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Showing papers on "Dynamic braking published in 1993"


Patent
07 Dec 1993
TL;DR: In this article, a vehicle powered by an electric motor can be operated as a generator to effect regenerative braking of certain vehicle wheels in combination with individual friction braking associated with other wheels.
Abstract: 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.

90 citations


Patent
07 Jan 1993
TL;DR: In this paper, an antiskid braking and traction control system for an electric or hybrid vehicle having a regenerative braking system operatively connected to an electric traction motor, and a separate hydraulic braking system includes one or more sensors for monitoring present vehicle parameters and a processor, responsive to the sensors, for calculating vehicle parameters defining the vehicle behavior not directly measurable by the sensors and determining if regenerative anti-skid braking control, requiring hydrualic braking control or requiring traction control are required.
Abstract: An antiskid braking and traction control system for an electric or hybrid vehicle having a regenerative braking system operatively connected to an electric traction motor, and a separate hydraulic braking system includes one or more sensors for monitoring present vehicle parameters and a processor, responsive to the sensors, for calculating vehicle parameters defining the vehicle behavior not directly measurable by the sensors and determining if regenerative antiskid braking control, requiring hydrualic braking control, or requiring traction control are required. The processor then employs a control strategy based on the determined vehicle state and provides command signals to a motor controller to control the operation of the electric traction motor and to a brake controller to control fluid pressure applied at each vehicle wheel to provide the appropriate regenerative antiskid braking control, hydraulic braking control, and traction control.

76 citations


Patent
Yasushi Aoki1, Takeshi Ohba1, Iwao Nakamura1, Ikuo Nonaga1, Yukihisa Ishii1 
15 Nov 1993
TL;DR: In this paper, a differential pressure regulating valve is interposed between a master cylinder for generating a hydraulic braking pressure by operation of a brake operating element and a brake cylinder for a driven wheel.
Abstract: In an electric vehicle capable of regenerative braking of wheels, a differential pressure regulating valve is interposed between a master cylinder for generating a hydraulic braking pressure by operation of a brake operating element and a brake cylinder for a driven wheel In a first region in which an input hydraulic pressure into the differential pressure regulating valve is equal to or less than a predetermined value, an output hydraulic pressure from the differential pressure regulating valve is maintained at zero, and in a second region in which the input hydraulic pressure exceeds the predetermined value, the output hydraulic pressure is lower than the input hydraulic pressure by the predetermined value Further, in the first region, a regenerative braking force is determined in proportion to a quantity of operation of the brake operating element, and in the second region, the regenerative braking force is maintained at a constant value irrespective of the quantity of operation of the brake operating element Thus, the regenerative braking force is preferentially generated at the start of braking, and after the regenerative braking force reaches a limit, a deficiency of braking force can be made up by the hydraulic braking force Moreover, a sum total of the hydraulic braking force and the regenerative braking force can be proportioned to the quantity of operation of the brake operating element

57 citations


Patent
07 Jan 1993
TL;DR: In this article, a regenerative antiskid braking and traction control system using fuzzy logic is proposed for an electric or hybrid vehicle having regenerative braking system operatively connected to an electric traction motor and a separate hydraulic braking system.
Abstract: An regenerative antiskid braking and traction control system using fuzzy logic for an electric or hybrid vehicle having a regenerative braking system operatively connected to an electric traction motor, and a separate hydraulic braking system includes sensors for monitoring present vehicle parameters and a processor, responsive to the sensors, for calculating vehicle parameters defining the vehicle behavior not directly measurable by the sensor and determining if regenerative antiskid braking control, requiring hydraulic braking control, and requiring traction control are required The processor then employs fuzzy logic based on the determined vehicle state and provides command signals to a motor controller to control operation of the electric traction motor and to the brake controller to control fluid pressure applied at each vehicle wheel to provide the appropriate regenerative braking control, hydraulic braking control, and traction control

