174results about "Regenerative braking" patented technology

One variation of a system includes a modular kit. The modular kit includes: a driven axle configured to install on a bogie chassis supporting a trailer chassis of a trailer; a motor coupled to the driven axle; a battery assembly; a set of electrical cables; and a cable carrier. The battery assembly includes a set of retention features configured to transiently engage a set of engagement features on the trailer chassis to couple the battery assembly to the trailer chassis and is configured to: supply electrical energy to the motor to drive the driven axle; and receive electrical energy from the motor to regeneratively brake the driven axle. The set of electrical cables are configured to electrically couple the motor and the battery assembly. The cable carrier is configured to: locate between the bogie chassis and the battery assembly; and support the set of electrical cables over a range of longitudinal positions.

A system is operable for controlling a force applied on a trailer being towed by a vehicle is described to a desired force Fd. The trailer has brakes and an optional motor for providing a propelling force to the trailer. A force sensor senses fore-aft forces between the vehicle and trailer at all times while the trailer is being towed. A controller receives signals from the force sensor and is operatively connected to the trailer brakes and the motor. The system controls the force between a towing vehicle and a trailer to the desired force Fd, by any one of: (a) operating the brakes to apply a braking force to the trailer; (b) activating the motor to apply a propelling force to the trailer; and (c) operating the brakes and activating the motor to apply both a braking and a propelling force to the trailer.

The proposed invention relates to methods for controlling energy consumption by a motor vehicle, and can be used in transportation industry. The technical problem to be solved by the claimed invention is to provide a method, a device and a system that do not possess the drawbacks of the prior art and thus make it possible to generate an accurate resource-efficient track for a motor vehicle that allows to reduce energy consumption by the motor vehicle on the specific portion of the route.

The proposed invention relates to methods for controlling energy consumption by a motor vehicle, and can be used in transportation industry. The technical problem to be solved by the claimed invention is to provide a method, a device, a system, a motor vehicle, and a computer-readable medium that do not possess the drawbacks of the prior art and thus make it possible to generate a resource-efficient driving route for a motor vehicle using a variety of resource-efficient tracks that allows motor vehicles to move along these routes in a resource-efficient way.

A braking system is described in which a synchronous electric machine mechanically coupleable to one or more wheels of a vehicle is used as a means of providing a controllable braking torque in the event that one or more of the components in the power train (for example the battery or inverter powering the synchronous electric machine) is in a fault condition. In such a fault condition, the electric machine generates uncontrolled regenerated currents when the rotor is rotating. A dump resistor is used to dissipate the uncontrolled regenerated currents and one or more switches in the current flow path are used to modulate the power through the dump resistor, thus creating a controllable braking system.

The present invention relates to a redundant safety control system based on wire control braking, comprising an electric power-assisted braking mechanism and an electronic vehicle body stability system connected via at least two CAN buses, wherein the information transmitted by the two CAN buses is mutually backed up; the electric power-assisted braking mechanism and the electronic vehicle body stability system are also connected to a vehicle controller, a motor controller and an electronic parking system via one of the CAN buses. The fault risk identification and corresponding redundant safety control of the wire control braking system are realized, the strict requirements of intelligent vehicles for redundant braking safety are met, the braking safety of the vehicle is improved, and the loss of life and property caused by automobile traffic safety accidents is reduced.

A braking system is described in which a synchronous electric machine, mechanically coupled to one or more wheels of a vehicle, is used to provide a controllable braking torque if one or more components in the powertrain (for example, the battery or the inverter supplying power to the synchronous electric machine) are in a fault condition. In such a fault condition, the electric machine generates uncontrolled recovered currents when the rotor rotates. A braking resistor is used to dissipate the uncontrolled recovered currents, and one or more switches in the current flow path are used to modulate the power through the braking resistor, thus creating a controllable braking system.

A method for generating a recuperation resource-efficient track for the vehicle in operation comprises: obtaining data associated with the first motor vehicle equipped with the braking electric recuperation system; data associated with the portion of the route to be passed by the first motor vehicle, and data associated with the second motor vehicle, generating a track for the first motor vehicle, wherein the electric recuperation system is activated when the first motor vehicle is braking, generating an estimated track for the second motor vehicle based on the track generated for the first motor vehicle, generating a speed profile of the first motor vehicle on the passed portion of the route, and evaluating resource efficiency of the first motor vehicle on the passed portion of the route on the basis of efficiency of the braking electric recuperation system of the first motor vehicle. Effect: optimizing energy consumption by the vehicle equipped with a braking electric recuperation system.

