225 results about "Dynamic braking" patented technology

Disclosed is a corner module apparatus for a vehicle. The corner module includes a driving unit that provides drive power to a wheel of the vehicle, a braking unit that interferes with rotation of the wheel to generate braking power, and a suspension unit connected to the driving unit. The suspension unit absorbs shock transferred from a road surface. The corner module also includes a steering unit connected to the suspension unit and rotated about a steering axis inclined with respect to the wheel. The steering unit adjusts a steering angle of the wheel.

The invention belongs to the field of intelligent vehicle-mounted technology, and particularly relates to a multifunctional vehicle-mounted sensing detection system based on multi-source information fusion, which comprises multi-source information acquisition, high-precision space-time synchronization and heterogeneous data preprocessing. A heterogeneous sensing system with feature level deep fusion, vehicle state dynamic performance evaluation and adaptive decision and risk evaluation capabilities is constructed, and a driving decision is dynamically adjusted through fusion perception and vehicle performance. The vehicle state and dynamic performance evaluation module is constructed by deeply integrating vehicle internal state data acquired by a vehicle-mounted diagnosis system into a perception fusion and decision planning process, and the core contradiction of disjunction of a perception result and a vehicle dynamic performance strategy is effectively solved. The system can evaluate key performance parameters such as power, braking, steering and the like of the vehicle and potential faults of the key performance parameters in real time, and the driving strategy and the safety margin are dynamically adjusted in the self-adaptive decision and risk evaluation module according to the actual physical limitation of the vehicle.

A locomotive comprises a DC power bus, traction motors, batteries, and a charging source, but has no prime mover engine. Each traction motor includes armature and field windings connected in parallel across the DC power bus. The batteries provide power to the DC power bus when in a motoring mode, and receive power from the DC power bus when in a charging mode and a dynamic braking mode. The charging source is connected across the DC power bus to provide charging power to the batteries when in the charging mode. The traction motors also provide charging power to the batteries when in the dynamic braking mode. The power from the charging source is less than the power that would be provided by a prime mover engine. The charging source provides no power to the traction motors when in the charging mode.

The invention discloses a high-temperature protection control method of a vehicle braking system and a vehicle, belongs to the technical field of vehicle control, and aims to solve the problems that an existing vehicle braking system lacks high-temperature trend prediction capacity and a dynamic braking force adjusting mechanism, heat accumulation is prone to occurring under the high-load working condition, braking performance declines, and the service life is poor. And therefore, the technical problem of insufficient braking stability and safety is solved. The method comprises the following steps: constructing a generative diffusion model; constructing a temperature control trend prediction model; training the temperature control trend prediction model through the high-temperature time sequence and the braking heat data sample set; constructing a multi-target reinforcement learning strategy model; performing multi-model fusion processing on the generative diffusion model, the temperature control trend prediction model and the multi-target reinforcement learning strategy model to obtain a high-temperature protection control system; and inputting the real-time braking heat data of the target vehicle into a high-temperature protection control system to obtain a corresponding control action vector so as to carry out high-temperature protection control on a vehicle braking system.

The invention discloses a mixing station scene loader real-time safety monitoring method and system based on a sensor. The method comprises the following steps: completing construction of an environment and equipment state sensing network; a computing platform and a delay communication module are deployed at the edge end, and graded braking is achieved in combination with a lightweight deep neural network and a dynamic braking strategy; the cloud end depends on distributed computing resources, constructs a space-time correlation model through a graph convolutional network, and realizes multi-target task scheduling optimization in combination with an adaptive weight strategy; in the path planning link, parameters including poses, material states and conflict risks are fused through a reinforcement learning framework, and an optimal path is generated through environment modeling, conflict evaluation and trajectory smoothing; the feedforward neural network predicts the collision risk in real time, and a'prediction-decision-execution 'closed loop is formed in combination with a hierarchical response mechanism; and establishing a multi-level early warning trigger mechanism. Therefore, the safety monitoring has real-time performance and also has the global risk insight ability.

