227results about "Braking systems" patented technology

This invention provides a method, device, and computer-readable storage medium for auxiliary braking of a motor vehicle, comprising: determining a target braking gear for a first auxiliary braking device that does not have kinetic energy recovery function when the auxiliary braking conditions are met; selecting an actual braking gear for any first auxiliary braking device based on the maximum braking power corresponding to each candidate braking gear; wherein the candidate braking gear level is not higher than the target braking gear, and the sum of the maximum braking power corresponding to the candidate braking gear and the maximum braking power of a second auxiliary braking device with kinetic energy recovery function is not less than the maximum braking power corresponding to the target braking gear; controlling each first auxiliary braking device to brake at its corresponding actual braking gear, so that the motor vehicle brakes with a total power not less than the target braking power; wherein, if the actual braking gear of a first auxiliary braking device is not the target braking gear, the second auxiliary braking device assists braking with a non-zero power.

The invention discloses a brake-by-wire booster pressure control method, electronic equipment and a vehicle, and belongs to the technical field of vehicles. The method comprises the following steps: determining the braking demand pressure of a driver according to a pedal travel sensor signal, a driving mode signal and a current vehicle speed; determining an external brake demand pressure according to the external brake request signal; determining comfortable parking brake pressure according to the current vehicle speed and the current deceleration; brake pressure needed by the ramp is determined according to the gradient sensor signal and the wheel speed sensor signal; acquiring an anti-lock control pressure; determining a braking mode according to the current vehicle speed; and brake pressure output is determined according to the brake demand pressure of the driver, the external brake demand pressure, the comfortable parking brake pressure, the brake pressure needed by the ramp, the anti-lock control pressure and the brake mode. By formulating pressure decision logic and integrating multi-source requests, a coordination mechanism of'maximum value demand and minimum value constraint security 'is proposed for the first time, and system response is ensured to be safe and accurate.

Regarding the braking control system of a vehicle that performs anti-lock braking control, it suppresses vehicle behavior that is contrary to the driver's intentions. [Solution] The braking control device 50 includes a control unit M21 that performs anti-lock brake control. The braking control device 50 also includes an acquisition unit M11 that acquires lateral acceleration and yaw angular acceleration. The control unit M21 starts a prohibition process to prohibit the execution of anti-lock brake control for the rear wheels 13 if the absolute value of the lateral acceleration is greater than or equal to a prohibition determination value, and terminates the prohibition process when the absolute value of the yaw angular acceleration, which was greater than or equal to a turning tendency determination value during the execution of the prohibition process, falls below the turning tendency determination value.

The application relates to a vehicle control method and a vehicle, and belongs to the field of vehicle braking. The method comprises the following steps: acquiring braking parameters, running state parameters and power transmission system parameters of a vehicle; determining a braking level of the vehicle based on the braking parameters and the running state parameters, wherein different braking levels are configured with corresponding torque management strategies; calculating a predicted value of a net torque borne by a driving shaft of the vehicle after a preset time based on the braking parameters and the power transmission system parameters; identifying whether the predicted value of the net torque meets a preset trigger condition, and if yes, acquiring the torque management strategy corresponding to the braking level, and executing a corresponding braking action based on the torque management strategy. The braking level identification, driving shaft net torque prediction and torque management strategy execution are combined, so that the technical defects of independent control and lack of cooperation between a traditional vehicle power system and a braking system are solved. The front protection of the transmission system torque overload is realized, and the hysteresis of passive feedback control is avoided.

The application provides a kind of based on reinforcement learning's line control brake system electromechanical compound brake smoothness control method, this method includes the following steps: obtaining the current operating state data of vehicle and constructing state space vector;State space vector is composed of sliding window state sequence, input to the reinforcement learning intelligent agent model pre-trained, output basic distribution proportion coefficient;Target total brake torque is analyzed into target motor brake torque and target line control friction brake torque;In the transition window period of dynamic handover of motor brake and line control brake, the dynamic error between target deceleration and actual longitudinal deceleration is calculated in real time;When dynamic error is greater than zero and exceeds preset dead zone threshold, generate transient compensation torque instruction and send to motor controller, so that the actual output torque of drive motor is the sum of target motor brake torque and transient compensation torque.The application realizes the continuous smooth transition of vehicle braking force in brake mode dynamic switching process.

