Abstract: A hybrid vehicle has an internal combustion engine and an electric motor, in which at least one electric motor converts kinetic energy into electricity in a generator mode and can provide a generator-created braking momentum MG or a respective braking power PG. When braking is requested with a target value MSoll at a time t1, a total braking momentum M is provided according to the following formula: MSoll=MG, if MSoll?MSchwell MSoll=MG+MF, if MSoll>MSchwell. A value MOffset>0 is selected for the braking momentum MG at the time t1, wherein MF>0 is a braking momentum provided by a vehicle brake or when braking is requested with a target value PSoll at a time t1, the vehicle is provided with a total braking power P according to the following formula: PSoll=PG, if PSoll?PSchwell PSoll=PG+PF, if PSoll>PSchwell. A value POffset>0 is selected for the braking power PG at the time T1, wherein PF>0 is a braking power provided by the vehicle brakes.

Abstract: In a braking control apparatus for an electric vehicle, a target braking torque command value calculation section calculates a target braking torque command value on a basis of at least one of a state of road wheels and a braking request by a vehicle driver, a frequency component decomposition section decomposes a target braking torque command value into a first frequency component lower than a resonance frequency of a drive train and a second frequency component equal to or higher than the first frequency component, and a braking force control section provides an electrical braking torque for road wheels on a basis of a motor torque command value corresponding to the first frequency component and provides a frictional braking torque for the road wheels on a basis of a frictional braking torque command value corresponding to the second frequency component.

Abstract: A brake system control method determines vehicle operating conditions, compares the conditions to an allowable range, and uses a neural network to predict an expected coefficient of friction when the conditions are within the range. When the conditions fall outside of the range, the method determines an amount of required braking force using a constant coefficient of friction, and calculates the required braking force using the expected coefficient of friction when the conditions are within the range. The vehicle operating conditions include a vehicle speed, brake pressure, modeled brake rotor temperature, and apply state. The expected coefficient is multiplied by a constant or a calculated correction factor. A vehicle has an engine, transmission, and braking system, with a controller and an algorithm for predicting a coefficient of friction for two brake rotors, calculating a hydraulic brake pressure, and for applying the braking system using the hydraulic brake pressure.

Abstract: A method for adjusting braking in a vehicle having wheels and a regenerative braking system is provided. The method comprises the steps of providing regenerative braking torque for the vehicle via the regenerative braking system at a first level if a wheel slip of the vehicle is not present, and providing regenerative braking torque for the vehicle via the regenerative braking system at one of a plurality of modulated levels if the wheel slip is present. Each of the plurality of modulated levels is dependent on a magnitude, a location, or both, of the wheel slip. Each of the modulated levels is less than the first level.

Abstract: In the hybrid vehicle of the invention, when the sum of a regenerative braking force BFr produced by a motor and an operational braking force BFpmc based on a master cylinder pressure Pmc is insufficient for a braking force demand BF* required by the driver in response to the driver's depression of a brake pedal, the motor and a brake actuator of an HBS are controlled to satisfy the braking force demand BF* by the total of the regenerative braking force BFr of the motor, the master cylinder pressure Pmc-based operational braking force BFpmc, and a compensated braking force BFpp based on a pressure increase by two pumps included in the brake actuator (steps S170 through S190).

Abstract: The present invention discloses a braking apparatus for a vehicle having a brake pedal. The braking apparatus includes a master cylinder having a reservoir for retaining a brake fluid. At least one hydraulically actuated brake is in fluid communication with the master cylinder and a control unit is in electrical communication with the hydraulically actuated brake. A replenishment system is in fluid communication with the master cylinder and in electrical communication with the control unit for feeding the brake fluid into the replenishment system during a first condition and feeding the brake fluid from the replenishment system into the hydraulically actuated brake during a second condition after initial depression of the brake pedal to provide consistent pedal feel and braking pressure.

