Abstract: A vehicle braking control system is provided that controls at least three braking devices including a regenerative braking device, a hydraulic braking device and an electric braking device. The vehicle braking control system basically comprises a braking mode selecting section, a required braking force determining section and a target braking force setting section. The braking mode selecting section sets one of a plurality of braking modes having a different braking control priority for each of the target braking forces. The required braking force determining section determines a required braking force for an entire vehicle. The target braking force setting section sets each of the target braking forces based on the braking control priority of the selected braking mode to produce the required braking force for the entire vehicle. Preferably, the braking mode selecting section set at least an electric power maintenance priority mode and a braking response priority mode.

Abstract: A vehicle regenerative braking apparatus of simple structure is provided, which prevents adverse effects on a battery while handling excess power appropriately. In a vehicle regenerative braking, when excess power which exceeds a preferable charge amount of a battery has been generated as a result of regeneration, the excess power is consumed by increased power consumption of a plurality of electrical loads selected from among several electrical loads.

Abstract: A brake control apparatus for controlling at least three brake devices provided for braking respective at least three wheels of an automotive vehicle which includes two wheels located on respective left and right sides of the vehicle, wherein an emergency brake control portion is provided for controlling at least two normal brake devices when at least one of the at least three brake devices is defective, such that a difference between a total left-side braking force to be generated by at least one normal brake device located on the left side of the vehicle and a total right-side braking force to be generated by the other normal brake device or devices located on the right side is made larger when operations of all of the normal brake devices in a detected running condition of the vehicle are not likely to deteriorate the vehicle running stability, than when the operations of all of the normal brake devices in the detected running condition are likely to deteriorate the vehicle running stability.

Abstract: A vehicle braking system and method of control is disclosed which includes electromagnetic and friction braking functionality. The electromagnetic braking system includes a generator which supplies power to eddy current devices. Accordingly, the eddy current devices apply a retarding torque on the wheels of the vehicle. In the event the generator is unable to supply a predetermined amount of power to eddy current devices, friction braking is activated thereby enhancing braking performance.

Abstract: Regenerative braking is actuated in an electrical vehicle during towing of the vehicle to recharge the battery and brake the vehicle. When a driver of a towing vehicle depresses the brakes of the vehicle (202), the electrical vehicle applies regenerative braking in proportion to a braking signal from the towing vehicle (206). Also, regenerative braking is applied to the electrical vehicle when the vehicle is inadvertently disconnected from a connector (110) that couples the electrical vehicle to the towing vehicle (208).

Abstract: A vehicle regenerative braking apparatus of simple structure is provided, which prevents adverse effects on a battery while handling excess power appropriately. In a vehicle regenerative braking, when excess power which exceeds a preferable charge amount of a battery has been generated as a result of regeneration, the excess power is consumed by increased power consumption of a plurality of electrical loads selected from among several electrical loads.

Abstract: For a motor vehicle, a brake system, an antilock electro-hydraulic hybrid brake system, and a method of braking. The brake system includes at least one first wheel assembly including a non-antilock brake apparatus with a first actuator, and at least one wheel assembly including an antilock brake apparatus with a second actuator. A received brake signal activates at least one of the first and second actuators to provide a braking force for the vehicle. A front wheel set may include the first wheel assembly with the first actuator being hydraulic. A rear wheel set may include the second wheel assembly with the second actuator being electric. The method includes receiving a brake signal, applying a non-antilock brake force to at least one wheel assembly based on the received brake signal, and applying an antilock brake force to at least one wheel assembly based on the received brake signal.

Abstract: A vehicular braking control apparatus and method controls frictional braking performed by a frictional braking device, controls regenerative braking performed by a regenerative braking device, and controls shifting between a cooperative braking mode, realized by the frictional braking and the regenerative braking, and a single braking mode, realized by only the frictional braking. A correction coefficient for one of a frictional braking control amount and a regenerative braking control amount is calculated on the basis of an actual degree of vehicle deceleration and a reference degree of vehicle deceleration based on an amount of braking operation performed by a driver during braking in the single braking mode. The control amount is corrected based on the correction coefficient.

