A system for braking a vehicle includes an operator interface that transmits a brake command signal when actuated by a vehicle operator. When the interface is not actuated and does not transmit the signal, a controller receives signals indicative of whether the vehicle is in an active or inactive state from two different sources and determines that the vehicle is in the inactive state if both of the signals indicate the vehicle is in the inactive state. The controller receives another signal indicative of a speed of the vehicle and determines whether the speed of the vehicle meets a predetermined condition relative to a predetermined speed of the vehicle. The controller generates a control signal to apply a wheel parking brake on the vehicle after determining that the vehicle is the inactive state and determining that the speed of the vehicle meets the predetermined condition relative to the predetermined speed.
When a leak occurs in one service circuit of a multi-circuit braking system, the leak can prevent replenishing the non-leaking service reservoir. To address this problem, a shared backup reservoir can be used to replenish the non-leaking service reservoir. A valve can be used to allow flow from the backup reservoir to whichever service reservoir is under higher pressure, as low pressure would indicate a leak. Additional valve(s) can be used to impede flow from the service reservoirs to the backup reservoir to prevent the service reservoirs from being drained if the backup reservoir is subject to a leak.
An air treatment system includes an electric compressor for compressing air, an air flow valve positioned in a delivery line downstream of the electric compressor, and an electropneumatic valve connected to the air flow valve. A controller having control logic receives a system pressure and activates the electropneumatic valve. The control logic activates the electropneumatic valve to provide a pneumatic control signal to the air flow valve to partially close the delivery line in response to the system pressure being greater than a first predetermined pressure.
F04B 49/22 - Control of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for in, or of interest apart from, groups by means of valves
F01D 15/08 - Adaptations for driving, or combinations with, pumps
4.
HIGH SPEED POWER LINE COMMUNICATIONS FOR AUTOMOTIVE TRACTORS AND TRAILERS
A system for transmitting and receiving signals having varying frequencies along a power line within a vehicle is provided. A transceiver is configured to transmit output signals to and receive input signals from various electronic systems on a vehicle along a power line at a first frequency. A frequency control circuit determines whether the destination system for the output signal is configured to receive the output signal at the first frequency or a different frequency and modulates the frequency of the output signal if necessary. The frequency control circuit also determines, prior to receipt by the transceiver, whether the input signal has the first frequency or different frequency and modulates the frequency of the input signal if necessary.
H04B 3/54 - Systems for transmission via power distribution lines
H04B 1/3822 - Transceivers, i.e. devices in which transmitter and receiver form a structural unit and in which at least one part is used for functions of transmitting and receiving specially adapted for use in vehicles
B60R 16/02 - Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric
H04L 5/06 - Channels characterised by the type of signal the signals being represented by different frequencies
An air dryer apparatus is provided for a vehicle air brake charging system. The air dryer apparatus comprises an air dryer governor assembly. The air dryer governor assembly includes a plastic sleeve having an external sleeve surface and an internal sleeve surface that defines a piston bore. The air dryer governor assembly also includes a piston disposed in the piston bore and slidable along the internal sleeve surface between a preset cut-out setting and a preset cut-in setting of the air dryer governor assembly. The air dryer governor assembly further includes one or more ribs disposed on the external sleeve surface to prevent deformation of the plastic sleeve when the piston slides along the internal sleeve surface between the preset cut-out and cut-in settings.
A braking system with redundant trailer communication is provided. In one embodiment, a braking control system for a tractor-trailer comprises a primary brake controller in a tractor configured to communicate with a trailer brake controller in a trailer via a first communication channel, and a redundant brake controller in the tractor configured to communicate with the trailer brake controller via a second communication channel. The primary brake controller is further configured to serve as a master brake controller for the trailer and communicate with an automated driving computer in the tractor. The redundant brake controller is further configured to take over as the master brake controller in response to determining that the primary brake controller can no longer serve as the master brake controller.
B60T 7/20 - Brake-action initiating means for initiation not subject to will of driver or passenger specially adapted for trailers, e.g. in case of uncoupling of trailer
B60T 8/17 - Using electrical or electronic regulation means to control braking
B60T 8/60 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration responsive to speed and another condition or to plural speed conditions using electrical circuitry for controlling the braking action, the circuitry deriving a control function relating to the dynamic of the braked vehicle or wheel
B60T 10/00 - Control or regulation for continuous braking making use of fluid or powdered medium, e.g. for use when descending a long slope
7.
SYSTEMS AND METHODS FOR AUTOMATED VEHICLE FLEET MANAGEMENT ACCORDING TO DYNAMIC PEDAGOGICAL BEHAVIOR REINFORCEMENT
Vehicle fleet management includes processing event-based data corresponding to detected events to generate event data sets that include: at least video corresponding to the event and data identifying an event-type for the event. One or more pedagogical event pairs are identified, each of which includes a first event data set reflecting a "good" response to an event-type and a second event data set reflecting a "bad" response to the event-type. At least one cluster of drivers having similar occurrence rates for the event-type is identified. One or more training lessons are generated for the cluster based on the event type, which training lessons include at least the video of the first event data set and the video of the second event data set. The training lessons are administered to a driver of the cluster via a computing device. The autonomous control of one or more vehicle systems is instituted based on the administered training lessons.
A friction pad carrier for a vehicle disc brake includes a frame having an aperture through which a portion of a rotor rotating about a rotational axis extends. The frame mounts friction pads on opposite sides of the rotor. The frame includes lugs proximate each end that receive fasteners coupling the frame to an anchor plate mounted on an axle of the vehicle. The fasteners permit some amount of surge movement and sway movement between the frame and the anchor plate in a plane at the interface between the frame and the anchor plate and yaw movement about an axis perpendicular to the plane. A first alignment pin between one of the lugs and the anchor plate inhibits the amount of surge movement and sway movement and a second alignment pin between one of the lugs and the anchor plate inhibits the amount of yaw movement.
A system for controlling a vehicle based on a driving style determined driver identity includes sensors that capture driving-style-based data characterizing a driving style of an unknown driver. The system also includes a control unit that determines a driving style vector of the unknown driver from the captured driving-style-based data. The control unit compares the driving style vector of the unknown driver to driving style vectors of a plurality of known drivers to generate a similarity score for each of the plurality of known drivers. The control unit ranks the plurality of known drivers according to their respective similarity scores, and identifies the unknown driver as at least one of the ranked known drivers based on the respective similarity scores. The control unit controls vehicle systems based on the identification of the unknown driver.
A pressure control valve includes an upper body, a lower body affixed to the upper body, a supply passage in the upper body, a delivery passage in the upper body, an exhaust passage in the lower body and a pivotable member positioned between the supply passage and the delivery passage. The pivotable member has a generally curved body, a first leg, a second leg and a third leg extending from the body. The pivotable member pivots on the second leg and the third leg in response to air pressure in the supply passage being less than the air pressure in the delivery passage. The positioning of the pivotable member restricts air from flowing from the delivery passage to the supply passage, thereby opening a path for the air to pass to the exhaust passage.
B60T 8/36 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
B60T 13/68 - Electrical control in fluid-pressure brake systems by electrically-controlled valves
F16K 15/03 - Check valves with guided rigid valve members with a hinged closure member
F16K 27/02 - Construction of housings; Use of materials therefor of lift valves
11.
SYSTEM AND METHOD FOR CONTROLLING VEHICLE FUNCTIONS BASED ON EVALUATED DRIVING TEAM COMPOSITION
A system for controlling vehicle functions based on monitored driving performance includes one or more sensors that capture performance-based data characterizing driving- performance implicating behaviors of a driving team during one or more driving campaigns. The performance-based data is analyzed according to one or more performance indicators to determine a compatibility score for the driving team that characterizes how driving team composition affects driving performance. One or more vehicle functions can then be controlled one or more vehicle functions based on compatibility scores for various driving teams.
A system for determining vehicle direction includes an active wheel speed sensor (aWSS), an exciter ring for inducing a change in a signal from the aWSS and a controller. The controller receives a first series of signals from the aWSS, compares them to an array of predefined signals and determines the direction of travel based on the first series of signals matching the array. The controller receives a second series of signals and determines the exciter ring has an anomaly in response to at least one signal in the second series of signals having a first variance. The controller updates the array of predefined signals to include a representation of the first variance to create an array of updated signals. The controller determines the direction of travel based on a subsequent series of signals matching one of the array of predefined signals and the array of updated signals.
G01D 5/14 - Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable using electric or magnetic means influencing the magnitude of a current or voltage
A mount for securing an element such as a radar transceiver on a vehicle includes a bracket securable to a vehicle bumper or other component. A cover plate is securable to the vehicle component opposite the bracket, and fasteners are extended through the cover plate and the bracket to clamp the bracket and the cover plate against opposite sides of the vehicle component, with the radar transceiver or other element located between the cover plate and a base of the bracket. An alignment arrangement may be included to permit changes to the positioning of the radar transceiver or other element between the cover plate and the base of the bracket for proper transceiver alignment. A process of securing a radar transceiver or other element on a vehicle is also described.
B60R 11/00 - Arrangements for holding or mounting articles, not otherwise provided for
F16M 13/02 - Other supports for positioning apparatus or articles; Means for steadying hand-held apparatus or articles for supporting on, or attaching to, an object, e.g. tree, gate, window-frame, cycle
14.
SYSTEM AND METHOD FOR MONITORING DRIVER PERFORMANCE
A system for monitoring driver performance includes a server system that generates a performance model based on driver performance related data received from a plurality of vehicles. The performance model mathematically characterizes the crowd wisdom for a driving behavior under a set of driving circumstances. The system also includes the plurality of vehicles, each having an on-vehicle system that compares driver performance related data characterizing the driving behavior performed by the driver of the vehicle under the set of driving circumstances to the performance model so as to determine a deviation score therebetween. The deviation scores for the driving behavior are accumulated over a predetermined period of time, and a divergence indicator is triggered in response to an accumulated deviation score value exceeding one or more predetermined thresholds.
