A brake control device is applied to a vehicle including a regenerative generator. The brake control device includes a pressure adjustment unit that includes an electric pump and a pressure adjustment valve, and that adjusts adjustment liquid pressure of a pressure adjustment fluid path between the electric pump and the pressure adjustment valve; and a controller that controls the electric pump and the pressure adjustment valve. The controller, before starting a replacement operation to replace a regenerative braking force by the regenerative generator with a friction braking force by the adjustment liquid pressure, performs preceding pressurization to increase the adjustment liquid pressure from “0” and maintain the adjustment liquid pressure at predetermined liquid pressure, and after performing the preceding pressurization, increases the adjustment liquid pressure more than the predetermined liquid pressure by increasing a rotation speed of the electric pump, and then execute the replacement operation.

A braking control device adjusts a regenerative braking force and a friction braking force applied to a vehicle. The braking control device includes a stopping distance acquisition unit that acquires a distance moved until the vehicle in travel stops, as a stopping distance. The braking control device includes a brake adjustment unit that starts replacement control to replace the regenerative braking force among braking forces, which are applied to the vehicle, with the friction braking force, when the stopping distance becomes smaller than a replacement determination value.

A drive system for a four-wheel drive vehicle including a friction brake system includes a first motor and a second motor, a propeller shaft for transmitting power between a front-wheel side and a rear-wheel side, a first differential mechanism configured to divide output torque of the first motor between a left wheel on one side of the front-wheel side and the rear-wheel side and the other side, a second differential mechanism configured to divide output torque of the second motor between a right wheel on the one side and the other side, and a control device for controlling regenerative braking force related to the first motor and the second motor and friction braking force related to the friction brake system. The first and second differential mechanisms are configured such that the ratio of output torque allocated to the front-wheel side is 50% or more.

A drive system for a four-wheel drive vehicle including a friction brake system includes a first motor and a second motor, a propeller shaft for transmitting power between a front-wheel side and a rear-wheel side, a first differential mechanism configured to divide output torque of the first motor between a left wheel on one side of the front-wheel side and the rear-wheel side and the other side, a second differential mechanism configured to divide output torque of the second motor between a right wheel on the one side and the other side, and a control device for controlling regenerative braking force related to the first motor and the second motor and friction braking force related to the friction brake system. The first and second differential mechanisms are configured such that the ratio of output torque allocated to the front-wheel side is 50% or more.

A cooling system and method for an auxiliary braking device of a hydrogen fuel cell truck, are provided in consideration that auxiliary braking force generated by the regenerative braking of the motor may be unnecessary and the brake resistor may be unnecessary when a sufficient amount of auxiliary braking force is generated alone by the operation of a retarder. A portion of thermal energy generated by the retarder is distributed to a stack cooling system so that the portion of thermal energy is removed by the stack cooling system. Accordingly, due to sufficient cooling of the retarder, a sufficient amount of auxiliary braking force is provided, and the brake resistor that has consumed surplus electrical energy generated by regenerative braking is removed.

A cooling system and method for an auxiliary braking device of a hydrogen fuel cell truck, are provided in consideration that auxiliary braking force generated by the regenerative braking of the motor may be unnecessary and the brake resistor may be unnecessary when a sufficient amount of auxiliary braking force is generated alone by the operation of a retarder. A portion of thermal energy generated by the retarder is distributed to a stack cooling system so that the portion of thermal energy is removed by the stack cooling system. Accordingly, due to sufficient cooling of the retarder, a sufficient amount of auxiliary braking force is provided, and the brake resistor that has consumed surplus electrical energy generated by regenerative braking is removed.

Systems and methods for operating an electric power distribution bus of an electric or hybrid vehicle are described. In one example, an output of an electric power consumer is decoupled from other electric power consumers so that electric current drawn from the electric power distribution bus is lowered while the electric power consumer provides a capacitive load to the electric power distribution bus, thereby reducing voltage ripple associated with the electric power distribution bus.

An electric travelling vehicle including: a motor controller configured to control an electric motor based on displacement of a steering operation part to a forward travel position, a neutral position, and a rearward travel position, a brake controller configured to bring an electromagnetic power-off brake into a released state or a braking state; and a travel state detector configured to detect a travelling state that is accompanied with the released state, a stopped state that is accompanied with the braking state, and a transit stopped state that is accompanied with the braking state.

An electric travelling vehicle including: a motor controller configured to control an electric motor based on displacement of a steering operation part to a forward travel position, a neutral position, and a rearward travel position, a brake controller configured to bring an electromagnetic power-off brake into a released state or a braking state; and a travel state detector configured to detect a travelling state that is accompanied with the released state, a stopped state that is accompanied with the braking state, and a transit stopped state that is accompanied with the braking state.

Provided is a control apparatus for an electric vehicle that can set a final torque instruction value without necessitating a repetition of a calculation. A control apparatus calculates a power limit value of each motor that is used when power is supplied to a plurality of motors, based on a power limit value of a power source, and calculates a torque instruction value of each motor based on the power limit value of each motor.