Abstract: A rail car supplementary brake and energy reclamation and power generating system is disclosed to include a motion unit, the motion unit having a pulley block connectable to the rail car and movable along a track in the rail of the rail car, an energy accumulator unit formed of a spiral power spring mechanism and a pull rope and connected to the pulley block and adapted to reserve elastic energy when the pulley block is pulled by the rail car, a power generator, and a transmission mechanism coupling the pull rope and the spiral power spring mechanism to the power generator for driving the power generator to generate electricity when the pull rope is pulling the spiral power spring to reserve elastic energy as well as when the spiral power spring is the reserved elastic energy.

Abstract: A hybrid brake apparatus for a vehicle includes a front hydraulically actuated brake circuit, a rear electrically actuated brake circuit, and a controller. The front hydraulically actuated brake circuit includes a master cylinder for providing pressurized fluid to the front brake circuit in response to an input applied to the master cylinder for applying a frictional front braking force. The rear electrically actuated brake circuit is controllable in response to the input for providing a frictional rear braking force. The rear brake circuit is controlled in accordance with a first predetermined relationship between the input and rear braking force during normal operation of the front brake circuit. If the controller detects a degradation of front braking force, the rear brake circuit is controlled in accordance with a second predetermined relationship between the input and the rear braking force, to thereby compensate for the degradation of front braking force.

Abstract: A turbine generator regenerative braking system for an automotive or other vehicle having ground engaging wheels and an electrical energy storage device. The braking system comprises an hydraulic fluid turbine generator having an electrical power output connected to the electrical energy storage device, a plurality of hydraulic fluid pumps, an actuation system for operatively connecting/starting pumping action, and a hydraulic fluid circuit connecting the hydraulic pumps to the turbine generator. In some versions of the system, a hydraulic pump, a clutch and an adjustable flow nozzle will be dedicated to each ground engaging wheel of the vehicle. In operation, braking is preferably initiated by the actuation of a brake master cylinder which provides hydraulic pressure to cause each rotating wheel with its corresponding hydraulic pump to engage. The pressurized fluid output of each pump is then fed to the turbine through the adjustable-flow nozzle causing the flywheel, and thus the generator, to rotate.

Abstract: A control device for an electric vehicle stopping at a slope road which reduces a power consumption of the electric motor when the vehicle is stopping at the slope road with the generation of a drive torque. The device judges the stopping state of the vehicle at the slope road when a condition that a throttle opening degree is not zero, that the drive torque is not zero, and that a vehicle speed is zero continues for a predetermined time, applies a hydraulic pressure P relative to wheel cylinder, and decreases the drive torque outputting to the motor to be zero. The device judges a release of the stopping state at the slope road when a condition that a throttle opening degree becomes greater than a throttle opening degree under the vehicle stopping state at the slope road, recovers the drive torque, and gradually releases an application of the hydraulic pressure to the wheel cylinder.

Abstract: A brake control apparatus is configured to suppress fluctuations in the deceleration when transferring from cooperative braking to regenerative braking or hydraulic braking. The brake control apparatus calculates a braking torque command value feed forward component for reaching a target deceleration corresponding to the master cylinder pressure according to an ideal reference model. The brake control apparatus also calculates the braking torque command value feedback component to find a base deceleration for feeding back the difference between the base deceleration and the vehicle deceleration. The brake control apparatus then calculates the braking torque command value by adding the components together.

Abstract: A brake effort monitor for railcar braking systems includes means connected to receive a brake effort request signal and a vehicle speed signal for generating an energy requested signal. Another device is connected to receive a brake effort actual signal and a vehicle speed signal for generating an actual energy signal. There is a mechanism connected to receive the energy requested signal and add it to one of a previous energy requested signal and a predetermined value for generating an energy requested sum signal. A device is connected to receive the actual energy signal and add it to one of a previous actual energy signal and a predetermined value for generating an actual energy sum signal.

