6284 results about "Brake control" patented technology

A multiple speed transmission capable of producing five underdrive gear ratios, one direct drive ratio, four overdrive ratios, and four reverse ratios includes four interconnected planetary gearsets, multi-plate clutches and brakes controlling the gearset elements, and a coupler that changes between forward drive and reverse drive by holding and releasing alternate gearset components against rotation on the transmission case. The transmission in combination with a single-speed transfer case having either an on-demand transfer clutch, or a full-time all-wheel drive system, are formed in an integrated package.

An autonomous system includes a processing device programmed to receive, from an image capture device, an image of an environment of the host vehicle; detect an obstacle in the environment, based on an analysis of the image; monitor a driver input to at least one of a throttle control, a brake control, or a steering control associated with the host vehicle; determine whether the driver input results in the host vehicle navigating within a proximity buffer relative to the obstacle; allow the driver input to cause a corresponding change in one or more host vehicle motion control systems, if the processing device determines that the driver input would not result in the host vehicle navigating within the proximity buffer relative to the obstacle; and prevent the driver input to cause the change if the driver input results in the host vehicle navigating within the proximity buffer relative to the obstacle.

An electronic winch monitoring system for a winch having a fixed-ratio gearbox with input and output shafts, a winch drum connected to the output shaft, and an auxiliary brake connected to the output shaft activated by reducing the pressure in a brake release hydraulic circuit. The system comprises an input shaft speed sensor, an output shaft speed sensor, and an electronic control unit having a monitoring section and a brake control section. The monitoring section receives the speed signals, processes them to produce a calculated ratio of actual input to output shaft speeds, and produces a fault indication signal when the value of the difference between the calculated speed ratio and the fixed ratio exceeds a predetermined value. The brake control section, upon receiving the fault signal, reduces the hydraulic pressure in the brake circuit using a nonlinear pressure-time profile to engage the auxiliary brake and stop the winch drum.

A power train for eight forward and one reverse speeds may include input shaft, output gear, transmission case, speed shift unit, output unit, four clutches and two brakes. The speed shift unit includes a first operational member fixedly connected to the input shaft, a second operational member selectively coupled to the input shaft; a third operational member fixedly connected to the transmission case; a fourth operational member selectively coupled to the sixth operation member; and a fifth operational member selectively coupled to the fourth operational member. The output unit includes a sixth operational member fixedly connected to the fifth operational member, a seventh operational member selectively coupled to the input shaft and the transmission case, an eighth operational member selectively coupled to the input shaft, and a ninth operational member connecting the output gear. The four clutches and two brakes control pertinent operation members to change the rotational speed.

A brake control system includes a master cylinder to produce a master cylinder pressure, a brake booster to assist the master cylinder, a first control unit to control the booster, a hydraulic modulator to supply a wheel cylinder pressure to a wheel cylinder, and a second control unit to control the hydraulic modulator. The hydraulic modulator includes a pressure source, such as a pump, to increase the wheel cylinder pressure. The first and second control units are connected together by a communication line. The brake control system may further include a boost condition transmitting section to transmit, through the communicating line, a condition of a boost system formed by the brake booster and the first control unit.

A brake apparatus for a vehicle generally sets an upper limit value of regenerative braking force to the maximum value of the regenerative braking force which can be generated at the present. In the case of a front-wheel-drive vehicle, the total braking force, the sum of front-wheel braking force (front-wheel hydraulic braking force+regenerative braking force) and rear-wheel braking force (rear-wheel hydraulic braking force), is rendered coincident with a target braking force corresponding to a brake pedal depressing force, and the regenerative braking force is set to a largest possible value equal to or less than the upper limit value. As a result, the regenerative braking force can be larger than front-wheel-side target distribution braking force. The upper limit value is decreased from the maximum value by an amount corresponding to the degree of easiness of occurrence of a locking tendency at the driven wheels (front wheels).

Towed vehicles can be extremely heavy. Accordingly, it is too much of a burden to the braking system of a towing vehicle to not have brakes on the towed vehicle. Controlling the brakes of the towed vehicle must be accurately applied otherwise undesirable conditions can be created. There is a need for a method for controlling braking of a towed vehicle. This method comprises receiving a first signal via a communication bus of a towing vehicle, the first signal relating to at least one operating condition of at least one the towing vehicle and a towed vehicle, sending a second signal to brakes of the towed vehicle, the second signal based on said first signal.

An automatic drilling system is disclosed which includes an electric servo motor operatively coupled to a winch brake control, a servo controller operatively coupled to the servo motor, and a drum position encoder rotationally coupled to a winch drum. The controller is adapted to operate the servo motor in response to measurements of position made by the encoder so that a selected rate of rotation of the drum is maintained.

