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Showing papers on "Dynamic braking published in 1998"


Patent
14 Oct 1998
TL;DR: In this article, a train control system includes a plurality of control subsystems for installation in respective locomotives, at least one of which is configurable as a lead control subsystem, and at least another one of the controllers is configured as a remote control subsystem.
Abstract: A train control system includes a plurality of control subsystems for installation in respective locomotives. At least one of the control subsystems is configurable as a lead control subsystem, and at least one other control subsystem is configurable as a remote control subsystem. Each control subsystem preferably comprises a radio transceiver, a first processor connected to the radio transceiver for communicating with at least one other control subsystem, an electronic brake valve connected to the first processor, and an electro-pneumatic controller connected to the first processor and the electronic brake valve, for interfacing to the air brake system of the train. The first processor preferably comprises a locomotive computer interface for performing both distributed power and electronic air brake functions in cooperation with the locomotive control computer. The distributed power functions may comprise at least one of tractive effort and dynamic braking functions. The electronic air brake functions preferably comprise at least one of automatic service braking, independent braking, and emergency braking.

94 citations


Patent
28 Oct 1998
TL;DR: In this paper, a hybrid electric vehicle includes a lead-acid traction battery made up of a plurality of series-connected modules, which is discharged for acceleration, and charged by an ancillary power source.
Abstract: A hybrid electric vehicle includes a lead-acid traction battery made up of a plurality of series-connected modules. During operation of the vehicle, the traction battery is discharged for acceleration, and charged by an ancillary power source. To maximize the capacity of the traction battery to accept regeneration charge current from dynamic braking, and to produce useful traction motor current, the modules of the traction battery are equalized during normal operation of the hybrid electric vehicle.

94 citations


Patent
18 Nov 1998
TL;DR: In this article, an electric vehicle is controlled to conform its operation to that of a conventional internal-combustion engine powered vehicle, where the charging of the batteries by the auxiliary source of electricity and from dynamic braking is ramped in magnitude when the batteries lie in a state of charge between partial charge and full charge, with the magnitude of the charging being related to the relative state of the battery.
Abstract: An electric vehicle is controlled to conform its operation to that of a conventional internal-combustion-engine powered vehicle. In some embodiments, the charging of the batteries by the auxiliary source of electricity and from dynamic braking is ramped in magnitude when the batteries lie in a state of charge between partial charge and full charge, with the magnitude of the charging being related to the relative state of charge of the battery. The deficiency between traction motor demand and the energy available from the auxiliary electrical source is provided from the batteries in an amount which depends upon the state of the batteries, so that the full amount of the deficiency is provided when the batteries are near full charge, and little or no energy is provided by the batteries when they are near a discharged condition. At charge states of the batteries between near-full-charge and near-full-discharge, the batteries supply an amount of energy which depends monotonically upon the charge state. Charging of the batteries from the auxiliary source is reduced during dynamic braking when the batteries are near full charge. Control of the amount of energy returned during dynamic braking may be performed by control of the transducing efficiency of the traction motor operated as a generator.

71 citations


Patent
19 Nov 1998
TL;DR: In this article, an electric vehicle is controlled to conform its operation to that of a conventional internal-combustion engine powered vehicle by using the transducing efficiency of the traction motor operated as a generator.
Abstract: An electric vehicle is controlled to conform its operation to that of a conventional internal-combustion-engine powered vehicle In some embodiments, the charging of the batteries by the auxiliary source of electricity and from dynamic braking is ramped in magnitude when the batteries lie in a state of charge between partial charge and full charge, with the magnitude of the charging being related to the relative state of charge of the battery The deficiency between traction motor demand and the energy available from the auxiliary electrical source is provided from the batteries in an amount which depends upon the state of the batteries, so that the full amount of the deficiency is provided when the batteries are near full charge, and little or no energy is provided by the batteries when they are near a discharged condition At charge states of the batteries between near-full-charge and near-full-discharge, the batteries supply an amount of energy which depends monotonically upon the charge state Charging of the batteries from the auxiliary source is reduced during dynamic braking when the batteries are near full charge Control of the amount of energy returned during dynamic braking may be performed by control of the transducing efficiency of the traction motor operated as a generator

