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    • 2. 发明授权
    • Adaptive wheel slip threshold
    • 自适应轮滑差阈值
    • US4916619A
    • 1990-04-10
    • US337726
    • 1989-04-13
    • Allen J. WalentyKevin G. LeppekAlex Kade
    • Allen J. WalentyKevin G. LeppekAlex Kade
    • B60T8/58B60T8/172B60T8/1761B60T8/1763B60T8/42B60T8/62B60T8/66B60T8/70
    • B60T8/172B60T8/17636
    • A brake control system is described that maximizes vehicle braking efficiency by first determining, and then cycling wheel brake pressure and consequently wheel slip about, the critical slip value for the road surface. As each road surface has unique tractive characteristics, the amount of brake pressure required to produce critical wheel slip, and hence maximum brake force, varies for different coefficient of friction road surfaces. This invention determines the coefficient of friction for the operating surface and adjusts the system slip threshold to accurately mimic the actual critical slip value for the road surface. The invention then applies and releases wheel brake pressure so as to cycle wheel slip about this critical slip value.
    • 描述了一种制动控制系统,其通过首先确定车轮制动压力并因此绕过路面的临界滑移值来循环车轮制动压力,从而使轮滑动最大化,以使车辆制动效率最大化。 由于每个路面具有独特的牵引特性,所以产生关键车轮滑移所需的制动压力量以及因此最大制动力的变化对于不同摩擦系数的路面而言是不同的。 本发明确定操作表面的摩擦系数,并调整系统滑移阈值,以准确地模拟路面的实际临界滑移值。 然后,本发明施加和释放车轮制动器压力,以便围绕该临界滑移值循环车轮滑动。
    • 6. 发明授权
    • Vehicle electric brake system with static brake torque control
    • 车辆电动制动系统具有静态制动力矩控制
    • US5390992A
    • 1995-02-21
    • US26040
    • 1993-03-04
    • Allen J. WalentyKevin G. Leppek
    • Allen J. WalentyKevin G. Leppek
    • B60L7/24B60L15/20B60T13/66B60T13/74
    • B60T8/3255B60L15/2009B60L7/24B60T13/662B60T13/745B60T8/267B60L2240/26B60T2201/06Y02T10/645Y02T10/7275
    • An electric braking system controls the vehicle brake torque based on the pressure applied by the vehicle operator to the vehicle brake pedal and a moving vehicle brake system gain to provide normal power assisted braking while the vehicle is moving. The deviation of the vehicle braking condition from a level incline and lowest vehicle weight (LVW) is determined based upon a determined percent difference between the actual vehicle deceleration while the vehicle is being braked to a stop and an expected deceleration that would result from the total brake torque, a level road surface, and the vehicle weight at LVW. The expected deceleration is determined by determining the total vehicle brake torque represented by the sum of the brake torques applied by the individual wheel brakes and dividing by the LVW of the vehicle. The target torque required to hold the vehicle when stationary is then determined by adjusting a minimum torque value, corresponding to a level road surface and the vehicle weight at LVW, based upon the percent difference in the deceleration values. Finally, a static gain of the electric braking system is determined by dividing the required torque by the operator applied pedal pressure. When the vehicle comes to a rest, the brake system gain is adjusted to the static gain to establish the brake torque at the lowest level required to hold the vehicle stationary on the road surface to thereby minimize static braking actuator current.