A system controlling an electronic parking brake of a vehicle includes an input device receiving an input pattern from an operator and a parking brake controller receiving the input pattern from the input device. The parking brake controller determines if the input pattern is a respective predetermined pattern for setting the electronic parking brake to one of a primary mode and a secondary mode. If the parking brake controller determines the input pattern is the predetermined pattern for setting the electronic parking brake to the secondary mode, the parking brake controller transmits an electronic control signal for releasing the electronic parking brake until a subsequent input pattern received by the input device is the predetermined pattern for setting the electronic parking brake to the primary mode.
B60T 17/22 - Devices for monitoring or checking brake systems; Signal devices
B60T 7/12 - Brake-action initiating means for initiation not subject to will of driver or passenger
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
16.
DETECTION OF SAFETY SYSTEM TAMPERING VIA DTC ANALYSIS
A system detects tampering of an electronic system of a vehicle operated by a driver. The system receives historical occurrences of at least one diagnostic trouble code (DTC) generated by the onboard vehicle computing system based on sensor data received from a vehicle sensor during a trip. The system identifies a length of the trip and a speed of the vehicle when each DTC was generated. The system identifies a distance the vehicle had traveled when each DTC was generated. The system determines a subsequent trip was started, whether a driver operating the vehicle on the subsequent trip is a same driver or a new driver, whether DTCs were generated during the trip, and whether DTCs were generated during the subsequent trip. The system determines a tamper rating for the driver that indicates a likelihood that the driver has tampered with the vehicle.
A wheel speed sensor comprises a body, the body being overmolded and having a head zone and a coil zone. The wheel speed sensor also includes a cylindrical metallic canister fitted on the coil zone of the body, wherein the head zone has an equal or smaller diameter than the cylindrical metallic canister. The wheel speed sensor also comprises a cable, wherein the cable extends from the head zone. The wheel speed sensor is sized to be blindly insertable entirely through a bore in an associated mounting apparatus.
G01P 3/481 - Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage of pulse signals
A sealing assembly for installation on a port of a spring brake actuator includes a plug, a one-way valve and a cap. The plug receives the one-way valve for providing one-way air flow through the orifices and maintaining about two psi in the spring brake chamber at zero stroke. An elastomeric piece is affixed to a first set of segments of the plug for sealing against an inner surface of the port. The cap has arms sized to extend around a third set of segments of the plug and snap onto the plug. A fourth set of segments of the plug elastically deform so the sealing assembly can be installed and removed from the port easily.
A parking brake apparatus is provided for a power unit having air brake parking components and to which a towed unit having air brake parking components can be connected. The parking brake apparatus comprises a controller arranged to monitor a pressure signal indicative of a delivery air pressure applied to the air brake parking components of the towed unit when the towed unit is connected to the power unit. The controller is also arranged to provide a status signal indicative of whether or not a towed unit is connected to the power unit based upon the pressure signal. The controller further enables the status signal to be processed to control application or release of any combination of air brake parking components of the power unit and the towed unit to park or unpark the power unit as well as the towed unit, if connected to the power unit.
B60T 7/20 - Brake-action initiating means for initiation not subject to will of driver or passenger specially adapted for trailers, e.g. in case of uncoupling of trailer
A parking brake controller comprises at least one input for receiving a signal indicative of at least one vehicle factor, a control input for receiving a request to unpark the vehicle, an output for transmitting a control signal to a parking brake valve and control logic. The control logic determines the at least one vehicle factor indicates the vehicle can be unparked, determines an unpark request has been received, and transmits a control signal to the parking brake valve only in response to the unpark request being received while the at least one vehicle factor is being met.
A valve for an air brake system on a commercial vehicle comprises a body, an inlet port connected to the body and at least one delivery port connected to the body. The inlet port has a threaded portion distal to the body and a hex portion proximate to the body. The hex portion includes a frangible feature in substantially the mid-point of the hex portion such that the valve can easily be removed from an air brake reservoir when the valve is broken at the frangible feature.
B60T 15/38 - Other control devices or valves characterised by definite functions for quick take-up and heavy braking, e.g. with auxiliary reservoir for taking-up slack
B60T 15/48 - Other control devices or valves characterised by definite functions for filling reservoirs
B60T 15/50 - Other control devices or valves characterised by definite functions for filling reservoirs with means for limiting or relieving pressure in reservoirs
B60T 15/52 - Other control devices or valves characterised by definite functions for quick release of brakes, e.g. for influencing counter-pressure in triple valve or recirculating air from reservoir or brake cylinder to brake pipe
B60T 15/56 - Other control devices or valves characterised by definite functions for filling reservoirs by means of a secondary supply pipe
B60T 17/04 - Arrangement of piping, valves in the piping, e.g. cut-off valves, couplings or air hoses
B60T 17/06 - Applications or arrangements of reservoirs
B60T 17/22 - Devices for monitoring or checking brake systems; Signal devices
A fleet management server includes a memory and a processor. The processor is configured to: receive past event data associated with at least one vehicle and at least one driver, the past event data representing at least one respective past vehicle event that occurred when one of the drivers was driving one of the vehicles; receive respective predetermined classifications of the past vehicle events that were previously manually assigned based on respective contemporaneous videos of the past vehicle events; receive novel event data representing at least one respective novel vehicle event; automatically assign respective ones of the predetermined classifications to the novel vehicle events based on the previous manually assigned classifications to the past vehicle events; and output, to a user of the fleet management server, the respective automatically assigned predetermined classifications of the novel vehicle events.
A brake actuator has a plurality of actuator housing portions, a parking piston axially displaceable within one of the actuator housing portions, and a service piston axially displaceable independently of the parking piston within another of the actuator housing portions. A brake actuator rod projecting from the other of the actuator housing portions moves outward of that actuator housing portion upon at least one of fluid supply to a first substantially torus-shaped service brake bladder and fluid relief from a second substantially torus-shaped parking brake bladder. The brake actuator rod can be moved inward into the other of the actuator housing portions upon fluid relief from the first substantially torus-shaped service brake bladder, and fluid supply to the second substantially torus-shaped parking brake bladder or both.
B60T 17/08 - Brake cylinders other than ultimate actuators
B60T 13/24 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
A polygonal coupling couples torque source to a torque consumer such that input and output portions of the coupling may elastically rotate relative to one another during torque transfer to accommodate rotational speed variations in delivery of torque from the torque source. In an embodiment the torque source is an internal combustion engine with an integrated switchable coupling between the engine crankshaft and a torque transfer segment supporting a motor-generator. The polygonal coupling includes axially-overlapping polygonal-shaped male and female portions which cooperate to pass torque between the output of the integrated switchable coupling and an input of the torque transfer segment. At least one of the male and female portions includes recesses which form flexible arms adjacent to the lobes of the polygonal shape that allow the portions to rotate relative to one another over small angular displacements, and thereby improve damping of crankshaft rotational vibrations.
F16D 3/12 - Yielding couplings, i.e. with means permitting movement between the connected parts during the drive adapted to specific functions specially adapted for accumulation of energy to absorb shocks or vibration
F01P 5/10 - Pumping liquid coolant; Arrangements of coolant pumps
F02B 63/04 - Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices for electric generators
25.
WHEEL SPEED SENSOR ASSEMBLY WITH STEPPED ALIGNMENT KEY
A wheel speed sensor assembly includes a sensor having a housing configured to be received within a bore in a mounting block such that the sensor is spaced from, and faces, an exciter ring and senses rotation of the exciter ring. The housing extends along a longitudinal axis and defines a key on a radially outer surface having first and second portions having different heights. The first portion is configured to be received within a first keyway that is fomied in the mounting block and is in communication with the bore in the mounting block. A clamping sleeve is configured to secure the sensor within the bore in the mounting block. The clamping sleeve defines a bore configured to receive the housing of the sensor and a second keyway in communication with the bore in the clamping sleeve. The second portion of the key is received within the second keyway.
A parking brake apparatus is provided for an autonomously drivable vehicle having components of a parking brake system for applying a parking brake. The parking brake apparatus comprises a first controller arranged to provide one or more control signals to be applied to components of the parking brake system to apply the parking brake in response to a signal requesting the parking brake to be applied. The parking brake apparatus also comprises a second controller arranged to provide one or more control signals to be applied to other components of the parking brake system to apply the parking brake in response to unavailability of the first controller to cause the parking brake to be applied.
B60T 8/48 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure
B60T 8/88 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
B60T 13/68 - Electrical control in fluid-pressure brake systems by electrically-controlled valves
27.
SPLINED DRUM AND ELECTRIC MOTOR ENGAGEMENT ASSEMBLY
The rotor of an electric motor unit has a web portion partially enclosing the remainder of the unit and terminating in a circumferentially extending rim. The brake drum defines an engagement surface for drum brake linings, and has an outboard end defining a flange securable to the wheel hub. The brake drum also includes an open inboard end, partly covered over by a dust guard, and a circumferential wall extending between the outboard and inboard ends and surrounding the engagement surface. By way of keys and slots or recesses, a reinforcing ring interlocks the circumferentially extending rim of the web portion and the circumferential brake drum wall. The reinforcing ring is secured to the circumferentially extending rim and to the wall of the brake drum at a location disposed axially between the rim of the web portion and the brake drum lining engagement surface.
