20) has a vent valve (40) that is configured to vent the pneumatic load (11) via the second venting path (26).

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.

An electric brake for a wheel rotor having a brake pad includes a housing with a passage. A piston assembly in the passage includes a spindle and a piston. The spindle is rotatable to cause the piston to move axially relative to the brake pad. A drive assembly includes a motor. A gear train is connected to the motor and the spindle. A coupling mechanism is coupled to the gear train and has a first condition enabling torque transmission from the motor to the spindle to axially move the piston to apply braking force to the brake pad. The coupling mechanism has a second condition disabling torque transmission from the motor to the spindle is prevented which permits the piston to retract and reduce the braking force on the brake pad without stopping or reversing the motor.

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 method and apparatus for controlling an electro-mechanical brake are disclosed. An embodiment of the present disclosure provides a method for controlling an electro-mechanical brake (EMB) of a vehicle, comprising: measuring a pedal stroke value; determining whether the pedal stroke value exceeds a first threshold; in response to determining that the pedal stroke value does not exceed the first threshold, generating a first braking force for reducing an air gap of the EMB; in response to determining that the pedal stroke value exceeds the first threshold, setting a target braking force for decelerating the vehicle; and after setting the target braking force, generating a second braking force based on the target braking force, wherein a magnitude of the first braking force is determined based on an increase rate of the pedal stroke value over time, and wherein the target braking force is proportional to the pedal stroke value.

An electrohydraulic multi-circuit power brake system for autonomous driving. The power brake system includes a piston-cylinder unit for each brake circuit, using which the brake circuits are connected to a common power brake pressure generator. In the event of a failure of the power brake pressure generator, the power brake system can be actuated with a hydraulic pump of a slip control system of the vehicle brake system.