Typically, mobile equipment with axles has a mechanically fixed or constant split ratio for the braking torque that is applied to each axle. Disclosed embodiments dynamically adjust the braking torque ratio between axles based on real-time parameter values, such as requested braking power and a real-time brake state parameter (e.g., brake temperatures), to more evenly distribute wear or other health imbalances across the brake systems of mobile equipment. Accordingly, disclosed embodiments may extend the longevity of brake systems, reduce the costs of maintenance of mobile equipment, facilitate a more cost-effective brake system that balances health or durability with performance under different operating scenarios, and / or the like.

A power management system for an elevator system. A power management system for an elevator system includes a power converter having three input terminals, two of the three input terminals coupled to a main power source for supplying single-phase AC power to the power management system, the power converter configured to convert the AC power from the main power source into DC power on a common DC bus, a secondary power source for supplying DC power to the common DC bus, a power inverter configured to invert the DC power on the common DC bus into AC output power for driving an electric motor of the elevator system, and a dynamic braking resistor which is coupled between a third input terminal among the three input terminals of the three-phase power converter and the common DC bus.

The invention relates to the field of tire type walking equipment, and discloses a load-sensitive hydraulic brake valve and a load-sensitive hydraulic system thereof, and the load-sensitive hydraulic system comprises the load-sensitive hydraulic brake valve, a load-sensitive pump, a priority valve, a steering hydraulic system, a working hydraulic system, a shuttle valve and corresponding connecting pipelines; a P port, an A port, a B port, a T port, an LS1 port, an LS port, a low-pressure alarm pressure switch and a brake lamp pressure switch are arranged outside the load-sensitive hydraulic brake valve. According to the system, full-hydraulic dynamic braking can be achieved on equipment without a prefill valve, the equipment efficiency is improved, the installation cost is reduced, the energy consumption is reduced, and the service life is prolonged. Wherein the load-sensitive hydraulic brake valve integrates a brake function, a pressure maintaining function, a high-low pressure switching function, a pressure signal selection function and a pressure alarm function; the invention has the advantages of fast braking response, low noise, low failure rate, high safety coefficient, compact structure, low cost, low energy consumption and long service life.

In order to test a function in a pressure generating module of a hydraulic vehicle power brake system, it is provided to generate a brake pressure using a power brake pressure generator and subsequently hydraulically to separate a pressure regulating module from the pressure generating module by closing connection valves or hydraulically to separate wheel brakes from the pressure generating module by closing inlet valves, so that no brake fluid flows into the wheel brakes during the function test, which would reduce the brake pressure in the pressure generating module and negatively affect or prevent the function test.

A variable-frequency drive includes a rectifier, a filter, an inverter, a capacitor bank, and control circuitry. The rectifier converts AC power from a power source to DC power on a DC bus for filtering by the filter. The inverter converts the DC power to three-phase AC power for output to the electric motor. The capacitor bank has one or more capacitors connected to the DC bus. The capacitor bank can store regenerative power on the DC bus from the inverter and can supply the stored DC power to the DC bus for conversion to the three-phase AC power to drive the electric motor. The control circuitry pre-charges the capacitor bank from the AC power of the power source. The control circuitry monitors one or more parameters of the variable-frequency drive and detects one or more fault conditions associated with the one or more monitored parameters.

The invention discloses an electric drive assembly and engineering machinery. The electric drive assembly comprises a drive motor assembly and a final transmission assembly. The parking brake is arranged at the first end of a rotating shaft of the driving motor, and the driving motor can achieve dynamic braking during driving. The final transmission assembly comprises a first-stage planet row, a second-stage planet row, a third-stage planet row and a service brake. The second end of a rotating shaft of the driving motor is in transmission connection with a first-stage sun gear of a first-stage planet row and then sequentially drives a second-stage planet row and a third-stage planet row, power is output by a third-stage planet carrier of the third-stage planet row, the third-stage planet carrier is connected with a chain wheel, and the chain wheel is connected with a hub body; a service brake is arranged on the hub body and is used for generating or releasing service braking on the hub body; the service brake is externally connected with a cooling circulation oil way, a friction plate is forcibly cooled, and safety and reliability are improved. The caliper disc type parking brake is placed outside the driving motor, the braking torque is amplified through the three-level large reduction ratio, and the requirement for the braking torque of the caliper disc type parking brake is lowered.