Abstract: A method of controlling a brake system of an all-wheel driven motor vehicle, which includes an electro-regenerative brake and a number of friction brakes such that a total brake torque comprises brake torque components of the friction brakes and of the electro-regenerative brake; the brake torque of the electro-regenerative brake is subdivided between the front axle and rear axle in predetermined ratios. The brake torque generated by the electro-regenerative brake is limited to such an extent that the brake slip of one axle of the motor vehicle does not exceed a selectable maximum value.

Abstract: A method for controlling hydraulic and regenerative braking includes commanding variable regenerative braking upon depression of a brake actuator until the regenerative braking reaches a threshold level, and commanding variable hydraulic braking in a wheel circuit. Commanding variable hydraulic braking includes: preventing transfer of fluid pressure from a master cylinder circuit through the ABS valve to the wheel circuit when the fluid in the master cylinder circuit is between a first pressure and a second pressure; partially limiting transfer of fluid pressure from the master cylinder circuit through the ABS valve to the wheel circuit when the fluid in the master cylinder circuit is between the second pressure and a third pressure; and allowing full transfer of fluid pressure from the master cylinder circuit through the ABS valve to the wheel circuit when the fluid in the master cylinder circuit is greater than the third pressure.

Abstract: Fluctuations in a braking force and a deceleration during regenerative cooperative control are suppressed. A brake system includes a master pressure generating device 200, a wheel pressure generating device 300, and a regenerative braking device 18 that operate brake calipers 21a to 21d of respective brakes, and a brake control device 100 that control the actuators 200, 300, and 18. The brake control device 100 includes a braking force calculating unit 111 that determines a frictional braking force outputted at the brake calipers 21a to 21d and a regenerative braking force outputted by the regenerative braking device 18, and a communication control unit 112 that outputs braking force signals corresponding to the respective braking forces to the respective actuators 200, 300, and 18. The brake control device 100 controls the braking forces based on a pedal reaction force and a displacement amount of a piston that pressurizes a master cylinder.

Abstract: A method for controlling braking of a vehicle having a first axle and a second axle includes the steps of obtaining a deceleration value pertaining to an input from a driver of the vehicle, braking the first axle with a first pressure, braking the second axle with a second pressure that is substantially equal to the first pressure if the deceleration value has not exceeded a predetermined threshold, and braking the second axle with a third pressure that is greater than the first pressure if the deceleration value has exceeded the predetermined threshold.

Abstract: A braking system includes: a first connecting line (L18) that connects an upstream side of a 11-system valve (25b) and a 12-system valve (25c) within a first system (25) to any one of a position between a 21-system valve (26b) and a left front wheel cylinder (27c) or a position between a 22-system valve (26c) and a right rear wheel cylinder (27d); a second connecting line (L28) that connects an upstream side of the 21-system valve (26b) and 22-system valve (26c) within the second system (26) to any one of a position between the 12-system valve (25c) and a left rear wheel cylinder (27b) or a position between the 11-system valve (25b) and a right front wheel cylinder (27a); a first changeover valve (25d) that is provided in the first connecting line (L18); and a second changeover valve (26d) that is provided in the second connecting line (L28).

Abstract: A brake apparatus for a vehicle generally sets an upper limit value of regenerative braking force to the maximum value of the regenerative braking force which can be generated at the present. In the case of a front-wheel-drive vehicle, the total braking force, the sum of front-wheel braking force (front-wheel hydraulic braking force+regenerative braking force) and rear-wheel braking force (rear-wheel hydraulic braking force), is rendered coincident with a target braking force corresponding to a brake pedal depressing force, and the regenerative braking force is set to a largest possible value equal to or less than the upper limit value. As a result, the regenerative braking force can be larger than front-wheel-side target distribution braking force. The upper limit value is decreased from the maximum value by an amount corresponding to the degree of easiness of occurrence of a locking tendency at the driven wheels (front wheels).

Abstract: An automotive braking system includes a windshield wiper system, a traction wheel, and a non-friction brake system configured to apply a braking force to the traction wheel. The system also includes one or more controllers operatively connected with the windshield wiper system, and configured to, in response to a braking request, command the non-friction brake system to apply the braking force to the traction wheel. The braking force has a magnitude that depends on whether the windshield wiper system is active.

