103 results about "Regenerative brake" patented technology

The present application relates to the technical field of regenerative braking, in particular to a mine truck energy recovery torque rate control method based on vehicle mass and transmission parameters, comprising the following steps: collecting vehicle operation data to construct a time series data set, calculating kinetic energy response sensitivity index and correcting the maximum allowed rising slope, extracting elastic power difference value and oscillation component based on second-order differentiation, and generating torque rate control instruction. In the present application, the influence degree of the current load state of the vehicle on the kinetic energy recovery is quantified, and the maximum allowed rising slope is dynamically corrected accordingly to accurately adapt to different load conditions. The elastic power difference value of the transmission system is extracted by using the second-order differentiation of power, and the oscillation component is separated. When the oscillation is detected to exceed the threshold, the dynamic damping correction value is calculated to down-regulate the limit parameter, which not only ensures the smoothness of torque establishment under heavy load conditions to avoid mechanical damage, but also effectively suppresses the elastic torsional vibration of the transmission system.

The present invention provides a control device that suppresses the power required for battery cooling. [Solution] The motor 2 drives the vehicle 1 using the power of the battery 5 and can also recharge the battery 5 with regenerative power when the vehicle 1 is decelerating. The cooling device 6 cools the battery 5 using the power of the battery 5. The temperature sensor St measures the temperature of the battery 5. The cooling control unit 11 starts cooling by the cooling device 6 when the temperature of the battery 5 measured by the temperature sensor St exceeds a predetermined cooling start temperature. The cooling control unit 11 raises the cooling start temperature and lowers the cooling level as the regenerative power from the motor 2 is weaker.

Provided is a vehicle Ve comprising: an engine ENG; a power generation motor GEN capable of generating power with a motive power of the engine ENG and supplying the generated power to a battery BAT; and a main drive motor MOT1 capable of driving front wheels FWR with the power of the power generation motor GEN and the battery BAT. It is possible to set the following: a first mode in which travel is possible by generating power at an arbitrary engine rotation speed Ne; and a second mode in which travel is possible at an engine rotation speed Ne based on a vehicle speed and a pseudo gear shift stage which simulates a gear shift stage. The vehicle comprises: a waste power control unit 100 that executes waste power control for consuming surplus power by rotating the engine ENG by means of the power generation motor GEN when it becomes necessary to consume surplus power that cannot be stored in the battery BAT; and a regeneration control unit 110 that controls, on the basis of a regeneration upper limit value, a regenerative braking force by a regenerative operation of the main drive motor MOT1. The regeneration control unit 110 sets the regeneration upper limit value of the second mode during execution of waste power control to be smaller than the regeneration upper limit value of the first mode during execution of waste power control.

This invention relates to the field of electric drive control technology and discloses an automatic control method for an electric wheeled mountain vehicle under all working conditions. The method includes calculating and fusing the reference vehicle speed and transient slip ratio in pure wheeled mode; upon receiving reversing or uphill commands, constructing a state phase plane, controlling the deployment of auxiliary tracks, adjusting the target duty cycle, and calculating the target cavity pressure to generate normal support force when the slip ratio exceeds the limit, based on the Jacobian mapping relationship; controlling the shock-absorbing wheel system bracket to extend downwards and retract the auxiliary tracks to restore wheeled drive based on the slope crest pitch angle evaluation value; deploying the auxiliary tracks when the downhill trigger condition is met and combining regenerative braking with braking commands to form a composite braking state; calculating the stability margin and outputting an anti-rollover interruption command, or retracting the auxiliary tracks to execute differential drive actions when a steering signal is received. This invention improves the vehicle's traction stability, anti-rollover capability, and steering smoothness through terrain pre-control and electromechanical-hydraulic coordinated energy cascade redistribution.

This application relates to the field of vehicle control technology and discloses a predictive control method and system based on road surface adhesion coefficient. In this method, a cloud server acquires real-time information uploaded by vehicles on the road. The cloud server can combine the real-time information with historical information from each grid to form a road surface adhesion coefficient matrix. The cloud server sends the road surface adhesion coefficient matrix to the vehicle. Based on the road surface adhesion coefficient matrix, the vehicle's current position, and navigation path, the vehicle determines the predicted road surface adhesion coefficient value in its current direction of travel. Based on the predicted road surface adhesion coefficient value, the vehicle calculates the upper limit of its regenerative braking capacity and / or the upper limit of its driving torque, and then controls the vehicle accordingly. The beneficial effect is improved vehicle control efficiency on low-adhesion roads.