The proposed invention relates to methods for controlling energy consumption by a motor vehicle, and can be used in transportation industry. The technical problem to be solved by the claimed invention is to provide a method, a device, a system, a motor vehicle, and a computer-readable medium that do not possess the drawbacks of the prior art and thus make it possible to generate a modified resource-efficient track based on a non-modified resource-efficient track, thus allowing to reduce the time needed to pass a portion of the route or to increase the time of useful operation of the vehicle.

The invention relates to a method for controlling a braking system in an emergency mode in the event of a malfunction, as well as to a braking system. The method comprises the steps of: transmitting (S1) a deceleration signal (6) to at least two actuator devices (3) of the braking system of a vehicle, wherein the at least two actuator devices (3) are each designed to build up a braking force for decelerating the vehicle; identifying (S2) a simultaneous malfunction in signal processing of the at least two actuator devices (3); and adapting (S3) an electronic signal transmission (5) between a central control unit (4) of the vehicle and at least one of the at least two actuator devices (3) such that the simultaneous malfunction is bypassed in order to build up the braking force.

The proposed invention relates to methods for controlling energy consumption by a motor vehicle, and can be used in transportation industry. The technical problem to be solved by the claimed invention is to provide a method, a device, a system, a motor vehicle, and a computer-readable medium that do not possess the drawbacks of the prior art and thus make it possible to generate an accurate adjustment resource-efficient track for a motor vehicle that allows to reduce resource consumption by the motor vehicle on the specific portion of the route, as well as to return the vehicle in operation, after an emergency and / or unexpected stop, back to moving in accordance with the main resource-efficient track.

A learning device can include one or more processors, and a storage medium storing computer-readable instructions that, when executed by the one or more processors, enable the one or more processors to identify one of or both of first noise data measured from a first external device provided in a vehicle and second noise data measured from a second external device of a user that drives the vehicle, and apply training data for online learning, the training data including the one of or both of the first noise data and the second noise data, to a squeal noise prediction model trained to predict squeal noise of the vehicle to perform online learning of the squeal noise prediction model.

The proposed invention relates to methods for controlling resource consumption by a motor vehicle. The method comprises at least the following steps: generating the first resource-efficient track for the vehicle in operation moving along a portion of the route in an urban area, the track comprising a speed profile of the vehicle in operation and its trajectory on the portion of the route; detecting a second motor vehicle located on the same portion of the route and generating an resource-efficient track for the second motor vehicle; comparing the first and the second resource-efficient track for the vehicle in operation motor vehicle; and generating the second resource-efficient track for the vehicle in operation based on the comparison data obtained. The invention is directed to generate an accurate resource-efficient track for a motor vehicle that allows to reduce resource consumption by the motor vehicle moving along a portion of the route in an urban area taking into account other vehicles' trajectories.

The invention discloses a control method for stable operation of a heavy-load combined train. The method is applied to the heavy-load combined train formed by connecting at least two traction locomotives and at least one dragged vehicle in series, and comprises the following steps: when the ramp type of the heavy-load combined train running on the current line is a preset type, before or simultaneously adjusting the working state of an air braking device to be a relieving state, adjusting the working state of the air braking device to be the relieving state; controlling the power braking device of the master control locomotive to increase the power braking force, and increasing the power braking force by the power braking device of the slave control locomotive; when the working state is adjusted to be a relieving state, the initial relieving moment is determined, when the accumulative relieving duration reaches the preset first duration, the power braking force of the power braking device of the master control locomotive is adjusted and reduced, and the power braking force of the power braking device of the slave control locomotive is adjusted and reduced; changes of hook pulling force and hook pressing force of the middle slave control locomotive are reduced, the longitudinal force of the train is controlled within an evaluation index range, and the running safety and stability of the train are improved.

The present disclosure relates to a brake system and a method of controlling the same, the brake system including first and second wheel speed sensors respectively installed in wheels of a vehicle, electrohydraulic brakes respectively installed in front wheels of the vehicle, electromechanical brakes (EMBs) respectively installed in rear wheels of the vehicle, a first controller configured to perform braking control on the electrohydraulic brakes and the electromechanical brakes based on first wheel speed signals outputted from the first wheel speed sensors of the wheels, and a second controller configured to perform braking control on the electrohydraulic brakes and the electromechanical brakes based on second wheel speed signals outputted from the second wheel speed sensors of the wheels in response to a failure of the first controller.