Abstract: A braking device that calculates an electric braking force command according to the braking command and generates a mechanical braking command, and a control circuit that calculates an electric braking force based on the electric braking force command from the device and the braking command and controls the power converter, are provided. The control circuit includes a control calculating unit that calculates the electric braking force and controls the converter, a virtual braking force calculating unit that calculates a virtual braking force to complement the electric braking force when starting braking, based on the braking command and an output of a voltage sensor for detecting an input voltage to the converter, and an adder that adds a calculation output of the control calculating unit and a calculation output of the virtual braking force calculating unit. The braking command from the device is changed according to an output of the adder.

Abstract: A regenerative brake system and a variable displacement pump/motor for use therein. Each cylinder of the pump/motor having a main piston and a second piston between which is defined a space for hydraulic fluid, and a resilient element acting on the second piston to bias it toward the main piston. Variable displacement is achieved by controlling a volume of pressurized fluid that is injected and exhausted between the main and second pistons. Brake, drive and neutral modes of operation of the pump/motor are achieved by controlling the timing (relative to a drive shaft phase) of the injection and exhaust of the fluid. Regeneration is achieved by storing pressurized fluid generated by the pump/motor in an accumulator in brake mode and using the stored pressurized fluid to power the pump/motor in drive mode.

Abstract: A drive system is provided for a utility vehicle and includes an alternating-current (AC) motor for providing a drive torque. An AC motor controller receives a battery voltage signal, throttle pedal position signal, brake pedal position signal, key switch signal, forward/neutral/reverse (FNR) signal, and run/tow signal indicative of the utility vehicle being configured to be driven and being configured to be towed. The AC motor controller generates an AC drive signal for the AC motor, wherein the AC drive signal is based on the battery voltage signal, throttle pedal position signal, brake pedal position signal, key switch signal, FNR signal, and run/tow signal.

Abstract: A regenerative braking system for a vehicle, motorized or otherwise, that captures and stores the braking energy of the vehicle through the mechanical compression of a volume of pressurized gas contained in one or more onboard gas springs. This stored energy can be selectively released by the driver to assist with the acceleration of the vehicle from a stopped or moving condition. The compression of the volume of gas is accomplished by the insertion of a plunger into the cylinder of a gas spring by a mechanical spooling cable arrangement powered by the rotative braking of the vehicle. The release of the stored energy is accomplished by the withdrawal of the piston which acts through the spooling cable arrangement to transmit torque to the vehicle's drive train. The system can be implemented in various motorized or non-motorized vehicles.

Abstract: A regenerative braking device includes a braking mechanism configured to apply a braking force to a wheel, a brake operation section configured to generate a brake operation amount, a brake operation amount transmission section configured to transmit the brake operation amount from the brake operation section to the braking mechanism, a brake operation force sensor configured to detect a brake operation force of the brake operation amount transmission section, a drive device configured to apply a drive force to the wheel, and apply, at an operation time of the brake operation section, a regenerative braking force according to the brake operation force detected by the brake operation force sensor to the wheel, and a reaction force generator configured to apply a brake operation reaction force in accordance with a regeneration amount from the drive device to the brake operation amount transmission section.

Abstract: A system for providing driver feedback is disclosed. In one embodiment, the system provides a driver with feedback in response to a brake pedal and an accelerator pedal. The system may help to increase vehicle fuel economy.

Abstract: A hybrid braking system that operates in conjunction with a foundation braking system, whether an air, hydraulic, electric, mechanical or electric braking system. Recovered energy is returned to the axle wheels in a controlled manner while the vehicle is in motion and certain criteria are met so as to compensate for aerodynamic drag and rolling resistance for instance but not at a rate to accelerate or launch a vehicle.

Abstract: A braking system for a vehicle, which can prevent an alteration in brake pedal toe force when a brake hydraulic pressure is increased or decreased based on a regenerative braking force obtained by a drive motor in an electric vehicle or hybrid vehicle, and a braking method thereof.

