411results about How to "Improve braking efficiency" patented technology

The invention provides a copper based powder metallurgy high speed brake lining, which comprises a steel backing, a brake block, a framework, a spring washer and a swollen tail block. In the course of braking, the brake lining has smaller abrasion loss and can effectively prevent the edge dropping, angle dropping and camber wear of the brake block. The brake block uses copper based powder metallurgy friction material; copper powder, iron powder, tin powder, chromium powder, titanium powder, nickel powder, bismuth meal, graphite, boron nitride, aluminum oxide, silicon dioxide, zirconite and the like are well blended according to the proportion, stamped and sintered on the framework after cold pressing. The copper based powder metallurgy high speed brake lining has the characteristics of high mechanical strength, good thermal conduction, good thermal stability, strong heat-resistant fade performance, long service life, small abrasion on a retarding disc and stable friction performance and the like, and can effectively control very high way trains with 200-300km/h per hour.

A boosting system for the braking of electric car or the car with mixed power system is composed of the push rod of pedal, reactive rubber disc, the push rod of master cylinder, braking pedal, casing, electric motor, worm-gear set, nut, spring, piston, restoring springs, baffle ring and bearings.

A regenerating braking system is provided, which includes: a synchronous motor with field coil excitation including a cylindrical stator coil, an inverter electrically connected to the stator coil, a battery electrically connected to the inverter, a rotor coil provided in an internal space of the stator coil, a two-way switch electrically connected to the rotor coil, and a capacitor electrically connected to the two-way switch; and a controller, wherein when the first differential calculus of acceleration of a load on the synchronous motor becomes negative, the controller stores regenerative power regenerated in the rotor coil from the stator coil, in the capacitor through the two-way switch, and wherein the controller supplies the regenerative power stored in the capacitor to the rotor coil through the two-way switch.

The priority sequence in a control of adjusting the drive power with respect to a vehicle drive power request is set in the sequence of: (1) an engine output increase, (2) a motor output increase, and (3) a gear speed change in a gear ratio increasing direction. More specifically, a gear speed of a least gear ratio is selected within such a range that an engine revolution speed higher than or equal to a predetermined lower limit revolution speed is attainable. A requested drive power is achieved singly by an engine output with the gear speed selected. When the requested drive power is not achievable singly by the engine output, the requested drive power is achieved by the engine output and a motor output. When the requested drive power is not achievable by the engine output and the motor output, the gear speed is changed in a gear ratio increasing direction.

An aircraft engine assembly including a turbojet, a turbojet attachment pylon, and a nacelle mounted on the attachment pylon and surrounding the turbojet. The nacelle includes at least one mobile nacelle portion forming a single piece envelope all around a section of the turbojet, this mobile nacelle portion being mounted free to slide on the attachment pylon so that it can be moved from the forward position in the aft direction, and vice versa.

The brake dust cover structure of a vehicle prevents nearby components from being thermally damaged by insulating the brake disk from heat radiation and prevents impurities, such as pieces of stone, soil or the like, from entering into the brake disk along with air, thus preventing damage to the brake disk. The present invention further improves the cooling efficiency of the brake disk by maximizing the amount of airflow into the brake disk.

A method minimizes a driveline vibration and reduces stopping distances in a hybrid electric vehicle (HEV) having a plurality of drive wheels, a friction braking system having antilock braking system (ABS) capability, and an electronically variable transmission (EVT) with two EVT modes. The method automatically shifts the EVT to a predetermined high speed/low torque EVT mode when the ABS is active and when a calibrated maximum deceleration rate is not exceeded. An HEV has a friction braking system with ABS capability and an EVT including a plurality of modes. A controller automatically activates the friction braking ABS in response to a threshold level of slip between the drive wheels and the road surface when the brake pedal is actuated. An algorithm automatically shifts the EVT into one of the high speed/low torque EVT modes when the ABS is activated and the calibrated maximum deceleration rate is not exceeded.