This invention provides a vehicle braking force distribution method, device, controller, and storage medium. The method includes: acquiring the braking signal from the vehicle's brake pedal to obtain the vehicle's total braking force; if it is determined that the vehicle's current speed is greater than the minimum speed required to trigger regenerative braking, calculating the vehicle's rear axle braking force; if a tendency for the vehicle's front wheels to lock up is detected, setting the vehicle's front axle braking force as the critical braking force required for front axle lockup; if it is determined that the rear axle braking force is greater than the maximum allowable regenerative braking force of the rear axle, setting the mechanical braking force of the rear axle as the difference between the rear axle braking force and the maximum allowable regenerative braking force of the rear axle, and setting the regenerative braking force of the rear axle as the maximum allowable regenerative braking force of the rear axle; if a tendency for the vehicle's rear wheels to lock up is detected, setting the vehicle's rear axle braking force as the critical braking force required for rear axle lockup. This invention maximizes the utilization of regenerative braking force and achieves optimal braking performance through braking force distribution.

This invention discloses a method and system for regenerative braking energy storage scheduling based on dynamic prediction. The method includes: collecting data on vehicle operation, line conditions, environment, energy storage status, grid load, and real-time carbon price; generating predicted values ​​for train braking energy, multi-vehicle conflict probability, and energy storage health status through a prediction model, and calculating expected carbon emission reduction benefits; inputting the above results into a decision model, which uses trains, energy storage systems, the grid, and carbon trading nodes as game players, and performs collaborative optimization through multi-agent reinforcement learning fusion game strategies, outputting charging and discharging scheduling commands; issuing execution commands through a cloud-edge-device architecture, with edge nodes autonomously responding to emergencies in case of communication interruption. The system includes corresponding modules. This invention achieves proactive collaborative optimization from passive storage to "prediction-game theory-maintenance-carbon value-added," improving energy utilization and economic efficiency.

A drive device (3) is mounted on a vehicle (1) that regeneratively brakes at least the left and right rear wheels (13, 14) out of the left and right front wheels (11, 12) and the left and right rear wheels (13, 14) when decelerating, and drives the left and right rear wheels (13, 14). The drive device (3) has a motor (31) and a differential device (33) that distributes driving force output from the motor (31) to the left and right rear wheels (13, 14). The differential device (33) limits differential rotation of the left and right rear wheels (13, 14) with a differential limiting force corresponding to a regenerative braking force generated by the motor (31).

System and methods are disclosed for engaging and disengaging a regenerative braking system of a first vehicle coupled to a second vehicle. In an embodiment, a coupler (e.g., a tow bar) connects the front of a first vehicle (e.g., a towed vehicle) to the rear of a second vehicle (e.g., towing vehicle). The regenerative braking systems includes a motor-generator coupled to a wheel set of the first vehicle and a battery for storing electrical power generated by the motor-generator. The motor-generator is used to apply an accelerating force to the driven wheel set when forward acceleration is needed. The motor-generator is also used to generate electrical power by harnessing the vehicles' momentum to turn the rotor of the motor-generator, which causes a decelerating torque to be applied to the driven wheel set.

This invention belongs to the field of mechanical engineering, specifically relating to a train model adaptive cleaning system based on multimodal perception. This system automatically identifies the three-dimensional contours and contamination distribution of different train models by fusing laser point clouds, visible light images, infrared thermal imaging, and onboard communication information. It generates spatially matching cleaning paths and media parameters by combining 3D reconstruction and semantic annotation of key components. Through closed-loop feedback, it dynamically corrects the spray intensity, improving cleaning coverage and avoiding structural interference. It integrates water resource reuse and energy recovery mechanisms, significantly reducing water and energy consumption, achieving efficient, safe, and environmentally friendly fully automated train cleaning. For example, train braking energy recovery technology converts kinetic energy into electrical energy through regenerative braking, significantly improving energy conversion efficiency. Simultaneously, the equipment flushing water reuse system effectively replaces conventional water resources by accumulating and reusing water resources, achieving water conservation and energy reduction.