A device operatively couples a tractor ABS controller with TABS controllers in units towed by the tractor. A PLC interface circuit of the device communicates messages received from a PLC network of the towed units to a CAN network of the tractor via a CAN interface circuit. The device may also rebroadcast messages received from the PLC network back onto the PLC network, and may also wirelessly broadcast messages received from the PLC network back onto a wireless network. The device receives messages from the towed units at a message rate, determines a quantity of towed units from the message rate, and communicates the determined quantity of towed units on the CAN network of the tractor. The device receives messages indicating towed unit identification (ID) information, determines a quantity of towed units from the towed unit ID information, and communicates the determined quantity of towed units on the CAN network.
B60D 1/48 - Traction couplings; Hitches; Draw-gear; Towing devices characterised by the mounting
B60D 1/62 - Auxiliary devices involving supply lines, electric circuits, or the like
B60T 7/20 - Brake-action initiating means for initiation not subject to will of driver or passenger specially adapted for trailers, e.g. in case of uncoupling of trailer
B60T 8/17 - Using electrical or electronic regulation means to control braking
B60T 8/32 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
B60T 13/66 - Electrical control in fluid-pressure brake systems
B61L 15/00 - Indicators provided on the vehicle or vehicle train for signalling purposes
H04B 3/54 - Systems for transmission via power distribution lines
29.
BRAKE CONTROLLER STORING DECELERATION PROFILES AND METHOD USING DECELERATION PROFILES STORED IN A BRAKE CONTROLLER
A brake controller in a vehicle determines braking profiles that may be exercised while operating the vehicle in autonomous or semi-autonomous conditions to decelerate the vehicle based on received commands or that may be exercised automatically in the event of a failure in a communication network of the vehicle or in other systems or components of the vehicle. The braking profiles decelerate the vehicle according to a deceleration profile. The execution of the deceleration profile may be initiated by a single command message received by the brake controller or it may be determined by the brake controller based on vehicle information. A safe state deceleration profile may be preselected by the controlling devices before the occurrence of a failure or an emergency situation, and then executed by the brake controller upon the occurrence of a failure or emergency.
B60T 7/22 - Brake-action initiating means for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle
B60W 50/038 - Limiting the input power, torque or speed
B60W 60/00 - Drive control systems specially adapted for autonomous road vehicles
B60T 8/1761 - Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
B60T 8/32 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
B60W 10/18 - Conjoint control of vehicle sub-units of different type or different function including control of braking systems
A drum brake assembly for use with a wheel end electric drive motor arrangement can generate brake dust, which may accumulate on the electric motor and cause heat retention problems that are detrimental to motor performance and longevity. These issues are addressed by providing an assembly including a support attachable to a vehicle axle element, brake shoes pivotally mountable on the support, and a wheel spindle interconnected with one end of the axle element. A perforated dust shield is attachable to the support on an axial side of the brake shoes opposite the fan rotor, such that, during vehicle operation, air drawn by blades on the fan rotor through openings in a wall of the brake drum carries debris out through perforations in the dust shield and away from the wheel end motor and brake assembly.
A parking brake apparatus (100a) is provided for a vehicle having components of a parking brake system. The parking brake apparatus comprises a parking brake controller (140a) arranged to (i) obtain a first signal indicative of whether a hill start assist system is installed on the vehicle, and (ii) provide one or more control signals to be applied to components of the parking brake system to apply parking brakes when the first signal is indicative of a hill start assist system installed on the vehicle is present and a second signal indicative of the hill start assist system being activated is received.
Abstract An apparatus is provided for auto-locating positions of a plurality of wireless sensors on a vehicle. The apparatus comprises a receiving unit for receiving signals from the plurality of wireless sensors. The apparatus further comprises a processing unit arranged to calculate a probability value for each one of the plurality of wireless sensors based upon signals that have accumulated over a period of time to provide a table of probability values. Each probability value contained in the table during a calculation cycle of the processing unit is indicative of likelihood of one of the plurality of wireless sensors being located at a corresponding one of a plurality of positions on the vehicle. Each one of the plurality of wireless sensors is associated with the position having the highest probability value during the calculation cycle. Date Recue/Date Received 2020-11-13
G01S 5/00 - Position-fixing by co-ordinating two or more direction or position-line determinations; Position-fixing by co-ordinating two or more distance determinations
B60C 23/04 - Signalling devices actuated by tyre pressure mounted on the wheel or tyre
B60R 16/023 - Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric for transmission of signals between vehicle parts or subsystems
B60T 17/22 - Devices for monitoring or checking brake systems; Signal devices
33.
FRONT END MOTOR-GENERATOR SYSTEM AND HYBRID ELECTRIC VEHICLE OPERATING METHOD
A system and method are provided for integrated electrification of vehicle accessories conventionally driven by an internal combustion engine in which an electric motor is coupled to a common accessory drive that drive a plurality of accessories, such as a power steering pump, an air conditioning compressor, an air compressor, a thermodynamic heater and/or a coolant pump. The integrated electrified accessory unit preferably has the electric motor, accessory drive and accessories arranged in a common housing which is configured to be mounted to a chassis frame rail of the vehicle, the common housing including wall penetrations which facilitate rapid connection of the accessories to external lines of the vehicle.
B60L 50/16 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
B60K 6/387 - Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
B60L 1/00 - Supplying electric power to auxiliary equipment of electrically-propelled vehicles
F02B 67/06 - Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus driven by means of chains, belts, or like endless members
SYSTEM, CONTROLLER AND METHOD FOR AIR CHARGING Abstract of the Disclosure Various embodiments of a method and apparatus for an air charging system controller for an air braked vehicle are disclosed. The air charging system controller comprises an input for receiving conditions of the vehicle, an output for controlling a compressor in a normal mode and in a high demand mode and control logic. The control logic determines whether the vehicle meets a predetermined condition and controls the compressor in the high demand mode in response to the vehicle meeting the predetermined condition. Date Recue/Date Received 2020-11-10
ABSTRACT OF THE DISCLOSURE A method for providing location-dependent recording modes for an event detection and reporting system of a vehicle includes detecting that the vehicle is approaching or is in an area in which the recordation of data is restricted by rule, and operating the event detection and reporting system in a restricted mode in response to detecting that the vehicle is approaching or is in the area in which the recordation of data is restricted. The method also includes recording, while the event detection and reporting system is in the restricted mode, either correlated video or non-video data in an obscured format, and the other of the correlated video or non-video in an unobscured format. Error! Unknown document property name. Date Recue/Date Received 2020-10-23
A control system and method for controlling a vehicle subsystem are provided. The control system includes a remote parameter sensor configured to generate a remote parameter signal indicative of a value of a universal parameter associated with an environment in which a vehicle is operating. The system further includes a local parameter sensor configured to generate a local parameter signal indicative of the value of the universal parameter and a local controller. The controller is configured to receive the local parameter signal along a first signal path, receive the remote parameter signal and a command signal configured for controlling a function of the vehicle subsystem along a second signal path, compare the local and remote parameter signals and implement the function of the vehicle subsystem responsive to the command signal if the remote parameter signal meets a predetermined condition relative to the local parameter signal.
B60W 50/00 - CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT - Details of control systems for road vehicle drive control not related to the control of a particular sub-unit
B60W 50/08 - Interaction between the driver and the control system
37.
SYSTEM AND METHOD FOR CONTROLLING A VEHICLE WHEEL BRAKE AND AN OPERATOR INTERFACE FOR A VEHICLE WHEEL BRAKE CONTROL SYSTEM
A system and method for controlling a wheel brake in a vehicle and an operator interface for a wheel brake control system are provided. The interface includes a handle configured for coupling to a fixed reference frame in the vehicle. The handle is configured for movement relative to the fixed reference frame about a pivot axis between a neutral position and one or more input positions. One or more inertial sensors are disposed within the handle. Each sensor is configured to generate an inertial measurement signal indicative of a value of a corresponding inertial measurement associated with movement of the handle and the sensor between the neutral position and the input positions. A controller disposed within the handle is configured to generate an operator command signal responsive to the inertial measurement signals. The operator command signal is configured to cause application or release of a brake in the vehicle.
A system and method for controlling a wheel brake in a vehicle and an operator interface for a wheel brake control system are provided. The interface includes a handle configured for coupling to a fixed reference frame in the vehicle. The handle is configured for movement relative to the fixed reference frame about a pivot axis between a neutral position and one or more input positions. One or more inertial sensors are disposed within the handle. Each sensor is configured to generate an inertial measurement signal indicative of a value of a corresponding inertial measurement associated with movement of the handle and the sensor between the neutral position and the input positions. A controller disposed within the handle is configured to generate an operator command signal responsive to the inertial measurement signals. The operator command signal is configured to cause application or release of a brake in the vehicle.
A method for transmitting event data from an event detection and reporting system in a vehicle to a backend server includes storing full resolution sensor data in a vehicle buffer memory and subsampling the full resolution sensor data to produce reduced resolution of the sensor data. A vehicle event is detected based on an analysis of the reduced resolution sensor data, and the vehicle event is classified based on the reduced resolution sensor data. A determination is made as to whether the vehicle event is classified as a particular type of event with a minimum degree of confidence. The method then includes transmitting an indication that the vehicle event has not been classified with the minimum degree of confidence when the vehicle event has not been classified with the minimum degree of confidence, and transmitting reduced resolution sensor data for the detected vehicle event when the vehicle event is classified with at least the minimum degree of confidence.
G07C 5/08 - Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle, or waiting time
B60R 1/00 - Optical viewing arrangements; Real-time viewing arrangements for drivers or passengers using optical image capturing systems, e.g. cameras or video systems specially adapted for use in or on vehicles
G07C 5/00 - Registering or indicating the working of vehicles
A trailer control valve for a tractor includes a body defining a supply port and first and second delivery ports. The supply port is configured for fluid communication with a fluid source on the tractor. The first and second delivery ports are configured for fluid communication with glad-hand connectors through which fluid is supplied from the tractor to a trailer for, respectively, releasing a parking brake and applying a service brake. The first delivery port is in fluid communication with the supply port. A relay valve is supported within the body and includes a valve member configured to move between positions preventing and permitting fluid communication between the supply port and the second delivery port. Pressure transducers in the body generate pressure signals indicative of fluid pressure at the delivery ports permitting detection of the presence of a trailer coupled to the tractor.