48 citations


Patent
Yutaka Ohnuma1
10 Dec 1993
TL;DR: In this article, an antilock braking control apparatus includes a regenerative braking part operatively connected with one or more traction motors of an electric vehicle for braking a plurality of wheels of the vehicle by using regenerative brake torque, a second braking part associated with the wheels for braking the wheels by using brake fluid pressure, and a braking control part for changing a braking force produced by the other braking part on the wheels to equal zero after the former braking part has started.
Abstract: An antilock braking control apparatus includes a regenerative braking part operatively connected with one or more traction motors of an electric vehicle for braking a plurality of wheels of the vehicle by using regenerative braking torque, a second braking part operatively connected with the wheels of the vehicle for braking the wheels by using brake fluid pressure, an antilock brake system part for performing an antilock brake system control process to control a braking force produced by either the regenerative braking part or the second braking part on the wheels to avoid slipping of the braked wheels, and a braking control part for changing a braking force produced by the other braking part on the wheels to equal zero after the antilock brake system part has started performing an antilock brake system control process relating to the former braking part.

44 citations


Patent
Kenji Akuzawa1, Hiromi Inagaki1, Yoshimichi Kawamoto1, Wataru Saito1, Kazuya Sakurai1 
29 Jun 1993
TL;DR: In this paper, the longitudinal forces of the whole vehicle are computed by the processor control and divided among the separate wheels w.r.t their comparative loadings, and the latter is determined when stationary and is corrected w. r.t the dynamics of the vehicle.
Abstract: The longitudinal force operating on the whole vehicle is computed by the processor control and divided among the separate wheels w.r.t their comparative loadings. The latter is determined when stationary and is corrected w.r.t the dynamics of the vehicle. Motion sensors monitor the longitudinal movement of the vehicle as well as lateral movements. The longitudinal forces can be simple braking forces and controlled by separate brake pressures. The system can be extended to torque control for the driven wheels. The control computes the position of the centre of mass and computes the effects on the vehicle motion changes due to the position of the centre-of-mass (gravity). ADVANTAGE - Improved vehicle handling, improved braking and safety.

40 citations


Patent
16 Dec 1993
TL;DR: In this paper, a locomotive traction motor control system includes a traction motor to propel the locomotive when it motors and a resistive element to dissipate electrical energy generated during dynamic braking.
Abstract: A locomotive traction motor control system includes a traction motor to propel a locomotive when it motors, and to slow the locomotive when it engages dynamic braking. A resistive element dissipates electrical energy generated during dynamic braking. A control element, operatively coupled to the resistive element, selectively isolates the resistive element from the tractor motor when the locomotive motors. The resistive grid isolation may be accomplished with a pair of isolation switches coupled in series between the traction motor and the resistive element and a controller which opens the isolation switches when the locomotive motors and closes the isolation switches when the locomotive engages dynamic braking.

38 citations


Patent
23 Dec 1993
TL;DR: The consist power monitor as discussed by the authors is a microprocessor based device which communicates with other locomotive consist power monitors, either through the MU cable or over a wireless link, to display consist status to the engineer.
Abstract: A consist power monitor provides information to the engineer of a multiple unit consist on the ability of each locomotive to provide traction power and dynamic braking. The consist power monitor is a microprocessor based device which communicates with other locomotive consist power monitors, either through the MU cable or over a wireless link, to display consist status to the engineer. Where the communication is through the MU cable, the communications link is provided by a high frequency carrier superimposed on an existing MU cable wire. No modification is required to the MU cable allowing for easy retrofit of existing locomotives. The alternative wireless communication is accomplished by means of a low power, spread spectrum data link now being incorporated into new locomotives. Information exchanged among the consist power monitors pertains to loading and dynamic brake conditions of the locomotives in the consist. Locomotive consist information is presented continuously.

35 citations


Proceedings ArticleDOI
02 Oct 1993
TL;DR: It is shown that, by exploiting the inherent tolerances in the braking system, a fuzzy controller can be used to achieve a more comfortable ride for the electric vehicle operator.
Abstract: It is shown that, by exploiting the inherent tolerances in the braking system, a fuzzy controller can be used to achieve a more comfortable ride for the electric vehicle operator. Tolerances in energy recovery were exploited to gain a more acceptable performance. The fuzzy controller model reduces the velocity error but does not eliminate it completely. The magnitude of the errors has been reduced and separated to the two conditions where only one of the models is operating and the other either has not initiated deceleration or has turned off before the controller expected. These errors are due to the time variables of temperature, brake pad wear, brake pad temperature, and the mechanical frictions in the system. By using the tolerances available in both the energy recovery system and the operating conditions, smoother operation of the vehicle is possible. >