68 citations


Patent
12 Nov 1998
TL;DR: In this article, an electric vehicle is controlled to conform its operation to that of a conventional internal-combustion engine powered vehicle, where the charging of the batteries by the auxiliary source of electricity and from dynamic braking is ramped in magnitude when the batteries lie in a state of charge between partial charge and full charge, with the magnitude of the charging being related to the relative state of the battery.
Abstract: An electric vehicle is controlled to conform its operation to that of a conventional internal-combustion-engine powered vehicle. In some embodiments, the charging of the batteries by the auxiliary source of electricity and from dynamic braking is ramped in magnitude when the batteries lie in a state of charge between partial charge and full charge, with the magnitude of the charging being related to the relative state of charge of the battery. The deficiency between traction motor demand and the energy available from the auxiliary electrical source is provided from the batteries in an amount which depends upon the state of the batteries, so that the full amount of the deficiency is provided when the batteries are near full charge, and little or no energy is provided by the batteries when they are near a discharged condition. At charge states of the batteries between near-full-charge and near-full-discharge, the batteries supply an amount of energy which depends monotonically upon the charge state. Charging of the batteries from the auxiliary source is reduced during dynamic braking when the batteries are near full charge. Control of the amount of energy returned during dynamic braking may be performed by control of the transducing efficiency of the traction motor operated as a generator.

67 citations


Patent
28 Jul 1998
TL;DR: In this paper, a vehicle braking system including a frictional braking device and a regenerative braking system was proposed to control the braking torque of at least one wheel of a vehicle.
Abstract: 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.

61 citations


Patent
Kouta Manabe1
09 Nov 1998
TL;DR: In this article, a braking energy control device performs ensemble control of a regenerative braking energy controller that controls the motor and a friction braking energy controlling liquid pressure supplied to wheel cylinders, and thereby controls braking energy when the brake pedal is on or off.
Abstract: In a braking energy control apparatus and method for a vehicle equipped with an electric motor, a predetermined amount of braking energy can be achieved, regardless of the charged condition of a battery, when a brake pedal is off. Drive wheels are driven by a drive force from an engine and the motor. A braking energy control device performs ensemble control of a regenerative braking energy control device that controls the motor and a friction braking energy control device that controls liquid pressure supplied to wheel cylinders, and thereby controls the braking energy when the brake pedal is on or off. The coordinate control of regenerative braking energy and friction braking energy is performed not only when the brake pedal is on but also when the brake pedal is off. In this occasion, the liquid pressure for the wheel cylinders and the like is increased or decreased and applied thereto by a linear valve unit and a main linear valve unit, in such a manner that friction braking energy is utilized together with regenerative braking energy for the braking operation.

60 citations


Patent
30 Mar 1998
TL;DR: In this article, a controlled stop system for an AC electric locomotive includes a braking effort control circuit responsive to a braking command regulating braking effort produced by AC traction motors coupled in driving relationship to wheels of the locomotive.
Abstract: A controlled stop system for an AC electric locomotive includes a braking effort control circuit responsive to a braking command regulating braking effort produced by AC traction motors coupled in driving relationship to wheels of the locomotive. The control circuit is responsive to a vehicle speed signal for adjusting motor operation to maintain braking effort to about zero speed. A filter processes the speed signal before application to the braking effort control circuit such that the control circuit operates as a speed regulator at zero speed to maintain the vehicle in a stopped condition.

58 citations


Patent
Tsukasa Fukasawa1
10 Jun 1998
TL;DR: In this article, a braking torque control system has a regenerative braking torque generator and a frictional braking torque generators, which can control a total braking torque when there is failure in exchanging data between the generator and the hydraulic torque generator.
Abstract: A braking torque control system has a regenerative braking torque generator and a frictional braking torque generator and can control a total braking torque when there is failure in exchanging data between the regenerative braking torque generator and the hydraulic braking torque generator. In particular, when there is an abnormality in the exchanging of data, the target regenerative braking torque is reduced.

