The vehicle control apparatus include: an inputter receive a regenerative braking signal and an anti-lock brake system operation signal output, and a driver's current necessary braking pressure value, in a regenerative braking state and in an ABS started state, a determiner determines whether the input driver's current necessary braking pressure value is in a first state in which the driver's current necessary braking pressure value is less than or equal to a set target pressure value, a calculator configured to calculate a current pressure value corresponding to a coast regeneration torque value when the input driver's current necessary braking pressure value is in the first state and a controller to convert the calculated current pressure value into a ratio of the current pressure value to the driver's current necessary braking pressure value to compensate for the target pressure value, and transmit a compensated target pressure value to the braking apparatus.

A sliding feedback control system of a vehicle is provided. The system includes: an electric motor; a power battery; a battery manager connected with the power battery, and configured to obtain a maximum charging power of the power battery; and a motor controller connected with the electric motor, and configured to obtain maximum feedback torque values of the motor controller and the electric motor, to convert the maximum charging power of the power battery into a maximum feedback torque value of the power battery, to determine a minimum of the maximum feedback torque values as a first feedback torque value, to obtain a second feedback torque value, and to determine a final feedback torque value of the electric motor as a minimum of the first and second feedback torque values, such that the electric motor controls the vehicle to perform the sliding feedback operation according to the final feedback torque value.

The electric motorcycle (M) comprises a support frame, a rear wheel (RW), a front wheel (FW), an electric propulsion motor (E), an electronic control unit (2) for driving the electric motor (E) and a wheel anti-lock system (1) operatively connected to the control unit (2), the system (1) having detection means (18) of a slippage condition (SLP) of at least one of the wheels (RW, FW) and limiting means (19) operatively connected to the detecting means (18), able to receive at input at least a maximum regeneration torque value (RT.sub.MAX) of the electric motor (E) of the electric motorcycle (M) and able to limit the maximum regeneration torque (RT.sub.MAX) in case of detection of the slippage condition (SLP), wherein the system (1) comprises verification means (20) of the friction conditions of the wheels (RW, FW) on the road surface, in order to verify the presence or not of a high friction condition (HIGH_MU) or a low friction condition (LOW_MU), wherein the limiting means (19) are operatively connected to the verification means (20) and, in case of detection of the slippage condition (SLP), are able to limit the maximum regeneration torque (RT.sub.MAX) according to the high friction (HIGH_MU) or low friction (LOW_MU) condition, and wherein the verification means (20) of the friction conditions comprise: a first detection unit (35) able to detect the high friction condition (HIGH_MU) according to at least an acceleration value (AV_ACC), a pressure value (P1) of a front brake of the electric motorcycle (M) and an instantaneous torque value (T_IN) of the electric motor (E); a second detection unit (36) able to detect the low friction condition (LOW_MU) according to at least a pressure value (P1) of a front brake of the electric motorcycle (M) and an instantaneous torque value (T_IN) of the electric motor (E)-

A slip determination system for a vehicle, which is capable of improving the determination accuracy by avoiding erroneous determination of excessive slip of wheels when a state of the wheels, driven/braked by motors, is switched. In the slip determination system according to the present invention, when first and second motor rotational speeds NMOT1 and NMOT2, which are rotational speeds of rear motors which brake/drive rear wheels WRL and WRR, reach a reference rotational speed NMREF set based on wheel rotational speeds NWFL, NWFR, NWRL, and NWRR, it is determined that excessive slip has occurred in the rear wheels WRL and WRR. When the sign of a target torque TROBJ of the rear motors is inverted, the reference rotational speed NMREF is changed to a value more difficult to be reached by the first and second motor rotational speeds NMOT1 and NMOT2, or the excessive slip determination is inhibited.

A control apparatus for a vehicle including a three-phase AC motor and a power converter, the control apparatus includes an ECU. The ECU is configured to determine whether a rotation speed of the three-phase AC motor is equal to or less than a predetermined threshold and whether a stopping operation of the vehicle is performed, to determine that the vehicle stops when the rotation speed is equal to or less than the predetermined threshold and the stopping operation is performed, to determine whether the vehicle skids, and to switch a state of the power converter to a state where all on one side of the first and second switching elements are turned off and at least one on the other side of the first and second switching elements is turned on when the ECU determines that the vehicle stops and that the vehicle does not skid.

A system and method for computationally estimating a directional velocity of a vehicle in real time under different configurations and road conditions for use in vehicle antilock braking, adaptive cruise control, and traction and stability control by correcting measured accelerations with respect to the estimated road angles. A time window is used to provide reliable mapped acceleration for the transient regions and maneuvers on gravel surfaces with high fluctuations in the acceleration measurement. Longitudinal and lateral accelerations are mapped from the vehicle's CG into the tire coordinates using the vehicle's geometry, lateral velocity, yaw rate, and the steering wheel angle to generate system matrices of the combined kinematic-force estimation structure.

A system for improved ABS performance during parallel regenerative braking of a vehicle includes an ABS system adapted to transmit an ABS active signal; a drive shaft position sensor adapted to transmit a drive shaft position sensor signal; and a regenerative braking system adapted to inhibit parallel regenerative braking in a primary mode using the ABS signal and in a default mode using the drive shaft position sensor signal.

The invention refers to a mechanical design for a simple and accurate to assemble in-wheel electric motor comprising at least stator, rotor plate, rotor tube, bearing system and brake system arranged in such a way that rotor plate is attached to the rotor tube and to the bearing system and where the opening of the rotor tube and stator is on at least one axial side larger than the largest braking system or bearing system part. Brake system and bearing system parts and attachment points are accessible when rotor plate and outer parts of brake system, bearing system and the rim are removed. The rim is a separate part of the rotor plate and rotor tube. The rotor plate attachment to the bearing system is done in parallel to the rim attachment and is preventing loosening up. On at least one of the flanges there is an edge with its height smaller than the smallest radial cranny between the rotor tube and the stator.

A method for controlling braking and/or traction of a vehicle is provided. The methods includes determining by the vehicle control unit a desired slip value based on vehicle state parameters, the desired slip value being communicated to the braking control unit and to the traction control unit, measuring or estimating a slip measure or estimation from wheel parameters collected on the at least wheel tire by the sensor, the slip measure or estimation being communicated to the braking control unit and/or to the traction control unit controlling a wheel slip by the braking control unit and by the traction control unit, based on the desired slip value and the slip measure or estimation.

In a vehicle control device provided in a vehicle including a motor configured to apply a regenerative braking force to a wheel, a braking force controlling portion controls torque of the motor such that the motor generates a regenerative braking force corresponding to a requested braking force requested to the vehicle. When the wheel locks during braking, the braking force controlling portion executes an antilock control in which the torque of the motor is controlled such that the lock of the wheel is restrained. An acquisition portion acquires the deceleration speed of the vehicle. A derivation portion derives an expected deceleration speed for the vehicle based on the requested braking force. In a case where the braking force controlling portion executes the antilock control, the braking force controlling portion controls vibration of the motor based on the difference between the expected deceleration speed and the deceleration speed.