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1113 results about "Brake torque" patented technology

Anti-lock braking system based on an estimated gradient of friction torque, method of determining a starting point for anti-lock brake control, and wheel-behavior-quantity servo control means equipped with limit determination means

An anti-lock braking system includes a friction torque gradient estimating unit for estimating, from a small number of parameters, the gradient of friction torque with respect to a slip speed, and controls a braking force acting on wheels on the basis of the friction torque gradient estimated by the friction torque gradient estimating unit. The friction torque gradient estimating unit may employ several types of estimating methods; e.g., a method of estimating the gradient of friction torque from only time-series data concerning a wheel speed; a method of estimating the friction torque gradient from time-series data concerning wheel deceleration as well as from braking torque or time-series data concerning physical quantities associated with the braking torque; or a method of estimating the friction torque gradient from micro-gains which are obtained when brake pressure is excited in a very small amount at the resonance frequency of a vibration system comprising a vehicle, wheels, and a road surface and which represent the characteristics of the vibration system. Further, there is also disclosed a method of determining, from the thus-estimated friction torque gradient, the limit of the characteristics of friction torque developed between the wheels and the road surface.
Owner:TOYOTA CENT RES & DEV LAB INC

Torque control strategy for management of regenerative braking of a wheeled vehicle whose powertrain includes a rotary electric machine

A torque control strategy control for management of regenerative braking in a motor vehicle. A first processor (12) processes throttle request data (20) and torque modification data (40) from a second processor (14) to develop motor torque request data (28) for controlling rotary electric machine torque. The second processor processes brake request data (26), the throttle request data, and operating data from the at least one operating data source to develop friction brake torque data (30) for controlling friction brake torque applied to the vehicle and the torque modification data for the first processor. The two processors interact such that as long as the operating data from the at least one operating data source does not require that regenerative braking torque be limited, the torque modification data supplied to the first processor from the second processor equates to the brake torque request data, and the friction brake torque data does not cause the friction brakes to be applied, and when the operating data from the at least one operating data source calls for some limiting of the regenerative braking torque, the amount of limiting is subtracted from the torque modification data and the friction brake torque data equates to that amount of limiting for causing the friction brakes to be applied in that amount.
Owner:HASHIBA HITOSHI +5

Antilock brake systems employing a sliding mode observer based estimation of differential wheel torque

Improved methods and systems for controlling hydraulically or electrically actuated anti-lock brake systems (ABS) on air and land vehicles requiring only measurement of wheel angular speed although brake torque measurements can also be employed if available. A sliding mode observer (SMO) based estimate of net or different wheel torque (road/tire torque minus applied brake torque) derived from the measured wheel speed is compared to a threshold differential wheel torque derived as a function of a “skid signal” also based on wheel speed only to generate a braking control signal. The braking control signal can be employed to rapidly and fully applying and releasing the brakes in a binary on-off manner and, as an additional option, possibly modulating the maximum available brake hydraulic pressure or electrical current when the brakes are in the “on” state in a continuous manner. In the case of the basic on-off component of braking, the brakes are released when the estimate of differential wheel torque is less than the threshold differential wheel torque (i.e. for relatively high values of brake torque), and the brakes are applied fully when the estimate of differential wheel torque is greater than or equal to the threshold differential wheel torque. For aircraft landing gear applications, a fore-aft accelerometer mounted on the landing gear can be used to suppress nonlinear gear displacement oscillations commonly called gear walk in the direction of wheel roll.
Owner:SMO GRP

Vehicle Dynamics Control Device

A vehicle dynamics control device includes: a control unit that executes braking/driving torque control for controlling at least either a braking torque or a driving torque at each wheel based upon at least either external information pertaining to an environment of a vehicle or vehicle information that includes operation input information indicating an operation input by a driver and a vehicle dynamics information. And the operation input information includes a lateral motion operation index pertaining to a lateral motion operation executed to generate a lateral motion in the vehicle; the vehicle dynamics information includes a longitudinal acceleration generated in the vehicle and a lateral motion index indicating a lateral motion occurring in the vehicle; and the control unit determines a handling assurance acceleration limit with a maximum longitudinal acceleration value that assumes a substantially linear proportional relationship with the lateral motion operation index and the lateral motion index over a range in which the lateral motion operation index assumes a value equal to or less than a predetermined value or the lateral motion index assumes a value equal to or less than a predetermined value, and executes the braking/driving torque control by setting the handling assurance acceleration limit as an upper limit to a longitudinal acceleration to be generated in the vehicle under the braking/driving torque control.
Owner:HITACHI LTD