46 citations


Patent
04 May 1998
TL;DR: In this article, a brake controlling apparatus for electric vehicles provided with a transmission between an electric motor and wheels is described, where a transmission control switches a stage of gear of the transmission the basis of driver operation.
Abstract: A brake controlling apparatus for electric vehicles provided with a transmission between an electric motor and wheels. Regenerative brake control furnishes a regenerative braking force to the vehicle. A transmission control switches a stage of gear of the transmission the basis of driver operation. A friction brake control furnishes a friction braking force to the vehicle by controlling a friction brake. During gear shifting control, the regenerative brake control sets a regenerative torque essentially to zero, and the friction brake control supplements the regenerative braking force that was furnished to the vehicle prior to gear shifting control with the friction braking force. Therefore, there is no drop in deceleration during gear shifting control, even if the driver downshifts during regenerative braking. Smooth gear shifting is then possible.

42 citations


Patent
19 Nov 1998
TL;DR: In this paper, an electric vehicle is controlled to conform its operation to that of a conventional internal-combustion engine powered vehicle, where the charging of the batteries by the auxiliary source of electricity and from dynamic braking is ramped in magnitude when the batteries lie in a state of charge between partial charge and full charge, with the magnitude of the charging being related to the relative state of the battery.
Abstract: An electric vehicle is controlled to conform its operation to that of a conventional internal-combustion-engine powered vehicle. In some embodiments, the charging of the batteries by the auxiliary source of electricity and from dynamic braking is ramped in magnitude when the batteries lie in a state of charge between partial charge and full charge, with the magnitude of the charging being related to the relative state of charge of the battery. The deficiency between traction motor demand and the energy available from the auxiliary electrical source is provided from the batteries in an amount which depends upon the state of the batteries, so that the full amount of the deficiency is provided when the batteries are near full charge, and little or no energy is provided by the batteries when they are near a discharged condition. At charge states of the batteries between near-full-charge and near-full-discharge, the batteries supply an amount of energy which depends monotonically upon the charge state. Charging of the batteries from the auxiliary source is reduced during dynamic braking when the batteries are near full charge. Control of the amount of energy returned during dynamic braking may be performed by control of the transducing efficiency of the traction motor operated as a generator.

Patent
Alberti Volker1
25 Jun 1998
TL;DR: The braking effect monitoring device compares the measured longitudinal acceleration of a vehicle with the measured braking of the vehicle, for verifying that the longitudinal acceleration characteristic corresponds to the applied braking.
Abstract: The braking effect monitoring device compares the measured longitudinal acceleration of the vehicle with the measured braking of the vehicle, for verifying that the longitudinal acceleration characteristic corresponds to the applied braking. The latter may be measured via the applied braking pressure in the brake line, or the depression of the brake pedal, with correction for the air friction at the measured velocity and/or the engine braking before comparison with the longitudinal acceleration characteristic.

Patent
02 Sep 1998
TL;DR: In this article, a pedal modifier regenerative braking system is provided for an electric or hybrid electric vehicle having regenerative brake system. But this system is not suitable for the case of hybrid vehicles.
Abstract: A pedal modifier regenerative braking system is provided for an electric or hybrid electric vehicle having regenerative braking system. The pedal modifier regenerative braking system provides a mechanism for superimposing on a traditional vacuum power hydraulic system a reduction in the energy introduced by the vehicle driver into the friction brake system by an amount that is a function of the vehicle braking provided by an electric motor in a regeneration mode.

Patent
23 Jan 1998
TL;DR: In this article, the authors used a two-axle chassis dynamometer to check the magnitude of the regenerative braking force in an electric vehicle with front and rear wheels hydraulically braking.
Abstract: In an electric vehicle having front wheels braked by regenerative braking and hydraulic braking and rear wheels hydraulically braked, it is possible to check the magnitude of the regenerative braking force easily and accurately, by using a two-axle chassis dynamometer. Assuming that the front wheel braking force F 2 ' detected by the chassis dynamometer is the total braking force C 2 ' of the front and rear wheels, the total braking force C2' is broken down into component forces according to braking force distribution ratio data previously stored in a memory, to calculate a reference regenerative braking force A 2 'D 2 '. Based on the actually detected pedal depressing force A 2 and the distribution ratio data, an imaginary pedal depressing force A 2 ' is calculated that is required to produce a total braking force of the driven wheels and follower wheels equal to the braking force F 2 ', generated by the driven wheels in the actual pedal depressing force A 2 . Based on the imaginary pedal depressing force A 2 ' and the distribution ratio data, the imaginary regenerative braking force A 2 'D 2 ' that is produced by the driven wheels in the imaginary pedal depressing force A 2 ', is calculated and then compared with the reference regenerative braking force A 2 'D 2 '.