34 citations


Patent
Lars-Gunnar Hedström1
28 May 1993
TL;DR: In this article, the maximum utilisable braking effect of a hydrodynamic auxiliary brake in an engine-driven vehicle is controlled by at least the speed of the vehicle engine, with use for the purpose of an electrical control circuit which includes a control unit (26), which is connected to the retarder, and an engine speed sensor (36) which conveys its output signal to the control unit.
Abstract: Process and control system for limiting the maximum braking effect which may be utilised from a retarder (16) (a hydrodynamic auxiliary brake) in an engine-driven vehicle (10), in which cooling of the hydraulic fluid heated by braking of the retarder is by coolant from the ordinary cooling system of the vehicle engine The maximum utilisable braking effect of the retarder (16) is controlled by at least the speed of the vehicle engine, with use for the purpose of an electrical control circuit which includes a control unit (26), which is connected to the retarder, and an engine speed sensor (36) which is connected to and conveys its output signal to the control unit (26), the output signal from which to the retarder (16) controls the maxium hydraulic pressure in the retarder The control circuit may also include a propeller shaft speed sensor (38) which is connected to the control unit (26), and/or a coolant temperature sensor (40)

30 citations


Patent
11 Jan 1993
TL;DR: In this article, a method for controlling the braking force of motorcycles, which includes storing the vehicle deceleration value which was measured when a lift-off signal occurred as an optimal limit value, was proposed.
Abstract: A method for controlling the braking force of motorcycles, which includes storing the vehicle deceleration value which was measured when a lift-off signal occurred as an optimal deceleration limit value and reducing the braking force applied to the front brakes if the motorcycle deceleration approaches or exceeds this limit. A lift-off signal is generated if after a predetermined time from the initiation of a braking cycle, it is determined that the rear wheel has lost adherence to the grounds.

Patent
21 Oct 1993
TL;DR: In this article, a dynamic braking grid arrangement for reducing EMI generated by dynamic or partial regenerative electrical braking of an electric traction motor powered vehicle coupled to a wayside power source by a third rail or catenary is presented.
Abstract: A dynamic braking grid arrangement for reducing EMI generated by dynamic or partial regenerative electrical braking of an electric traction motor powered vehicle coupled to a wayside power source by a third rail or catenary. The grid arrangement comprises a high-power dissipation resistance grid having a plurality of separately defined resistance elements, each having a generally elongate configuration. Mounting means support each of the grid elements adjacent to and parallel with each other of the elements. A plurality of electrical conduction devices connect the elements into an electrical circuit such that current passes through at least one element in a first direction and through at least one adjacent element in a second opposite direction such that EMI generated by any one element is substantially cancelled by EMI generated by an adjacent element.

Patent
20 Nov 1993
TL;DR: In this article, vehicle engine torque, acceleration, deceleration and brake treadle pressure were determined and the braking system effectiveness was evaluated by comparing the determined decelerations with a decelerated predicted for the calculated vehicle load and the determined brake treadles pressure.
Abstract: Vehicle engine torque, acceleration, deceleration and brake treadle pressure are determined (30, 32, 38). Vehicle load is calculated (34) from the engine torque and acceleration; and braking system effectiveness is calculated (42) by comparing the determined deceleration with a deceleration predicted for the calculated vehicle load and the determined brake treadle pressure. Values representative of braking system effectiveness are accumulated and evaluated to more accurately determine when braking system service is required than is possible by merely scheduling service according to the amount of elapsed time or the number of miles driven since prior service was performed.

Patent
05 Oct 1993
TL;DR: In this article, a method and device, using fuzzy logic, to control the value of a braking torque of a wheel of a vehicle applied to a track, the input variables being the coefficient of slippage of the wheel on the track and the derivative of the braking torque with respect to time, and the output variable being an algebraic increase of braking torque.
Abstract: A method and device, using fuzzy logic, to control the value of a braking torque of a wheel of a vehicle applied to a track, the input variables being the coefficient of slippage of the wheel on the track, the first derivative of this coefficient with respect to time, the derivative of the braking torque with respect to the slippage and the value of the braking torque, the output variable being an algebraic increase of the braking torque. Application to wheeled vehicles.