Systems and methods for controlling battery electric locomotives are disclosed. The method for controlling battery electric locomotives includes receiving, via one or more processors, a first set of data associated with the battery electric locomotives of a consist in a train, wherein the first set of data includes battery system data. The method includes processing, via one or more processors, the first set of data to determine the operating conditions of the battery electric locomotives. The method includes causing, via one or more processors, an update to the in-memory representation of the battery electric locomotives in a database to set the battery electric locomotives to a run-state mode or a dynamic braking mode. The method includes generating, via one or more processors, one or more commands for operating the battery electric locomotives of the train based on the updated in-memory representation.

A locomotive comprises a DC power bus, traction motors, batteries, and a charging source, but has no prime mover engine. Each traction motor includes armature and field windings connected in parallel across the DC power bus. The batteries provide power to the DC power bus when in a motoring mode, and receive power from the DC power bus when in a charging mode and a dynamic braking mode. The charging source is connected across the DC power bus to provide charging power to the batteries when in the charging mode. The traction motors also provide charging power to the batteries when in the dynamic braking mode. The power from the charging source is less than the power that would be provided by a prime mover engine. The charging source provides no power to the traction motors when in the charging mode.

The present invention discloses a vehicle braking control method and system under long downhill conditions. The method includes the following steps: obtaining the vehicle's slope driving condition and the vehicle's braking energy recovery attribute; when the vehicle does not have the braking energy recovery function or the vehicle has the braking energy recovery function but is in the energy recovery exit state, obtaining the vehicle's operating condition; when the vehicle's required deceleration is less than the preset deceleration and the temperature rise of the rear brake disc is less than the first preset temperature rise, controlling to cut off the hydraulic input of the front and rear wheels and enter the dynamic braking mode that preferentially brakes the rear wheels; obtaining the condition that satisfies the dynamic braking mode exit condition; when the dynamic braking mode exit condition is satisfied, controlling to exit the dynamic braking mode and enter the hydraulic braking mode of simultaneous braking of the front and rear wheels. The vehicle braking control method under long downhill conditions provided by this application effectively solves the problem that the temperature rise of the front brake disc is too fast relative to the rear brake disc, and avoids the excessive temperature rise of the front brake disc from affecting the braking effect.

The invention discloses an intelligent vehicle emergency obstacle avoidance braking control method and system, and relates to the technical field of automatic driving, and the method comprises the steps: obtaining historical vehicle driving data and historical vehicle user monitoring data, constructing a driving behavior analysis model, and evaluating the vehicle driving user reaction capability under collision early warning; obtaining a plurality of historical emergency obstacle avoidance brake control triggering scene big data and the collision early warning response capability of a vehicle driving user, constructing a personalized dynamic brake redundant space evaluation model, and generating a collision early warning response personalized redundant space of the vehicle driving user; real-time vehicle surrounding environment data are obtained, collision early warning response personalized redundant space of a vehicle driving user is used as a radius, a vehicle road environment collaborative risk field function is established, a vehicle traveling dynamic risk field is output, a vehicle emergency obstacle avoidance brake control mechanism is established, and a decision of a dynamic virtual hoist rope is generated. The method has the beneficial effects that the strong robustness for dealing with uncertainty is considered, and the risk avoiding success rate is remarkably improved.