Abstract: Braking control for a hybrid vehicle provides both service and regenerative mode braking for the driven wheels. A hybrid drive system is coupled to the driven wheels to provide traction power and which is capable of operating in a regenerative braking mode. The service brakes are provided by pneumatically actuated service brakes coupled to the driven wheels. Braking is initiated conventionally using an operator controlled brake actuator. A pressure regulator is placed in a pneumatic brake actuation line coupled from the operator controlled brake actuator to the pneumatically actuated service brakes for the driven wheels. The pressure regulator initially closes during braking, preventing operation of the service brakes up to the limit of the ability of the hybrid drive system to absorb torque for regenerative braking. When the torque limit for the hybrid drive system is reached, the regulator opens the actuation line progressively allowing the service brakes to supplement the hybrid drive system.

Abstract: The method and system use onboard data stream mining for extracting data patterns from data continuously generated by different components of a vehicle. The system stores the data patterns in an onboard micro database and discards the data. The system uses a resource-constrained, small, lightweight onboard data stream management processor, with onboard data stream mining, an onboard micro database, and a privacy-preserving communication module, which periodically and upon request communicates stored data patterns to a remote control center. The control center uses the data patterns to characterize the typical and unusual vehicle health, driving and fleet behavior.

Abstract: A method for operating a vehicle brake system and a corresponding vehicle brake system, particularly for motor vehicles. The vehicle wheels of the motor vehicle associated with an axle are at least partially driven by ‘WV’ an electric motor that can be operated as a generator during regeneration of braking energy, thus exerting a braking regeneration el torque on the respective axle. To prevent overbraking on the rear axle, the regeneration torque acting on at least one rear axle (HA) is limited such that the slippage present on the at least one vehicle wheel of the rear axle (HA) does not exceed or only negligibly exceeds a first slippage threshold individually associated with the respective vehicle wheel.

Abstract: An embodiment of a braking system for a vehicle to control a regenerative braking; the braking system is provided with: a plurality of hydraulically operated mechanical brakes; a hydraulic braking circuit connected to the mechanical brakes; a brake pump to raise pressure in the hydraulic braking circuit; a brake pedal mobile between a resting position and a maximal braking position; a connecting cap, which mechanically connects the brake pedal to the brake pump, and is divided into two reciprocally independent parts; an elastic system which tends to push the brake pedal towards the resting position; a position sensor to read the position of a part of the connecting cap integral to the brake pedal; and a pilot system to pilot an energy recovery system for effecting a regenerative braking and uses the position of the part of the connecting cap integral to the brake pedal provided by the position sensor.

Abstract: A pneumatic vehicle is provided with an elongate compressed air tank, a chassis assembled with the tank oriented longitudinally in the chassis where the tank is a load-bearing structural chassis member, wheels connected to the chassis, and a powertrain driven by the compressed air and operably connected to one of the wheels. A chassis for a pneumatic vehicle is provided with an elongate compressed air tank, a first series of side support members connected laterally to the air tank, a second series of side support members connected laterally to the air tank, a first side panel connected to the first series of side support members, a second side panel connected to the second series of side support members, wheels connected to the side panels, and a powertrain driven by the air in the compressed air tank and connected to one of the wheels.

Abstract: A braking apparatus includes a hydraulic brake device that generates pressure braking-force by wheel cylinder pressure, the hydraulic brake device including a master cylinder for exerting a master cylinder pressure on a brake oil according to a manipulation force generated by the manipulation of a brake pedal by a driver, a brake booster for assisting the manipulation force by a negative pressure generated by an internal combustion engine, and a negative pressure sensor for detecting the negative pressure of the brake booster, and a regenerative braking device for generating a regenerative braking-force by performing regenerative braking. The regenerative braking device generates a regenerative braking when the detected negative pressure is lower than a reference negative pressure to be greater than when the detected negative pressure is the reference negative pressure. The uncomfortable feeling felt by the driver in manipulating the brake is suppressed, and the fuel consumption is enhanced.

