US20060047400A1 - Method and apparatus for braking and stopping vehicles having an electric drive - Google Patents

Method and apparatus for braking and stopping vehicles having an electric drive Download PDF

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Publication number
US20060047400A1
US20060047400A1 US10/927,195 US92719504A US2006047400A1 US 20060047400 A1 US20060047400 A1 US 20060047400A1 US 92719504 A US92719504 A US 92719504A US 2006047400 A1 US2006047400 A1 US 2006047400A1
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United States
Prior art keywords
speed
torque
motor
signal
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Abandoned
Application number
US10/927,195
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English (en)
Inventor
Raj Prakash
Dale Crombez
Peter Worrel
Vijay Garg
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Ford Motor Co
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Ford Motor Co
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ford Motor Co filed Critical Ford Motor Co
Priority to US10/927,195 priority Critical patent/US20060047400A1/en
Assigned to FORD MOTOR COMPANY reassignment FORD MOTOR COMPANY ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: CROMBEZ, DALE, GARG, VIJAY, PRAKASH, RAJ, WORREL, PETER
Priority to GB0514459A priority patent/GB2417532A/en
Priority to DE102005039788A priority patent/DE102005039788A1/de
Priority to JP2005242386A priority patent/JP5325370B2/ja
Publication of US20060047400A1 publication Critical patent/US20060047400A1/en
Priority to US11/699,799 priority patent/US7698044B2/en
Abandoned legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/18—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/58—Combined or convertible systems
    • B60T13/585—Combined or convertible systems comprising friction brakes and retarders
    • B60T13/586—Combined or convertible systems comprising friction brakes and retarders the retarders being of the electric type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/947—Characterized by control of braking, e.g. blending of regeneration, friction braking