The invention relates to a method for active dynamic braking of an elevator system (100). The method includes detecting (310) a dynamic braking condition, acquiring (320) speed data representative of a speed of the elevator car (102), and activating (340) an active dynamic braking operation for dynamically braking movement of the elevator car if the acquired speed data indicates (330) that the speed of the elevator car reaches a predetermined monitored speed level. The active dynamic braking operation includes operating a motor inverter of an elevator drive unit of an elevator system by switching a high-voltage side switch and a low-voltage side switch of the motor inverter in a controlled manner such that a rotating field is generated in a stator winding of a traction motor, therefore, the rotation of the traction motor is dynamically braked, and the movement of the elevator car is braked. The invention also relates to an elevator drive unit, an elevator system, a computer program and a computer readable storage medium.

A train control system includes independent virtual in-train forces modeling engines onboard each of a plurality of locomotives in a train and a data acquisition hub configured to acquire signals from sensors, wherein the signals are indicative of real-time force and displacement measurement data from each of draft gears and couplers interconnecting each locomotive with another locomotive or with non-powered rail cars, acquire synchronized messages transmitted from offboard the train or from other locomotives of the train over a range of frequencies used by voice radios on the train for communicating between the locomotives, wherein the synchronized messages include real-time information on starting the train, stopping the train, and the next two speed limits for the train, and acquire heuristic data indicating the locomotive's motion during a predetermined period of time. An energy management system adjusts throttle requests, dynamic braking requests, and pneumatic braking requests for the locomotives based at least in part on a respective one of the virtual in-train forces models.

An electric power system includes an inverter device coupled with a motor. The inverter device receives from the motor electric energy generated by dynamic braking of the motor. An energy storage device is coupled with the inverter device, and a variable resistive component is disposed between the inverter device and the energy storage device. The variable resistive component controls a direction of conduction of the electric energy from the inverter device toward the energy storage device, a resistive grid, or a system load. The variable resistive component controls the direction of conduction of the electric energy from the inverter device based on a first amount of the electric energy conducted from the inverter device, a transfer rate of the electric energy conducted from the inverter device, or one or more characteristics of the energy storage device.

The invention discloses a braking energy recovery self-adaptive control system based on a multi-agent cooperative game. The braking energy recovery self-adaptive control system comprises a human-vehicle-road comprehensive information acquisition module, a braking mode judgment module, a target braking force calculation module and a braking mode smooth transition module. The human-vehicle-road comprehensive information acquisition module acquires driver information, vehicle information and road environment information in real time; the braking mode judgment module calculates a braking energy recovery tendency characterization coefficient and compares the braking energy recovery tendency characterization coefficient with a threshold value, and whether a braking energy recovery mode is started or not is judged in a self-adaptive mode; the target braking force calculation module divides the braking system into a plurality of independent intelligent agents according to axles, and the motor braking force and the friction braking force of all the intelligent agents are distributed in a collaborative optimization mode through a multi-agent cooperative game algorithm; the braking mode smooth transition module adopts a smooth transition function to dynamically adjust the proportion of the motor braking force to the friction braking force, and smooth transition between the two braking force sources is achieved.

The utility model provides a frequency converter system and a dynamic braking module. The frequency converter system comprises a frequency converter, a motor and an energy consumption braking module. The motor is connected to the output end of the frequency converter. The energy consumption braking module is connected between the output end of the frequency converter and the motor. The energy consumption braking module comprises a braking resistor and a braking switch connected with the braking resistor in parallel, and the braking switch can be switched on or switched off to stop or start energy consumption braking of the braking resistor. According to the frequency converter system, a hardware structure in the frequency converter does not need to be changed, the frequency converter without the energy consumption braking function can have the energy consumption braking function by externally connecting the energy consumption braking module, in other words, the rapid shutdown and rapid speed reduction capacity is achieved, the universality is high, the effect is good, implementation is convenient, manpower, time and hardware cost can be saved, and the practicability is high. The motor is not damaged, and the safety and high reliability of a frequency converter system can be guaranteed.