Abstract: A vehicle braking apparatus is provided that basically comprises a hydraulic braking apparatus, an electric braking apparatus and a regenerative braking apparatus. The hydraulic braking apparatus is configured and arranged to apply a hydraulic braking force on at least one first wheel subject to a first braking system. The electric braking apparatus is configured and arranged to apply an electric braking force on at least one second wheel subject to a second braking system that is different from the first braking system. The regenerative braking apparatus is configured and arranged to apply a regenerative braking force on one of the first and second wheels subject to a corresponding one of the first and second braking systems. The vehicle braking apparatus enables the battery for an electric braking apparatus to be more compact while also enabling regenerated electric power to be used for braking.

Abstract: A brake control system for a vehicle is comprised of a first braking device that generates a braking torque by operating a driving source of the vehicle and a second braking device that generates the braking torque by operating a hydraulic brake system of the vehicle. A controller of the brake control system is arranged to calculate a desired braking torque according to a driver's demand, to divide the desired braking torque into a low-frequency component and a high-frequency component, to command the first braking device to generate the high-frequency component, and to command at least one of the first braking device and the second braking device to generate the low-frequency component.

Abstract: A regenerative braking system for an electric vehicle having front and rear wheels, and includes a drive wheel, an actuating device, a regenerative braking control circuit, and a power electronics circuit. The regenerative braking control circuit includes a potentiometer ir transducer, a process sensor, and a microprocessor. The system applies a regenerative braking torque to the drive wheel when the rider commands regenerative braking, and the process sensors signal a drive wheel velocity greater than zero. The present invention also relates to a throttle for actuating regenerative braking and reversing feature.

Abstract: A vehicle control apparatus performs regenerative braking by regeneratively operating first and second motor-generators to apply first and second braking torques in response to a deceleration request. The vehicle control apparatus is improves the efficiency in regeneratively generating electric power without greatly disturbing the balance between the. The control apparatus calculates an ideal front-rear wheel distribution ratio for front wheel braking torque and the rear wheel braking torque, and also calculates a distribution allowance for the ideal front-rear wheel distribution ratio. The control apparatus then corrects the ideal front-rear wheel distribution ratio within the distribution allowance such that the electric power generation efficiencies of the first motor-generator connected to the rear wheels and the second motor-generator connected to the front wheels are increased.

Abstract: A vehicle braking system and method of control is disclosed which includes electromagnetic and friction braking functionality. The electromagnetic braking system includes a generator which supplies power to eddy current devices. Accordingly, the eddy current devices apply a retarding torque on the wheels of the vehicle. In the event the generator is unable to supply a predetermined amount of power to eddy current devices, friction braking is activated thereby enhancing braking performance.

Abstract: A method and an apparatus for allowing a vehicle to be braked in both a regenerative and a distributive type or frictional manner, thereby reducing the amount of energy which is dissipated as the vehicle is braked.

Abstract: Strategies other than immediate elimination of regenerative braking (FIG. 2) are invoked when an incipient wheel lock-up is detected, the ABS becomes active, and/or incipient wheel slip is detected. The strategies include: reducing the regenerative braking torque as a function of the coefficient of friction of a surface on which the vehicle is traveling (FIG. 3); and adjusting regenerative braking in relation to the rate at which wheel slip is changing (FIG. 4). Some of the strategies may be applied on an individual wheel basis (FIG. 5), and some of the strategies may be applied in conjunction with operating friction brakes of the vehicle to apply at least some of the reduction in regenerative braking torque as friction brake torque (FIG. 1).

Abstract: A method and system for braking a hybrid electric vehicle having an internal combustion engine and a traction motor coupled to a common output shaft, with the vehicle also having an energy storage battery. The method includes monitoring of the vehicle to determine if the vehicle's driver is operating the vehicle in a braking mode and if so, controlling the engine and traction motor so as to provide dynamic braking such that when the traction motor is operated regeneratively, the brake torque produce by the engine is reduced from a maximum contemporaneous brake torque value.

