Abstract: A coil component includes a body having one surface, and one end surface and the other end surface, respectively connected to the one surface and opposing each other, a support substrate embedded in the body, and a coil portion disposed on the support substrate and including first and second lead-out patterns respectively exposed from surfaces of the body. The first lead-out pattern is exposed from the one surface of the body and the one end surface of the body. The second lead-out pattern is exposed from the one surface of the body and the other end surface of the body. The body includes an anchor portion disposed in each of the first and second lead-out patterns.

Abstract: A coil component is provided. The coil component includes a body having fifth and sixth surfaces opposing each other, first and second surfaces respectively connecting the fifth and sixth surfaces of the body and opposing each other, and third and fourth surfaces respectively connecting the first and second surfaces of the body and opposing each other in one direction, a recess disposed in an edge between one of the first and second surfaces of the body and the sixth surface of the body, a coil portion disposed inside the body and exposed through the recess, and an external electrode including a connection portion disposed in the recess and connected to the coil portion, and a pad portion disposed on one surface of the body. A length of the pad portion in the one direction is greater than a length of the connection portion in the one direction.

Abstract: A method for controlling corrected target hydraulic brake force to be generated by estimating friction coefficient variation depending on a bushing degree of a brake friction material and a season change, may include: determining a hydraulic brake torque required for hydraulic braking according to a driver's request brake torque; converting the hydraulic brake torque into a brake hydraulic pressure by use of a torque factor which is a friction capability of a brake friction material in the hydraulic brake torque; and determining a correction amount of the torque factor according to a season and a bushing degree of the brake friction material, which influences a friction coefficient which is an element of the torque factor.

Abstract: A hydraulic booster brake system is provided. The system includes a pedal simulator capable of achieving an enhancement in backup braking performance and in design freedom of the pedal simulator. The system includes a main master cylinder that is connected to a brake pedal while being connected to the pedal simulator via the pedal-side hydraulic line, and a sub master cylinder that is connected to the brake pedal while being connected to the pedal simulator and a fluid reservoir via the pedal-side hydraulic line. A first simulator valve is installed at a portion of the pedal-side hydraulic line between the main master cylinder and the pedal simulator. A second simulator valve is installed at a portion of the pedal-side hydraulic line between the sub master cylinder and the fluid reservoir.

Abstract: A hydraulic booster brake system is provided. The system includes a pedal simulator capable of achieving an enhancement in backup braking performance and in design freedom of the pedal simulator. The system includes a main master cylinder that is connected to a brake pedal while being connected to the pedal simulator via the pedal-side hydraulic line, and a sub master cylinder that is connected to the brake pedal while being connected to the pedal simulator and a fluid reservoir via the pedal-side hydraulic line. A first simulator valve is installed at a portion of the pedal-side hydraulic line between the main master cylinder and the pedal simulator. A second simulator valve is installed at a portion of the pedal-side hydraulic line between the sub master cylinder and the fluid reservoir.

Abstract: Provided is a method for controlling regenerative braking in an electric vehicle, including operating regenerative braking, checking if a data communication using a control area network (CAN) standard is properly made between a regenerative braking torque controller and a hydraulic pressure braking torque controller, and enabling the regenerative braking torque controller and the hydraulic pressure braking torque controller to maintain regenerative braking torque and hydraulic pressure torque at their respective previous levels or to increase regenerative braking torque and/or hydraulic pressure torque until braking ends, when the data communication fails between the regenerative braking torque controller and the hydraulic pressure braking torque controller.

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 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 method for controlling regenerative braking of an electric vehicle includes steps of detecting a pedal stroke generated as a brake pedal is pushed down in a regenerative braking mode, detecting a hydraulic pressure in a master cylinder of a brake system, comparing a detected value of the pedal stroke sensor with a detected value of the master cylinder hydraulic pressure, deciding a state where the detected value of the master cylinder hydraulic pressure compared with the detected value of the pedal stroke sensor is out of a reference range as a fail, suspending a regenerative braking cooperative control in which a regenerative braking and a brake hydraulic pressure control are suspended, and supplying a hydraulic pressure from a hydraulic source to a wheel cylinder of the brake system by a control of the brake hydraulic pressure controller and controlling a target wheel cylinder hydraulic pressure repeatedly with a braking force required by a driver.

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 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: Provided is a method for controlling regenerative braking in an electric vehicle, including operating regenerative braking, checking if a data communication using a control area network (CAN) standard is properly made between a regenerative braking torque controller and a hydraulic pressure braking torque controller, and enabling the regenerative braking torque controller and the hydraulic pressure braking torque controller to maintain regenerative braking torque and hydraulic pressure torque at their respective previous levels or to increase regenerative braking torque and/or hydraulic pressure torque until braking ends, when the data communication fails between the regenerative braking torque controller and the hydraulic pressure braking torque controller.

Abstract: A hydraulic control method for generating a regenerative braking force for a that decreases the reduced amount of a regenerative braking force to increase an energy recovery rate by generating the regenerative braking force directly from the regenerative braking. Such a control method includes steps of measuring a braking force required by a driver; determining where or not the braking force required by a driver is greater than a maximum regenerative braking force; generating an insufficient braking force with a hydraulic braking force, determining where or not the braking force required by a driver is greater than a predetermined reference value; gradually applying a fluid pressure or canceling the fluid pressure by setting a hydraulic braking force entry section; and performing a braking operation only with the regenerative braking force.