The invention provides a dynamic braking element arrangement and control device for preventing a cruise vehicle from rolling, and relates to the technical field of vehicle braking control systems. The problems that in the prior art, when the complex overturning risk of a high-gravity-center vehicle is dealt with, risk sources cannot be distinguished, and control strategy switching is rigid are comprehensively solved. According to the method, the identification precision and response speed of the control system to overturning risks of different sources are improved, and the smoothness and precision of the control process are improved on the premise of ensuring the limit safety, so that the overall robustness and adaptability of the system in a complex and dynamic change scene are enhanced.

The invention discloses a control method for stable operation of a heavy-load combined train. The method is applied to the heavy-load combined train formed by connecting at least two traction locomotives and at least one dragged vehicle in series, and comprises the following steps: when the ramp type of the heavy-load combined train running on the current line is a preset type, before or simultaneously adjusting the working state of an air braking device to be a relieving state, adjusting the working state of the air braking device to be the relieving state; controlling the power braking device of the master control locomotive to increase the power braking force, and increasing the power braking force by the power braking device of the slave control locomotive; when the working state is adjusted to be a relieving state, the initial relieving moment is determined, when the accumulative relieving duration reaches the preset first duration, the power braking force of the power braking device of the master control locomotive is adjusted and reduced, and the power braking force of the power braking device of the slave control locomotive is adjusted and reduced; changes of hook pulling force and hook pressing force of the middle slave control locomotive are reduced, the longitudinal force of the train is controlled within an evaluation index range, and the running safety and stability of the train are improved.

A method of controlling one or more locomotives in a train includes using a machine learning engine and a virtual system modeling engine to model and classify sections of track along which the train is traveling according to the tractive power needs for the train traversing each section of track as a function of an effective weight profile for the train in the section and an effective friction profile for the train in the section of track. The method includes using the results of the effective weight profile, the effective friction profile, and an effective power availability profile to train the virtual system modeling engine using the machine learning engine to model designated areas of the track where the total tractive effort force or dynamic braking force applied by all of the locomotives in the train is less than a tractive effort force or dynamic braking force, respectively, that can be provided by a subset of the available locomotives in the train.

The invention relates to a redundant dynamic braking system. The redundant dynamic braking system may include: a main braking force adjusting device configured to control a hydraulic braking device of a vehicle; a receiving unit configured to receive driving information of the vehicle; an electronically controlled brake device configured to be electrically operated to generate a braking force; and an auxiliary braking force adjusting device configured to control the hydraulic braking device and the electronic control braking device in a case where a failure occurs in the main braking force adjusting device, the auxiliary braking force adjusting device is configured to control the electronically controlled brake device by adjusting a magnitude of a current applied to the electronically controlled brake device and an application time based on a target pressure estimated using the driving information.

The utility model discloses a winch which comprises a bearing module, a driving module, a transmission module and a winding drum module, the driving module, a gear speed changing module and the winding drum module are arranged on the bearing module, the bearing module comprises a winch frame, and the driving module comprises an alternating current motor. The gear speed changing module comprises a gear speed changing box, an input shaft and an output shaft, the winding drum module comprises a roller, a roller shaft and a hydraulic disc brake device, an alternating-current motor is arranged at one corner of the end face of the winch frame, a driving shaft is arranged on the alternating-current motor, and the driving shaft is connected with the input shaft through a gear coupling. The input shaft is connected with the output shaft, one end of the output shaft is connected with one end of the roller shaft, a roller is arranged in the middle of the roller shaft, and a hydraulic disc brake device is arranged at the other end of the roller shaft. According to the utility model, the reliability of the winch is improved by adopting the combined type of the dynamic braking of the motor and the hydraulic disc type braking.

The invention discloses a rail transit train longitudinal dynamic modeling traction and dynamic braking force calculation method, which comprises the following steps of: 1, acquiring the acceleration of a train, and calculating the sum of external forces borne by the train; 2, calculating the running resistance borne by the train; 3, air braking force borne by the train is calculated; 4, calculating the total traction force and the dynamic braking force of the train; and 5, distributing the total traction force and the dynamic braking force of the train to a specific vehicle. The method has the advantages that the method does not depend on acquisition of a locomotive performance curve any more, complexity and difficulty of locomotive control characteristic modeling in an existing method are simplified, accurate calculation and distribution of train traction and dynamic braking force can be achieved, and construction of a rail transit train longitudinal dynamic model is effectively supported.