Abstract: A method for controlling regenerative braking of a vehicle includes: initiating the regenerative braking; detecting an amount of slip of a wheel during the regenerative braking; if the amount of slip is increasing, reducing a regenerative braking torque; and if the amount of slip is greater than a set value, actuating an antilock brake system and reducing the regenerative braking torque or a hydraulic braking torque continuously until the vehicle is stopped. Alternatively, if the amount of slip is increasing, the regenerative braking torque is not reduced.

Abstract: A method for controlling regenerative braking of an electric that compensates the difference between slip amounts of left and right wheels when an anti-lock braking system ABS is activated in a regenerative braking mode of the driving wheels in the electric vehicle. Steps include activating an anti-lock braking system in a regenerative braking mode of the electric vehicle, detecting slip amounts of left and right wheels to compare the same, and controlling to reduce a hydraulic braking torque or a regenerative braking torque in accordance with the difference between the slip amounts of left and right wheels.

Abstract: A regeneration and brake management system includes a prime mover, an energy storage device associated with the prime mover, and a regenerative braking system including a controller and at least one friction brake, wherein the regenerative braking system is configured to at least partially disable the at least one friction brake during regenerative braking.

Abstract: In a method for recovering energy in a braking process of a hybrid vehicle which has an internal combustion engine and an electric drive, as well as a hydraulic or pneumatic braking system, the exploitation of the electric drive is able to be optimized if the braking system includes at least one pressure reduction valve, using which the braking pressure exerted by the driver is able to be reduced as a function of the deceleration proportion of the electric machine.

Abstract: A brake interface circuit for use with a hybrid drive system includes a brake interface circuit for selectively enabling and disabling the operation of a brake that is actuated by an actuator. The brake interface circuit includes a brake cylinder and an actuator control valve that is adapted to selectively enable and disable the operation of the brake by the actuator. First and second control valves are connected between the brake cylinder and the actuator control valve. The brake interface circuit is operable in a first operating mode to cause the actuator control valve to enable the operation of the brake by the actuator, a second operating mode to cause the actuator control valve to disable operation of the brake by the actuator, and a third operating mode to cause the actuator control valve to enable the operation of the brake by the actuator even though a portion of the brake interface circuit is operated in the second operating mode.

Abstract: An object of the present invention is to provide a brake device in which brake feeling can be improved. In response to depression of a brake pedal 6, an electric brake 5 mounted on the rear side starts to generate a braking force at the time of stroke h1 before a fluid pressure brake 4 mounted on the front side starts to generate a braking force when the stroke reaches stroke h2. In the conventional art, the braking force on the rear side is set according to the fluid pressure on the front side, and braking can be controlled only by the response of the fluid pressure. In the conventional art, an invalid stroke is long, and when the stroke enters a braking force zone where a braking force is generated according to a pedal stroke, the braking force suddenly increases relative to an advance of the stroke (rigid impression), whereby the driver often feels discomfort and pedal feeling is deteriorated.

Abstract: A control unit of a brake apparatus for a vehicle comprises target braking force determining means determining a target value corresponding to a target braking force that is a target value of a braking force on the basis of a basic value corresponding to the basic hydraulic pressure, compensation braking force controlling means controlling a compensation braking force so that a total value corresponding to a total braking force is equal to the target value corresponding to the target braking force, and the target braking force determining means including hunting reducing hydraulic pressure calculating means calculating a controlling value corresponding to a hunting reducing hydraulic pressure, the controlling value obtained by applying process to the basic hydraulic pressure in order to control a variation thereof, and the target value corresponding to the target braking force is determined by use of the controlling value corresponding to the hunting reducing hydraulic pressure.

Abstract: A method for compensating a regenerative braking amount when regenerative braking of a vehicle fails due to an error in controller area network (CAN) communications between an electronic brake system (EBS) and a hybrid control unit (HCU). The method includes steps of determining whether or not the regenerative braking is activated, remembering a regenerative braking control amount in the HCU and the EBS, learning and remembering a difference between the regenerative braking control amount in a normal state calculated just before the failure and the braking amount for the failure check in the HCU and the EBS, compensating the braking amount for the failure check with the difference value between the normal regenerative braking control amount and the braking amount for the failure check, and performing a regenerative braking control in the HCU and the EBS respectively.