Journal ArticleDOI
TL;DR: A " Train Following Theory " is put forward and it is one of the key mathematical theories to be established for MBS before RDBM is implemented and the two strategies are compared in terms of train operation efficiency.
Abstract: With development of modern telecommunication, computer and control techniques, train operation control system, particularly for high speed trains, will be transited from Fixed Block Systems (FBS) to Moving Block Systems (MBS). MBS is an intelligent, comprehensive and modern train operation control system and its development reflects the trend of train operation control and management system in the future. There are two train operation control modes in MBS: Absolute Distance Braking Mode(ADBM) and Relative Distance Braking Mode (RDBM). The two different control modes are with the different efficiency and the different risk. At present, the concepts for RDBM has been widely applied in the control systems for road traffic. However, it is the first time that the idea is tried to be implemented in train control systems. The definitions for ADBM and RDBM and their relevant concepts are given and explained firstly in the paper. The mathematics model for " Car Following Theory (CFT)" is applied to describe the performance of MBS for ADBM and RDBM with different conditions. A " Train Following Theory " is put forward and it is one of the key mathematical theories to be established for MBS before RDBM is implemented. Under the conditions of train operation safety, the two strategies are compared in terms of train operation efficiency. The factors to affect safety and efficiency of train operation for RDBM in MBS are analyzed. Transactions on the Built Environment vol 34, © 1998 WIT Press, www.witpress.com, ISSN 1743-3509

Patent
12 Mar 1998
TL;DR: In this paper, the authors proposed a braking control method for a vehicle braking system in dependence on the required vehicle retardation, with either the electric-regenerative braking maximized, or the required braking values for the electric regenerative and frictional braking determined depending on braking distribution criteria.
Abstract: The braking control method provides required values for the braking force or braking moment for a vehicle braking system in dependence on the required vehicle retardation, with either the electric-regenerative braking maximized, or the required braking values for the electric-regenerative and frictional braking determined in dependence on braking distribution criteria. An Independent claim is included for a device for determining required braking values for a vehicle with an electric drive.

Journal ArticleDOI
TL;DR: In this article, a simulation of an integrated diesel-electric propulsion system for a U.S. Coast Guard polar icebreaker is presented, which shows that by controlling the regenerative power the crash-astern maneuver can be performed without the need for dynamic braking resistors.
Abstract: The WAGB-20 is a U. S. Coast Guard polar icebreaker with an integrated diesel-electric propulsion system. Power is generated by four main diesel engines driving AC generators. Two main 15,000-HP AC synchronous propulsion motors are directly coupled to the port and starboard propellers. Two cycloconverters provide variable-voltage, variable-frequency power for controlling each propulsion motor. The simulation of the electric propulsion system is being developed to analyze the steady- state and transient performance of the system during open water and icebreaking operations. The objectives of the analysis are to support propulsion plant design, aid in the integration of system components, develop control system algorithms, predict system performance, and determine the requirements for dynamic braking resistors. The analysis consists of mathematical models for the ship, shaft systems, propellers, AC synchronous propulsion motors, motor controllers, cycloconverters, generators, generator exciters, voltage regulators, diesel engines, and engine governors. These models are based on actual machinery data. The WAGB-20 specification requires the propulsion system to have the capability of going from full power ahead to full power astern in open water in 25 seconds or less. This paper presents the simulation results which show that by controlling the regenerative power the crash astern maneuver can be performed to meet this requirement without the need for dynamic braking resistors.