To enable the reduction of NOx in the exhaust gas flowing through the exhaust passage by a catalyst after the fuel cut-off has ended and fuel injection in the internal combustion engine has resumed. [Solution] When deceleration of the vehicle 10 is required, the control device 70 controls the internal combustion engine 40 and a plurality of motor generators 31, 32 to perform a deceleration process that causes deceleration of the vehicle 10. The deceleration process includes a first deceleration process that includes generating regenerative braking force, fuel cut, and motoring, and a second deceleration process that generates regenerative braking force so that the deceleration is smaller than when the first deceleration process is performed, while prohibiting motoring and fuel cut. The first deceleration process is selected when the charge capacity of the battery 23 is below a threshold and the NOx reduction capacity of the catalyst 48 is not low, and the second deceleration process is selected when the NOx reduction capacity of the catalyst 48 is low.

A regenerative cooperation control device comprises a transition control device (M17) designed to perform transition control for a transition from a regenerative braking force to a friction braking force in a situation where the regenerative braking force is applied to a vehicle, and a correction device (M19) designed to perform a correction process that corrects a difference between the regenerative braking force and the friction braking force, which has a higher reaction rate, such that the magnitude of a difference between a deceleration of the vehicle and a target deceleration during an execution of the transition control.

There is provided a piling hammer comprising an electric drive assembly configured to generate linear movement of a mover connected to a ram block for striking a pile, a processor operatively connected to the electric drive assembly and configured to determine a recoiled kinetic energy from striking the pile using a ram block connected to a mover of the electric drive assembly, determining at least a portion of the determined recoiled kinetic energy for regenerative braking of the mover to a peak position, control the electric drive assembly to decelerate the mover to the peak position based on the determined at least a portion of the determined recoiled kinetic energy.

The application provides a model predictive control-based electric vehicle line control brake response optimization method and device and equipment thereof, and belongs to the technical field of line control brakes. The model predictive control-based electric vehicle line control brake response optimization method comprises the following steps: acquiring real-time running state data of a vehicle; constructing a vehicle dynamics state vector based on the real-time running state data, and generating a target brake force distribution scheme in combination with a preset brake demand instruction; inputting the vehicle dynamics state vector and the target brake force distribution scheme into a pre-constructed line control brake system prediction model, solving an optimal control sequence in a future preset time window through rolling optimization; extracting a first control quantity from the optimal control sequence as a brake force control instruction at a current time, and respectively sending the brake force control instruction to electric hydraulic execution units corresponding to each wheel to drive the electric hydraulic execution units to adjust brake pressure output.

A method is disclosed for managing regenerative braking of a motor vehicle (1) equipped with an electric motor (2) capable of providing a resistive torque, the resistive torque of the motor being governed by a regenerative braking law (L1, L2, L3, LB) that can be selected between at least a first law (L1, L2, L3) and a second law (LB), the resistive torque associated with the second law (LB) being strictly greater than the resistive torque associated with the first law (L1, L2, L3), the management method comprising: a first step (E1) of manual or automatic selection of the first law (L1, L2, L3); a second step (E2) of manual or automatic selection of the second law (LB); and a third step (E3) of automatic deselection of the second law (LB) and automatic selection of the first law (L1, L2, L3) when conditions related to the speed of the vehicle (1) and / or the position of the accelerator pedal (6) of the vehicle are met.

The present application relates to a driver behavior-integrated adaptive energy recovery method for an electric vehicle and a system. The method comprises the following steps: analyzing current traveling data and historical traveling data of a vehicle, determining a driving style, and predicting the probability of the driving style; estimating a vehicle mass on the basis of the current traveling data of the vehicle, and respectively calculating two values of the gradient by means of two different algorithms; setting a weight on the basis of a preset vehicle speed threshold, and weighting the two values to obtain a fused gradient value; and on the basis of the current traveling data of the vehicle, the vehicle mass, the fused gradient value, and the probability of the driving style, respectively determining corresponding correction factors, correcting an initial braking torque corresponding to a current motor speed to obtain a reference braking torque, comparing the reference braking torque with a preset motor torque range, obtaining an optimal braking torque, and performing braking, so as to achieve energy recovery. The present application effectively optimizes the distribution of regenerative braking energy and improves the energy recovery rate.

