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公开(公告)号：US10946861B2
公开(公告)日：2021-03-16
申请号：US16083912
申请日：2017-01-12
申请人： DENSO CORPORATION
摘要： A hydroplaning determination device that determines occurrence of a hydroplaning phenomenon in a vehicle includes a tire mount sensor including a vibration detection unit, a signal process unit and a transmission unit, and a vehicle body system including a receiver, a condition determination unit and a hydroplaning determination unit. The vibration detection unit is attached to a rear surface of a tire provided in a vehicle and outputs a detection signal according to a magnitude of vibration of the tire. The signal process unit generates a vibration data based on the detection signal. The hydroplaning determination unit determines, based on the vibration data, whether a hydroplaning phenomenon has occurred when the condition determination unit determines that a road surface condition is a wet condition in which a water film exists between the tire and a road surface.
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公开(公告)号：US20200247375A1
公开(公告)日：2020-08-06
申请号：US16265255
申请日：2019-02-01
发明人： Alexander A. Nygaard , Chong Keong Tang , Matthew A. Robere , Steven J. Weber , Anthony J. Rifici , Ali Shabbir
IPC分类号： B60T8/1761 , B60T8/171 , B60T8/173
摘要： A method of operating an anti-lock braking system includes that real-time brake corner temperature data, real-time brake corner pressure data real-time brake corner torque data, and deceleration parameters of the vehicle are detected. The method also includes that an apparent friction at the brake corner is determined in response to at least the real-time brake corner temperature data, the real-time brake corner pressure data, the real-time brake corner torque data, and the deceleration parameters of the vehicle.
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公开(公告)号：US10471959B2
公开(公告)日：2019-11-12
申请号：US15531582
申请日：2015-12-08
申请人： DENSO CORPORATION , SOKEN, INC.
IPC分类号： B60W30/16 , B60C19/00 , B60W40/12 , B60W40/13 , B60T8/172 , B60W30/14 , B60W40/068 , B60T8/173 , B60T7/22 , B60T8/17 , B60C99/00
摘要： A vehicle control device including a tire-side device and a vehicle-side device is provided. The tire-side device includes a vibration detection unit that outputs a detection signal corresponding to a magnitude of vibration of a tire, a signal processing unit that generates μ data representing a friction coefficient between the tire and a road surface by processing the detection signal, and a transmitter that transmits the μ data. The vehicle-side device includes a receiver that receives the μ data and a travel control unit that estimates the friction coefficient based on the μ data, acquires a braking distance of the vehicle based on the friction coefficient, and controls acceleration and deceleration of the vehicle based on the braking distance.
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公开(公告)号：US10414393B2
公开(公告)日：2019-09-17
申请号：US15699297
申请日：2017-09-08
申请人： Robert Bosch GmbH
发明人： Peter Ehmann
IPC分类号： B60W30/02 , B60K31/00 , B60K31/18 , B60W10/06 , B60W10/18 , B60T8/17 , B60T8/173 , B60T8/1755 , B60T8/175
摘要： Systems and methods for detecting an oscillation of a vehicle. The system comprises a sensor configured to detect an oscillation of the vehicle, and an electronic controller configured to receive an oscillation signal from the sensor, compare the oscillation signal to a detection threshold, and in response to the comparison of the oscillation signal to the detection threshold, generate a signal to activate a braking system of the vehicle and generate a request to reduce torque in an engine of the vehicle.
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5.发明授权公开(公告)号：US10293797B2
公开(公告)日：2019-05-21
申请号：US15379672
申请日：2016-12-15
发明人： Manuel Kasten , Henning Kerber , Jochen Müller , Mario Roszyk
摘要： A method for avoiding false excitations of a slip control system comprises monitoring of a wheel speed signal for a predefined first monitoring time period for the start of a negative half-wave of an oscillation applied to a vehicle wheel, when a brake pressure gradient initiated by a brake start rises above a predetermined threshold. A ruck signal is derived from the wheel speed signal. An acceration signal is derived from the wheel speed signal during a predetermined second monitoring period. The wheel speed signal is monitored for a turning point of the ruck signal and a start of the acceleration signal. The oscillation imposed on the vehicle wheel is identified as a braking-induced vibration, and slip control is not carried out when the turning point of the ruck signal and the re-acceleration of the wheel are detected.