Patent
27 Jul 1998
TL;DR: In this paper, the authors proposed to stabilize the behavior of a vehicle in braking regardless of the condition of engine brake force by controlling the braking torque distribution of front and rear wheels of the vehicle within a designated range according to the engine brake torque.
Abstract: PROBLEM TO BE SOLVED: To stabilize the behavior of a vehicle in braking regardless of the condition of engine brake force by controlling the braking torque distribution of front and rear wheels of the vehicle within a designated range according to the engine brake torque of the vehicle. SOLUTION: When it is determined by a braking torque distribution rate determining means 154 that the actual distribution rate is within a decision reference range, a braking torque distribution control means 156 keeps the braking torque distribution state as it is. When it is decided that the actual distribution rate is out of the decision reference range, suitable selection is made among regulation of regenerative braking torque by a regenerative braking torque regulating means 140, regulation of engine brake torque by an engine brake torque regulating means 142, the control for the torque distribution ratio by a torque distribution ratio control means 144, and the regulation of wheel brake torque by a wheel brake torque regulating means 146 to make the actual distribution rate within the decision reference range. Thus, the behavior of the vehicle in braking can be stabilized regardless of the engine braking force.

Patent
20 Feb 1998
TL;DR: In this paper, an active engagement of the service brake over the duration of the phase without traction force is introduced, whereby auxiliary braking is electronically controlled with the aid of evaluation logic for the driving status.
Abstract: The method involves introducing an active engagement of the service brake over the duration of the phase without traction force, whereby auxiliary braking is electronically controlled with the aid of evaluation logic for the driving status. The duration of the brake engagement is limited with respect to time.

Patent
25 Dec 1998
TL;DR: In this article, the authors proposed a method for controlling a regenerative coordinated brake for a vehicle which is cost-effective and which prevents a driver from sensing incompatibility by holding the deceleration of the vehicle to a constant rate around the time of the change of the proportion of the regenerative braking torque command value to a hydraulic one.
Abstract: PROBLEM TO BE SOLVED: To provide a device for controlling a regenerative coordinated brake for a vehicle which is cost-effective and which prevents a driver from sensing incompatibility by holding the deceleration of the vehicle to a constant rate around the time of the change of the proportion of a regenerative braking torque command value to a hydraulic one. SOLUTION: A device for controlling a regenerative coordinated brake for a vehicle is constituted of a means (a) for computing a command value of total braking torque, a means (b) for controlling the proportion of braking torque, a means (c) for controlling hydraulic braking torque, and a means (d) for controlling regenerative braking torque. A means (f) for learning and correcting hydraulic braking torque for feedback control is provided, which feeds back and controls the command value of the hydraulic braking torque, in such a way that the deceleration of driving wheels or the vehicle to be measured by a deceleration measuring means (e) becomes constant in a specific period including at least the hydraulic braking.

Patent
22 May 1998
TL;DR: In this paper, a locomotive brake control system including train brake and bail-off with hold and/or blending features is presented, where a preliminary brake cylinder pressure control signal is provided to the propulsion system which provides a blending signal as a function of the preliminary brake control signal and dynamic braking.
Abstract: A locomotive brake control system including train brake and bail-off with hold and/or blending features. A preliminary brake cylinder pressure control signal is provided to the propulsion system which provides a blending signal as a function of the preliminary brake control signal and dynamic braking. Holding and blending reservoirs are computer simulated.

Patent
Aga Masami1
28 May 1998
TL;DR: In this article, a forward looking radar system is coupled with a microprocessor based management controller to determine when a stop condition is achieved and the braking action is removed, on the basis of parameters such as distance and rates of change.
Abstract: The automatic braking system includes a forward looking radar system (20) that provides early warning detection of objects that call for braking action. The radar is coupled to a microprocessor based management controller (10). On the basis of parameters such as distance and rates of change, a controlled braking force is applied. The controller determines when a stop condition is achieved and the braking action is removed.