Definitions

  • This invention generally relates to vehicles with electric drive systems, and deals more particularly with a method and apparatus for braking and stopping the vehicle using the electric drive.
  • Regenerative braking systems are particularly effective in recovering energy during city driving, where driving patterns of repeated acceleration and decelerations are common.
  • Electric drive vehicles employing regenerate braking typically utilize traditional friction brakes, along with a vehicle control system that coordinates the operation of the friction brakes and the regenerative brake in order to provide adequate stopping ability while making dual brake operations essentially transparent to the driver.
  • a control system controls the electric motor torque to perform regenerative braking until the vehicle decelerates to a certain speed at which time the friction brakes are gradually applied to bring the vehicle to a compete stop.
  • the dual braking strategy described above may not be optimum for certain types of electric drive configurations, and may not be appropriate for configurations where it is desirable to completely avoid friction braking components.
  • a two axle vehicle might be provided with friction brakes on the wheels of only one axle; clearly it would be desirable to provide an electric means of fully braking the axle not equipped with friction brakes.
  • it may be desirable to completely avoid the use of friction brakes thus necessitating the use of some electronic means of achieving adequate braking.
  • Even in those configurations where all wheels are equipped with friction brakes it may be desirable to provide frictionless electric braking for each axle in the event that the friction brakes are intentionally or unintentionally disabled for any reason.
  • the present invention is intended to satisfy this need.
  • a system for decelerating and stopping a vehicle equipped with an electric drive system without the need for friction brakes, or with reduced need for friction brakes on at least one wheel. Braking deceleration of the vehicle is achieved by controlling the electric drive motor to produce negative torque which is transmitted to the wheels, enabling deceleration down to and including zero speed. To maintain the stopping position of the vehicle on grade inclines, the electric drive motor is controlled to produce a small, compensating amount of positive or negative torque at zero speed, depending on the direction of the incline.
  • the system may also be used as a back-up braking system for vehicles equipped with friction brakes, or to provide supplemental braking on axle assemblies that are not equipped with friction brakes.
  • One advantage of the invention is that the braking system can be used with reduced need for conventional friction brakes. Another advantage lies in the ability of the present braking system to decelerate the vehicle down to and including zero speed, and maintain the vehicle at a complete stop under various driving conditions, such as on a grade, using the speed control loop of the electric drive. A still further advantage of the invention is that the need for conventional friction brakes may be completely avoided.
  • a method for braking and stopping a vehicle having at least one traction wheel driven by an electric motor is provided. Braking and stopping is achieved by sensing a speed parameter related to the speed of the vehicle, sensing a commanded braking rate, generating a motor control signal using the sensed speed parameter and commanded braking rate, producing a negative torque using the electrical drive motor, applying braking forces to the traction wheels using the negative torque, and controlling the amount of negative torque produced by the electric drive motor using the motor control signal to achieve the commanded braking rate.
  • the motor control signal may include a torque command signal, a speed command signal or a combination of these two signals.
  • the torque command signal can be used to control the motor until the vehicle decelerates to a pre-selected speed, following which a speed control signal is used for motor control.
  • the motor control signal is based on torque commands determined by the position of the vehicle's brake and accelerator pedals.
  • the sensed speed parameter may include either the speed of the drive motor, the speed of at least one wheel of the vehicle, or a combination of these sensed speeds.
  • a system for braking and stopping a vehicle powered by an electric motor driving at least one traction wheel.
  • the system includes a closed loop speed control loop whose speed command is a zero speed signal.
  • This closed loop system features modification of its control signal (torque command signal for the electric drive) by a bipolar torque limit signal-pair.
  • the limit signal-pair is directly derived from a torque command that is obtained by the vehicle system controller, with the accelerator and brake pedals as inputs.
  • the torque command of the vehicle system controller may be used for driving and deceleration at higher speeds, but the torque-limited speed control loop is used for bringing the vehicle to a stop.
  • FIG. 1 is an exemplary block diagram of an electric drive system for a vehicle
  • FIG. 2 is a graph showing the brake torque as a function of speed, produced in a vehicle equipped with the combination of electric and friction braking systems;
  • FIG. 3 is a graph showing commanded torque and actual electric drive braking torque as a function of speed, in a vehicle equipped with the electric braking system, according to one embodiment of the present invention
  • FIG. 4 is a graph of the actual electric drive brake torque as a function of speed generated in accordance with another embodiment of the present invention.