B60T 7/20 - Brake-action initiating means for initiation not subject to will of driver or passenger specially adapted for trailers, e.g. in case of uncoupling of trailer
B60T 15/24 - Triple or other relay valves which allow step-wise application or release and which are actuated by brake-pipe pressure variation to connect brake cylinders or equivalent to compressed-air or vacuum source or atmosphere controlled by three fluid pressures
41.
METHOD FOR PROTECTING THE AIR SYSTEM IN A COMMERCIAL VEHICLE IN THE EVENT OF TRAILER BREAKAWAY
In the event of a pneumatic trailer connection failure between a tractor and trailer of, e.g., a commercial vehicle, a pressure protection valve (PPV) is provided on the air line between a double check valve that supplies air from one or more service reservoirs and a trailer parking valve without a flow restrictor, which transmits the air to the trailer connection for supplying the trailer brakes. When output pressure on the PPV drops below a predetermined closing pressure threshold due to the connection failure, the PPV closes to protect the tractor brake air supply. Upon restoration of the trailer connection and upon input pressure at the PPV exceeding a predetermined opening pressure threshold, the PPV opens and the trailer brake system is charged more quickly than can be achieved using a conventional trailer parking valve with a flow restrictor.
B60T 7/20 - Brake-action initiating means for initiation not subject to will of driver or passenger specially adapted for trailers, e.g. in case of uncoupling of trailer
A brake control signal amplification system that is designed to assist with the compliance to the FMVSS-121 Safety Standard for an air braked vehicle is described which comprises a trailer control module (TCM) that provides pneumatic signal to a trailer of the vehicle, a tractor protection valve (TPV) that protects a tractor air brake system in the event of a pneumatic disconnection from the trailer, and a pilot relay valve (PRV) coupled between the TCM and the TPV, wherein the PRV amplifies a control signal received from the TCM and delivers an amplified control signal to the TPV. The TPV delivers the amplified control signal to a control coupling for a trailer portion of a vehicle and delivers an air supply to a supply coupling for the trailer of the vehicle.
B60T 7/20 - Brake-action initiating means for initiation not subject to will of driver or passenger specially adapted for trailers, e.g. in case of uncoupling of trailer
B60T 7/04 - Brake-action initiating means for personal initiation foot-actuated
B60T 15/18 - Triple or other relay valves which allow step-wise application or release and which are actuated by brake-pipe pressure variation to connect brake cylinders or equivalent to compressed-air or vacuum source or atmosphere
43.
FLUID COMPRESSOR AND METHOD OF OPERATING A FLUID COMPRESSOR TO REDUCE OIL CARRYOVER BY A COMPRESSOR PISTON ASSEMBLY
A compressor comprises a first compressor piston assembly (101) including a first compressor piston head (102) having a bottom side (104) and a longitudinal central axis (L). The compressor also comprises a first nozzle (llO)arranged to direct a first oil stream (SI) towards the bottom side (104) of the first compressor piston head (102) to cool the piston assembly (101). The compressor further comprises a second nozzle (120) arranged to direct a second oil stream (S2) towards the bottom side (104) of the first compressor piston head (102) to cool the piston assembly (101). Each of the oil streams (S1,S2) is substantially parallel to each other and to the longitudinal central axis (L) to provide a flow of oil to cool the piston assembly (101) and to reduce an oil carryover by the first compressor piston assembly (101) by up to about fifty percent as compared to a compressor having no nozzles directing oil streams towards the bottom side of the first compressor piston head.
F04B 39/00 - Component parts, details, or accessories, of pumps or pumping systems specially adapted for elastic fluids, not otherwise provided for in, or of interest apart from, groups
F04B 39/04 - Measures to avoid lubricant contaminating the pumped fluid
F04B 39/06 - Cooling; Heating; Prevention of freezing
A clearance sensing vehicle brake slack adjuster includes a housing (12) coupled to a brake actuator and supporting a driving worm wheel (14) engaging the brake cam shaft and a driving worm screw (16) having a threaded portion meshed with the driving worm wheel (14) and transferring a brake actuating force, imparted by the brake actuator to the housing (12), to the driving worm wheel (14) and cam shaft. A wear adjustment mechanism (18) for the adjuster includes a control worm wheel (78) and a clutch ring (80) disposed about the driving worm screw (16) and a wrap spring (82) engaging surfaces of the control worm wheel (78) and the clutch ring (80). The control worm wheel (78) is in mesh with a control worm screw (72). The clutch ring (80) is disposed on a side of the control worm wheel (78) opposite the threaded portion of the driving worm screw (16) and includes teeth engaging corresponding teeth on the driving worm screw.
F16D 65/56 - Slack adjusters mechanical self-acting in one direction for adjusting excessive play with screw-thread and nut
F16D 65/58 - Slack adjusters mechanical self-acting in one direction for adjusting excessive play with eccentric or helical body
F16D 65/60 - Slack adjusters mechanical self-acting in one direction for adjusting excessive play for angular adjustment of two concentric parts of the brake control system
F16H 1/22 - Toothed gearings for conveying rotary motion without gears having orbital motion involving more than two intermeshing members with arrangements for dividing torque between two or more intermediate shafts
A sensor assembly for determining an amount of wear on a brake pad in a disc brake includes a shaft extender (152) having a first end coupled to one end of a shaft of an adjustment mechanism of a caliper of the disc brake for rotation with the shaft (68) about a rotational axis (74) and a second end defining a shaft extension. A sensor generates a signal indicative of a degree of rotation of the shaft extension with the signal indicative of the amount of wear on the brake pad. The sensor includes a body coupled to the shaft extension and configured for rotation about an offset axis (170) offset from the rotational axis in response to rotation of the shaft extension about the rotational axis and a measurement device configured to generate the signal responsive to rotation of the body about the offset axis.
An apparatus is provided for cooling a high heat-generating vehicle component having a coolant loop. The apparatus comprises an air compressor assembly including a heat-sinking portion that can be thermally coupled to the coolant loop to transfer heat energy away from the coolant loop to enhance cooling of the vehicle component.
A valve assembly including a fastener-less subcomponent (410). Installation of the subcomponent is simplified as compared to cover plates utilizing fasteners, while still providing suitable performance. In addition, the fastener-less subcomponent is not readily disassembled with common tools thereby discouraging tampering. The subcomponent includes bayonet style features for interlocking with structure of a valve housing to lock the subcomponent in position.
A controller apparatus is provided for a compressed air system. The controller apparatus comprises a control output for transmitting a control signal to interrupt a charge cycle of an associated compressor in a loading state. The controller apparatus further comprises control logic capable of initiating an interrupted charge cycle of the compressor based upon a moisture accumulation value indicative of the extent of moisture accumulated in an associated air dryer during the charge cycle of the compressor in the loading state.
A perimeter electric machine cooling arrangement includes a cooling conduit arranged to remove heat from an integrated housing containing an electric motor and a power inverter. The electrical connections between the electric motor and the power inverter are provided by flexible, pre-formed busbars that are arranged in pass over liquid cooling connections in the region between the electric motor and the power inverter. The integrated housing includes an intermediate cover over the electric motor and the power inverter portions of the housing, with a window through which the busbars can pass to reach the electric motor. The housing is further provided with an outer housing cover and seals that isolate the electric motor and the power inverter from the exterior environment and one another.
A fastener-less valve cover plate assembly (20) that can be used to enclose a pressure chamber, such as a valve chamber of a relay valve. Installation of the components of the fastener-less valve cover plate assembly is simplified as compared to prior art cover plates utilizing fasteners, while still providing suitable performance. In addition, the fastener-less valve cover plate assembly is not readily disassembled with common tools thereby discouraging tampering.
An apparatus for controlling a trailer parking brake status indicator in a tractor is provided that allows an operator to deactivate the indicator when the tractor is operating without a trailer using a pre-existing operator interface. The apparatus includes means for determining whether a trailer is coupled to the tractor and a controller configured to execute, when a determination whether the trailer is coupled to the tractor cannot be made, a process for controlling activation and deactivation of the indicator. The process includes determining whether a speed of the tractor meets a predetermined condition relative to a predetermined speed. The process further includes monitoring, after determining that the speed of the tractor meets the predetermined condition relative to the predetermined speed, for an activation command to activate a parking brake on the trailer. The process further includes deactivating the trailer parking brake status indicator responsive to the activation command.
A braking assembly (10) for an air disc brake comprises an actuator assembly (21) having a service portion (23), at least one mounting stud (22a, 22b) attached to the service portion, and an air disc brake caliper (27) having a bore (28) for receiving the at least one mounting stud (22a, 22b). The mounting stud is pivotable with respect to the service portion for installation on the air disc brake caliper.
F16D 65/18 - Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake adapted for drawing members together
53.
VEHICLE DIAGNOSTIC DEVICE WITH A VIRTUAL VEHICLE DIAGNOSTIC MODE AND METHOD OF OPERATING THE SAME
A vehicle diagnostic device comprises a first mode of operation in which a user can perform vehicle diagnostics on an actual vehicle that is physically connected to the vehicle diagnostic device. The vehicle diagnostic device also comprises a second mode of operation in which a user can demonstrate vehicle diagnostics on a virtual vehicle without an actual vehicle having to be physically connected to the vehicle diagnostic device.
