A vehicle includes a powertrain system and a friction braking system communicating tractive torque with a driveline, the powertrain system including a torque machine, and an energy storage device connected to the torque machine, said torque machine communicating tractive torque with the driveline. A method for controlling regenerative braking and friction braking includes monitoring a vehicle operating point, determining a braking torque request, determining a regenerative braking motor torque ratio based upon the vehicle operating point wherein the regenerative braking motor torque ratio is non-linearly dependent on the vehicle operating point, and actuating the friction brake based upon the regenerative braking motor torque ratio and the braking torque request.

Method for controlling regenerative braking and friction braking

This invention relates to a braking control system for an electric automobile that runs by driving wheels with an electric motor. The braking control system controls braking of a vehicle through regenerative braking by the motor. Upon application of brakes, the braking control system can make combined use of mechanical braking by a mechanical brake system (11) and regenerative braking by a drive motor (2). The braking control system is designed to control regenerative braking of the motor (2) by a regenerative braking control device (12) so that greater braking force is produced when a failure in the mechanical brake system (11) is detected by a failure detection device (22) than when the mechanical brake system (11) is detected to be normal. This has made it possible to stop the vehicle surely by appropriately using regenerative braking in the event of a failure in the mechanical brake system while also making it possible to avoid or reduce an energy loss, which is caused by regenerative braking, when the mechanical brake system is normal.

Braking control system for electric automobile

The present invention refers to heteroarylpiperidines, heteroarylpiperazines and heteroarylpyrrolidines that are useful as antipsychotic and analgesic agents, and have general formula (I) (see formula I) wherein X is oxygen, sulfur or amine, Y is hydrogen, alkyl, alkoxy, hydroxyl trifluoromethyl, nitro, amino, or halogen group, and Q1 is a substituted piperidine, piperazine, or pyrrolidine. The compounds are especially useful for treating psychoses by administering to an animal a psychoses-treating effective amount of one of the compounds. The compounds are also useful as analgesics by administering a pain-relieving effective amount of one of the compounds to an animal.

Heteroarylpiperidines, pyrrolidines and piperazines and their use as antipsychotics and analgetics

A regenerative and friction brake blend control method for use in a vehicle with at least one positionable hydraulic brake actuator for achieving friction braking and an electric propulsion motor with regenerative braking capability wherein an amount of regenerative braking achieved is indicated by a signal, wherein the method comprises the steps of determining a hydraulic actuator position command indicating a desired vehicle braking, determining responsive the hydraulic actuator position command a regenerative braking command, commanding the electric propulsion motor to regeneratively brake the vehicle responsive to the regenerative braking command, receiving the signal indicative of regenerative braking achieved, converting the signal indicative of regenerative braking achieved to an actuator position reduction signal, subtracting the actuator position reduction signal from the hydraulic actuator position command to determine a difference command, and commanding the hydraulic actuator according to the difference command, wherein the hydraulic actuator and the regenerative braking together achieve the desired vehicle braking.

Regenerative and friction brake blend control

A brake control apparatus for a vehicle employs a pressure-amplifying device (10) which reduces a quantity of brake fluid generating a first brake-fluid pressure in a first conduit (A1) connected to a master cylinder (3), and increases second brake-fluid pressure in a second conduit (A2), applied to a wheel cylinder (4,5) simultaneously with the reduction in brake-fluid quantity in the first conduit (A1). As a result, increase in the first brake-fluid pressure is suppressed even when a driver depress a brake pedal (1) and load to generate the first brake-fluid pressure is alleviated. Additionally, the pressure-amplifying device (10) applies the increased second brake-fluid pressure to the wheel cylinder (4,5). Therefore, it is possible to ensure sufficient braking force.

Brake control apparatus for a vehicle

A vehicle powered by an electric motor which may be operated as a generator to effect regenerative braking of certain vehicle wheels in combination with individual friction brakes associated with other wheels. A commanded vehicle deceleration is apportioned among the wheels by determining the maximum regenerative braking deceleration achievable by drive wheels, and braking the vehicle occurs solely by regenerative braking so long as the commanded deceleration is less than the determined maximum deceleration. When a commanded deceleration exceeds the determined maximum, the regenerative braking is supplemented with friction braking of the other wheels while the maximum regenerative braking is maintained. The maximum regenerative braking of the certain wheels may be supplemented with additional friction braking of those same certain wheels, but this occurs only if the combined deceleration of the regenerative braking of the certain wheels and the friction braking of the other wheels is inadequate to achieve the commanded deceleration.