Even if the motor resolver itself in the vehicle is displaced relative to the drive wheels, the motor is controlled at a precise rotational speed corresponding to the rotational state of the drive wheels. [Solution] The rotation speed control device 10 is a rotation speed control device 10 for a motor 4 that drives the vehicle 1 while being elastically supported by the vehicle body 8, and comprises a relative rotation speed acquisition unit 11 that acquires the relative rotation speed ωre of the rotor 4r with respect to the stator 4s of the motor 4, a posture acquisition unit 12 that acquires the relative posture θst of the stator 4s with respect to the vehicle body 8, and a calculation unit 13 that calculates the rotation speed of the motor 4 as the absolute rotation speed ωab of the rotor 4r with respect to the vehicle body 8 by correcting the relative rotation speed ωre using the relative posture θst.

The invention relates to an electromechanical steering system (100) with at least one sensor (102) for detecting at least one vehicle dynamics parameter (104), with a steering handle (106), with a steering sensor (110) associated with the steering handle (106), with at least one steering axis (112), with an actuator (114) associated with the steering axis (112), and with a steering control unit (116), wherein the steering sensor (110) is configured to detect a steering command (108) from the steering handle (106), and wherein the steering control unit (116) is configured to convert the detected steering command (108) into a wheel steering angle (118) and to control the actuator (114) such that the actuator (114) adjusts the steering axis (112) proportionally to the wheel steering angle (118), wherein the steering control unit (116) is configured to provide an assistance function (120) to execute a turnaround,in which the actuator (114) adjusts the steering axis (112) in addition to the steering command (108) also based on at least one detected vehicle dynamics parameter (104). The invention also relates to a method for performing a U-turn and a vehicle.

This invention provides a vehicle braking force distribution method, device, controller, and storage medium. The method includes: acquiring the braking signal from the vehicle's brake pedal to obtain the vehicle's total braking force; if it is determined that the vehicle's current speed is greater than the minimum speed required to trigger regenerative braking, calculating the vehicle's rear axle braking force; if a tendency for the vehicle's front wheels to lock up is detected, setting the vehicle's front axle braking force as the critical braking force required for front axle lockup; if it is determined that the rear axle braking force is greater than the maximum allowable regenerative braking force of the rear axle, setting the mechanical braking force of the rear axle as the difference between the rear axle braking force and the maximum allowable regenerative braking force of the rear axle, and setting the regenerative braking force of the rear axle as the maximum allowable regenerative braking force of the rear axle; if a tendency for the vehicle's rear wheels to lock up is detected, setting the vehicle's rear axle braking force as the critical braking force required for rear axle lockup. This invention maximizes the utilization of regenerative braking force and achieves optimal braking performance through braking force distribution.

This invention discloses a method and system for dynamic distribution of axle control power in urban rail vehicles based on real-time adhesion estimation. The method includes: acquiring real-time operating state data of the vehicle; calculating the dynamic vertical load of each axle during braking by combining the vehicle's longitudinal dynamics model; constructing an extended state observer and using it to estimate the wheel-rail adhesion and wheel-rail contact state parameters of each axle in real time, and calculating the theoretical maximum available adhesion coefficient accordingly; applying an asymmetric rate of change constraint to the theoretical maximum available adhesion coefficient to obtain the safe adhesion limit for constraint; constructing a multi-objective optimization function for braking force distribution, including a braking force tracking error objective and an adhesion utilization rate objective, and weighting the two objectives using adaptive weighting coefficients; and solving the multi-objective optimization function to obtain the optimal braking force for each axle. This invention can significantly improve the adhesion utilization rate and active safety performance of urban rail vehicles under complex road conditions, effectively preventing wheel slippage.

The invention relates to an electric motor (2) for a motor vehicle, in particular for a braking or steering system, comprising a motor housing (4) with a housing cover (10), and a stator (6) inserted into the motor housing (4) with an annular switching unit (8) which is arranged on an end face facing the housing cover (10), wherein at least one spacer element (30, 30', 30", 30‴) is arranged on the switching unit (8) axially extending upwards in the direction of the housing cover (10), wherein the spacer element (30, 30', 30", 30‴) is elastically designed at least in the radial direction (R) and / or tangential direction (T).