Patent
22 Oct 1998
TL;DR: In this article, a regenerative braking torque controller is provided with a motor generator arranged between an engine and wheels, a fluid type power transmitting device arranged between the motor generator and wheels and lockup clutch which engages and disengages the rotating members of the power transmitting devices with and from each other.
Abstract: PROBLEM TO BE SOLVED: To suppress shocks given to a vehicle, when a drive state is switched to a driven state. SOLUTION: A regenerative braking torque controller is provided with a motor generator arranged between an engine and wheels, a fluid type power transmitting device arranged between the motor generator and wheels, and lockup clutch which engages and disengages the rotating members of the power transmitting device with and from each other and can generate regenerative braking torque by means of the motor generator from the power inputted from the wheels. The controller is also provided with a lockup clutch control means (step 207), which controls the lockup clutch to a non-engaged state, when the regenerative braking torque is generated from the motor generator.

Patent
Leif Vikman1, Goeran Valfridsson1
05 Oct 1998
TL;DR: In this article, the rotational speed of an industrial truck is reduced according to a predetermined deceleration characteristic (a-d) when braking is activated, depending on the length of depression of the brake pedal.
Abstract: Method of braking a vehicle driven by an electric motor, in particular industrial truck, where the rotational speed of the motor is reduced according to a predetermined deceleration characteristic (a-d) when braking is activated. Preferably the deceleration characteristic is chosen in dependency of the length of depression of a brake pedal.

Proceedings ArticleDOI
31 Oct 1998
TL;DR: The performance of a gasoline-powered vehicle is commonly quantified in terms of available acceleration, speed, fuel economy, travel range with a tankful of fuel, purchase cost, and life-cycle cost as mentioned in this paper.
Abstract: The performance of a gasoline-powered vehicle is commonly quantified in terms of available acceleration, speed, fuel economy, travel range with a tankful of fuel, purchase cost, and life-cycle cost. A convenient gasoline-refueling infrastructure is in place today. The per-mile cost of energy for propelling an electric vehicle is a fraction of the per-mile cost of energy for a gasoline-propelled vehicle. However, an electric vehicle's energy has to be stored in a battery that must be recharged. No one battery can enable its electric vehicle to fully meet all of these performance requirements. For example, lithium batteries, which store the most energy per kg of weight, are being manufactured for laptop computers, where long life is not needed. The computer becomes obsolete before the battery wears out. The zinc-air battery offers long travel range with low weight, but it requires a completely new supporting infrastructure. In a hybrid vehicle a fuel-burning engine's output power is supplemented with a battery. With an efficient Meijer version of the Stirling-cycle engine delivering constant power, a 100-miles per gallon fuel economy is feasible. A battery can deliver peak power and recover energy with dynamic braking. The optimum vehicle performance with a given battery can be obtained if the vehicle has an on-board energy manager which limits the life-reducing stresses on the battery and continually displays to the driver the remaining travel distance available with the energy in the battery. Today's best candidate batteries for electric vehicles are the lead-acid, nickel-cadmium, nickel-metal hydride, lithium-ion, and zinc-air types. In this report we describe their characteristics and limitations.

Patent
Masaru Kamiya1, Akira Kato1, Takahiro Soki1, 章 加藤, 高広 左右木, 勝 神谷 
19 Jun 1998
TL;DR: In this paper, an ECU 10 determines braking force just enough to impede the movement of a vehicle according to the inclination of the road surface based on a road surface inclination sensor.
Abstract: PROBLEM TO BE SOLVED: To provide an automatic stop and starting device for an engine in a vehicle, that can shift from brake release more smoothly into an engine driving state. SOLUTION: An ECU 10 determines braking force just enough to impede the movement of a vehicle according to the inclination of the road surface based on a road surface inclination sensor 16, stops an engine 1 when braking force just enough to impede the movement of the vehicle by the operation of a brake pedal is applied, while monitoring the operating quantity of the brake pedal based on a brake pedal operating quantity sensor 15, determines braking force just enough to impede the movement of the vehicle according to the inclination of the road surface based on the road surface inclination sensor 16 after the stop of the engine 1, and restarts the engine when braking force becomes smaller than the braking force just enough to impede the movement of the vehicle. In this case, the ECU 10 restarts the engine 1 between the time of relaxation of braking force by the brake pedal and the time of release of the brake pedal.