A vehicle control device and a vehicle driving control method includes determining whether a motion sickness prevention mode is entered, based on road condition information and user-configured information about whether to activate the motion sickness prevention mode, while a vehicle is driving, and controlling, in case that the motion sickness prevention mode is entered, the vehicle by varying driving control factors, which includes at least one of longitudinal limit acceleration, a hydraulic braking amount, a regenerative braking amount, a braking distribution ratio, and a shift gear configured for the vehicle, depending on whether the vehicle accelerates or decelerates in a low-speed driving situation where the vehicle's speed is equal to or lower than a predetermined first reference speed.

The present application relates to the technical field of vehicle stability control, in particular to a road adhesion coefficient adaptive electric brake torque limiting method and system. By limiting the electric brake torque in advance according to the real-time road adhesion coefficient, the instability risk caused by the suspension geometry disturbance and the transmission system torque imbalance due to electric brake on low adhesion road is eliminated from the source, and the vehicle stability control is improved from the traditional vehicle body electronic stability system after remedy to prevention, which greatly reduces the probability of side slip and spin accidents. The present application allows to exert the electric brake capacity close to the limit on high adhesion road, and maximizes the energy recovery efficiency. On low adhesion road, the safety is automatically prioritized, and the contradiction between efficiency and safety is intelligently balanced, which solves the core pain point in the promotion of the coordinated regenerative braking system.

This invention discloses an active disturbance rejection energy feedback control method and system for a variable frequency drive motor, belonging to the field of motor drive control technology. The method includes: employing a virtual synchronous motor control strategy for the grid-side rectifier of the back-to-back inverter to provide virtual inertia and damping to the power grid; employing vector control for the motor-side inverter; establishing a small-signal model of the system; and adaptively tuning the virtual inertia and damping parameters based on the model response characteristics and DC voltage constraints to achieve active disturbance rejection energy feedback during regenerative braking. The system includes: a back-to-back inverter, a grid-side rectifier controller, a motor-side inverter controller, and a parameter tuning module, which work together to implement the above method. This invention effectively suppresses the impact of feedback power on the power grid, fully utilizes the buffering capacity of the DC capacitor, and achieves efficient energy feedback while ensuring DC voltage stability, thereby improving the overall energy efficiency and operational safety of the system.

The present disclosure relates to an electric vehicle. An electric vehicle configured to use an electric motor as a power device for traveling is provided with a control device configured to control the electric vehicle and a shift lever. The control device is configured to switch between an automatic mode in which traveling as a general electric vehicle is performed and a manual mode in which a virtual gear shift operation based on the shift lever is accepted and traveling in which manual transmission driving is simulated is performed, in accordance with an operation of a driver of the electric vehicle, and the control device is configured to switch the regenerative braking force of the electric motor in accordance with the virtual gear shift operation in the manual mode.

This application belongs to the field of rail transit technology, and particularly relates to a train over-phase control method and system. It includes: real-time monitoring of over-phase signals and acquisition of train speed signals; determining whether the medium-voltage support of the train traction system inverter is available; when an over-phase signal is detected, the medium-voltage support of the train traction system inverter is available, and the train speed exceeds a first speed threshold, generating a state transition signal; controlling the train traction system inverter to switch to regenerative braking mode based on the state transition signal, and controlling the train traction system rectifier to stop working after the state transition signal continues for a first time threshold; when the train main circuit breaker is detected to be closed, controlling the train traction system rectifier to restart; and controlling the train traction system inverter to exit regenerative braking mode after the train traction system rectifier has stably operated in PWM rectification mode. This application achieves seamless medium-voltage transition by first supporting and then blocking the inverter.

A method for dynamic regenerative braking of a vehicle includes sensing one or more parameters associated with a driving environment of the vehicle, the one or more parameters including parameters determined using a vision system of the vehicle position to capture the driving environment in a forward direction. The method further includes adjusting by an electronic device a dynamic regenerative braking level prior to initiation of braking in response to the one or more parameters. The method further includes resetting the dynamic regenerative braking level by the electronic device when the vehicle operator applies pressure to an accelerator interface. The accelerator interface may include an accelerator pedal. The method may further include applying regenerative braking at the dynamic regenerative braking level and prior to resetting the dynamic regenerative braking level by the electronic device.