A trailer control valve comprises a valve electronic control port (120) adapted to receive an electronic control signal; a valve pneumatic supply port (112) unrestrictedly fluidly communicating with a first supply of a pneumatic fluid; a valve pneumatic control port (116) normally proportionally fluidly communicating with a second supply of the pneumatic fluid based on a pressure representing a driver brake demand, the first supply of the pneumatic fluid being in an independent pneumatic circuit from the second supply of the pneumatic fluid; and a valve delivery port (114) selectively fluidly communicating with at least one of the valve pneumatic supply port and the valve pneumatic control port based on the electronic control signal, the pressure representing the driver brake demand and a pressure of the first supply of the pneumatic fluid. A first pneumatic check valve (162) includes a first check valve supply port (164) fluidly communicating with the first supply of the pneumatic fluid; and a first check valve delivery port (166) fluidly communicating with the relay valve pneumatic supply port (154). The first pneumatic check valve controls the fluid communication of the first supply of the pneumatic fluid with the relay valve pneumatic supply port based on the pressure of the first supply of the pneumatic fluid at the valve pneumatic supply port.
A system and method are provided for hybrid electric internal combustion engine applications in which a motor-generator, a narrow switchable coupling and a torque transfer unit therebetween are arranged and positioned in the constrained environment at the front of an engine in applications such as commercial vehicles, off-road vehicles and stationary engine installations. The motor-generator is preferably positioned laterally offset from the switchable coupling, which is co-axially-arranged with the front end of the engine crankshaft. The switchable coupling is an integrated unit in which a crankshaft vibration damper, an engine accessory drive pulley and a disengageable clutch overlap such that the axial depth of the clutch-pulley-damper unit is nearly the same as a conventional belt drive pulley and engine damper. The front end motor-generator system includes an electrical energy store that receives electrical energy generated by the motor-generator when the coupling is engaged. When the coupling is disengaged, the motor-generator may drive the pulley portion of the clutch-pulley-damper to drive the engine accessories using energy returned from the energy store, independent of the engine crankshaft.
A61G 5/04 - Chairs or personal conveyances specially adapted for patients or disabled persons, e.g. wheelchairs motor-driven
B62D 11/04 - Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides by means of separate power sources
56.
BUSHING ASSEMBLY FOR A SPRING BRAKE ACTUATOR OF A VEHICLE AIR BRAKING SYSTEM
A bushing assembly is provided for a spring brake actuator of a vehicle air braking system. The bushing assembly comprises a single-piece bushing member made of a material that is homogenous throughout the bushing member. The bushing member includes a first rib structure that faces one axial direction of the bushing member and a second rib structure that faces an opposite axial direction of the bushing member.
A latching valve has a valve body defining a fluid chamber and supply, delivery, and exhaust ports. A solenoid within the chamber includes a pole piece defining a fluid passage between the chamber and exhaust port and having one end facing the exhaust port and another end defining a first valve seat. A coil is disposed about the pole piece. A housing has a portion radially outward of the coil and portions extending radially inwardly on opposite sides of the coil radially aligned with the pole piece and an armature. The armature has one end configured for engagement with the first valve seat and another end configured for engagement with a second valve seat formed in the valve body between the fluid chamber and supply port. A return spring biases the armature towards the second valve seat. A magnet ring is disposed about the armature in contact with the housing.
F16K 11/044 - Multiple-way valves, e.g. mixing valves; Pipe fittings incorporating such valves; Arrangement of valves and flow lines specially adapted for mixing fluid with all movable sealing faces moving as one unit comprising only lift valves with movable valve members positioned between valve seats
F16K 31/06 - Operating means; Releasing devices magnetic using a magnet
F16K 31/08 - Operating means; Releasing devices magnetic using a magnet using a permanent magnet
A polygonal coupling couples torque source to a torque consumer such that input and output portions of the coupling may elastically rotate relative to one another during torque transfer to accommodate rotational speed variations in delivery of torque from the torque source. In an embodiment the torque source is an internal combustion engine with an integrated switchable coupling between the engine crankshaft and a torque transfer segment supporting a motor-generator. The polygonal coupling includes axially-overlapping polygonal-shaped male and female portions which cooperate to pass torque between the output of the integrated switchable coupling and an input of the torque transfer segment. At least one of the male and female portions includes recesses which form flexible arms adjacent to the lobes of the polygonal shape that allow the portions to rotate relative to one another over small angular displacements, and thereby improve damping of crankshaft rotational vibrations.
B60K 17/12 - Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of electric gearing
F16D 1/10 - Quick-acting couplings in which the parts are connected by simply bringing them together axially
F16D 3/04 - Yielding couplings, i.e. with means permitting movement between the connected parts during the drive adapted to specific functions specially adapted to allow radial displacement, e.g. Oldham couplings
F16D 3/06 - Yielding couplings, i.e. with means permitting movement between the connected parts during the drive adapted to specific functions specially adapted to allow axial displacement
F16D 3/14 - Yielding couplings, i.e. with means permitting movement between the connected parts during the drive adapted to specific functions combined with a friction coupling for damping vibration or absorbing shock
F16D 3/48 - Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part having pins arranged parallel to the axis and entering holes in the other coupling part
59.
SYSTEM AND METHOD FOR CONTROLLING AN AUTOMATED BRAKING APPLICATION
A controller is configured to receive a signal representing a requested system brake application and an identified urgency. A hardware processor is capable of: determining a maximum braking pressure to be applied during the system braking application based on the identified urgency; generating a first system brake mode control signal, based on the determined maximum braking pressure, to set an associated first valve to a first valve state; generating a second system brake mode control signal, based on the determined maximum braking pressure, to set an associated second valve to a second valve state, the maximum braking pressure during the system braking application being set by the first valve state and the second valve state; determining an activation profile based on the determined maximum braking pressure; the controller transmitting the first and second system brake mode control signals and modulator control signals according to the activation profile.
B60T 7/22 - Brake-action initiating means for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle
B60T 8/26 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
60.
EFFLUENT PROCESSING APPARATUS AND METHOD FOR A VEHICLE AIR BRAKE CHARGING SYSTEM
An effluent processing apparatus (200) comprises a first processing stage in which oil and water are separated from an effluent mixture containing air, oil, and water from a purge valve (126) of an air dryer (108). The effluent processing apparatus (200) also comprises a second processing stage in which oil is extracted from the separated oil and water of the first processing stage. The effluent processing apparatus (200) further comprises a third processing stage in which air from the first processing stage and water from the second processing stage are combined and exhausted to atmosphere.
An absorbent apparatus is provided for an air dryer purge air cleaner. The absorbent apparatus comprises a volume for containing absorbent material. The absorbent apparatus also comprises absorbent material that is both oleophilic and hydrophobic and is packed in the volume to provide a packed bed of absorbent material with a predetermined packing density.
B01D 29/00 - Filters with filtering elements stationary during filtration, e.g. pressure or suction filters, not covered by groups ; Filtering elements therefor
B60T 17/00 - Component parts, details, or accessories of brake systems not covered by groups , or , or presenting other characteristic features
62.
APPARATUS AND METHOD FOR ADJUSTING VEHICLE LIGHTING IN RESPONSE TO CAMERA SYSTEM
A camera controller for selectively controlling illumination around a vehicle comprises an image capture portion having a viewing area; an output for transmitting lighting control messages; and control logic. The control logic determines that a change in illumination is necessary in the viewing area and transmits a lighting control message at the output in response to the determination that illumination change is necessary. The lighting control message directs at least one lighting source associated with the vehicle in the viewing area of the camera controller to be adjusted.
B60Q 1/02 - Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments
A driving oriented digital video recorder (DVR) system may comprise a camera; a memory; and a control circuit. The occurrence of a predefined driving event type may be determined based on received data. An event object that includes details of the determined event may be generated, including the type of the determined event and a time association with a segment of captured driving video. Metadata tags may be generated, which contain the type of the determined event and the location of the event object in the memory of the DVR. The DVR may retrieve segments of the driving video by identifying the metadata tag as having the same event type as a query parameter and, in turn, identify the event object using the location of the event object included in the metadata tag. The driving video segment may then be located via the association with the event object.
H04N 21/414 - Specialised client platforms, e.g. receiver in car or embedded in a mobile appliance
H04N 21/422 - Input-only peripherals, e.g. global positioning system [GPS]
H04N 21/432 - Content retrieval operation from a local storage medium, e.g. hard-disk
H04N 21/433 - Content storage operation, e.g. storage operation in response to a pause request or caching operations
H04N 21/44 - Processing of video elementary streams, e.g. splicing a video clip retrieved from local storage with an incoming video stream or rendering scenes according to MPEG-4 scene graphs
H04N 21/472 - End-user interface for requesting content, additional data or services; End-user interface for interacting with content, e.g. for content reservation or setting reminders, for requesting event notification or for manipulating displayed content
Systems and methods monitor driver behavior for vehicular fleet management in a fleet of vehicles using driver-facing imaging device. The systems and methods herein relate generally to vehicular fleet management for enhancing safety of the fleet and improving the performance of the fleet drivers, and further relate to monitoring the operation of fleet vehicles using one or more driver-facing imaging devices disposed in the fleet vehicles for recording activities of the fleet drivers and their passengers, storing information relating to the monitored activities, selectively generating warnings related to the monitored activities, and reporting the monitored activities to a central fleet management system for use in enhancing the safety of the vehicles of the fleet and for helping to improve the performance of the fleet drivers.
Systems and methods monitor driver behavior for vehicular fleet management in a fleet of vehicles using driver-facing imaging device. The systems and methods herein relate generally to vehicular fleet management for enhancing safety of the fleet and improving the performance of the fleet drivers, and further relate to monitoring the operation of fleet vehicles using one or more driver-facing imaging devices disposed in the fleet vehicles for recording activities of the fleet drivers and their passengers, storing information relating to the monitored activities, selectively generating warnings related to the monitored activities, and reporting the monitored activities to a central fleet management system for use in enhancing the safety of the vehicles of the fleet and for helping to improve the performance of the fleet drivers.