Electrothermal converter (ETC) for converting electrical energy into thermal energy, comprising: - a heat sink (CC) with at least one cooling channel (CC) for passing a cooling medium or at least one heat dissipation surface for transferring heat to a cooling medium that passes by the at least one heat dissipation surface; - an electrical insulating layer formed on a surface (OF1) of the heat sink (KK); - at least one heating conductor (HL) which is formed by thermal spraying on a surface (OF2) of the insulating layer facing away from the heat sink (KK); - at least two connection frames (AR1, AR2) for electrically connecting the at least one heating conductor (HL), which are spatially separated from each other and are electrically and physically connected to the at least one heating conductor (HL), characterized in that - the at least one heating conductor (HL) through thermal spraying and subsequent laser trimming is formed, and contains a chromium-nickel alloy; - where the chromium-nickel alloy contains nickel in a mass fraction of less than 10%.

A control device (80) is provided in a mobile body having a motor (31) and a battery (33) and capable of obtaining a braking force through regenerative drive of the motor and action of a brake device (41, 42, 43, 44). The control device includes an abnormality detection section (61) that detects abnormality of the brake device, and a motor control section (60) that controls the motor. When a regenerative torque generated by regenerative drive of the motor while the brake device is normal is set to a normal regenerative torque, the motor control section, when abnormality of the brake device is detected by the abnormality detection section, causes the motor to perform regenerative drive in a manner to generate an abnormal-time regenerative torque larger than the normal regenerative torque for a period from a time point at which the abnormality is detected to a lapse of a prescribed grace time regardless of a state of charge of the battery.

The invention relates to a braking device for a motor vehicle with two axles (A1, A2), wherein: - each wheel has a wheel brake (RB1, RB2, RB3, RB4; H-EMBi; EMBi), - a pressure supply (DV) with a rotary pump (ZRP) driven by an electric motor (M) is provided, - the pressure supply (DV) is part of a pressure supply device (DV1), wherein the pressure supply device (DV1) has at least two output lines (VLa1, VLa2) and at least two connections (VLb1, VLb2) for connection either to brake circuits (BK1, BK2), an ABS / ESP unit (ABS / ESP) and / or an actuating unit (BE), and - the pressure supply device (DV1) is configured to perform a controlled volume control for pressure build-up by means of the rotary pump (RP) by controlling an angular position of the electric motor (M).

Method for determining a coefficient of friction prevailing between wheels (4, 5, 6, 7) of a motor vehicle and a road surface, characterized in that During a journey of the motor vehicle, steering angles of equal magnitude in opposite directions are set for the wheels (6, 7) of a steerable rear axle (3). the change in rotational speed and / or change in the rotational speed gradient resulting from this steering angle setting at at least one of the rear wheels (6, 7) is determined, The coefficient of friction between the wheels (4, 5, 6, 7) of the motor vehicle and the road surface is determined depending on the or each determined change in rotational speed and / or change in the speed gradient.

The present invention relates to a hybrid electric powertrain for tracked vehicles that includes an electric motor that is operatively connected to a first ring gear in a first planetary gear set that drives the track; a combustible engine that is operatively connected to an axle that drives a first sun gear in the first planetary assembly; a clutch that engages and disengages a first output drive shaft powered by the engine to a second output shaft that rotates the axle; and a brake assembly that prevents the axle from causing the sun gear to rotate when the first ring gear is being rotated by the electric motor, thereby allowing the vehicle to operate in a fully electric mode. In one embodiment the brake assembly may include an axle clutch that disengages the first sun gear from the axle.

A computer system (13) comprising processing circuitry (17) configured to receive data indicating that a present path (23) of a vehicle combination (1) comprising a first vehicle combination member (3) and a second vehicle combination member (5) coupled to the first vehicle combination member (3) by a fifth-wheel coupling (7) is a descending path; and provide a command encoding instructions to control an actuator (15) to increase a friction between the first vehicle combination member (3) and the second vehicle combination member (5).

Method (300) for use in a trailer (120), operable to be part of a vehicle combination (100) together with a towing vehicle (110). The trailer (120) comprises an electric machine (140) configured to create a regenerative braking force and to store electrical energy in an electrical energy storage (150). The method (300) comprises detecting (301) a brake force requirement of the vehicle combination (100); estimating (302) regeneration capacity of the towing vehicle (110); obtaining (303) a parameter related to current driving conditions of the trailer (120); determining (304) a maximum allowed braking force of the trailer (120), based on the obtained (303) parameter; and applying (305) a regenerative braking force of the electric machine (140) while not exceeding the determined (304) maximum allowed braking force, wherein the magnitude of the applied regenerative braking force is based on the estimated (302) regeneration capacity of the towing vehicle (110).