Abstract: A strategy is provided using feedback control algorithms to monitor and dynamically modify front and rear braking torque to maintain controllability in a vehicle that initially favors regenerative braking. Simple proportional-integral-derivative feedback controllers can be used. The controller can monitor wheel speed, lateral acceleration, yaw rate, and brake position to selectively activate non-regenerative braking independently for each individual wheel and regenerative braking in varying proportion based on at least one actual vehicle controllability value and at least one predetermined target value for controllability and optimization of energy recovery. Controllability factors can include predetermined longitudinal slip ratio, comparison of tire slip angle or yaw rate. For rear wheel drive configurations, the non-regenerative brakes can be applied to just one front axle wheel on the outside of a turn.

Abstract: An actuation system controls the flow of electric power to electromagnetic actuators to control motion or movement of at least two shafts or bodies. The system is preferentially applied to braking systems in automobiles and trucks, and may also be applied to other areas, including clutches and drive systems for other power transmission purposes. The electromagnetic retarders may also be used in combination with friction brake systems. Principal advantages of the combination system are the reliability and simplicity of friction and hydraulic components, and the lower wear and longer life of electromagnetic components.

Abstract: The present invention provides a method and system to use feedback control algorithms to monitor and dynamically modify front and rear braking torque to initiate braking based on driver demand, initially favoring regenerative braking more than conventional braking balance would indicate while monitoring and maintaining vehicle controllability factors such as oversteer and understeer. A simple proportional-integral-derivative feedback controller can be used. Vehicle sensors for wheel speed, lateral acceleration, yaw rate, and brake position can provide input to the controller to monitor vehicle conditions and to activate non-regenerative and regenerative braking in varying proportions based on at least one actual vehicle controllability value and predetermined target value for controllability and optimization of energy recovery. Controllability factors can include predetermined longitudinal wheel slip ratios or a comparison of tire slip angle or yaw rate to a target value.

Abstract: The present invention is a method and system to control regenerative braking during the operation of a yaw stability control system. The method and system can use feedback control algorithms to monitor and dynamically modify regenerative and non-regenerative braking. The controller can use a simple proportional-integral-derivative feedback controller. A vehicle yaw stability control system can determine if a vehicle is experiencing an oversteer or understeer condition. The controller compares actual brake balance to a desired brake balance. The controller determines if the front axle wheels are overbraked relative to the rear axle wheels or if the rear axle wheels are overbraked relative to the front axle wheels as compared to the desired brake balance. The controller can adjust regenerative braking and non-regenerative braking levels according to the determinations.

Abstract: A vehicle brake system (10) is provided which compensates for brake pedal feel variation so as to provide for enhanced braking feel to the vehicle operator. The brake system (10) includes a brake command input (10), an accelerometer (22) for sensing longitudinal acceleration of the vehicle, and friction brakes (26) and regenerative brakes (29) for generating braking force to be applied to brakes on the vehicle. The vehicle brake system (10) further includes a controller (12) for detecting a brake torque variation as a function of the sensed acceleration and the brake demand signal. The controllers (12) further adjusts a torque command signal to adjust the amount of braking torque generated by the brakes (26) so as to compensate for brake torque variation.

Abstract: A vehicle has at least one electrical traction motor, at least one additional user of electrical energy, a vehicle control system and a source of electrical energy. The traction motor is effectively connected with the vehicle control system so that in the event of a failure of the source of electrical energy, the vehicle is automatically decelerated in regenerative operation and the user is supplied with electrical energy by the traction motor which is operating in the regenerative mode.

Abstract: A vehicle brake systems (10) is provided which compensates for brake pedal feel variation to provide enhanced braking feel. The brake system (10) includes a brake pedal (18), a wheel sensor (20), and a database (16) for storing target accelerations and torque to pressure parameters. The brake systems (10) may employ a friction brakes (26) and regenerative brakes (29). The brake system further includes a controllers (12) for controlling the amount of braking, including the friction brake actuator (24). The controller (12) determines brake acceleration caused by braking torque and determines a target acceleration based on the driver commanded input. The controller (12) also determines a brake acceleration error as the difference between the target acceleration and the brake acceleration. The controller adjusts the torque-related parameter to reduce the brake acceleration error by adjusting the braking torque generated by the friction brake actuator to compensate for brake torque variation.

