Abstract: In a vehicle equipped for regenerative and non-regenerative braking, regenerative braking only is applied to predetermined wheels in response to braking demand when the driver attempts to slow the vehicle at a first rate (<D1 ft/sec2), no wheel locking on any braking wheel as indicated by an anti-lock braking system controller and speed exceeds a minimum threshold. If braking is applied in a turn, appropriate amount of non-drive wheel service/foundation brake torque to maintain vehicle stability is applied. The appropriate amount of foundation braking to be applied is determined by the amount of vehicle yaw, steering wheel input and vehicle speed by using a look-up table. As braking demand increases foundation/service braking is added, first to any wheels not providing for regenerative braking and later to wheels having regenerative braking.

Abstract: In a vehicle equipped for regenerative and non-regenerative braking, regenerative braking only is applied to predetermined wheels in response to braking demand when the driver attempts to slow the vehicle at a first rate (<D1 ft/sec2), no wheel locking on any braking wheel as indicated by an anti-lock braking system controller and speed exceeds a minimum threshold. If braking is applied in a turn, appropriate amount of non-drive wheel service/foundation brake torque to maintain vehicle stability is applied. The appropriate amount of foundation braking to be applied is determined by the amount of vehicle yaw, steering wheel input and vehicle speed by using a look-up table. As braking demand increases foundation/service braking is added, first to any wheels not providing for regenerative braking and later to wheels having regenerative braking.

Abstract: A software algorithm (FIG. 3) determines the strategy by which a controller (34) will manage state of charge (SOC) of a battery pack (32) in a hybrid electric vehicle but always gives the driver the opportunity to make his/her own selection instead. The algorithm causes one of two strategies to be selected each time that the ignition switch is operated from “off” position to “on” position. The manner in which the algorithm executes depends on the value of a calibratable parameter electronically programmed into the controller of the particular vehicle when the vehicle is being built at the factory.

Abstract: One energy recovery system (30) that can decelerate the vehicle in response to a brake request stores recovered energy electrically in a battery bank (32). Another energy recovery system (36) stores recovered energy hydraulically in a high pressure accumulator (40). One system is given priority over the other when a brake request is issued. When the stored energies are reused to accelerate the vehicle, one form of stored energy is used before the other.

Abstract: A software algorithm (FIG. 3) determines the strategy by which a controller (34) will manage state of charge (SOC) of a battery pack (32) in a hybrid electric vehicle but always gives the driver the opportunity to make his/her own selection instead. The algorithm causes one of two strategies to be selected each time that the ignition switch is operated from “off” position to “on” position. The manner in which the algorithm executes depends on the value of a calibratable parameter electronically programmed into the controller of the particular vehicle when the vehicle is being built at the factory.

Abstract: One energy recovery system (30) that can decelerate the vehicle in response to a brake request stores recovered energy electrically in a battery bank (32). Another energy recovery system (36) stores recovered energy hydraulically in a high pressure accumulator (40). One system is given priority over the other when a brake request is issued. When the stored energies are reused to accelerate the vehicle, one form of stored energy is used before the other.

Abstract: A method of operating a retarder control system for a drivetrain retarder such as an engine compression brake of a heavy-duty truck vehicle is disclosed. The method of operation includes three novel subsets each of which controls the operational state and the resistance level at which the drivetrain retarder is operated dependent at least partially upon one or more factors including speeds of one or more drivetrain components, vehicle speed, rotational speed of one or more undriven wheels, position of a brake control member, elapsed time of activation of a brake control member and/or elapsed time from a change in a selected resistance level at which the retarder control system is commanded to effect operation of the drivetrain retarder.

Abstract: A method of operating a retarder control system for a drivetrain retarder such as an engine compression brake of a heavy-duty truck vehicle is disclosed. The method of operation includes three novel subsets each of which controls the operational state and the resistance level at which the drivetrain retarder is operated dependent at least partially upon one or more factors including speeds of one or more drivetrain components, vehicle speed, rotational speed of one or more undriven wheels, position of a brake control member, elapsed time of activation of a brake control member and/or elapsed time from a change in a selected resistance level at which the retarder control system is commanded to effect operation of the drivetrain retarder.