Multi-power-operated control method and system for hybrid power vehicle

The invention provides a control method and a system of multiple energy sources of the mixed hybrid vehicle, which comprises: an explaining module of the driving behaviors of the drivers; a mode determination and ability estimation module; a target confirmation module; and a generating module of the control instruction. The explaining module of the driving behaviors of the drivers confirms the needed driving/braking torque of the whole vehicle which is reflected on the wheels by the drivers under the current status. Meanwhile the mode determination and ability estimation mode completes the confirmation of the current operation mode of the mixed power system and the ability calculation of the charging/discharging of the power battery group, and confirms the current ability of the driving/power generation of the motor. The target confirmation module completes the confirmation calculation of the target torque of the two big power supplies of the mixed power system under the current status. The control instruction generates a mode port to confirm the corresponding execution instruction of the actuator. The control method and system of multiple energy sources of the mixed hybrid vehicle has the advantages of reducing the complexity of the control system of the power train assembly of the multiple energy sources of the prior hybrid vehicle, and ensuring the clarification and generalization of the modular structure of the power train assembly control system of multiple energy sources of the whole vehicle of the original complicated mixed hybrid vehicle.
Owner:NANJING AUTOMOBILE GROUP CORP

Dynamic loading methods based on servo motor

InactiveCN101793605ARealize dynamic characteristic testSimple structureEngine testingCurrent meterBrake torque
The invention relates to dynamic loading methods based on a servo motor, belonging to the field of motors and solving the problem that the properties of a direct-current motor can not satisfy the requirements of an electric loading system. The first method comprises the following steps of: transmitting a driving torque instruction value and an initial braking torque instruction value by utilizing a system controller according to the given loading spectrum to drive a measured motor to rotate; meanwhile, driving a loading motor to generate a braking torque for loading the measured motor; and then, feeding back the actual output torque value applied to the measured motor by the loading motor through adopting a torque/rotary speed sensor, and regulating the braking torque instruction value by utilizing the system controller according to a deviation so that the actual output torque value applied to the measured motor by the loading motor rapidly tracks the initial braking torque instruction value. The second method of the invention comprises the following steps of: calibrating the input and output torque relation curve of the loading motor by using the torque/rotary speed sensor, and then transmitting the driving torque instruction value and the braking torque instruction by using the system controller according to the given loading spectrum and the relation curve to load the measured motor.
Owner:HARBIN INST OF TECH

Braking energy recovery self-adaptive control method of electric automobile

The invention provides a braking energy recovery self-adaptive control method of an electric automobile. The braking energy recovery self-adaptive control method comprises the following steps that after a braking pedal of the electric automobile is treadpedaled, a vehicle controller judges whether a battery is in fault or not according to voltage and current of the existing battery fed back by a battery management system so as to determine the charge power of the battery; a charge torque value is acquired according to the charge power and a rotation speed of a motor; the vehicle controller determines a maximum allowable braking torque value according to the temperature of the motor and the rotation speed of the motor; an energy recovery torque value of a braking system is acquired according to the charge torque value and the maximum allowable braking torque value; an angle sensor acquires a moment coefficient value K; a feedback torque value of the motor is acquired by multiplying the moment coefficient value K by the energy recovery torque value of the braking system; and the vehicle controller controls the recovered current generated when the electric automobile is braked according to the feedback torque value of the motor so as to finish the control ion braking energy recovery. The braking energy recovery self-adaptive control method of the electric automobile, disclosed by the invention, has the advantages of being compatible considering both of a power battery and a motor system, enabling braking recovery current to be controllable and improving the driving range of the electric automobile.
Owner:SOUEAST

Downhill auxiliary driving device for electrically-driven automobile, and control method

The invention discloses a downhill auxiliary driving device for an electrically-driven automobile, and a control method. The downhill auxiliary driving device comprises a switch module, a target speed module, a speed control module and a braking force distribution module, wherein the switch module is used for starting or stopping the downhill auxiliary driving device according to operations of a driver and the traveling condition of the automobile; the target speed module is used for recording an instantaneous speed when the downhill auxiliary driving device is started by the switch module, as a target speed,; the speed control module is used for calculating target braking torque required for maintaining the target speed according to a difference value between a current real-time speed and the target speed; and the braking force distribution module is used for controlling power recovery of a drive motor so as to provide braking torque the same as the target braking torque. According to the downhill auxiliary driving device disclosed by the invention, the braking torque in a downhill gliding process is produced through the kinetic energy recovery function of the drive motor, so that energy consumed through friction braking is reduced, and the driver can conveniently control and change the speed in the downhill gliding process through operations the same as ordinary driving habits.
Owner:SCHAEFFLER TECH AG & CO KG
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