Abstract: A hydraulic brake apparatus for a vehicle includes a hydraulic pressure generator which generates and outputs a power pressure irrespective of brake pedal operation, a regulation valve which regulates the power pressure to a predetermined pressure corresponding to the brake pedal operation force and outputs the predetermined pressure, and a master cylinder having a master cylinder pressure chamber and an auxiliary pressure chamber connectable to an output side of the regulation valve. The master cylinder is operated by auxiliary pressure in the auxiliary pressure chamber to generate a master cylinder pressure corresponding to the auxiliary pressure. A wheel brake cylinder is operated by the master cylinder pressure to apply braking force to a wheel. A pressure modulation device is disposed in a pressure passage connecting the output side of the regulation valve to the auxiliary pressure chamber to modulate the auxiliary pressure to a pressure less than the predetermined.

Abstract: Regenerative braking systems and methods for use in an electric vehicle, such as a battery-powered vehicle, a fuel cell vehicle, and a hybrid electric vehicle, including an electric motor system operable for generating torque to drive and control the electric vehicle, a traction controller operable for controlling the electric motor system, a brake system operable for generating torque to drive and control the electric vehicle, and a brake controller operable for controlling the brake system. Traction functions are strictly allocated to the traction controller, braking functions are strictly allocated to the brake controller, and the brake controller is subordinated to the traction controller. The regenerative braking systems and methods also including a communications system operable for transferring information between the traction controller and the brake controller.

Abstract: A regenerative braking system for use with a hybrid electric vehicle 10 including an internal combustion engine 14, an electric motor/generator or transaxle assembly 16, and a transmission assembly 18 which selectively receives torque from the engine 14 and transaxle 16 and delivers the received torque to vehicle's wheels 26, 28. The engine 14 is connected to the transmission assembly 16 by use of a clutch 20. During regenerative braking events, the system automatically disengages clutch 20, thereby allowing a maximum amount of energy to be recovered by the transaxle assembly 16, as engine “drag” is eliminated. Furthermore, the system disengages clutch 20 during idling conditions, and utilizes transaxle 16 to provide a negative torque to the driveline, effective to recover energy and to simulate engine drag forces due to compression braking effects, thereby providing a driver of the vehicle 10 with consistent feel during all operating modes.

Abstract: A vehicle brake system 10 is provided which compensates for brake pedal feel variation to provide enhanced braking feel. The brake system 10 includes a brake pedal 18, a wheel speed sensor 20, and a database 16 for storing target accelerations and torque to pressure parameters. The brake system 10 may employ a friction brakes 26 and regenerative brakes 29. The brake system further includes a controller 12 for controlling the amount of braking, including the friction brake actuator 24. The controller 12 determines brake acceleration caused by braking torque and determines a target acceleration based on the driver commanded input. The controller 12 also determines a brake acceleration error as the difference between the target acceleration and the brake acceleration. The controller adjusts the torque-related parameter to reduce the brake acceleration error by adjusting the braking torque generated by the friction brake actuator to compensate for brake torque variation.

Abstract: A vehicle brake system 10 is provided which compensates for brake pedal feel variation so as to provide for enhanced braking feel to the vehicle operator. The brake system 10 includes a brake command input 10, an accelerometer 22 for sensing longitudinal acceleration of the vehicle, and friction brakes 26 and regenerative brakes 29 for generating braking force to be applied to brakes on the vehicle. The vehicle brake system 10 further includes a controller 12 for detecting a brake torque variation as a function of the sensed acceleration and the brake demand signal. The controller 12 further adjusts a torque command signal to adjust the amount of braking torque generated by the brakes 26 so as to compensate for brake torque variation.

Abstract: 18A method and an apparatus (12) which senses whether a vehicle (10) is being decelerated by the use of regenerative braking and which selectively and automatically activates frictional braking assemblies (60-66) if such regenerative braking has not been achieved.

Abstract: A method and system for braking a hybrid electric vehicle having an internal combustion engine and a traction motor coupled to a common output shaft, with the vehicle also having an energy storage battery. The method includes monitoring of the vehicle to determine if the vehicle's driver is operating the vehicle in a braking mode and if so, controlling the engine and traction motor so as to provide dynamic braking such that when the traction motor is operated regeneratively, the brake torque produce by the engine is reduced from a maximum contemporaneous brake torque value.