  • FIG. 5 is a graph showing actual electric drive brake torque as a function of speed, produced according to a further embodiment of the present invention.
  • FIG. 6 is a block diagram of a system for braking and stopping an electric drive vehicle, which includes torque limiting with bipolar signals and a speed control loop, in accordance with the present invention
  • FIG. 7 is a block diagram of a system for obtaining averaged motor speed.
  • FIG. 8 is a block diagram of a speed control loop having a nested torque control system, used in the present invention.
  • the invention relates to a method and apparatus for decelerating, braking and stopping a vehicle equipped with an electric drive system which includes an electric motor.
  • a typical electric drive system 10 is shown in FIG. 1 .
  • An electric motor 12 mounted on the vehicle's chassis has an output drive shaft 14 which is connected through a differential gear-set 16 to a drive axle 18 carrying one or more traction wheels 20 .
  • Energy for powering the motor 12 is derived from an on-board storage battery 22 which provides DC power that is converted by an inverter 24 into AC power used to drive the motor 12 .
  • an AC motor 12 has been disclosed here, it should be noted that the present invention is suitable for use with a variety of DC and poly-phased AC motors.
  • a vehicle control system 26 coordinates and controls the operation of the energy storage and drive components, and manages system functions such as charging, engine starting and stopping and regenerative braking.
  • the vehicle control system 26 may implement any of a variety of known control strategies, using software programs and input information derived from a variety of on-board sensors 28 , as well as accelerator pedal and brake pedal position information 30 .
  • a drive system 10 has been shown employing only a single motor 12 , the present invention may be used in drive systems employing multiple electric motors, alternate fuel sources and hybrid configurations employing at least one drive electric motor.
  • the motor 12 may be in the form of a wheel motor that is incorporated directly into one or more wheels on the vehicle.
  • “negative torque” applied to a drive wheel shall mean a torque that opposes the motion of the vehicle, whereas a positive torque applied to the wheel shall mean a torque that favors the vehicle's motion.
  • the vehicle control system 26 may deliver either a torque command or a speed command to the motor 12 , having a polarity and magnitude that is based on the positions of the accelerator pedal and the brake pedal 30 .
  • the torque command can be either positive or negative in both drive and reverse “gear” selected as the desired direction of travel; as is known in the art, a positive command results in traction torque while a negative command results in braking or deceleration torque.
  • the details of generating both torque and speed commands as a function of pedal positions depend on the particular vehicle configuration and will be based on any of various control strategies which are well known in the art.
  • a torque or speed command developed by the control system 26 is delivered to the inverter 24 , causing the motor 12 to produce positive torque which is delivered by a driven axle 18 to traction wheels 20 .
  • the control system 26 Based on the position of the accelerator and brake pedals 30 , the control system 26 switches the motor 12 to its regenerative mode in which the motor 12 acts as an electrical generator, converting the vehicle's kinetic energy into electrical energy used to recharge the battery 22 .
  • motor 12 produces a negative torque.
  • FIG. 2 plots torque of the motor 12 as well as friction brake torque as a function of vehicle speed.
  • the plot of FIG. 2 corresponds to a typical vehicle that employs friction brakes on at least one wheel, in addition to regenerative braking provided by at least one electric drive motor on the vehicle.
  • Different modes of braking torque occur over three distinct regions respectively designated as Region 1, Region 2 and Region 3.
  • regenerative braking results in an electric drive torque command 32 which continues until the vehicle brakes to a speed at which friction brakes are applied to produce friction brake torque 34 at the beginning of Region 2.
  • deceleration of the vehicle down to and including zero speed is accomplished using negative torque produced by the motor 12 , without the use of braking torque supplied by friction brakes.
  • the vehicle control system 26 delivers signals to the motor 12 commanding negative torque 32 as shown in FIG. 3 , down to a pre-selected speed where the negative torque is then ramped down to zero.
  • the actual electric drive torque produced by the commanded torque signal 32 is designated by the numeral 36 and can be seen to closely follow the commanded torque curve 32 .
  • This technique is suitable for vehicle operation on essentially level ground. If there is change in ground elevation or grade resulting in an upward slope or downward slope there could be some movement of the vehicle after coming to a near stop.
  • the system will react to the vehicle's speed and effect deceleration but perfect holding at zero speed may not be achieved with this technique if material ground (elevation or grade) slope is present. Accordingly, it may be necessary in using this technique to apply the vehicle's parking brakes, either manually or automatically through the electronic controls, in order to assure that the vehicle is held in a stationary position.
  • the motor 12 is used to produce negative torque down to a pre-selected speed using the torque control mode previously described, following which motor 12 is switched to speed control mode in which the speed command is zero or another command determined by the accelerator and brake pedal position inputs 30 .
