Graphical user interface for a computer display

Each of target braking forces for front and rear wheels of a vehicle is calculated based on an amount of braking performed by a driver and a predetermined braking force distribution ratio between the front wheels and the rear wheels Each of the target regenerative braking forces for the front and rear wheels, respectively, is calculated based on a corresponding one of the target braking forces such that a maximum regeneration efficiency is obtained If the driver has performed an abrupt braking operation, if the driver has performed a braking operation when the vehicle runs at a high deceleration, or if the vehicle runs at a high lateral speed, it is quite likely that anti-skid control will be started afterwards Therefore, the target regenerative braking forces are gradually reduced, and target frictional braking forces are gradually increased If anti-skid control is started, the target regenerative braking forces are set as 0

Braking force control apparatus for a vehicle

A brake control apparatus is configured to suppress fluctuations in the deceleration when transferring from cooperative braking to regenerative braking or hydraulic braking The brake control apparatus calculates a braking torque command value feed forward component for reaching a target deceleration corresponding to the master cylinder pressure according to an ideal reference model The brake control apparatus also calculates the braking torque command value feedback component to find a base deceleration for feeding back the difference between the base deceleration and the vehicle deceleration The brake control apparatus then calculates the braking torque command value by adding the components together After apportioning the braking torque command value into hydraulic and regenerative braking torque command values, the brake control apparatus phase compensates the braking torque command values to match their braking response characteristic with a vehicle model having a slower response characteristic than the ideal reference model

Brake control apparatus

Power split drive (PSD) transmissions capable of energy recovery and suitable for use in automotive applications. Each PSD transmission includes a mechanical transmission system for mechanically transmitting mechanical power between a rotatable input shaft and a rotatable output shaft, and a hydraulic transmission system containing a fluid for hydraulically transmitting hydraulic power between the input shaft and the output shaft, and at least a third shaft operatively interconnected to one of the mechanical and hydraulic transmission systems. The hydraulic transmission system is operatively coupled by at least a first planetary gear train to the mechanical transmission system. According to the invention, the PSD further comprises means operatively associated with at least one of the mechanical and hydraulic transmission systems for storing and releasing energy within the PSD transmission, the energy storing and releasing means comprising a flywheel or an accumulator or a combination thereof.

Power split transmission with energy recovery

Requested brake torque and requested throttle torque are assigned opposite algebraic signs in both rollback and non-rollback states. In the non-rollback state, requested motor torque development includes a process step ( 206 ) in which requested brake torque and requested throttle torque are algebraically summed. In the rollback state, requested motor torque development includes a process step ( 218 ) in which requested throttle torque is substituted for the regeneration torque limit. In the rollback state, the difference between the requested throttle torque and the requested brake torque is compared with a zero vehicle speed regeneration torque limit ( 228 ) when the result of comparing the difference between requested throttle torque and the requested brake torque with the regeneration torque limit ( 222 ) discloses that the latter difference does not exceed the regeneration torque limit. The result is used to determine respective amounts of motor torque and friction brake torque ( 230, 232, 234, 236 ).

Torque control strategy for management of rollback in a wheeled vehicle whose powertrain includes a rotary electric machine

A vehicle braking system including a frictional braking device for applying a frictional braking torque to each of a plurality of wheels of the vehicle, a regenerative braking device including at least one electric motor for applying a regenerative braking torque to at least one drive wheel of the vehicle, and a total braking torque control device for controlling a total braking torque including one or both of the regenerative braking torque and the frictional braking torque which are applied to each of the wheels. When the total braking torque of at least one of the wheels has exceeded an upper limit corresponding to a friction coefficient of a road surface on which the motor vehicle is running, the total braking torque control device operates to zero the regenerative braking torque of each of the above-indicated at least one wheel and control the frictional braking torque of this wheel while reducing an influence of the zeroing of the regenerative braking torque.

Vehicle braking system having frictional and regenerative braking devices

An opening-closing device includes a driving source, an opening-closing mechanism for opening and closing an opening-closing member provided at a vehicle body by operation of the driving source, and a clutch positioned between the driving source and the opening-closing mechanism and sifting an energization state can transmit a driving force of the driving source to the opening-closing mechanism and a non-energization state can not transmit the drive force. The clutch includes a drive portion and a driven portion. The drive portion and the driven portion contact each other by a first load which can transmit the driving force from the driving source to the opening-closing mechanism when the clutch is the energization state. The drive portion and the driven portion contact each other by a second load which can not transmits the driving force from the driving source to opening-closing mechanism when the clutch is the non-energization state.

An opening-closing device for an opening-closing member of a vehicle

The system has a controller (46) for controlling the overall braking torque, which consists of at least the frictional or regenerative braking torque. The controller operates when the total torque reaches an upper road surface frictional coefficient limit so as to null the regenerative braking torque and reduce the frictional braking torque.

Motor vehicle braking system with frictional and regenerative brakes

PROBLEM TO BE SOLVED: To maintain an excellent brake operation feeling even at the time of selection from a regenerative braking to a hydraulic pressure braking in a braking control device using both the regenerative braking and the hydraulic pressure braking. SOLUTION: A reservoir 61 for boosting in which a specified amount of brake fluid is contained is connected between a hydraulic pressure limit selecting means RD having a differential pressure valve (relief valve 21) and a first switch valve 22 and wheel cylinders 51 and 52, Also a second switch valve 62 is provided in a hydraulic pressure path for connecting an area between the hydraulic pressure limit selecting means RD and the wheel cylinders 51 and 52 to the reservoir 61 for boosting. and the delivery side of a hydraulic pump 43 is connected to a hydraulic pressure line for connecting an area between the hydraulic pressure limit selecting means RD and wheel cylinders 51 and 52 to the second stop valve 62. Then a check valve 63 is provided in a hydraulic pressure line for connecting an area between the reservoir 61 for boosting and the second switch valve 62 to the suction side of the hydraulic pressure pump 43.

Braking control device for motor-driven vehicle

PROBLEM TO BE SOLVED: To surely separate two systems comprising a hydrodynamic system and a hydrostatic system from each other and to provide an appropriate simulator function. SOLUTION: The first pressure chamber 74 and the second pressure chamber 75 on both sides of a piston 71 in a sub cylinder 70 are individually connected to a solenoid switching valve 61, which is arranged in parallel to a fluid pressure limiting switching device 20 arranged between a master cylinder 2 and wheel cylinders 51, 52, and to a solenoid switching valve 62 arranged between a regulator 3 and a reservoir 4. When regenerative braking based on an electric motor 11 is carried out, the solenoid switching valves 61, 62 are switched so that the first pressure chamber 74 is connected to the master cylinder 2 and the second pressure chamber 71 is connected to the low pressure reservoir 4. When regenerative braking based on the electric motor 11 is stopped, or when regenerative braking power is reduced, the solenoid switching valves 61, 62 are switched so that the first pressure chamber 74 is connected to the wheel cylinders 51, 52 and the second pressure chamber 75 is connected to the regulator 3.

Toshiyuki Sakai

Papers

Vehicle braking system having frictional and regenerative braking devices

An opening-closing device for an opening-closing member of a vehicle

Motor vehicle braking system with frictional and regenerative brakes

Braking control device for motor-driven vehicle

Brake controller for electric motor vehicle