B60K 28/02 - Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the driver
66.
ELECTRONIC PARK BRAKE INTERFACE MODULE, PARK BRAKE CONTROLLER AND SYSTEM
Various examples of park brake interface modules which are utilized as human machine interfaces (HMI) in vehicles are provided. In one example, a park brake interface module for a vehicle includes an actuation member mounted to an electromechanical switch to actuate the park brake. The actuation member includes a finger pad opposite the front surface and the actuation member is movable between a brake apply position and a brake release position to actuate the vehicle park brake. In another example, the actuation member is pivotally mounted to the electromechanical switch device and the actuation member is pivotable between the brake apply position and the brake release positions to actuate the park brake.
A braking controller and method in a towing vehicle towing one or more towed vehicles as a combination vehicle provides brake control of the one or more towed vehicles based on a level of braking force applied to the towing vehicle. A non-enhanced braking mode applies a first level of braking force to the towed vehicles in a predetermined reduced proportion relative to the level of braking force applied to the towing vehicle, and an enhanced braking mode applies a second level of braking force to the towed vehicles greater than the first level of braking force. The enhanced braking mode strategy is used unless trailer capability information reported by one or more the trailers fails to match against expected trailer capability information.
B60T 7/20 - Brake-action initiating means for initiation not subject to will of driver or passenger specially adapted for trailers, e.g. in case of uncoupling of trailer
B60T 8/17 - Using electrical or electronic regulation means to control braking
G08G 1/00 - Traffic control systems for road vehicles
68.
BRAKING CONTROLLER AND METHOD USING VERIFICATION OF REPORTED TRAILER CAPABILITIES
A braking controller and method in a towing vehicle towing one or more towed vehicles as a combination vehicle provides brake control of the one or more towed vehicles based on a level of braking force applied to the towing vehicle. A non-enhanced braking mode applies a first level of braking force to the towed vehicles in a predetermined reduced proportion relative to the level of braking force applied to the towing vehicle, and an enhanced braking mode applies a second level of braking force to the towed vehicles greater than the first level of braking force. The enhanced braking mode strategy is used unless trailer capability information reported by one or more the trailers fails to match against expected trailer capability information.
B60T 7/20 - Brake-action initiating means for initiation not subject to will of driver or passenger specially adapted for trailers, e.g. in case of uncoupling of trailer
B60T 8/17 - Using electrical or electronic regulation means to control braking
G08G 1/00 - Traffic control systems for road vehicles
A system for transferring torque with zero lash from a driver to a driven object is provided. The system includes a shaft disposed about a rotational axis and a hub defining a bore that receives the shaft. The shaft and hub are each configured for coupling to one of the driver and driven object. The shaft defines a flat on a radially outer surface and the hub defines a flat on a radially inner surface opposing the flat in the shaft. In one embodiment, the shaft includes a threaded bore and the hub includes an aligned through bore. Rotation of a threaded fastener in the bores draws the flat into engagement. In another embodiment, the hub includes a threaded through bore. Rotation of a fastener extending through the bore and engaging the shaft diametrically opposite the flats urges the flats into engagement.
F16D 1/04 - Couplings for rigidly connecting two coaxial shafts or other movable machine elements for connecting two abutting shafts or the like with hub and longitudinal key
E05F 15/603 - Power-operated mechanisms for wings using electrical actuators using rotary electromotors
F16C 3/12 - Crankshafts assembled of several parts, e.g. by welding releasably connected
F16D 1/08 - Couplings for rigidly connecting two coaxial shafts or other movable machine elements for attachment of a member on a shaft or on a shaft-end with hub and longitudinal key
A system for transferring torque with zero lash from a driver to a driven object is provided. The system includes a shaft disposed about a rotational axis and a hub defining a bore that receives the shaft. The shaft and hub are each configured for coupling to one of the driver and driven object. The shaft defines a flat on a radially outer surface and the hub defines a flat on a radially inner surface opposing the flat in the shaft. In one embodiment, the shaft includes a threaded bore and the hub includes an aligned through bore. Rotation of a threaded fastener in the bores draws the flat into engagement. In another embodiment, the hub includes a threaded through bore. Rotation of a fastener extending through the bore and engaging the shaft diametrically opposite the flats urges the flats into engagement.
F16D 1/04 - Couplings for rigidly connecting two coaxial shafts or other movable machine elements for connecting two abutting shafts or the like with hub and longitudinal key
E05F 15/603 - Power-operated mechanisms for wings using electrical actuators using rotary electromotors
F16C 3/12 - Crankshafts assembled of several parts, e.g. by welding releasably connected
F16D 1/08 - Couplings for rigidly connecting two coaxial shafts or other movable machine elements for attachment of a member on a shaft or on a shaft-end with hub and longitudinal key
A system and method for controlling communications between members of a tractor-trailer along a power line extending between the members are provided. The system includes an input signal conditioning circuit including an amplifier and conditioning stage configured to convert an analog input signal from the power line to a digital input signal. The system further includes a controller configured to receive the digital input signal, identify a communication protocol for the analog input signal from among a plurality of communication protocols responsive to the digital input signal and decode the digital input signal using the communication protocol. The controller may also identify a communication protocol for an output signal on the power line from among the plurality of communication protocols and encode a digital communication using the communication protocol.
H04B 3/54 - Systems for transmission via power distribution lines
B60R 16/023 - Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric for transmission of signals between vehicle parts or subsystems
72.
VEHICLE PLATOONING WITH A HYBRID ELECTRIC VEHICLE SYSTEM
A system and method are provided for controlling the operation of a vehicle equipped with a hybrid electric front end motor-generator system during vehicle platooning. The motor-generator is operated to generate vehicle acceleration and deceleration by outputting torque to an engine crankshaft to accelerate the vehicle or generating a regenerative braking load via the crankshaft on the vehicle, in place of the vehicle's internal combustion engine and braking systems, when the required vehicle accelerations and/or decelerations needed to maintain the desired vehicle separation distance are small and within the torque output or torque load capacity of the motor-generator. If the required vehicle acceleration or deceleration is greater than the motor-generator's' available capacity, the motor-generator may be operated to provide a portion of the required acceleration or deceleration, as a supplement to the acceleration provided by the engine or the deceleration provided by the braking system.
B60K 6/22 - Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
A solenoid valve (100) with an integrated check valve functionality is provided. The solenoid valve (100) comprises first, second, and third ports (101, 102, 103). The solenoid valve (100) further comprises an armature (140) movable between a first position in which fluid flow from the second port (102) to the third port (103) is blocked and fluid flow from the first port (101) to the third port (103) is unblocked and a second position in which fluid flow from the second port (102) to the third port (103) is unblocked and fluid flow from the first port (101) to the third port (103) is blocked until fluid pressure at the first port (101) exceeds fluid pressure at the third port (103) by a predetermined amount of fluid pressure to thereby provide the check valve functionality. The check valve functionality is integral to the armature (140). The solenoid valve (100) also comprises an energizeable solenoid (150) for, when energized, moving the armature (140) from the first position to the second position.
B60T 8/36 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
F16K 31/06 - Operating means; Releasing devices magnetic using a magnet
74.
HYBRID COMMERCIAL VEHICLE THERMAL MANAGEMENT USING DYNAMIC HEAT GENERATOR
A system and method are provided for hybrid electric internal combustion engine applications in which a motor-generator, a narrow switchable coupling and a torque transfer unit therebetween are arranged and positioned in the constrained environment at the front of an engine in applications such as commercial vehicles, off-road vehicles and stationary engine installations. The motor-generator is preferably positioned laterally offset from the switchable coupling, which is co-axially-arranged with the front end of the engine crankshaft. The switchable coupling is an integated unit in which a crankshaft vibration damper, an engine accessory drive pulley and a disengageable clutch overlap such that the axial depth of the clutch-pulley-damper unit is nearly the same as a conventional belt drive pulley and engine damper. The front end motor-generator system includes an electrical energy store that receives electrical energy generated by the motor-generator when the coupling is engaged. When the coupling is disengaged, the motor-generator may drive the pulley portion of the clutch-pulley-damper to drive the engine accessories using energy returned from the energy store, independent of the engine crankshaft.
A disc brake caliper includes actuator (80) and reaction (82) portions and a bridge portion (84). The actuator portion houses a piston (76) and a lever (78) and defines a mounting flange for a brake actuator. Movement of the lever by the brake actuator causes the piston and the reaction portion to urge brake pads (34, 36) against opposite sides of a rotor (16). The mounting flange defines a pushrod bore (88) and a fastener bore (90) that are configured to receive a pushrod of the actuator and a shank of a fastener extending from the actuator, respectively. The fastener bore has a diameter that varies along at least a portion of a length of the bore beginning from a first end of the bore proximate the actuator and tapering moving towards a second end of the bore distant from the actuator.
F16D 65/18 - Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake adapted for drawing members together
F16D 55/225 - Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members the braking members being brake pads
A valve system includes an isolation check valve delivering pneumatic fluid as a supply pressure, a double-check valve adapted to deliver a braking demand control signal of the pneumatic fluid based on a higher of a first braking demand in a first pneumatic braking circuit and a second braking demand in a second pneumatic braking circuit, and a control module. The control module is adapted to receive the supply pressure as a control module supply pressure of the pneumatic fluid, receive a control module control pressure of the pneumatic fluid based on the braking demand control signal, and deliver a control module delivery pressure of the pneumatic fluid based on the control module supply pressure and the control module control pressure. A park control module selectively transmits the pneumatic fluid at the supply pressure based on a park brake control signal.
