Dynamic braking

About: Dynamic braking is a research topic. Over the lifetime, 3472 publications have been published within this topic receiving 34897 citations. The topic is also known as: Rheostatic brake.

Investigation of regenerative and Anti-lock Braking interaction

Abstract: The use of a regenerative braking mode can reduce overall vehicle energy usage for most of the most common drive cycles. However, a number of technical issues restrict the use of regenerative braking for all possible braking situations. These issues are concerned with two key limitations. The first is related to physical limitations of the applied regenerative braking system, e.g. Electric Motor (E-Motor) power limits; energy storage device capacity and vehicle load transfer etc. The second limitation results from the potentially detrimental interaction between regenerative braking and the Anti-locking Braking System (ABS). The first type of limitation can, to some extent, be alleviated by suitable choice of hardware and, as a consequence, will not be discussed further in this paper. The second type of limitation concerns the regenerative braking strategies during an ABS event. Some of the regenerative braking strategies designed and investigated within the Low Carbon Vehicle Technology Project (LCVTP) will be described and analyzed in this paper. A comparison of competing strategies is made and conclusions are drawn together with suggestions for further research. The work has been progressed as a part of a major research programme; namely the LCVTP, which has been conducted within an extensive industrial and academic partnership, mutually funded by the European Regional Development Found and Advantage West Midlands.

Cooperative control for friction and regenerative braking systems considering dynamic characteristic and temperature condition

Abstract: The braking system of hybrid electric vehicle (HEV) is composed of friction and regenerative braking system, meaning that braking torque is generated by the collaboration of the friction and regenerative braking system. With the attributes, there are two problems in the HEV braking system. First, rapid deceleration occurs due to dynamic characteristic difference when shifting the friction and regenerative braking systems. Second, the friction braking torque alters with temperature because the friction coefficient changes with the temperature. These problems cause the vehicle to be unstable. In this paper, the concurrence control and compensation control were proposed to solve these problems. And also, the concurrence control and compensation control were combined for the stability of the braking system. In order to confirm the effect of these control algorithms, the experiment and simulation were conducted. Consequently, it was confirmed that the control algorithm of this study improved the vehicle safety and stability.

Engine automatic stop and starting device in vehicle

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.

Apparatus for controlling deceleration of DC motor

Abstract: An apparatus for controlling deceleration of a DC motor which is driven in a forward operating direction with a forward-drive electric current applied thereto by a forward driving device, wherein the forward motor driving device applies the forward-drive electric current in the form of pulses to the DC motor during its deceleration, and wherein a plugging-braking device operable while the motor is subjected to a regenerative brake or operated in a non-braked state is operated to apply a reverse-drive electric current in the form of pulses to the motor, to apply a plugging brake to the motor, such that at least one pulse of the reverse-drive electric current follows every predetermined number of pulses of the forward-drive electric current. The plugging-braking device may be replaced by a dynamic braking device operable to short-circuit the motor to apply a dynamic brake to the motor, with at least one pulse of a dynamic-brake current following every predetermined number of pulses of the forward-drive electric current.

Locomotive dynamic brake control.

Abstract: An apparatus (10) for controlling dynamic braking in a vehicle having at least one drive motor (26) of the type having an armature and a field (27). The motor (26) is adapted to function as an alternator during dynamic braking for dissipating power through a resistor grid (38). The vehicle includes a field current controller (24) for regulating the level of dynamic braking by controlling the current level through the motor field (27). A brake level selector (76) is provided for producing a desired braking level signal. A field current sensor (64) senses the current level in the motor field (27) and produces an actual field current signal. A grid current sensor (68) senses the level of current flowing through the resistor grid and produces an actual grid current signal. A controller (10) receives the desired brake level signal, the actual field current signal, and the actual grid current signal. The controller (10) produces a first desired field current signal and a desired grid current signal in response to the desired brake level signal. The controller (10) further produces a second desired field current signal in response to the actual field current, actual grid current, and desired grid current signals, compares the first and second desired current field signals and produces a final desired field current signal responsive to the compared signals. The field current through the motor (26) is controlled in response to the final desired field current signal.