A method of assisting in deceleration of a motor vehicle during a stop of the motor vehicle, the motor vehicle having a drivetrain including a traction motor, road wheels operably connected to the drivetrain, a friction brake configured to decelerate the road wheels, and an electronic controller, the method including detecting, via the electronic controller, a request to stop the vehicle. The method further includes commanding the traction motor to provide regenerative braking in response to the request to stop the vehicle. The method additionally includes determining a current vehicle operating state. The method further includes determining an amount of braking drag torque to be generated by the friction brake based on the current vehicle operating state. The method also includes commanding application of the determined amount of braking drag torque in parallel with the regenerative braking, thereby operating the friction brake as a mechanical drivetrain damper while assisting the regenerative braking to stop the motor vehicle.

The application proposes a heavy truck braking energy recovery method based on improved SAC. By introducing an improved priority experience replay mechanism based on state dispersion, the information value of the sample in the state space is described by the sparsity of the sample, so that rare but key working condition samples can obtain higher sampling priority, thereby improving the learning efficiency and stability of the training process and reducing the performance fluctuation of the strategy in the long tail working condition. A dynamic sampling weight update rule is proposed to enhance the exploratory nature and improve the coverage of the strategy for complex working conditions in the early stages of training, and to enhance the learning effect in the convergence stage, thereby accelerating the convergence speed and improving the overall control performance. A composite reward function is constructed to integrate energy recovery efficiency and vehicle stability, and braking smoothness constraints are incorporated into the evaluation, so that the control strategy can consider energy utilization efficiency, driving stability and braking comfort during the learning process, and achieve collaborative optimization of regenerative braking and air pressure braking.

A motion control device may have a main body having a right grip and a left grip fixed to the main body, wherein the right grip and the left grip are separated by the main body. The right grip and the left grip may be configured to be grasped by a hand and / or one or more fingers of a vehicle occupant to control the rotation of the motion control device about an axis. A right paddle and a left paddle mounted to the main body may be actuatable by one or more fingers of the vehicle occupant between a first position and a second position to control acceleration, friction braking, regenerative braking, or other vehicle functions.

This invention provides a method and system for optimizing train timetables using virtual train formation and regenerative braking energy, relating to the field of data processing technology. The method includes: calculating the time overlap area of ​​the running curves of traction and braking trains within the same power supply zone based on an updated passenger flow allocation scheme and the new solution to quantify the recoverable amount of regenerative braking energy, thus obtaining a quantification result; calculating the traction energy consumption in operating costs based on the quantification result to obtain a performance evaluation value for the new solution; and determining whether to accept the new solution based on the performance evaluation value of the new solution and the performance evaluation value of the current solution, thereby updating the current solution. This invention enhances the opportunity for energy matching between trains.

A traffic control system implements methods for transmitting current states of a traffic control device (TCD). The traffic control system may also transmit anticipated state transition of the TCD. The traffic control systems may additionally transmit confidence level of the anticipated state change and its timing. The current state, the anticipated transition, and the confidence level are received by a vehicle computer, which may perform adjustments to vehicle power train operations in response to the received information. The adjustments may include engagement / disengagement of a braking system; engagement / disengagement of a regenerative braking system; application / release of motive power; increasing / decreasing engine / motor power; engagement / disengagement of motor / engine (through a clutch or otherwise); starting / stopping of the internal combustion engine; selection of a gear ratio in a transmission; selection of a particular electrical storage device for providing motive power or for receiving regenerated electrical power; engagement / disengagement of a compressor of a climate control system; and others.

The application discloses a full-symmetry electric drive system of integrated parking and wet brake. The system is mainly composed of a driving motor, a reduction differential, a half shaft, a wet brake friction pair, a bidirectional slope brake promoting mechanism and a half shaft assembly shell. The power output by the driving motor is reduced and increased in torque by the reduction differential, is differentially distributed, is output to the wheel end through the left and right half shafts, and is pressed against the wet brake friction pair through the acting force between the bidirectional slope brake promoting mechanism and the half shaft assembly shell, so that mechanical friction braking torque is generated. The bidirectional slope brake promoting mechanism can realize the promotion of mechanical friction braking and parking braking through the bidirectional switching of the slope ring phase. The electric vehicle drive system can realize six working modes of driving, motor regenerative braking, mechanical friction braking, electromechanical composite braking, reversing and parking braking.