The invention relates to a method for controlling a driver assistance system in a road vehicle (22) having an electronically controllable drive motor (24) and an electronically controllable service brake system having wheel brake cylinders (30, 32, 34, 36) which can be actuated with pressure medium, and having a camera-based vehicle recognition, pedestrian recognition and traffic sign recognition, as well as a speed regulation function and an emergency brake function, wherein, when the road vehicle (22) approaches an identified bus stop or tram stop (2), the controller (26) of the driver assistance system, in addition to generating and outputting a warning signal to the driver of the road vehicle (22), also carries out at least one further measure to avoid a collision with a pedestrian (14.1, 14.2, 14.3). As an additional measure, according to the invention, the wheel brake cylinders (30, 32, 34, 36) of the service brake system of the road vehicle (22) are pre-filled with a predetermined fluid pressure before reaching the bus stop or tram stop (2) in order to prepare for a possible emergency brake. The invention also relates to a device (40) for carrying out the method.

The application discloses a kind of emergency brake control method and system of trackless trolleybus, method includes: if receiving brake signal, detect current speed v and target distance relative to target position;If the target distance is less than the first threshold value of pre-set and current speed v is greater than the second threshold value of pre-set, function relationship of brake distance s and brake force distribution coefficient is constructed as target function according to target strategy, also obtain the instability working condition information of each carriage, configure the local constraint of the target function according to the instability working condition information;Optimal value is solved to the target function configured with local constraint, and the brake force distribution coefficient of each carriage is obtained, and the corresponding carriage is braked according to the brake force distribution coefficient, until the vehicle stops running.The application guarantees that trackless trolleybus is safely and stably braked, and the shortest brake distance is reached.

Even when the use of the electric parking brake is restricted during parking to prevent freezing, the driver's preference regarding the use of the electric parking brake should be reflected. [Solution] The parking control device 100 for a vehicle 1 equipped with an electric parking brake 5 and a park lock device 3 installed on the transmission TM comprises a mode setting unit 101 and an operating unit 103. The mode setting unit 101 can set a cold weather mode as the operating mode of the vehicle 1, which restricts the use of the electric parking brake 5. When the operating mode of the vehicle 1 is set to the cold weather mode and a parking operation is performed by the driver to park the vehicle 1, the operating unit 103 activates the electric parking brake 5 if the state of the vehicle 1 is in a specific state or if a specific operation is performed by the driver, and activates the park lock device 3 without activating the electric parking brake 5 otherwise.

A method of detecting a yaw instability in a vehicle combination, the vehicle combination comprising a tractor unit and at least one trailing unit, the method comprising determining a current value of an understeering gradient of at least one unit of the vehicle combination, comparing the current value of the understeering gradient to a threshold, and if the current value of the understeering gradient is beyond the threshold, determining that a yaw instability is present in the vehicle combination.

This application provides a vehicle status parameter estimation method and apparatus, and relates to the field of automotive control technologies. The method includes: obtaining driving status data of a vehicle, a first process status x, and a first process covariance Q; determining a second process covariance Q(k) and a first measurement covariance R(k) based on the driving status data of the vehicle; obtaining a first measurement value yh of a vehicle sensor; and determining a vehicle status parameter of the vehicle based on the first measurement value yh, the first process status x, the first process covariance Q, the second process covariance Q(k), and the first measurement covariance R(k). In this application, in a process of estimating the vehicle status parameter, the process covariance and the measurement covariance are adaptively adjusted based on the driving status data, and then an adjusted process covariance and measurement covariance are used for a vehicle status estimation, so that estimation precision of the vehicle status parameter can be improved.

The application discloses a kind of pure electric wide-body car downhill active speed stabilization safety control system, method and vehicle, comprising: slope sensor, for real-time acquisition vehicle driving road slope signal;Vehicle speed acquisition module, for real-time acquisition vehicle driving speed signal;Vehicle controller is electrically connected with the slope sensor, vehicle speed acquisition module, vehicle energy recovery system, electric eddy current retarder and emergency brake solenoid valve respectively;The vehicle controller built-in control program is used to receive the slope signal and speed signal, according to the intervention condition judgment logic of pre-set, automatically control the intervention or exit of energy recovery system, electric eddy current retarder and emergency brake solenoid valve, realize the active speed stabilization when vehicle heavy downhill.This application can actively control each set of brake system, and realize the linkage between each brake system, make full use of each set of brake system characteristics, achieve speed stabilization effect.