The invention relates to a method for detecting a leak in a power brake system (10) of a motor veihcle. In order to generate a brake pressure (pB), the power brake system (10) comprises a power brake cylinder (66) with a brake piston (74). The method comprises the step of continuously determining (A) a volume-pressure value (p(V)) on the basis of a measured brake pressure (pB) and a brake fluid volume (VFZ) which is displaced from the power brake cylinder (66), during a braking operation (Br). In the event that the volume-pressure value (p(V)) exceeds a specified volume-pressure limit value (pG(V)), the following steps are carried out: summing (B) a tolerated and time- and pressure-dependent brake fluid loss (VB) from the start of the braking operation (Br) until a first refilling process (N1) of the power brake cylinder (66) and before at least one further refilling process (Nn); determining (C) a brake fluid volume (ΔVN) received during each refilling process (N1, Nn); reducing (D) the brake fluid loss (VB) by the brake fluid volume (ΔVN) received during the refilling process (N1, Nn); and determining (E) an error if the brake fluid loss (VB) calculated in this way lies below a volume limit value (VG) before a refilling process (N1, Nn).

A method for controlling a hydraulic volume in a system including a power brake hydraulically connected to a driving dynamics control. The method includes generating a control signal using the driving dynamics control and providing a control signal for the power brake, for providing hydraulic volumes for the driving dynamics control. The method further includes performing a control of the driving dynamics, returning the hydraulic volume from the driving dynamics control, after the control of the driving dynamics has ended, to a reservoir via previously opened circuit isolating valves, via which the driving dynamics control is connectable to the reservoir. The method also includes closing the circuit isolating valves and controlling the brake pressure in the driving dynamics control using a power piston arranged in a power cylinder, in the event that an active braking maneuver is initiated before or while returning the hydraulic volume.

The invention discloses a roller device of clothes treating equipment, which comprises a ratchet wheel capable of rotating in positive and negative directions; the force storage assembly is used for providing reverse rotation force for the ratchet wheel; the braking structure is used for locking the ratchet wheel and preventing the ratchet wheel from rotating in the opposite direction; the transmission assembly is connected with the braking structure and provides driving force for the braking structure; the brake structure is embedded into a tooth groove of the ratchet wheel, and locking of the ratchet wheel is achieved. The roller of the clothes processing equipment is provided with the ratchet wheel and the force storage assembly, occupied space is saved, and the use feeling of a user is improved; the combined structure of the force storage assembly and the ratchet wheel can provide stored force for the clothes processing equipment and ensure that the clothes processing equipment has force for reverse rotation of the clothes processing equipment, and the clothes processing equipment is simple in structure and easy to manufacture. On the other hand, the invention discloses the clothes processing equipment using the roller device.

The invention aims to provide a V2V-based AEB control device and method, and the device comprises a V2V-based AEB control device which comprises a V2V data communication module, a real-time data collection module, a data analysis module, a dynamic braking module, and a voice prompt module. The V2V data communication module is used for carrying out information intercommunication with nearby vehicles and transmitting the information to the data analysis module in real time; the real-time data acquisition module is used for acquiring the speed of the vehicle, the distance between the vehicle and the influence factor and the road condition image, and transmitting to the data analysis module in real time; the data analysis module is used for analyzing the currently acquired image and the vehicle sharing information and outputting a decision strategy to the dynamic braking module; and the dynamic braking module is used for controlling a vehicle braking system to reduce the current vehicle speed to a passing speed suitable for passing through the influence factors according to the received decision strategy, and reminding a driver by voice. According to the invention, road and environment influence factors in the vehicle driving environment can be detected and evaluated in real time, and dynamic control of the vehicle is realized through intelligent decision.