B60T 13/66 - Electrical control in fluid-pressure brake systems
B60T 7/04 - Brake-action initiating means for personal initiation foot-actuated
B60T 8/17 - Using electrical or electronic regulation means to control braking
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
A valve system includes an isolation check valve delivering pneumatic fluid as a supply pressure, a double-check valve adapted to deliver a braking demand control signal of the pneumatic fluid based on a higher of a first braking demand in a first pneumatic braking circuit and a second braking demand in a second pneumatic braking circuit, and a control module. The control module is adapted to receive the supply pressure as a control module supply pressure of the pneumatic fluid, receive a control module control pressure of the pneumatic fluid based on the braking demand control signal, and deliver a control module delivery pressure of the pneumatic fluid based on the control module supply pressure and the control module control pressure. A tractor protection module delivers the pneumatic fluid at the control module delivery pressure based on a trailer park brake pressure of the pneumatic fluid.
B60T 7/20 - Brake-action initiating means for initiation not subject to will of driver or passenger specially adapted for trailers, e.g. in case of uncoupling of trailer
A vehicle braking system (12) for a vehicle combination (10;14,16) includes a first brake axle (201) including a first actuatable brake (221,1), a second brake axle (202) including a second actuatable brake (222,1), a third brake axle (203) including a third actuatable brake (223,1), a first valve (261) controlling actuation of the first actuatable brake (221,1) and actuation of the second actuatable brake (222,1), and a second valve (262) controlling actuation of the second actuatable brake (222,1) and actuation of the third actuatable brake (223,1). Two more braking systems with similar features are claimed using different wording. Further a method for braking a vehicle combination (10;14,16) is claimed which includes controlling a first group (241) of actuatable brakes (221,222) on a first brake axle (201) and a second brake axle (202), controlling a second group (242) of actuatable brakes (222,223) on the second brake axle (202) and a third brake axle (203), and if one of the actuatable brakes ( e.g. 221) fails to be controlled, continuing to control the respective actuatable brakes (e.g. 222,223) on two of the other brake axles (e.g. 202,203).
B60T 8/34 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
B60T 17/22 - Devices for monitoring or checking brake systems; Signal devices
A brake pad for a disc brake with decreased wear characteristics is provided. The brake pad is configured with the distribution of brake pad friction material weighted toward the radially outer region of the brake pad, with the lateral sides of the pad material being generally aligned with radial lines originating at the rotation axis of the brake disc of the disc brake. The brake pad friction material distribution results in decreased brake application pressure between the brake pad and the brake disc while obtaining the same braking force provided by a comparable generally rectangular brake pad, resulting in lower brake pad wear at the same braking force levels.
F16D 55/225 - Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members the braking members being brake pads
A front-end motor-generator (FEMG) system for hybrid electric internal combustion engine applications includes a motor-generator, a switchable coupling and a torque transfer unit arranged in a constrained environment at the front of a vehicle engine. The motor¬ generator is positioned laterally offset from the switchable coupling, which is co-axially-arranged with the front end of the engine crankshaft. The switchable coupling is an integrated unit in which a crankshaft vibration damper, an engine accessory drive pulley and a disengageable clutch overlap such that the axial depth of the clutch-pulley-damper unit closely resembles a conventional belt drive pulley and engine damper. The FEMG system includes an electrical energy store that receives electrical energy generated by the motor¬ generator when the coupling is engaged. When disengaged, the motor-generator may drive the pulley portion of the clutch-pulley-damper to drive die engine accessories using energy returned from the energy store, independent of the engine crankshaft.
B60L 50/15 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
B60L 50/16 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
B60L 58/12 - Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
B60L 15/20 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performance; Adaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
81.
FRONT END MOTOR-GENERATOR SYSTEM AND HYBRID ELECTRIC VEHICLE OPERATING METHOD
A system and method are provided for hybrid electric internal combustion engine applications in which a motor-generator, a narrow switchable coupling and a torque transfer unit therebetween are arranged and positioned in the constrained environment at the front of an engine in applications such as commercial vehicles, off-road vehicles and stationary engine installations. The motor-generator is preferably positioned laterally offset from the switchable coupling, which is co-axially-arranged with the front end of the engine crankshaft. The switchable coupling is an integrated unit in which a crankshaft vibration damper, an engine accessory drive pulley and a disengageable clutch overlap such that the axial depth of the clutch-pulley-damper unit is nearly the same as a conventional belt drive pulley and engine damper.
B60W 10/30 - Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
B60W 20/40 - Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
F02B 67/04 - Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus
F16H 37/06 - Combinations of mechanical gearings, not provided for in groups comprising essentially only toothed or friction gearings with arrangements for dividing torque between two or more intermediate shafts
82.
DRIVER BREAK PREPARATION SYSTEM FOR A HYBRID VEHICLE
A hybrid electric vehicle control system and process initiates active charging and power rationing control strategies in accordance with determining that a predicted state of charge of an electrical energy storage unit during an anticipated period of non-driving will be below an anticipated energy consumption during the anticipated period of non-driving. The determination is made, and the active charging and rationing are initiated, in advance of the period of non-driving in order to ensure that a state of charge of the electrical energy storage unit is sufficient to supply the anticipated energy consumption during the period of non-driving.
B60W 10/08 - Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
B60W 20/11 - Controlling the power contribution of each of the prime movers to meet required power demand using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance
B60W 20/13 - Controlling the power contribution of each of the prime movers to meet required power demand in order to prevent overcharging or battery depletion
B60W 20/14 - Controlling the power contribution of each of the prime movers to meet required power demand in order to prevent overcharging or battery depletion in conjunction with braking regeneration
B60W 20/15 - Control strategies specially adapted for achieving a particular effect
B60W 10/26 - Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
B60W 10/30 - Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
83.
FRONT END MOTOR-GENERATOR SYSTEM AND HYBRID ELECTRIC VEHICLE OPERATING METHOD
A system and method are provided for hybrid electric internal combustion engine applications in which a motor-generator, a narrow switchable coupling and a torque transfer unit therebetween are arranged and positioned in the constrained environment at the front of an engine in applications such as commercial vehicles, off-road vehicles and stationary engine installations. The motor-generator is preferably positioned laterally offset from the switchable coupling, which is co-axially-arranged with the front end of the engine crankshaft. The switchable coupling is an integrated unit in which a crankshaft vibration damper, an engine accessory drive pulley and a disengageable clutch overlap such that the axial depth of the clutch-pulley-damper unit is nearly the same as a conventional belt drive pulley and engine damper. The front end motor-generator system includes an electrical energy store that receives electrical energy generated by the motor-generator when the coupling is engaged. When the coupling is disengaged, the motor-generator may drive the pulley portion of the clutch-pulley-damper to drive the engine accessories using energy returned from the energy store, independent of the engine crankshaft.
B60K 6/22 - Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
B60K 6/26 - Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
B60K 6/36 - Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
B60K 6/387 - Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
B60K 6/40 - Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
B60W 10/08 - Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
F02N 15/02 - Gearing between starting-engines and started engines; Engagement or disengagement thereof
84.
FRONT END MOTOR-GENERATOR SYSTEM AND HYBRID ELECTRIC VEHICLE OPERATING METHOD
A system and method are provided for hybrid electric internal combustion engine applications in which a motor-generator, a narrow switchable coupling and a torque transfer unit therebetween are arranged and positioned in the constrained environment at the front of an engine in applications such as commercial vehicles, off-road vehicles and stationary engine installations. The motor-generator is preferably positioned laterally offset from the switchable coupling, which is co-axially-arranged with the front end of the engine crankshaft. The switchable coupling is an integrated unit in which a crankshaft vibration damper, an engine accessory drive pulley and a disengageable clutch overlap such that the axial depth of the clutch-pulley-damper unit is nearly the same as a conventional belt drive pulley and engine damper. The front end motor-generator system includes an electrical energy store that receives electrical energy generated by the motor-generator when the coupling is engaged. When the coupling is disengaged, the motor-generator may drive the pulley portion of the clutch-pulley-damper to drive the engine accessories using energy returned from the energy store, independent of the engine crankshaft.
B60K 6/22 - Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
B60K 6/20 - Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
B60K 6/26 - Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
A system and method are provided for hybrid electric internal combustion engine applications in which a motor-generator, a narrow switchable coupling and a torque transfer unit therebetween are arranged and positioned in the constrained environment at the front of an engine in applications such as commercial vehicles, off-road vehicles and stationary engine installations. The motor-generator is preferably positioned laterally offset from the switchable coupling, which is co-axially-arranged with the front end of the engine crankshaft. The switchable coupling is an integrated unit in which a crankshaft vibration damper, an engine accessory drive pulley and a disengageable clutch overlap such that the axial depth of the clutch-pulley-damper unit is nearly the same as a conventional belt drive pulley and engine damper. The front end motor-generator system includes an electrical energy store that receives electrical energy generated by the motor-generator when the coupling is engaged. When the coupling is disengaged, the motor-generator may drive the pulley portion of the clutch-pulley-damper to drive the engine accessories using energy returned from the energy store, independent of the engine crankshaft.
B60K 6/42 - Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
B60K 6/00 - Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
B60L 15/00 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performance; Adaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train
86.
FRONT END MOTOR-GENERATOR SYSTEM AND HYBRID ELECTRIC VEHICLE OPERATING METHOD
A system and method are provided for hybrid electric internal combustion engine applications in which a motor-generator, a narrow switchable coupling and a torque transfer unit therebetween are arranged and positioned in the constrained environment at the front of an engine in applications such as commercial vehicles, off-road vehicles and stationary engine installations. The motor-generator is preferably positioned laterally offset from the switchable coupling, which is co-axially-arranged with the front end of the engine crankshaft. The switchable coupling is an integrated unit in which a crankshaft vibration damper, an engine accessory drive pulley and a disengageable clutch overlap such that the axial depth of the clutch-pulley-damper unit is nearly the same as a conventional belt drive pulley and engine damper. The front end motor-generator system includes an electrical energy store that receives electrical energy generated by the motor-generator when the coupling is engaged. When the coupling is disengaged, the motor-generator may drive the pulley portion of the clutch-pulley-damper to drive the engine accessories using energy returned from the energy store, independent of the engine crankshaft.