Patent
06 Jul 1993
TL;DR: In this article, an automatic automobile brake control device capable of improving the rotational efficiency of a vehicle correspondingly to steering operation only in the necessary case while maintaining the braking property of the vehicle is presented.
Abstract: PURPOSE: To provide an automatic automobile brake control device capable of improving the rotational efficiency of a vehicle correspondingly to steering operation only in the necessary case while maintaining the braking property of the vehicle. CONSTITUTION: When driver's steering operation is detected in the automatic automobile brake control device for detecting a distance between a self-vehicle and an obstacle and a relative speed, judging the possibility of contact between the vehicle and the obstacle, and at the time of judging the possibility of contact, automatically acting braking pressure on respective wheels to brake the vehicle, the braking pressure is controlled at every wheel so as to improve the rotational property of the vehicle in the operation direction and the control of braking pressure at every wheel is executed only when operator's steering operation is detected, the self-vehicle and the obstacle are in an approaching state and the device judges to the effect that contact between the self-vehicle and the obstacle can not be evaded only by the braking operation of the vehicle based upon the control of braking pressure. COPYRIGHT: (C)1995,JPO

Patent
01 Apr 1993
TL;DR: A microprocessor-based, electropneumatic brake control system for a locomotive having a pneumatic back-up control valve which includes a quick release valve for maintaining a release condition of the control valve during dynamic braking is described in this paper.
Abstract: A microprocessor-based, electropneumatic brake control system for a locomotive having a pneumatic back-up control valve which includes a quick release valve for maintaining a release condition of the control valve during dynamic braking. An arrangement is provided to prevent the control valve from applying during a trainline-initiated emergency application prior to the dynamic brake becoming ineffective following dynamic brake knockout, in order to avoid the possibility of a wheel skid.

Patent
11 Nov 1993
TL;DR: In this paper, a nonlinear boosting of the braking force is performed if the actuating speed of the brake pedal exceeds a specified trigger threshold value, which is formed as a function of the instantaneous speed of a motor vehicle, the pedal position of a brake pedal or a variable directly proportional thereto, and of a vehicle specific, brake dependent correction value.
Abstract: In a method for controlling the braking process of a motor vehicle, nonlinear boosting of the braking force is performed if the actuating speed of the brake pedal exceeds a specified trigger threshold value. This trigger threshold value is formed as a function of the instantaneous speed of the motor vehicle, the pedal position of the brake pedal or a variable directly proportional thereto, and of a motor vehicle specific, brake dependent correction value.

Patent
14 Oct 1993
TL;DR: In this article, an anti-lock braking system is proposed to detect brake torque at a wheel and control the braking force of a wheel brake unit, thus enabling braking control with fast response characteristics.
Abstract: In an anti-lock braking apparatus, by detecting brake torque at a wheel and controlling the braking force of a wheel brake unit, a locked state of the wheel can be quickly detected to thus enable braking control with fast response characteristics. Also, based on direction of a variation of the brake torque on the wheel, the road friction coefficient is predicted to perform feedback control for the braking force and to adjust the brake torque to a target brake torque, whereby the braking performance can be optimized.

Patent
12 May 1993
TL;DR: In this article, a process for regulating the braking pressure in a vehicle braking system equipped with an electronically adjustable brake servo (28) is described, where a stored set value (pset) of the braking force is continuously associated at the moment of braking to the actual actuating speed of the brake pedal (10), and the real value (pbr) of braking pressure is measured at said moment in time and compared to the set value.
Abstract: A process is disclosed for regulating the braking pressure in a vehicle braking system equipped with an electronically adjustable brake servo (28). A stored set value (pset) of the braking pressure is continuously associated at the moment of braking to the actual actuating speed (vped) of the braking pedal (10), the real value (pbr) of the braking pressure is measured at said moment in time and compared to the set value, and the brake servo (28) is adjusted depending on the result of the comparison between set and real values.