  • FIG. 4 is a graph of torque versus speed, which illustrates the second technique more clearly.
  • the electric drive actual torque 52 is relatively constant down to a pre-selected speed where the control scheme is switched over to speed control mode 58 .
  • Speed control results in the actual drive torque 52 ramping down from a corner point 54 to zero speed where the vehicle reaches a full stop.
  • This technique provides adequate position holding when the vehicle stops on a (ground elevation/grade change) material grade slope, since at near zero speed, a speed control loop used to implement the technique generates enough torque to compensate for the slope.
  • FIG. 5 is a graph showing the actual electric drive torque 60 during the deceleration and stopping procedure performed using only the speed control mode of operation. It can be seen that the plot of the actual negative torque 60 is more gradual in the reduction of torque as speed decreases. Moreover, it can be seen that the actual torque 60 becomes slightly positive at zero speed. This slightly positive torque at zero speed corresponds to a situation where the vehicle is on a slightly positive or upward grade incline. The slight amount of residual positive torque maintains the vehicle in its stopped position, and compensates for the incline. Similarly, if the vehicle comes to rest on a downward grade incline, a small amount of negative torque is applied at zero speed in order to maintain the position of the vehicle on the incline.
  • Accelerator and brake pedal positions 62 , 64 are translated into torque commands by a torque command generator 66 ; these torque commands may be either negative or positive, depending upon the vehicle's operating conditions.
  • the torque commands are translated into a bi-polar signal (two states—state 1 or state 2) by a bi-polar signal generator 68 which is used as a bi-polar torque limiter, with either positive or negative limit values 70 , 72 , to further control the torque command signal 74 that is used to control the electric drive 10 .
  • the speed control loop includes a dynamic compensator 38 which outputs a torque command signal 74 to the electric drive 10 after being subjected to limits 70 , 72 .
  • the electric drive produces a torque 50 and motor speed 48 .
  • the motor speed 48 is fed back in a feedback loop 46 where it is compared at 40 with the motor speed command (normally zero speed) and the error information is fed to the dynamic compensator 38 .
  • the output of the dynamic compensator 38 is the torque command signal 74 which is subjected to the limits 70 , 72 and hence may become limited.
  • the resulting torque command signal is the final torque command signal for the electric drive 10 .
  • One function of the speed control loop is to generate electric drive torque command whose function is to reduce the speed of the motor 12 to zero by closed loop control action.
  • the torque at zero and near zero speeds will be positive (corresponding to the traction) if there is a grade opposing the forward motion of the vehicle, and it will be negative if there is a grade favoring the forward motion of the vehicle.
  • the torque control loop is nested within the speed control loop with the motor speed 48 being fed back in loop 46 to be combined with the commanded motor speed.
  • the commanded motor speed is the desired vehicle speed multiplied by an appropriate gear ratio related to the gear-set 16 ( FIG. 1 ).
  • the initial condition of the dynamic compensator 38 should be set to the value of the torque command value existing at the moment preceding the transition from torque control to speed control.
  • FIG. 7 a technique is shown in FIG. 7 for improving speed detection accuracy.
  • a plurality of wheel speed sensors, WSS#1-WSS#4 are used in combination with a motor speed sensor 84 to arrive at a speed signal used for the control process.
  • the wheel speed sensor information is combined and averaged at 76 and multiplied by a scale factor at 78 which is related to the gear ratio between the motor 12 and wheels 20 .
  • the averaged and scaled wheel speed information is added to the motor speed 84 at 80 and then multiplied by a factor of 1 ⁇ 5 at block 82 .
  • the resulting motor speed value having superior accuracy is used at the feedback signal and loop 46 ( FIG. 6 ).
  • FIG. 8 shows a simplified speed control loop with nested torque control system.
  • the torque control loop is a loop within the speed control loop, and the motor speed is measured and used as the feedback signal.
  • Commanded motor speed is the desired vehicle speed multiplied by the appropriate gear ratio.
  • the same scheme given above and shown in FIG. 7 can be used for obtaining motor speed in those embodiments of the invention wherein the speed control loop shown in FIG. 8 is used.
  • the method includes the steps of sensing a speed parameter related to the speed of the vehicle, sensing a commanded brake rate, generating a motor control signal using the sensed speed parameter and commanded braking rate, producing a negative torque using the electric motor, applying a braking force to the traction wheel using the negative torque, and controlling the amount of negative torque produced by the electric motor using the motor control, signals to achieve the commanded braking rate.
  • the motor control signal may be a power command signal or a force command signal.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Regulating Braking Force (AREA)
  • Hybrid Electric Vehicles (AREA)
US10/927,195 2004-08-25 2004-08-25 Method and apparatus for braking and stopping vehicles having an electric drive Abandoned US20060047400A1 (en)