The present invention relates to a construction machine, comprising a control unit designed to detect slippage occurring at least one wheel of the construction machine by comparing at least one actual value of the construction machine with a reference value of the construction machine.

The invention relates to a system and a method for coordinating drive and / or braking torques in a motor vehicle, with selected interfaces for communication between processing modules.

A driving assistance apparatus for a vehicle includes a sliding-down determiner that determines whether sliding-down of the vehicle occurs on a climbing lane; a steering controller that controls steering of the vehicle; a braking-driving controller that controls braking-driving force of each driving wheel at a front side and a rear side of the vehicle; a driving mode switcher that switches a driving mode between a drive mode and a reverse mode; and a vehicle controller that performs control to suppress the sliding-down if the sliding-down of the vehicle occurs. If the sliding-down of the vehicle occurs, the vehicle controller causes the driving mode switcher to switch the driving mode to the reverse mode, causes the braking-driving controller to perform the control to suppress the sliding-down, and causes the steering controller to perform control to turn around a head of a vehicle body of the vehicle to a downward direction.

A braking system (100) for a vehicle (112) comprises a speed sensor (102), an electromagnetic braking system (108), and a friction braking system (110), and a control unit (106) that is operationally coupled to the electromagnetic braking system (108) and the friction braking system (110). The control unit (106) is configured to: receive a signal from a brake pedal sensor indicating a request to reduce the vehicle's speed; receive the vehicle's (112) speed from the speed sensor (102); compare the vehicle's (112) speed with a predefined speed value; and actuate the electromagnetic braking system (108) or the friction braking system (110), or both, based on the comparison of the vehicle's (112) speed with the predefined speed value.The friction braking system (110) is activated when the braking torque developed by the electromagnetic braking system (108) is less than a calculated value of the required braking torque.

An electro-hydraulic actuator, includes: a motor 3 configured to output rotative power; an external gear pump 7 configured to be activated by the motor; a hydraulic actuator 5 configured to be operated by a pressurized working fluid supplied by the external gear pump; a manifold block 6 in which a flow channel forming a working fluid circuit of the hydraulic actuator is incorporated; a first portion configured to store the motor; a second portion configured to store the external gear pump, the hydraulic actuator, and a reservoir; and a coupling portion 2 configured to couple the first portion and the second portion with each other in a liquid-tight state, wherein the coupling portion includes a communication hole 21 through which the first portion and the second portion communicate with each other, a rotational shaft 31 of the motor and a driving shaft 71 of the external gear pump are joined to each other in the communication hole, and the external gear pump is attached to the coupling portion while being stored in the manifold block.

The application relates to the field of vehicle safety technology and discloses a vehicle automatic emergency early warning and braking method and system and a storage medium. The method comprises the following steps: fusing multi-modal sensor data to generate a dynamic environment perception graph and calibration; generating a real-time risk distribution graph and a potential collision probability prediction matrix based on a dynamic risk assessment model; generating an emergency braking trigger condition through multi-stage decision optimization of the matrix, combining the condition and the risk graph to divide an early warning level and scheduling; adapting braking system control parameters according to a warning instruction set, and generating a final execution scheme after verification. The system comprises perception, evaluation, decision, early warning and execution modules. The electronic device and the computer readable storage medium can execute the method. Through multi-modal fusion, dynamic risk assessment, hierarchical early warning and redundancy verification, the safety performance of the vehicle in a complex environment is improved, precise early warning and reliable braking are realized, and the application is suitable for the field of vehicle safety technology.

An impulse wheel (10, 30) for a wheel speed sensor bearing (28, 50) is disclosed. The impulse wheel (10, 30) includes a circular portion (12, 32) defining an outer circumference (14, 34) and an inner circumference (16, 36) defining an opening (18, 38). Further, the impulse wheel (10, 30) includes a plurality of slots (20, 40) equally spaced apart from each other and formed along the circular portion (12, 32). The number of the plurality of slots (20, 40) is in a range of 21 to 31. The at least one engaging portion (22, 42) extends from the outer circumference (14, 34) and is configured to engage a bearing member (26, 48).