Patent
29 Nov 1993
TL;DR: In this article, an electronic control system for a variable geometry turbocompressor applied to a diesel engine provided with a continuous braking device is presented, with a selector which may be manually actuated and by of which it is possible to select a first braking mode according to which the engine is maintained substantially constant by controlling the turbo-compressor and a second braking method in which the continuous braking devices provides the maximum braking power.
Abstract: Electronic control system for a variable geometry turbocompressor applied to a diesel engine provided with a continuous braking device. The system is provided with a selector which may be manually actuated and by of which it is possible to control the engagement/disengagement of the continuous braking device and it is possible to select a first braking mode according to which the speed of the engine is maintained substantially constant by controlling the turbocompressor and a second braking method in which the continuous braking device provides the maximum braking power.


Patent
06 Sep 1993
TL;DR: In this article, a short-term braking of a movable object via a braking device with a braking surface provided by the object and a braking layer controlled hydraulically to control the braking force is presented.
Abstract: The system uses short-term braking of a movable object (1) via a braking device with a braking surface (3) provided by the object and a braking layer (4) controlled hydraulically to control the braking force. Pref. the braking surface extends at an angle to the direction of movement of the object, the braking layer carried by the piston (6) of a hydraulic cylinder (7), coupled to a braking control valve (9), regulated by a programmed braking control (12). ADVANTAGE - Provides relatively low-cost crash simulation testing with given retardation function.

Patent
15 Jul 1993
TL;DR: In this paper, a method for braking motor vehicle wheels, to reduce a yawing moment produced by an antilock braking system, is presented. But the method is restricted to a single wheel, and the braking pressure on the wheels of one axle is influenced to such an extent that the differential between the braking pressures of one wheel does not exceed a maximum permissible value.
Abstract: In a method for braking motor vehicle wheels, to reduce a yawing moment produced by an antilock braking system, the build-up of braking pressure on at least one wheel is influenced. The braking pressure on the wheels of one axle is influenced to such an extent that the differential between the braking pressures of one axle does not exceed a maximum permissible value. This maximum permissible value is made dependent upon the vehicle speed and the transversal acceleration.

Journal ArticleDOI
01 Jan 1993
TL;DR: In this paper, the application of self excitation in dynamic braking of induction machines using one or three equal excitation capacitors is discussed and analytical expressions are derived to determine boundary values of the excitation capacitor as functions of the machine parameters as well as speed.
Abstract: The application of self excitation in dynamic braking of induction machines using one or three equal excitation capacitors is discussed. Analytical expressions are derived to determine boundary values of the excitation capacitor as functions of the machine parameters as well as speed for different configurations. Various factors which influence braking performance are examined. Guidelines are proposed for the proper selection of excitation capacitor for dynamic braking of induction machines. Theoretical results are verified experimentally using a laboratory machine.

Patent
21 Jan 1993
TL;DR: In this article, an antilock control device for an electric vehicle having a two-system brake is presented. But the braking force to the wheel is not controlled by the one braking means.
Abstract: PURPOSE:To perform antilock control of good efficiency, relating to an antilock control device for an electric vehicle having a two-system brake CONSTITUTION:Relating to an antilock control device for an electric vehicle, arranged in the electric vehicle provided with two braking means of an electrically braking means (A1) and the second braking means (A2) as the braking means to provide an antilock control means (A3) for preventing a wheel from being locked by adjusting braking force to the wheel through either one of the braking means of the electrically braking means (A1) or the second braking means (A2) corresponding to a lock condition of the wheel during braking The device is provided with a braking force synchronously reducing means (A4) in which when braking force to the wheel is reduction controlled by the one braking means, braking force to the wheel, so as to synchronize with this reduction control, is reduced by the other braking means

Patent
29 Dec 1993
TL;DR: In this paper, a hydraulic valve 70 is provided for a hydraulic system from a brake master cylinder 54, and a charged state of a battery 48 is detected by battery ECU 94 and a maximum regenerative braking force which can be given to front wheels 42 and 44 by regeneration is computed.
Abstract: PURPOSE:To collect energy efficiently by executing regenerative braking suitably and also to attain a balance with a braking force of non-regenerative wheels in an electric vehicle. CONSTITUTION:A hydraulic valve 70 is provided for a hydraulic system from a brake master cylinder 54. A charged state of a battery 48 is detected by battery ECU 94 and a maximum regenerative braking force which can be given to front wheels 42 and 44 by regeneration is computed. In the case when a requested braking force by treading of a brake pedal 52 is less than the maximum regenerative braking force, the braking force is supplied by the regeneration. In the case when the requested braking force becomes the maximum regenerative braking force or more, the hydraulic valve 70 is controlled to distribute an oil pressure of the brake master cylinder 54 to front and rear wheels and the distribution of the braking force to the front and rear wheels is controlled properly. For the proper distribution of the braking force, a control for making a frictional braking force of rear wheels 72 and 74 rise sharply or delaying a rise of the frictional braking force of the front wheels 42 and 44 is executed.