The invention comprises a pressure arm unit, a rotation shaft unit, a return spring, a push pedal, an internal friction plate, a brake, an external friction plate, a support and a caliper body arranged in order from right to left. Because of using the rectangular section torsional spring function, in a specific environment the invention can realize a one-way transmission of the torque and also can realize an overload protection effectively. The reasonable design of the pressure arm unit can supply the stable brake moment.

The embodiment of the invention relates to the technical field of electronic devices and discloses a motor driving signal generating method which comprises a step of acquiring an acceleration segmentsignal, a constant segment signal and an attenuation segment signal, wherein the frequencies of the constant segment signal and the attenuation segment signal are smaller than that of the accelerationsegment signal, a step of connecting the acceleration segment signal and the constant segment signal and reserving a silent period without signal output between the braking segment and the constant segment to obtain a first motor driving signal, a step of adjusting the constant segment signal parameters of the first motor driving signal according to a vibration sensing demand and splicing the attenuation segment signal to the adjusted first motor driving signal to obtain a second motor driving signal, and a step of adjusting the attenuation segment signal parameters of the second motor driving signal to obtain the second motor driving signal with the highest braking efficiency and determining the second motor driving signal with the highest braking efficiency as a final motor driving signal. A low-frequency heavy tactile effect can be achieved when the motor vibration is controlled, and the fidelity of a specific tactile effect in scenes such as game and car central control screens isimproved.

The invention discloses an electric-hydraulic composite braking system for an electric automobile and an optimization method of the electric-hydraulic composite braking system. The electric-hydraulic composite braking system for the electric automobile comprises a motor regeneration braking force module, a hydraulic braking force module and a composite braking force control module. The motor regeneration braking force module comprises two hub motors, a brake pedal position sensor, four wheel speed sensors, an automobile speed sensor, a super-capacitor, a two-quadrant DC-DC converter and a first ECU. The hydraulic braking force module comprises an oil pump motor, a hydraulic oil pump and a second ECU. In the traveling process of the automobile, through detection of the automobile speed and the wheel speed of automobile traveling and brake pedal position signals, the composite braking force control module controls the distribution ratio between the motor regeneration braking force module and the hydraulic braking force module. Meanwhile, through multi-objective optimization conducted on the electric-hydraulic composite braking system, the braking pedal feeling and motor recovered energy serve as objects, and under the ECE laws and regulations, the relatively high energy recovery rate and the proper brake pedal feeling are obtained.

The invention discloses an eddy current and friction brake device for vehicles. The eddy current and friction brake device comprises a brake disc, a brake caliper, a first annular sector eddy current retarder and a second annular sector eddy current retarder. The brake caliper holds the upper portion of the brake disc. The first annular sector eddy current retarder and the second annular sector eddy current retarder symmetrically hold two sides of the brake disc relative to the brake caliper. Each annular sector eddy current retarder is formed by two rows of electromagnets on two inner annular sector faces of an annular sector frame. The eddy current retarders and the friction brake are integrated according to the principle of advantage complementing, eddy current brake is used when the vehicle runs at high speed, and the brake caliper is used for friction brake when the vehicle runs at low speed. By the eddy current and friction brake device for vehicles, safety, economy, stability, comfort level and efficiency in vehicle braking are improved. The eddy current and friction brake device for vehicles is compact and simple in structure, convenient to mount and easy to maintain.

The invention relates to a safe and efficient operation active adhesion controlling method for a motor train unit. The method comprises the following steps: S1, designing an adhesion torque observer for estimating an adhesion torque il between train wheels and a rail in real time according to a single-axis dynamical model and the full-dimensional state observer principle; S2, deriving an adaptive limiting torque Tlim of a traction motor according to the adhesion torque il, a body acceleration value a and a variable step length algorithm; and S3, designing an adhesion controller according to the daptive limiting torque Tlim of the traction motor and a motor output torque index value Tm* given by a superior traction control system, to coordinate traction control and adhesion control. The method effectively improves the traction braking efficiency of a train, reduces wheel-rail wear, strengthens safe and stable operation of the train, prolongs the service lives of wheels and rails, improves the comfort of passengers and reduces energy consumption of the train.