Maximized regenerative braking vehicle braking controller

A fluid control valve (10) comprising: a fluid carrying core (12) and separatable magnetic field generating portion (14). The fluid carrying core (12) comprises: a magnetic armature (30) movable through a working gap (32) within a thin walled tube (34). The armature includes a first plurality of grooves (100) to permit fluid flow thereacross. The tube is joined to a magnetic first member (50) in a manner to form a leak-free seal (56) generally at one end of the tube. A second member (80) partially seals the other end of the tube and includes second flow means, a second plurality of axial grooves (84) for receiving fluid carried to the valve (10) and for communicating same with the armature (30). Various passages are provided to carry fluid to and from the valve. The position and number of passages permit the valve to be used as a two-way valve or as a three-way valve passage means (88; 64) for transporting fluid away from the valve (10).

General purpose fluid control valve

An electro-hydraulic brake system (30) comprising: a master cylinder (32); a pump (34) the output being communicated to a pressure regulating valve (50), a motor (36) for rotating the pump; an isolation valve (42) for selectively connecting one of the master cylinder and pump to a brake cylinder(s) (44) and a signal generator (40) to activate the pump. The pressure regulating valve connected between the master cylinder and pump to regulate pump output pressure at a determinable level in proportion to the pressure generated by the master cylinder and for providing a path to drain the brake cylinder(s) to a reservoir during intervals of decreasing master cylinder pressure. The system may also include an excess flow valve(s) (90) to prevent the reservoir from being drained by the pump in the event of a malfunction in the system. Various embodiments of the regulating valve are described which add additional failure mode protection.

Electro-hydraulic brake system

Vehicle antilock braking systems having an operator controlled master cylinder (11) and a second source (55, 57) of pressurized hydraulic fluid for selectively supplying rebuild pressure after an antilock event are disclosed. The system is selectively operable in one of three braking modes, a normal braking mode (119) where braking force is proportional to an operator brake pedal pressure, an enhanced anti-skid braking mode (69) where braking force may be maintained at a maximum nonskid level, and a conventional anti-skid braking mode (71) where braking force follows a cyclic pattern of fluid pressure bleed and build. The system includes circuitry (17, 19, 35, 37, 93, 95) for determining the speed of each wheel and an arrangement (59) operable independently of any vehicle wheels for determining vehicle deceleration. This comparison normally invokes the enhanced anti-skid braking mode, wherein the system is continually searching for an optimum wheel speed reference (39) by determining (119) on which side of the peak of a mu-slip curve the vehicle is operating, for example, by calculating the sign of the slope of the mu-slip curve at the current vehicle operating point, and then incrementing (88) a prior wheel speed reference by a value (79) which changes the wheel speed reference toward the peak (75) of the mu-slip curve thereby calculating an updated wheel speed reference to control approximately the braking system. The enhanced anti-skid mode utilizes a pulse width modulated solenoid actuated two position valve (41, 43) operable in one position to provide a fluid flow path from the braking device, and in the other position to provide a fluid flow path from a second source to the braking device.

Variable duty cycle antilock braking system with accelerometer

A method of controlling the braking behaviour of various wheels of a vehicle during a normal braking mode of operation and during an antilock braking mode of operation, the method using a control unit which calculates various parameters over a known time increment (t-t1), the method including the steps of: obtaining a value of the actual rotational velocity of each wheel (W1, W2); generating a first signal indicative of braking effort P(in) or desired vehicle deceleration; generating a per wheel velocity command signal the slope or deceleration of which is proportional to the desired vehicle deceleration p(in) and a multiplicative scale factor (ABSGi+GI) for adjusting such deceleration during the normal braking mode and antilock braking mode, generating a per wheel error signal Ei as a difference between the wheel velocity command and actual rotational velocity of each wheel; operating upon the error signal Ei to generate a brake activity command signal Bi, regulating brake force in response to the brake activity command signal Bi.

Jack R. Phipps

Papers

Maximized regenerative braking vehicle braking controller

General purpose fluid control valve

Electro-hydraulic brake system

Variable duty cycle antilock braking system with accelerometer

Braking by deceleration control