Patent
13 Nov 1998
TL;DR: In this article, a method for improving the handling characteristics of a vehicle while braking during cornering, comprising the following steps: detecting cornering and cornering direction; determining the rolling characteristics of individual wheels, optionally influencing the braking pressure of a brake on a wheel or several wheels; checking the state of the vehicle to determine instabilities, and modifying braking pressure applied on at least one wheel when an instability is detected during a cornering maneuver extending for a time period exceeding a threshold time.
Abstract: Disclosed is a method for improving the handling characteristics of a vehicle while braking during cornering, comprising the following steps: detecting cornering and cornering direction; determining the rolling characteristics of individual wheels, optionally influencing the braking pressure of a brake on a wheel or several wheels according to the rolling characteristics of said wheels; checking the state of the vehicle to determine instabilities, and modifying braking pressure applied on at least one wheel when an instability is detected during a cornering maneuver extending for a time period exceeding a threshold time. Also disclosed is a device for improving handling characteristics while braking during cornering, comprising a detection device (320) for detecting a cornering maneuver and the direction of cornering, a determination device (302a-d) to determine the rolling characteristics of individual wheels (303a-d); an influencing device (309, 310) which optionally influences the braking pressure of the brakes (301a-d, 306a-d) on a wheel (303a-d) according to the rolling characteristics of said wheel (303a-d), a checking device (321) to check the state of the vehicle to determine instabilities, and a modification device (322) to modify the braking pressure of at lest one brake (301a-d, 306a-d) on a wheel (303a-d) when an instability is detected during a cornering maneuver extending for a time period exceeding a threshold time

Patent
16 Jul 1998
TL;DR: In this paper, the brake pedal is fitted with two servo systems to provide a combined reaction force corresponding to the braking effect on the vehicle and the braking preference of the driver, e.g. strong or weak brake pedal reaction.
Abstract: The brake pedal is fitted with two servo systems to provide a combined reaction force corresponding to the braking effect on the vehicle and the braking preference of the driver, e.g. strong or weak brake pedal reaction. One servo drive provides a conventional reaction force while a second servo drive provides a variable reaction force. The second servo drive comprises a hydraulic cylinder linked to the brake fluid circuit. Sensors monitor the state of the braking and the vehicle dynamics.

Patent
12 Nov 1998
TL;DR: In this article, a control unit which causes brake units to generate braking force corresponding to a braking operation by controlling the operation of electric actuators, compares the pressure difference detected by first and second pressure sensor with a threshold value.
Abstract: A control unit, which causes brake units to generate braking force corresponding to a braking operation by controlling the operation of electric actuators, compares the pressure difference detected by first and second pressure sensor with a threshold value. When the pressure difference exceeds the threshold value, the control unit switches a control mode to a sudden braking mode, compares the sudden braking mode with a normal braking mode which the pressure difference does not exceed the threshold value, and controls supply of electric power to the electric actuators causing the braking force generated by the respective brake units to be increased.

Patent
22 May 1998
TL;DR: In this article, when the brake actuator is operated, the driver obtains a dynamic vehicle value factor influencing a braking operation so that, depending on the desired deceleration, the drivers imposes control on the brake (43) and/or retarder brake (42) by a control device so as to adjust the maximum, non-locking vehicle decelerations in all operating and loading conditions.
Abstract: When the brake actuator is operated, the driver obtains a dynamic vehicle value factor influencing a braking operation so that, depending on the desired deceleration, the driver imposes control on the brake (43) and/or retarder brake (42) and/or service brake (41) by a control device so as to adjust the maximum, non-locking vehicle deceleration in all operating and loading conditions The dynamic value factor of the vehicle should include vehicle speed, acceleration, wheel speed, wheel slippage and yawing speed The sensors determining the dynamic value of the vehicle comprise those for vehicle speed (31), acceleration (32), wheel speed (33), slippage (34) and yawing speed (35) The sensors are responsible as a function of dynamic value factor and brake actuation for matching up the respective vehicle brakes as specified