Priority Applications (5)

Application Number Priority Date Filing Date Title
US10/927,195 US20060047400A1 (en) 2004-08-25 2004-08-25 Method and apparatus for braking and stopping vehicles having an electric drive
GB0514459A GB2417532A (en) 2004-08-25 2005-07-14 Control system for a vehicle having regenerative braking
DE102005039788A DE102005039788A1 (de) 2004-08-25 2005-08-22 Verfahren zum Bremsen und Anhalten von Fahrzeugen mit Elektroantrieb
JP2005242386A JP5325370B2 (ja) 2004-08-25 2005-08-24 電気駆動部を持つ車両を制動及び停止させる方法
US11/699,799 US7698044B2 (en) 2004-08-25 2007-01-29 Method and apparatus for braking and stopping vehicles having an electric drive

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Application Number Priority Date Filing Date Title
US10/927,195 US20060047400A1 (en) 2004-08-25 2004-08-25 Method and apparatus for braking and stopping vehicles having an electric drive

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US11/699,799 Division US7698044B2 (en) 2004-08-25 2007-01-29 Method and apparatus for braking and stopping vehicles having an electric drive

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US11/699,799 Active US7698044B2 (en) 2004-08-25 2007-01-29 Method and apparatus for braking and stopping vehicles having an electric drive

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AU2007200324B2 (en) * 2006-03-24 2008-12-11 Hitachi Industrial Products, Ltd. Electric drive vehicle
US20090240403A1 (en) * 2005-12-23 2009-09-24 Hwang Joon Ha Control system and method for electric-powered forklifts
US20090312917A1 (en) * 2006-05-16 2009-12-17 Torsten Zawade Device and method for activating and/or deactivating functions of a vehicle
US20100025167A1 (en) * 2008-07-31 2010-02-04 Caterpillar Inc. Braking system for an off-highway machine involving electric retarding integrated with service brakes
US20100065356A1 (en) * 2008-09-15 2010-03-18 Caterpillar Inc. Electric powertrain for off-highway trucks
US20100065355A1 (en) * 2008-09-15 2010-03-18 Caterpillar Inc. Cooling system for an electric drive machine and method
US20100066294A1 (en) * 2008-09-15 2010-03-18 Caterpillar Inc. Method and apparatus for detecting phase current imbalance in a power generator
US20100070120A1 (en) * 2008-09-15 2010-03-18 Caterpillar Inc. Engine load management for traction vehicles
US20100066316A1 (en) * 2008-09-15 2010-03-18 Caterpillar Inc. Method and apparatus for detecting a short circuit in a DC link
US7795825B2 (en) 2008-09-15 2010-09-14 Caterpillar Inc Over-voltage and under-voltage management for electric drive system
ITRM20090333A1 (it) * 2009-06-26 2010-12-27 Oxygen S P A Sistema di frenata di stazionamento per scooter a propulsione elettrica
US7956762B2 (en) 2008-09-15 2011-06-07 Caterpillar Inc. Method and apparatus for power generation failure diagnostics
US20110144847A1 (en) * 2009-12-16 2011-06-16 Aisin Aw Co., Ltd. Driving support device, method, and program
US20110144877A1 (en) * 2009-12-16 2011-06-16 Aisin Aw Co., Ltd. Driving support device, method, and program
US20110148184A1 (en) * 2009-12-18 2011-06-23 Hitachi Automotive Systems, Ltd. Braking control apparatus for electric vehicle
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US7698044B2 (en) 2010-04-13
JP2006067790A (ja) 2006-03-09
GB0514459D0 (en) 2005-08-17
JP5325370B2 (ja) 2013-10-23
US20070124052A1 (en) 2007-05-31
DE102005039788A1 (de) 2006-03-02
GB2417532A (en) 2006-03-01

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