Abstract: A hydraulic regenerative braking system for a vehicle is provided. The system includes two hydraulic machines, each of which is disposed proximate a corresponding vehicle wheel. A transformer is in communication with each of the hydraulic machines, and with a pair of accumulators. Each of the hydraulic machines is operable as a pump, pumping fluid to at least one of the accumulators when the vehicle is braking. Each of the hydraulic machines is also operable as a motor, receiving pressurized fluid and transferring torque to the vehicle wheels. The transformer is operable to vary the pressure of the fluid received by the hydraulic machines.

Abstract: An improved vehicle brake system for controlling the frictional braking force and the regenerative braking force to be applied to a wheel of a vehicle. The brake system reduces the regenerative braking force to a predetermined force and keeps the regenerative braking force at the predetermined force before the start of anti-lock control. When the anti-lock control starts, the brake system decreases the regenerative braking force from the predetermined force. With this arrangement, it is possible to quickly eliminate a locking tendency of any wheel of the vehicle, thereby stabilizing the vehicle.

Abstract: A brake apparatus for a vehicle controls braking force acting on front wheels by hydraulic braking force (front-wheel-side vacuum-booster hydraulic pressure fraction+linear-valve differential pressure fraction), which is frictional braking force, and regenerative braking force, and controls braking force acting on rear wheels by hydraulic braking force (rear-wheel-side vacuum-booster hydraulic pressure fraction) only, to thereby perform regeneration-coordinative brake control. During performance of ABS control, the apparatus sets the limit regenerative braking force to a force under which locking of the front wheels does not occur in a case in which the force acts on the front wheels, which are wheels undergoing regenerative braking, and adjusts the regenerative braking force such that the regenerative braking force does not exceed the limit regenerative braking force.

Abstract: A brake system in an electric drive dump truck. The electric drive dump truck has a generator 11 driven by an engine 10 and traveling motors 13L, 13R driven with electric power generated by the generator 11. Hydraulic brakes 20L, 20R, 21L, 20R are operated by brake pedal 18. An oil pressure sensor 22 detects hydraulic fluid pressure produced in accordance with the amount of depression of the brake pedal 18 and a control unit 14 controls the traveling motors 13L, 13R so as to operate them as generator-type retarders when the hydraulic fluid pressure P detected by the oil pressure sensor 22 is not smaller than a predetermined value P1.

Abstract: A drive system is provided for a utility vehicle and includes an alternating-current (AC) motor for providing a drive torque. An AC motor controller receives a battery voltage signal, throttle pedal position signal, brake pedal position signal, key switch signal, forward/neutral/reverse (FNR) signal, and run/tow signal indicative of the utility vehicle being configured to be driven and being configured to be towed. The AC motor controller generates an AC drive signal for the AC motor, wherein the AC drive signal is based on the battery voltage signal, throttle pedal position signal, brake pedal position signal, key switch signal, FNR signal, and run/tow signal.

Abstract: When a stroke of a manually operated braking member is equal to or smaller than a predetermined stroke, a master pressure chamber of a master cylinder is communicated with an atmospheric pressure reservoir, and an electromagnetic valve and a hydraulic pressure pump are controlled to supply the hydraulic pressure to wheel brake cylinders according to an amount of operation of the manually operated braking member detected by a braking operation detection device. An orifice is provided in a passage between the master pressure chamber and the atmospheric pressure reservoir, and a check valve is disposed in parallel with the electromagnetic valve to allow a flow of the brake fluid from the master cylinder to the wheel brake cylinders, and prohibit its reverse flow.

Abstract: A combination regenerative and friction braking system for an automotive vehicle includes an active booster master cylinder and a number of wheel cylinders connected to the master cylinder. A brake control unit is connected with brake pipes extending from the master cylinder to the wheel cylinders. At least one pressure reducing valve is positioned in one of the brake pipes so as to allow the active booster master cylinder to actuate selective ones of the wheel cylinders during regenerative braking without activating wheel cylinders servicing wheels which are being braked regeneratively.