B60W 10/30 - Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
B60K 6/22 - Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
B60K 6/26 - Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
B60K 6/42 - Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
B60W 10/04 - Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
B60W 10/06 - Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
87.
FRONT END MOTOR-GENERATOR SYSTEM AND HYBRID ELECTRIC VEHICLE OPERATING METHOD
A system and method are provided for hybrid electric internal combustion engine applications in which a motor-generator, a narrow switchable coupling and a torque transfer unit therebetween are arranged and positioned in the constrained environment at the front of an engine in applications such as commercial vehicles, off-road vehicles and stationary engine installations. The motor-generator is preferably positioned laterally offset from the switchable coupling, which is co-axially-arranged with the front end of the engine crankshaft. The switchable coupling is an integrated unit in which a crankshaft vibration damper, an engine accessory drive pulley and a disengageable clutch overlap such that the axial depth of the clutch-pulley-damper unit is nearly the same as a conventional belt drive pulley and engine damper. The front end motor-generator system includes an electrical energy store that receives electrical energy generated by the motor-generator when the coupling is engaged. When the coupling is disengaged, the motor-generator may drive the pulley portion of the clutch-pulley-damper to drive the engine accessories using energy returned from the energy store, independent of the engine crankshaft.
A device for controlling a directional motion indicator includes a motion detector transmitting a directional motion signal based on a movement and a direction of the movement of the motion detector. A controller includes a controller input port receiving the directional motion signal. The controller determines a backward movement of the motion detector based on the directional motion signal. The controller transmits a motion indicator signal, via a controller output port, based on the determined backward movement of the motion detector.
B60Q 1/26 - Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic
G01P 13/02 - Indicating direction only, e.g. by weather vane
A controller (24) for an adaptive braking system on a host vehicle identifies a first target (42) in a lane of travel of the host vehicle; monitors for an active braking intervention request; monitors for other targets (44) in adjacent lanes of travel to the host vehicle (40); and transmits a first braking signal at the output to control a braking action at a first braking level in response to receiving the active braking intervention request and identifying no other targets in adjacent lanes of travel to the host vehicle. If the controller identifies a second target in an adjacent lane of travel, then receives a travel signal indicative of change in the direction of travel of the host vehicle toward the second target; it will transmit a second braking signal to control the braking action at a second braking level. The second level of braking is different than the first level of braking.
A valve includes at least one of an electrical port adapted to receive an electronic control signal and a pneumatic control port adapted to receive a pneumatic control signal. The valve also includes a pneumatic delivery port. The pneumatic delivery port is adapted to transmit a pneumatic fluid, based on the at least one of the received electronic control signal and the received pneumatic control signal, from a second independent source to control i) a second associated service brake and ii) delivery of the pneumatic fluid from a first independent source to control a first associated service brake.
B60T 13/66 - Electrical control in fluid-pressure brake systems
B60T 8/26 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
B60T 8/32 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
B60T 13/68 - Electrical control in fluid-pressure brake systems by electrically-controlled valves
91.
BIASED PLUNGER ARRANGEMENT FOR A BRAKE PAD RETENTION SYSTEM
A system is provided for suppressing undesired brake pad motion during brake application, and for installing and removing brake pads utilizing the inventive arrangements. The brake pads and a carrier mount having complementary surface features that retain the brake pad when the brake pad is in its installed position, and a brake pad biasing structure that biases the brake pad in the radially outward direction to bias the contact faces of the mount horn and the brake pad against one another to suppress brake pad kick and vibration and related wear and component fatigue. The radially-outward biasing force may be applied by a spring-loaded plunger located within a bore of a mount horn of the brake pad carrier against a radially-inner surface of a portion of the brake pad extending laterally over the mount horn.
A valve module is provided for enabling a vehicle to control an autonomous event of the vehicle. The valve module comprises a relay valve, a first solenoid valve, and a second solenoidvalve. A first control pressure can be delivered through the first solenoid valve and applied to a control port of the relay valve. In one embodiment, a second control pressure can be delivered through the second solenoid valve and combined with the first control pressure. The combined first and second control pressures are applied to the control port of the relay valve. In another embodiment, a second control pressure can be delivered through the second solenoid valve only when no first control pressure is delivered through the first solenoid valve.
An internally ventilated brake disc with a disc coning reducing arrangement is provided in which temperature differences between inboard and outboard sides of the brake disc are minimized in order to reduce coning-causing differential thermal expansion. Between a radially inner region of a brake disc that includes brake disc-to-axle hub mounting features and a radially outer region the mass of the inboard side of the brake disc is distributed in a manner that reduces the amount of differential thermal expansion occurring during brake application between the inboard and outboard sides of the brake disc, thereby minimizing thermally-induced coning effects. The inboard side disc plate portion may having an increasing axial thickness in the direction from the radially outer region to the radially inner region, providing additional material mass to receive and dissipate heat energy received during a braking event.
F16D 55/225 - Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members the braking members being brake pads
F16D 65/847 - Features relating to cooling for disc brakes with open cooling system, e.g. cooled by air
94.
SYSTEM AND METHOD FOR PROVIDING A SPEED WARNING AND SPEED CONTROL
A controller is adapted to receive signals indicative of an image including a representation of a posted speed limit for a current section of a road on which an associated vehicle is traveling. The controller evaluates die image to: identify the posted speed limit, and dynamically determines i f the posted speed limit is above a predetermined threshold speed limit. Only if the posted speed limit is above the predetermined' threshold speed limit, the controller sets the identified posted speed limit as a warning threshold. If a speed of the associated vehicle is more than a predetermined range over the warning threshold, the controller transmits a waning signal to a notifier for notifying an operator of the associated vehicle and controls a speed of the vehicle based on the posted speed limit..
A camera module including a housing having an interior compartment and a lens bore extending from the interior compartment to an exterior of the housing, and a support member having a lens mount portion supporting a lens and an imager mount portion supporting an imager assembly. The support member is supported by the housing with at least a portion of the lens mount portion received in the lens bore, and the imager mount portion abuttingly engaged with a shoulder of the housing.
A controller for a parking brake system for a commercial vehicle is disclosed. The controller receives a signal indicative of a request to park a tractor, a signal indicative of a request to supply air to a trailer and a signal indicative of a vehicle operating condition. The controller transmits a control signal to a tractor parking brake device and a trailer air supply device in order to park the tractor and maintain the air supply to the trailer to suspend the parking of the trailer in response to the signals.
B60T 7/20 - Brake-action initiating means for initiation not subject to will of driver or passenger specially adapted for trailers, e.g. in case of uncoupling of trailer
B60T 7/02 - Brake-action initiating means for personal initiation
B60T 13/66 - Electrical control in fluid-pressure brake systems
97.
CONTROLLER AND METHOD FOR MONITORING TRAILER BRAKE APPLICATIONS
Various embodiments of a tractor controller for monitoring trailer brake applications is disclosed. The control logic of the tractor control is capable of receiving a signal indicative of a trailer brake application; receiving a signal indicative of a foot brake application; totaling a number of signals indicative of a trailer brake application for a predetermined time period; and totaling a number of signals indicative of a foot brake application for the predetermined time period. The control logic then compares the total number of signals indicative of a trailer brake application with the total number of signals indicative of a foot brake application. The control logic records a flag in response to the total number of signals indicative of a trailer brake application being greater than the total number of signals indicative of a foot brake application.
An imaging system, method, and computer readable medium filling in blind spot regions in images of peripheral areas of a vehicle. Intrinsic or extrinsic blind spot data is used together with vehicle movement data including vehicle speed and steering angle information to determine one or more portions of a series of images of the peripheral areas that include or will include one or more blind spot obstructions in the images. Portions of the images predicted to be obstructed at a future time, portions of overlapping images obtained concurrently from plural sources, or both, are obtained and used as an image patch. A blind spot region restoration unit operates to stitch together a restored image without the blind spot obstruction by merging one or more image patches into portions of the images that include the one or more blind spot obstructions.
A brake pad for a disc brake with decreased wear characteristics is provided. The brake pad is configured with the distribution of brake pad friction material weighted toward the radially outer region of the brake pad, with the lateral sides of the pad material being generally aligned with radial lines originating at the rotation axis of the brake disc of the disc brake. The brake pad friction material distribution results in decreased brake application pressure between the brake pad and the brake disc while obtaining the same braking force provided by a comparable generally rectangular brake pad, resulting in lower brake pad wear at the same braking force levels.
F16D 65/092 - Bands, shoes or pads; Pivots or supporting members therefor for axially-engaging brakes, e.g. disc brakes
F16D 55/228 - Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a separate actuating member for each side
A spring-type brake actuator for a vehicle brake such as a pneumatically-actuated brake is provided, in which the actuator's operating rod is pulled toward the actuator to apply the brake. The actuator's parking brake release piston is located closer to the brake than the service brake piston, and the parking brake power spring is positioned between the mounting end of the actuator and the parking brake piston such that when parking brake release pressure is removed from the parking brake release chamber the parking brake piston biases the operating rod in the brake application direction, drawing the operating rod further into the actuator. The operating rod may penetrate the parking brake piston and an intermediate flange between the parking brake piston and the service brake piston, and be connected to the service brake piston such that the service brake piston may control brake application.
patents