The braking system for a vehicle comprises the following components: a pressure supply unit (DV1, DV2), an electronic control unit (DV ECU1, DV ECU2) and valve assembly (HCU), and two hydraulically actuated wheel brakes (EHB) for the front axle. An electromechanical wheel brake (EMB) or a hydraulically assisted electromechanical wheel brake (H-EMB) is provided for each wheel of the rear axle, along with an electric traction motor (TM1, TM2) and a central control unit (M-ECU). This unit is configured to control the braking system in such a way that, to generate a yaw moment or steering intervention, different braking torques are applied to the axles for brake force distribution and / or to the wheels of an axle using the wheel brakes (EHB, EMB, H-EMB) and / or the at least one traction motor (TM1, TM2).Alternatively, the braking system can be controlled in such a way that a combined use of the pressure supply device(s) (DV1), hydraulically assisted electromechanical brake(s) (H-EMB), electric parking brake(s) (EPB) and / or electromechanical brake(s) (EMB) and / or drive motor(s) (TM, TM1, TM2) occurs in normal operation for a faster increase in braking force.

A braking unit for a fuel cell electric vehicle or a battery electric vehicle having a propulsion drive shaft or a differential wheel is provided. A hydraulic motor or a rotary gear pump is connected with the propulsion drive shaft or the differential wheel. The hydraulic motor or the rotary gear pump is fluidly connected with a heat exchanger. A restriction valve is configured to control a flow of a fluid in and out of the hydraulic motor or the rotary gear pump. A hydraulic compressor motor is arranged between the hydraulic motor or the rotary gear pump and the restriction valve, the hydraulic compressor motor is operatively connected with an air compressor.

A brake system for a vehicle may contain redundant components that permit braking force to be applied in case of partial or complete failure of a primary braking mechanism. The system may include at least one hydraulic brake circuit having at least one hydraulically operating wheel brake; a pressure supply device driven by an electric-motor drive; at least one electronic control and regulating device; a valve assembly having valves for setting wheel-specific brake pressures and / or for (dis)connecting the wheel brakes (from)to the pressure supply device; a piston-cylinder unit actuable by an actuating device, which can be connected to the at least one hydraulic brake circuit, to at least one brake unit comprising an electric drive motor, to an electric parking brake, to a hydraulically supported electromechanical brake, and / or to an electromechanical brake; at least one electric drive motor for at least one axle or wheel; and a central control unit.

The braking system for a vehicle comprises the following components: a pressure supply unit (DV1, DV2), an electronic control unit (DV ECU1, DV ECU2) and valve assembly (HCU), and two hydraulically actuated wheel brakes (EHB) for the front axle. An electromechanical wheel brake (EMB) or a hydraulically assisted electromechanical wheel brake (H-EMB) is provided for each wheel of the rear axle, along with an electric traction motor (TM1, TM2) and a central control unit (M-ECU). This unit is configured to control the braking system in such a way that, to generate a yaw moment or steering intervention, different braking torques are applied to the axles for brake force distribution and / or to the wheels of an axle using the wheel brakes (EHB, EMB, H-EMB) and / or the at least one traction motor (TM1, TM2).Alternatively, the braking system can be controlled in such a way that a combined use of the pressure supply device(s) (DV1), hydraulically assisted electromechanical brake(s) (H-EMB), electric parking brake(s) (EPB) and / or electromechanical brake(s) (EMB) and / or drive motor(s) (TM, TM1, TM2) occurs in normal operation for a faster increase in braking force.

A control device and a method for controlling traveling speed of a vehicle for the purpose of maintaining a vehicle speed equal to or lower than a pre-set downhill speed. The method comprises simulating a vehicle speed profile for an upcoming road section if braking at a pre-identified power level would currently be requested, thereby obtaining a predicted maximum vehicle speed and a predicted time until a vehicle speed equal to or within a pre-selected interval of the pre-set downhill speed is reached. The method further comprises, if the predicted maximum vehicle speed is equal to or below the pre-set downhill speed and the predicted time is below a preselected threshold time limit, requesting braking at the pre-identified power level or at an adjusted power level.

A braking system, may include: a hydraulic braking apparatus including a first hydraulic braking apparatus provided on anyone of front and rear wheels of a vehicle and a second hydraulic braking apparatus provided on the other of the front and rear wheels of the vehicle; a non-hydraulic braking apparatus capable of generating braking force in a wheel provided with the second hydraulic braking apparatus among the front and rear wheels; a main braking force regulator configured for controlling hydraulic braking pressure supplied to the first hydraulic braking apparatus and the second hydraulic braking apparatus; and an auxiliary braking force regulator configured for controlling at least one braking apparatus of the first hydraulic braking apparatus and the non-hydraulic braking apparatus, based on whether an anti-lock braking system (ABS) is operating, when a failure has occurred in the main braking force regulator.

A regenerative braking control method and a regenerative braking control device of the present invention control a drive source that generates a regenerative brake force in such a manner that an upper limit of regenerative deceleration when a driver executes manual control becomes smaller than an upper limit of regenerative deceleration when automatic control is executed.