The utility model discloses a system and a method for self-help-settlement shopping in supermarkets, which is characterized in that a wireless network connected with a commodity information server is arranged in supermarkets; a gravity sensor is arranged on a shopping cart and the commodity weight on the shopping cart detected is input to a microprocessor; a bar code reader is connected with the microprocessor and the detected commodity bar code information is input; a reader-writer of payment cards reads and writes the information of a payment card inserted by a customer; a touch screen completes man-machine communication of the customer and the self-help-settlement system; the microprocessor is connected with the wireless network through a wireless transceiver and is connected with an electronic brake through a data interface so as to provide braking control signals; a charging power supply provides power for each part; each commodity is self-scanned by a customer when shopping; the amount of the shopping card is deducted and human intervention supervision is not needed with exact identification; the utility model has the advantages that not only the cost of cash desk construction and checkout employee employment for supermarkets is reduced, but also the slowness of settlement speed and queuing jam of customers are avoided; and the benefit of supermarkets is increased.

A brake apparatus for a vehicle controls braking force acting on front wheels by hydraulic braking force (front-wheel-side vacuum-booster hydraulic pressure fraction+linear-valve differential pressure fraction), which is frictional braking force, and regenerative braking force, and controls braking force acting on rear wheels by hydraulic braking force (rear-wheel-side vacuum-booster hydraulic pressure fraction) only, to thereby perform regeneration-coordinative brake control. During performance of ABS control, the apparatus sets the limit regenerative braking force to a force under which locking of the front wheels does not occur in a case in which the force acts on the front wheels, which are wheels undergoing regenerative braking, and adjusts the regenerative braking force such that the regenerative braking force does not exceed the limit regenerative braking force.

An improved electronic braking system for walkers that incorporates one or more electrically-operated brakes controlled by an electronic controller is disclosed. The controller is responsive to touch-sensitive switches for easy operation, and is adjustable and responsive to operator patterns of use to provide individualized control of the brake operation. The controller may also be responsive to environmental conditions such as the slope of the ground over which the walker is moving, to its rate of motion, or to the distance between the walker frame and the user, and may be adjusted to accommodate for the weight of the user or to set limits to the speed at which it can move.

A method includes receiving an input brake command that indicates a desired amount of braking for a vehicle. A brake control signal is then derived from the input brake command to facilitate applying a braking force to a wheel of the vehicle, and the braking force facilitates achieving the desired amount of braking for the vehicle. The method further comprises determining that data from a sensor associated with the wheel is unavailable, and then modifying the brake control signal in response to determining that the data is unavailable. The modification may be based on sensor data or controller output associated with a second wheel where data is available. Such modification facilitates the desired amount of braking for the vehicle.

An electrically driven brake booster (1) includes an input member (4) disposed in operative association with a brake pedal (12), an output member (5) disposed in operative association with the master cylinder (6), and drive transmitting device (10) for translating a rotating motion of a motor (9) into a linear motion to be transmitted to the output member (5). The drive transmitting device (10) comprises a rack (23) formed on the output member (5), and pinions (21, 22) disposed in operative association with the motor (9) and in meshing engagement with the rack (23). Also, reaction transmitting device (8) which transmits a brake reaction to the input member (4) and the output member (5) at a given proportion is provided. In comparison to conventional drive transmitting device, the drive transmitting device (10) of the present invention has a simple construction, a reduced weight and a better transmission efficiency. The provision of reaction transmitting device allows a correct brake control to be achieved on the basis of a brake reaction.

The invention discloses a no-signal intersection vehicle and vehicle cooperative collision prevention system, which comprises a wireless communication module, a central processing unit, a vehicle running state information collecting module, a driving intention judging module, a man-machine interaction interface, a brake control module and a power supply management module. According to the system, information such as self vehicle position, speed, acceleration and the like are collected by the vehicle running state collecting module, and the self vehicle running state is obtained; the vehicle turning information is collected through the driving intention judging module, and the driving intention of a driver is judged; the self vehicle information is sent out to the periphery by the wireless communication module in a broadcasting way, and the running state information of surrounding vehicles is received; the central processing unit is connected with the vehicle running state information collecting module, the driving intention judging module and the wireless communication module, information of the self vehicle and other vehicles is obtained, the collision judgment and the disposition are carried out, the collision occurrence is judged, the vehicles are controlled to be braked through the brake control module, and early warning signals are given to the driver through the man-machine interaction interface; the man-machine interaction interface can also control the starting and the stop of the system; and the power supply management module provides power supply for each module of the system.

A method for controlling braking of a trailer hitched to a vehicle with a braking control system during a braking event includes the steps of determining vehicle speed, measuring an amount of braking intent applied to the braking control system, determining a first level of braking output, providing the first level of braking output to the trailer if the vehicle speed is greater than a first predetermined threshold, and providing a second level of braking output to the trailer if the vehicle speed is less than the first predetermined threshold and the amount of braking intent has not exceeded a second predetermined threshold during the braking event. The first level of braking output corresponds to a function of the amount of braking intent. The second level of braking output is less than the first level of braking output.