Patent
29 Nov 1993
TL;DR: In this paper, the authors proposed a method to prevent an overvoltage in an inverter part by a method wherein, when an electric motor is driven in a regenerative mode, a converter part and the inverter parts are controlled in such a way that they are interlocked.
Abstract: PURPOSE: To prevent an overvoltage in an inverter part by a method wherein, when an electric motor is driven in a regenerative mode, a converter part and the inverter part are controlled in such a way that they are interlocked. CONSTITUTION: The regenerative electric power of an electric motor 29 is regenerated in a three-phase input power supply 1. In this case, it is detected that the DC voltage of a converter part 4 has become a prescribed voltage or higher, and the converter part 4 is started. Then, a dynamic braking signal from a dynamic braking circuit 11 is turned off, an inverter part 8 is driven, and the electric motor 29 is operated. Then, the drive of the inverter part 8 is stopped, the dynamic braking signal from the dynamic braking circuit 11 is turned off, the drive of the converter part 4 is then stopped, and the operation of the electric motor 29 is stopped. Thereby, it is possible to prevent an overvoltage in the inverter part 8. COPYRIGHT: (C)1995,JPO

Patent
11 Nov 1993
TL;DR: In this article, the authors proposed a scheme for common dynamic braking of all AC motors without overvoltages in intermediate DC circuits, where the voltage across the auxiliary capacitor is compared with a reference voltage to operate the brake switch when the reference voltage is exceed.
Abstract: The circuit for an AC network (1) has a choke coil (1.5, 1.6 - 5.5, 5.6) bridged by a free-running diode (1.12, 1.13 - 5.12, 5.13) acting as a coupling between a DC voltage rail pair (14, 15) and an intermediate DC circuit capacitor (1.3 ... 5.3) of each motor (19). A braking resistance (10) bridged by a further free-running diode (11) is connected across the DC voltage rail pair (14, 15) via a brake switch (12). An auxiliary capacitor (6) is coupled to the AC network via a rectifier (3) at one side and via individual diode pairs (1.14, 1.15 - 5.14, 5.15) to the intermediate DC circuit capacitor at the other side. The voltage across the auxiliary capacitor is compared with a reference voltage to operate the brake switch when the reference voltage is exceed. ADVANTAGE - Provides common dynamic braking of all AC motors without overvoltages in intermediate DC circuits.

Patent
11 Sep 1993
TL;DR: In this article, a two-circuit braking system is proposed for chain saws, which works purely mechanically, is constructionally simple to realise and inexpensive (cost-effective) and has a high functional reliability.
Abstract: Braking systems known hitherto for hand-held tools, in particular for portable electric chain saws, comprise a mechanical safety brake which is susceptible to wear and an electrical coasting brake which has complicated circuitry. The novel braking device provides, as coasting brake, a coasting brake which works purely mechanically, is constructionally simple to realise and inexpensive (cost-effective) and has a high functional reliability. The coasting brake is a brake which acts mechanically on a rotational part and is capable of being actuated by releasing a switch lever for starting the drive motor. The mechanical two-circuit braking system is particularly well suited to installation in electrically operated hand-held tools, in particular chain saws.

Patent
24 Aug 1993
TL;DR: In this article, the residual braking torque is calculated as the difference between the target braking torques for each driven wheel and the target engine torque, which is calculated by varying the brake pressure.
Abstract: In a vehicular control system in which target braking torques are set for each of the driven wheels, the smaller target braking torque for the driven wheels is determined. Based on this smaller target braking torque, a target engine torque is calculated, and the engine torque is varied to conform to the target engine torque. Residual braking torques are calculated as differences from the target braking torques for each driven wheel and the target engine torque. These residual braking torques are realized by varying the brake pressure. Therefore the target braking torque is split into an engine torque which is equal for both driven wheels and into a braking torque which may be different for each driven wheel.