Abstract: A brake control apparatus is configured to suppress fluctuations in the deceleration when transferring from cooperative braking to regenerative braking or hydraulic braking. The brake control apparatus calculates a braking torque command value feed forward component for reaching a target deceleration corresponding to the master cylinder pressure according to an ideal reference model. The brake control apparatus also calculates the braking torque command value feedback component to find a base deceleration for feeding back the difference between the base deceleration and the vehicle deceleration. The brake control apparatus then calculates the braking torque command value by adding the components together.

Abstract: A method and system for controlling an eddy current braking system in a motor vehicle is provided. The motor vehicle includes a prime mover linked to the eddy current braking system to provide torque thereto, and the eddy current braking system has a retarder assembly including at least a rotor and a stator. The method includes the steps of detecting a feedback current from the retarder assembly, detecting a rotor speed of the rotor, providing a signal indicative of a desired retarding torque, and determining a command current for the retarder as a function of the feedback current, rotor speed and desired retarding torque using a closed-loop sliding-mode control algorithm. The command current is provided to the retarder to control application of torque to the prime mover.

Abstract: A braking and driving force control apparatus and method are for a vehicle having a frictional braking device for applying a braking force individually to each wheel and a regenerative braking device for generating a common braking force to a plurality of wheels. A target braking force is calculated on the basis of a driver's braking operation or traction control. The regenerative braking device is controlled so as to achieve the smallest target braking force of the target braking forces of the plurality of wheels. The frictional braking device is controlled so as to achieve the target braking force of another wheel, different from the wheel having the smallest target braking force, in cooperation with the regenerative braking device. Thus, the efficiency of regenerating energy is enhanced.

Abstract: The amount of regenerative braking that is applied to the wheels (105) of a vehicle (100) is based on ambient temperature and a lift-throttle event. An ambient temperature sensor (108) monitors the temperature around the vehicle. Based on the temperature, a map is selected (204, 212, 214). If a lift-throttle event occurs, then the map is applied (206, 208). Compression regenerative braking is reduced to zero if an anti-lock braking system event occurs or if the throttle is re-applied, or both (216, 218, 220, 222).

Abstract: A vehicular braking control apparatus and method controls frictional braking performed by a frictional braking device, controls regenerative braking performed by a regenerative braking device, and controls shifting between a cooperative braking mode, realized by the frictional braking and the regenerative braking, and a single braking mode, realized by only the frictional braking. A correction coefficient for one of a frictional braking control amount and a regenerative braking control amount is calculated on the basis of an actual degree of vehicle deceleration and a reference degree of vehicle deceleration based on an amount of braking operation performed by a driver during braking in the single braking mode. The control amount is corrected based on the correction coefficient.

Abstract: A brake control apparatus for a vehicle includes an actuating section to apply a regenerative braking force to a motor-driven wheel driven by a motor of the vehicle. A control section is arranged to vary the regenerative braking force in a direction to shift a front and rear wheel braking force distribution toward an ideal braking force distribution, in accordance with a wheel locking tendency of the motor-driven wheel when the regenerative braking force exceeding a braking force determined by the ideal braking force distribution is applied to the motor-driven wheel.

Abstract: In a vehicle brake apparatus for executing ABS control to prevent a wheel from locking in such a manner that braking force is controlled so as to keep a slip ratio of a wheel at a target slip ratio so that an excessive drop of a wheel speed from a vehicle body speed is adjusted, an output current for driving a braking actuator is set to a current on which oscillating waves are superimposed during ABS control so that the wheel speed changes to show oscillating waves. Even if the wheel speed once drops to an extent that the slip ratio exceeds the target slip ratio, further decrease of the wheel speed is restricted and the wheel speed turns to an increase soon and this cycle is repeated. Accordingly, there occurs no excessive drop of the wheel speed due to the response delay so that sufficient braking force is generated.