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公开(公告)号：US20190061714A1
公开(公告)日：2019-02-28
申请号：US16079478
申请日：2017-01-26
发明人： Susumu KANEKO , Takeshi IIZUKA , Kazuaki NAGASHIMA
摘要： An electronic control device is provided with a hydraulic control block made of an aluminum alloy, a synthetic-resin component holder configured to hold electronic components such as a pressure sensor, and a printed board for controlling driving of hydraulic control apparatus via the component holder. Electrode terminals of the pressure sensor are connected to the printed board, a terminal configuration part of an electroconductive member, which is inserted into an insertion hole of a body wall of the component holder, is connected to a negative electrode wiring of the printed board, and the outer end edge of an elastic contact part of the electroconductive member is brought into elastic-contact with the hydraulic control block, to establish conduction therebetween. Hence, the electric potential difference between the pressure sensor and the hydraulic control block can be canceled, thus reducing an electrical noise of the pressure sensor.
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公开(公告)号：US10131332B1
公开(公告)日：2018-11-20
申请号：US15658163
申请日：2017-07-24
申请人： Goodrich Corporation
IPC分类号： H02M7/5387 , H02P6/00 , B60T8/173 , B60T8/17 , B60T8/172 , B60T13/74 , H02P6/15 , H02P6/16 , H02P6/08
摘要： A controller for a brake may comprise a tangible, non-transitory memory configured to communicate with the controller, the tangible, non-transitory memory having instructions stored thereon that, in response to execution by the controller, cause the controller to perform operations comprising receiving, by the controller, a three-phase signal indicating a first duty cycle for a first phase signal, a second duty cycle for a second phase signal, and a third duty cycle for a third phase signal, determining, by the controller, a minimum value based upon the first phase signal, the second phase signal, and the third phase signal, and converting, by the controller, the minimum value to a zero value.
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公开(公告)号：US20180201240A1
公开(公告)日：2018-07-19
申请号：US15918495
申请日：2018-03-12
申请人： NTN CORPORATION
发明人： Yui MASUDA
IPC分类号： B60T8/1761 , B60T13/74 , B60T8/172 , B60T8/171 , B60T8/173
摘要： Provided is an electric braking system configured to prevent antilock control from being unintentionally ended so that the braking behavior can be stabilized. An antilock control function unit includes an antilock control intervention determination unit configured to determine whether or not to execute antilock control. A braking force control device includes a switching function unit configured to switch between follow-up control by a normal control unit and the antilock control by the antilock control function unit on the basis of the determination by the antilock control intervention determination unit. The antilock control intervention determination unit ends execution of the antilock control when, for example, a braking force under the antilock control becomes equal to or higher than a required braking force while the antilock control is being executed.
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公开(公告)号：US09975531B2
公开(公告)日：2018-05-22
申请号：US15422078
申请日：2017-02-01
申请人： ADVICS CO., LTD.
CPC分类号： B60T8/17 , B60T7/042 , B60T8/171 , B60T8/172 , B60T8/173 , B60T13/586 , F16D61/00 , H02P3/06 , H02P7/28
摘要： A vehicle brake control device includes an electric motor controlled based on a target energization amount calculated based on an operation amount (Bpa) of a braking operation member. Based on the operation amount (Bpa), it is determined whether or not an inertia compensation control for compensating for the influence of the inertia of a brake actuator is necessary. When the inertia compensation control is determined to be necessary, an inertia compensation energization amount for compensating for the influence of the inertia of the brake actuator is calculated based on a time-series pattern set in advance based on the maximum response of the brake actuator. Based on the inertia compensation energization amount, the target energization amount is calculated. The vehicle brake control device is thus able to generate a braking torque that appropriately compensates for the influence of the inertia of the entire device including the inertia of the electric motor.
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公开(公告)号：US09616865B2
公开(公告)日：2017-04-11
申请号：US14369255
申请日：2012-12-25
IPC分类号： B60T8/173 , B60T8/171 , F16D65/18 , B60T7/04 , B60T13/74 , B60T17/22 , F16D66/00 , F16D125/40 , F16D125/48
CPC分类号： B60T8/173 , B60T7/042 , B60T8/171 , B60T13/741 , B60T17/22 , F16D65/18 , F16D2066/005 , F16D2125/40 , F16D2125/48
摘要： Based on a difference (ΔFb) between a target value (Fbt) and an actual value (Fba) of a friction member force for pressing a brake disc, a feedback energization amount (Ipt) is calculated using a proportional gain smaller than an ultimate sensitivity gain. If ΔFb falls within a fluctuation range of torque ripple, a first compensation energization amount (Ibt) is calculated using a proportional gain larger than the ultimate sensitivity gain, and if ΔFb falls outside the fluctuation range, the first compensation energization amount (Ibt) is calculated to be constant. A second compensation energization amount (Ift) is calculated based on a calculation characteristic that is preset based on a torque fluctuation over a predetermined range of an electric motor position and based on an actual position of the electric motor. An indication energization amount calculated according to Fbt is adjusted by Ipt, Ibt, and Ift to calculate a target energization amount.
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