A deceleration control apparatus for controlling a deceleration value of a vehicle, including a plurality of deceleration-value setting devices, a target-deceleration-value control portion operable to change a target deceleration value of the vehicle according to an operation of each of the deceleration-value setting devices, and a brake control portion operable to control a braking force to be applied to the vehicle, according to the target deceleration value changed by the target-deceleration-value control portion, wherein the target-deceleration-value control portion is operable to successively change the target deceleration value of the vehicle in response to successive operations of one and another of the plurality of deceleration-value setting devices such that the target deceleration value changed according to the operation of the above-indicated one deceleration-value setting device is subsequently changed according to the operation of the above-indicated another deceleration-value setting device.

Towed vehicles can be extremely heavy. Accordingly, it is too much of a burden to the braking system of a towing vehicle to not have brakes on the towed vehicle. Controlling the brakes of the towed vehicle must be accurately applied otherwise very dangerous conditions can be created. A method of controlling braking of a towed vehicle is, therefore, needed. The method comprises receiving speed signals based on speed of a towing vehicle, or a towed vehicle, or both said towing vehicle and said towed vehicle, receiving pressure signals based on pressure of a hydraulic brake system of the towing vehicle, and generating a brake output signal based on the speed signals and the pressure signals.

An anti-lock braking system includes a friction torque gradient estimating unit for estimating, from a small number of parameters, the gradient of friction torque with respect to a slip speed, and controls a braking force acting on wheels on the basis of the friction torque gradient estimated by the friction torque gradient estimating unit. The friction torque gradient estimating unit may employ several types of estimating methods; e.g., a method of estimating the gradient of friction torque from only time-series data concerning a wheel speed; a method of estimating the friction torque gradient from time-series data concerning wheel deceleration as well as from braking torque or time-series data concerning physical quantities associated with the braking torque; or a method of estimating the friction torque gradient from micro-gains which are obtained when brake pressure is excited in a very small amount at the resonance frequency of a vibration system comprising a vehicle, wheels, and a road surface and which represent the characteristics of the vibration system. Further, there is also disclosed a method of determining, from the thus-estimated friction torque gradient, the limit of the characteristics of friction torque developed between the wheels and the road surface.

The invention provides a method for braking a high-speed train, a system for braking the high-speed train, and a brake control device. The method for braking the high-speed train comprises the steps of: receiving a train braking instruction, and acquiring real-time state information of a braking unit; determining target brake force according to the braking instruction and the real-time state information; acquiring the actual electric braking force provided by the braking unit; and determining the air braking force exerted by braking equipment according to the target braking force and the actual electric braking force. According to the method for braking the high-speed train, the system for braking the high-speed train and the brake control device, the braking force can be determined according to the real-time sate of the braking unit of the train; the braking force can be reasonably distributed according to the actual conditions of an electric braking device and an air braking device, thus, the braking distance of the high-speed train can be effectively controlled; the braking efficiency can be improved; and the energy can be effectively saved.

A control system for an automotive vehicle that has a brake system includes an object detection system that generates an object detection signal and an object distance signal. A controller is coupled to the object detection system. The controller generates a brake control signal proportional to the object distance signal in response to the object detection signal and the object distance signal. The controller controls the brake system in response to the brake control signal.

A transportation vehicle configured for riding and walking modes of use includes a support frame having a front end and a rear end; and a plurality of front wheels rotatably coupled to the front end, and a plurality of rear wheels rotatably coupled to the rear end. A seat is coupled to the frame and configured to support a driver. A steering assembly is operably coupled to the front wheels and configured to controllably pivot the front wheels for steering. A braking system is operably configured to stop motion of the vehicle. A rigid walking arm is pivotally coupled to the steering assembly at a pivotally mounted end of the walking arm. Motor operation and braking controls are provided on the walking arm for walking mode and adjacent to the seat for riding mode. A relay disables controls for one mode (e.g., walking mode or riding mode controls) while the other mode is effective. Switching logic for selecting between walking mode and riding mode is also provided. A motor controller receives input from controls, sensors and switches, and governs motor speed and direction in accordance with preset walking mode and riding mode control parameters.

A system and method for controlling torque in a hybrid electric vehicle. The system provides a regenerative braking torque with an electrical machine when a level of braking torque indicated by actuation of a brake control device exceeds a level of traction torque indicated by actuation of an acceleration control device. The regenerative braking torque is supplemented by a friction braking system when the braking torque requested by a vehicle operator exceeds a maximum regenerative braking capacity of the electrical machine.