Abstract: A coordinated regenerative brake system controls total brake torque to brake a vehicle in accordance with brake pedal operation and achieve deceleration intended by the driver's operation of the brakes when the accelerator is not depressed. In a vehicle speed range below specific speed V1, engine brake equivalent torque Ta is set to decrease gradually to zero in accordance with vehicle speed V. When brake operation starts at a vehicle speed exceeding V1, the desired total brake torque Tq working on the vehicle is the sum of brake torque Tb corresponding to brake operation, and engine brake equivalent torque Ta, until vehicle speed reaches specific speed V1. When vehicle speed is V1 or less, brake torque is controlled using as desired total brake torque Tq the sum of brake torque Tb corresponding to brake operation, and first engine brake equivalent torque Ta1, if brake operation amount Sb is greater than or equal to a first brake operation amount Sb1.

Abstract: Improving operating feelings and energy saving are aimed for a brake system of the type in which a predetermined differential pressure is produced between a master cylinder and wheel cylinders by a hydraulic pressure limit/changeover device during regenerative braking, and at the end of regenerative braking, the differential pressure is cancelled by increasing the pressure in the wheel cylinders with fluid sucked up from a reservoir for pressure increase by an electric pump. A reservoir for pressure increase, which is also used as a stroke simulator, is provided on the master cylinder side of the hydraulic pressure limit/changeover device, an on-off valve and a check valve are provided parallel to each other on the inlet side of the reservoir for pressure increase.

Abstract: Each of target braking forces for front and rear wheels of a vehicle is calculated based on an amount of braking performed by a driver and a predetermined braking force distribution ratio between the front wheels and the rear wheels. Each of the target regenerative braking forces for the front and rear wheels, respectively, is calculated based on a corresponding one of the target braking forces such that a maximum regeneration efficiency is obtained. If the driver has performed an abrupt braking operation, if the driver has performed a braking operation when the vehicle runs at a high deceleration, or if the vehicle runs at a high lateral speed, it is quite likely that anti-skid control will be started afterwards. Therefore, the target regenerative braking forces are gradually reduced, and target frictional braking forces are gradually increased. If anti-skid control is started, the target regenerative braking forces are set as 0.

Abstract: A method of braking an electric or hybrid vehicle 7 is provided. The vehicle (7) has electric regenerative brakes and friction brakes (94). In a normal braking situation regenerative brakes are applied. If a wheel (42) slip condition is sensed, a selectively operable clutch (76) tortionally connects an undriven axle (60) to the driven axles (44, 45) to alleviate the slip condition. The alleviation of the slip condition prevents the electric regenerative brakes from being shut off in favor of an antilock friction brake application.

Abstract: A regenerative braking system and method for a batteriless fuel cell vehicle includes a fuel cell stack, a plurality of ancillary loads, and a regenerative braking device that is coupled to at least one wheel of the vehicle. The regenerative braking device powers ancillary loads when the vehicle is coasting or braking. The fuel cell powers the loads when the vehicle is accelerating or at constant velocity. The regenerative braking device dissipates power in an air supply compressor when the vehicle is traveling downhill to provide brake assistance. The compressor can be run at high airflow and high pressure to create an artificially high load. A bypass valve is modulated to adjust the artificially high load of the compressor. A back pressure valve protects the fuel cell stack from the high airflow and pressure. A controller controls a brake torque of the regenerative braking device as a function of vehicle speed and modulates the bypass valve.

Abstract: The amount of regenerative braking that is applied to the wheels (105) of a vehicle (100) is based on ambient temperature and a lift-throttle event. An ambient temperature sensor (108) monitors the temperature around the vehicle. Based on the temperature, a map is selected (204, 212, 214). If a lift-throttle event occurs, then the map is applied (206, 208). Compression regenerative braking is reduced to zero if an anti-lock braking system event occurs or if the throttle is re-applied, or both (216, 218, 220, 222).

Abstract: An electric or hybrid electric vehicle 7 is provided which includes a first wheeled axle 10 that is electrically driven and has only electric regenerative brakes. The vehicle 7 also includes a second wheeled axle (22, 32, 44) that has only friction brakes 26. The cost and complexity of friction brakes on the second axle (22, 32, 44) can be avoided.