    • 电动制动系统基于车辆操作者对车辆制动踏板施加的压力以及移动的车辆制动系统增益来控制车辆制动转矩,以在车辆移动时提供正常的辅助制动。 车辆制动条件与水平倾斜和最低车辆重量(LVW)的偏差基于车辆正在制动到停车时的实际车辆减速度与由总计制造的预期减速度之间的确定的百分比差异来确定 制动扭矩,水平路面以及LVW处的车辆重量。 通过确定由各个车轮制动器施加的制动转矩和车辆的LVW除以总和的总车辆制动转矩来确定预期减速度。 然后,通过基于减速度值的百分比差来调整对应于水平路面和LVW处的车辆重量的最小扭矩值来确定在静止时保持车辆所需的目标扭矩。 最后,电动制动系统的静态增益通过用操作者施加的踏板压力除以所需的扭矩来确定。 当车辆休息时,制动系统增益被调整到静态增益,以将制动器扭矩建立在将车辆固定在路面上所需的最低水平,从而最小化静态制动致动器电流。
    • 7. 发明授权
    • Add-on vehicle wheel slip controller
    • 附加车轮滑动控制器
    • US4835695A
    • 1989-05-30
    • US120597
    • 1987-11-13
    • Allen J. WalentyKevin G. Leppek
    • Allen J. WalentyKevin G. Leppek
    • B60T8/175B60T8/1761B60T8/42B60T8/48B60T8/62B60T13/66
    • B60T13/66B60T8/175B60T8/17616B60T8/4266B60T8/48B60T8/4863B60T2270/203
    • Vehicle wheel slip is controlled by an add-on brake pressure modulator that may function in addition to limit the brake pressure applied to the vehicle wheels during anti-lock braking. A piston is moved in a cylinder to regulate the braking pressure. During non-operating conditions of the modulator the piston is moved to provide minimum cylinder volume to be in condition to be moved to withdraw fluid from the brake system to limit brake pressure. When a potential for excessive slip of a driven wheel is detected, the piston is moved to increase the volume of the cylinder to draw in braking fluid from a reservoir. The modulator is then in condition to apply regulated brake pressure to limit excessive slip. When the potential for excessive slip no longer exists, the piston is controlled to provide minimum volume while returning the brake fluid to the reservoir. The modulator is then again in condition for limiting brake pressure.
    • 车轮打滑由附加制动压力调节器控制,除了在防抱死制动期间限制施加到车辆车轮的制动压力之外,该制动压力调节器可以起作用。 活塞在气缸中移动以调节制动压力。 在调节器的非操作条件下,活塞被移动以提供最小的气缸容积以便被移动以从制动系统抽出流体以限制制动压力。 当检测到从动轮过度滑动的可能性时,活塞被移动以增加气缸的体积,以从储液器吸入制动流体。 调制器然后处于施加调节制动压力以限制过度滑动的状态。 当不再存在过度滑移的可能性时,控制活塞以提供最小的体积,同时将制动流体返回到储存器。 然后调制器再次处于限制制动压力的状态。
    • 9. 发明授权
    • Regenerative and friction brake blend control
    • 再生和摩擦制动器共混控制
    • US5511859A
    • 1996-04-30
    • US519871
    • 1995-08-25
    • Alexander KadeAllen J. WalentyKevin G. Leppek
    • Alexander KadeAllen J. WalentyKevin G. Leppek
    • B60L7/26B60T8/1761B60T8/26B60T13/58B60T13/74
    • B60W20/13B60K6/442B60K6/52B60L7/26B60T13/586B60T8/17613B60T8/267B60W10/08B60W30/18109B60W30/18127B60K1/02B60T2270/602B60W20/00B60W2540/12Y02T10/6234Y02T10/6265
    • A regenerative and friction brake blend control method for use in a vehicle with at least one positionable hydraulic brake actuator for achieving friction braking and an electric propulsion motor with regenerative braking capability wherein an amount of regenerative braking achieved is indicated by a signal, wherein the method comprises the steps of determining a hydraulic actuator position command indicating a desired vehicle braking, determining responsive the hydraulic actuator position command a regenerative braking command, commanding the electric propulsion motor to regeneratively brake the vehicle responsive to the regenerative braking command, receiving the signal indicative of regenerative braking achieved, converting the signal indicative of regenerative braking achieved to an actuator position reduction signal, subtracting the actuator position reduction signal from the hydraulic actuator position command to determine a difference command, and commanding the hydraulic actuator according to the difference command, wherein the hydraulic actuator and the regenerative braking together achieve the desired vehicle braking.
    • 一种用于具有至少一个用于实现摩擦制动的可定位的液压制动致动器的车辆的再生和摩擦制动器共混控制方法以及具有再生制动能力的电推进电动机,其中所获得的再生制动量由信号指示,其中所述方法 包括以下步骤:确定指示期望的车辆制动的液压致动器位置指令,响应于液压致动器位置指令确定再生制动指令,命令电推进电机响应于再生制动指令再次制动车辆,接收指示 实现再生制动,将表示再生制动的信号转换为致动器位置减小信号,从液压致动器位置指令中减去执行机构位置减小信号以确定差速指令,并指令液压致动器 或者根据差分指令,其中液压致动器和再生制动一起实现期望的车辆制动。