A variable ratio brake pedal assembly includes a support bracket having a mounting face and two spaced apart side arms extending from opposing edges of the mounting face. The brake pedal assembly also includes a pedal arm pivotally mounted to the support bracket at a first pivot point, and having a pedal pad mounted to a lower end of the pedal arm. The brake pedal assembly also includes a pedal link having a first end and a second end, such that the first end is pivotally connected to the pedal arm at a third pivot point, and a brake booster link having a first end and a second end, and the first end of the brake booster link is pivotally mounted to the second end of the pedal link at a fourth pivot point and the second end of said brake booster link is pivotally mounted to the support bracket at a second pivot point. The brake pedal assembly further includes a brake booster rod attaching means located on the brake booster link at a fifth pivot point, such that the fifth pivot point is located on the brake booster link so that a distance between the second pivot point and the fifth pivot point is less than a distance between the second pivot point and the fourth pivot point.

A wheel hub drive system with an electric motor that can be arranged inside a wheel rim, whereby the electric motor is formed by rotor that is at least indirectly joined to a wheel hub and by means of a stationary stator that can be supplied with alternating current. With an eye towards obtaining more space for the vehicle occupants, it is proposed to arrange the converter with its entire power electronics unit on the stator so that the wheel hub drive system can be operated with direct current from the battery of the vehicle, or else no alternating current lines have to be laid in the vehicle. Consequently, the alternating current is generated by the converter that is arranged in a converter housing attached axially next to the stator.

The invention provides an energy recovery method and an energy recovery device for an electric car. The method comprises the steps of when detecting that the electric car currently meets an energy recovery activation condition, computing a maximum recoverable torque T_max (MotorBrake) of a whole car according to theoretical torque of a front motor and a rear motor; detecting the working condition of the electric car, if the car is in the brake condition, computing designed brake torque T (Brake) of the whole car according to a current road adhesion coefficient, if the T_max (MotorBrake) is not less than the T (Brake), only applying braking forces to the front and rear motors without applying hydraulic braking forces to a front shaft and a rear shaft, and if the T_max (MotorBrake) is less than the T (Brake), applying the hydraulic braking forces to the front and rear shafts, and meanwhile applying the braking forces to the front and rear motors. According to the method and the device provided by the invention, energy recovery of the dual-shaft dual-motor electric car is achieved.

An empty/load brake control system mountable on a sprung and an unsprung member of a railway car and disposed between the car brake control valve and brake cylinder for adjusting the brake cylinder pressure during a brake application according to the car load condition. Such system includes an empty/load sensor valve device and a sensor arm coupled to a sensor cable whose movement is controlled by a sprung member and a terminal member disposed on an end of sensor cable, in contact with sprung member so that any downward movement of sprung member forces such terminal member in a similar downward direction and similarly pulls on the sensor cable. A piston, under pressure, urges the sensor arm to rotate and retract sensor cable but must overcome resistance of a spring. The system includes a load proportional valve.

The invention relates to a power distributed type electric logistic vehicle. The electric logistic vehicle comprises a first carriage with a steering drive module, and a plurality of connection carriages with power-driven modules, wherein the first carriage is connected with the connection carriages through one electromagnetic force hook, and the adjacent two connection carriages are connected with the electromagnetic force hooks; the corresponding connection surface between the first carriage and the connection carriages, and the corresponding connection surfaces between the adjacent connection carriages separately adopt an arc surface structure. The electric logistic vehicle disclosed by the invention is simple in structure, high in transporting efficiency, large in pulling force and flexible to organize and steer, resources are saved, and the number of the connection carriages can be selected according to the quantity of the goods; besides, distributed type drive is adopted, so that the drive of each of the carriages is mutually independent, and interactive independent control is adopted.