During a self-driving control, when an acquisition failure occurs in traveling environment information acquisition required for performing self-driving, and a failure of a steering system of a vehicle equipped with the vehicle driving control apparatus is detected, a brake controller sets an evacuation course along which the vehicle is to travel safely within traveling environment, based on traveling environment information detected last time before the acquisition failure of the traveling environment information, and executes a deceleration of the vehicle and a yaw brake control that applies a yaw moment to the vehicle based on the evacuation course.

The invention relates to a driving / braking system of an independent four-wheel electric automobile, comprising a working condition detection device, a control device, a drive motor driver and a braking device driver, The working condition detection device respectively detects various working condition signals of the electric automobile; the control device processes and calculates the working condition signals to obtain driving control signals and / or braking control signals which correspond to wheels of the electric automobile; and the drive motor driver and the braking device driver respectively control the output of a drive motor and a braking device which respectively correspond to the wheels of the electric automobile according to the driving control signals and / or the braking control signals. The invention can flexibly and reasonably distribute the driving force and the braking force according to working conditions and realize the initiative safety driving / braking of the independent four-wheel electric automobile.

The invention discloses a tandem regenerative brake control method. The method comprises the following steps of monitoring the intend of a driver and the state of a vehicle by a vehicle control unit VMS, and judging whether to enter a regenerative brake control mode or not; under a regenerative brake control mode, comprehensively considering the states of a battery and a motor by the vehicle control unit VMS, calculating the currently allowable maximal regenerative brake torque, and transmitting the maximal regenerative brake torque to a brake control unit (BCU); and monitoring the brake requirement of the driver by the brake control unit (BCU), in the range allowed by the vehicle control unit VMS, balancing the regenerative brake torque and the conventional hydraulic brake torque, and on the premise of meeting the brake requirement of the driver, preferentially feeding back the regenerative brake torque to optimally reclaim brake energy. The method can be widely applied to the field of regenerative brake control.

A vehicle braking control system is provided that controls at least three braking devices including a regenerative braking device, a hydraulic braking device and an electric braking device. The vehicle braking control system basically comprises a braking mode selecting section, a required braking force determining section and a target braking force setting section. The braking mode selecting section sets one of a plurality of braking modes having a different braking control priority for each of the target braking forces. The required braking force determining section determines a required braking force for an entire vehicle. The target braking force setting section sets each of the target braking forces based on the braking control priority of the selected braking mode to produce the required braking force for the entire vehicle. Preferably, the braking mode selecting section set at least an electric power maintenance priority mode and a braking response priority mode.

According to the present invention, an electromechanical braking system is provided. The braking system includes at least one brake system control unit (BSCU) for converting an input brake command signal into a brake clamp force command signal. In addition, the braking system includes a first electromechanical actuator controller (EMAC) and a second electromechanical actuator controller (EMAC) configured to receive the brake clamp force command signal from the at least one BSCU and to convert the brake clamp force command signal to at least one electromechanical actuator drive control signal. Further, the braking system includes at least one electromechanical actuator configured to receive the at least one drive control signal and to apply a brake clamp force to at least one wheel to be braked in response to the at least one drive control signal. Moreover, the first EMAC and the second EMAC are configured to perform antiskid control in relation to the at least one wheel to be braked.

The invention is a dynamic brake for a power door which is moved by an electric motor having at least two terminals. The motor is energized by a pulse width modulated door drive amplifier connected to a first power line and a second power line. The door drive amplifier has a first group of switches connecting the motor terminals to the first power line and it has a second group of switches connecting the motor terminals to the second power line. The dynamic brake has a brake control signal generator connected to receive an input signal indicative of a need to apply the dynamic brake and it has at least one output signal line connected to a control input of at least two of the switches in the first group of switches. The brake control signal generator responds to the input signal indicative of a need to apply the dynamic brake by supplying at least one control signal to the control inputs of at least two switches in the first group of switches so that the control signal(s) cause at least two switches to conduct and provide at least one dynamic brake current circuit for a braking current driven by an emf of the motor and hence dynamically braking the motor.

The invention relates to a device for preventing faulty operation for using an accelerator as a brake by mistake based on computer vision, which comprises a vision sensor, an embedded system, a vehicle speed measuring unit, a vehicle driving angle measuring unit, a distance measuring unit, a voice alarm unit, an accelerator control unit, a brake control unit and a power supply unit, wherein the embedded system is used for reading the information of driving speed of a vehicle, a vehicle steering wheel angle, a video image of a front road of the vehicle, and the like, estimating a barrier distance on the front road and calculating a driving risk factor and driving risk change tendency according to the barrier distance, the vehicle steering wheel angle and the speed of the vehicle. The invention makes a corresponding driving decision according to the driving risk factor and the driving risk change tendency, controls the voice alarm unit to produce drive warning sound according to the driving decision, controls the accelerator control unit to allow the action effectiveness of stepping the accelerator by a driver and controls the brake control unit to control the automatic brake of the vehicle.