Abstract: An operator selectable performance control system for an electric vehicle, is provided. In various embodiments, the system includes a motor structured and operable to provide motive power and regenerative braking forces to the vehicle and a mechanical brake assembly structured and operable to exert mechanical braking forces to the vehicle. The system additionally includes a controller operable to control the application of motive power and regenerative braking forces of the motor. The system further includes an operator selectable switch structured and operable to changeably select one of a plurality of vehicle performance routines executable by the controller for affecting maximum vehicle speed and an amount of regenerative braking implemented during vehicle operation.

Abstract: A detection unit directly detects an operating force acting on a wheel. A computation unit respectively computes a current value of a regenerative braking force and a current value of a friction braking force based on the result of a detection by the detection unit. A setting unit sets a target value of the regenerative braking force and a target value of the friction braking force based on a required braking force. A control unit controls a regenerative braking device based on the current value of the regenerative braking force so that the regenerative braking force approaches to the target value and also controls a friction braking device based on the current value of the friction braking force so that the friction braking force approaches to the target value.

Abstract: A method for balancing brake force is disclosed. The method includes determining whether a deceleration value reaches a first deceleration threshold in response to a braking event and determining brake condition and vehicle motion. Based on brake condition and vehicle motion determination and the first deceleration threshold determination, the method determines whether the deceleration value reaches a second deceleration threshold, and applies threshold balancing when the second deceleration threshold is reached.

Abstract: State of charge control for electric and hybrid vehicles. In one embodiment, a battery may be electrically connected to an electric motor to propel a vehicle. In such an embodiment, during vehicle operation a state of charge of the battery may fluctuate within a given state of charge range and may be regulated to a target state of charge. Such target state of charge may be set below the midpoint of the state of charge range. As the vehicle operates various devices may be controlled to regulate the state of charge to the target. In particular, an electric motor may be employed to lower the state of charge and an internal combustion engine may be employed to raise the state of charge. In other embodiments, regenerative braking, solar power or the like may be employed to raise the state of charge from at or below the target state of charge to the upper state of charge limit.

Abstract: A device and a method for recovering energy during a braking operation of a hybrid vehicle which includes an electric machine in addition to an internal combustion engine, as well as a hydraulic or pneumatic brake system which is operated by a foot brake pedal). The recovery device includes a pedal position transducer which detects at least an actuation of the foot brake pedal in an initial range, and an electronic system which evaluates the signal of the pedal position transducer and activates the electric machine accordingly in generator mode when the driver actuates the foot brake pedal in the initial range.

Abstract: A method of generating brake force to decelerate a vehicle is provided. The vehicle includes an internal combustion engine coupled to an input of a first electric energy device, the first electric energy device having an output coupled to a transmission device, and a second electric energy conversion device coupled downstream of the transmission device, the first and second electric energy conversion devices being powered at least by a battery. The method includes during a deceleration condition, generating brake torque via the second electric energy conversion device to generate electric energy storable in the battery; and rotating the internal combustion engine via torque output from the first electric energy device to deplete electric energy from the battery.

Abstract: A brake-by-wire automotive braking system includes a master cylinder connected to a number of wheel cylinders, with the master cylinder being actuated by a brake pedal assembly operatively connected with a master cylinder force simulator simulating the resistive force/displacement characteristics of the master cylinder itself. An electronically controlled compliance device selectively immobilizes the master cylinder force simulator so that the resistive force provided by the simulator may be applied selectively to the brake pedal. This produces a transparency in the brake pedal's operational feel, notwithstanding the presence or absence of force provided by the master cylinder force simulator.

Abstract: An automotive hill descent control includes a friction-braking subsystem and a non-friction braking subsystem with engine-based braking and regenerative braking. The regenerative and engine-based braking systems may be controlled according to the position of a manual switch, as well as inversely proportionally to the slope upon which a vehicle is being operated, and according to the speed of the vehicle.