Abstract:
The present invention relates to a method and system for displaying braking information such as energy dissipation braking information and regenerative braking information. The present invention can be an automobile including an energy dissipation braking system, a regenerative braking system, an energy dissipation braking sensor, a regenerative braking sensor, an energy conversions system, an energy storage unit, an energy storage sensor, a processor, an engine, and/or a display. The processor, energy dissipation braking sensor, and/or the regenerative braking system can acquire and analyze energy dissipating braking data and regenerative braking data in an automobile to determine appropriate braking information for display to a user on the display. Such braking information can include, for example, an energy efficiency rate, and/or an application percentage of the energy dissipation braking system and/or the regenerative braking system. The braking information can also be displayed in various modes to indicate desirable braking applications.

Description:
BACKGROUND 
     1. Field 
     The present invention relates to a method and system for displaying braking information, and more particularly to a method and system for displaying energy dissipation braking information and regenerative braking information. 
     2. Description of the Related Art 
     With global energy prices rapidly increasing, consumers and automotive manufacturers are seeking new and novel ways to reduce energy consumption costs. For example, the hybrid automobile was created as a way to increase the efficiency of the automobile. The hybrid automobile uses both an engine and a motor to accelerate the automobile. To stop the hybrid automobile, the hybrid automobile uses both energy dissipation brakes and regenerative brakes. The regenerative brakes allow the motor to generate energy instead of deplete energy. This allows for a partial recapture of energy expended by the motor in moving the hybrid automobile. One drawback of regenerative brakes, are that they are unable in certain circumstances to slow the hybrid automobile down at a sufficient rate, especially when an extremely short stopping distance is required. In such a case, energy dissipation brakes are used solely, or in conjunction with the regenerative brakes, to slow the hybrid automobile down. Energy dissipation brakes, however, generally do not recapture energy or do not recapture energy with nearly as much efficiency as the regenerative brakes. Unfortunately, drivers do not always maximize the use of regenerative brakes and instead may be prone to underutilizing the regenerative brakes and over utilizing the energy dissipation brakes. This leads to reduced energy efficiency of the automobile, such as the hybrid automobile. Furthermore, the drivers may not be aware of the inefficient use of the automobile during braking as conventional automobiles do not provide such information. 
     Thus, there is a need for a method and system for displaying braking information, and more particularly a method and system for displaying energy dissipation braking information and regenerative braking information, which can promote a more efficient use of the automobile. 
     SUMMARY 
     The present invention is a method and system for displaying braking information, and more specifically for displaying energy dissipation braking information and regenerative braking information, which can promote a more efficient use of the automobile. The present invention can be, for example, an automobile including an energy dissipation braking system, a regenerative braking system, an energy dissipation braking sensor, a regenerative braking sensor, an energy conversions system, an energy storage unit, an energy storage sensor, a processor, an engine, and/or a display. The processor, energy dissipation braking sensor, and/or the regenerative braking system can acquire and analyze energy dissipating braking data and regenerative braking data in an automobile to determine appropriate braking information for display to a user on the display. 
     Such braking information can include, for example, an energy efficiency rate, and/or an application percentage of the energy dissipation braking system and/or the regenerative braking system. The braking information can also be displayed in various modes to indicate desirable braking applications. The display of the braking information can thus provide information which can improve the user&#39;s driving habits to allow him to brake more efficiently. This can reduce energy consumption of the automobile and also improve the efficiency of the automobile. 
     In one embodiment, the present invention is a system for displaying braking information including an energy dissipation braking sensor generating energy dissipation brake data, a regenerative braking sensor generating regenerative brake data, a processor receiving the energy dissipation brake data and the regenerative brake data, and analyzing the energy dissipation brake data and the regenerative brake data, and a display communicatively coupled to the processor, the display displaying an image in a first display mode or a second display mode based on the regenerative brake data and the energy dissipation brake data. 
     In another embodiment, the present invention is an automobile including a hydraulic brake, a hydraulic braking sensor generating hydraulic brake data from the hydraulic brake, a regenerative brake, a regenerative braking sensor generating regenerative brake data from the regenerative brake, a processor receiving the regenerative brake data and the hydraulic brake data, and determining an application percentage of the hydraulic brake based on the hydraulic brake data and an application percentage of the regenerative brake based on the regenerative brake data, and a display communicatively coupled to the processor, the display displaying an image in a first display mode in a first color or a second display mode in a second color different from the first color based on the application percentage of the hydraulic brake, and the application percentage of the regenerative brake. 
     In yet another embodiment, the present invention is a method for displaying braking information for hydraulic brakes and regenerative brakes including generating hydraulic brake data corresponding to the hydraulic brakes, generating regenerative brake data corresponding to the regenerative brakes, analyzing the hydraulic brake data and the regenerative brake data, and displaying an image in a first display mode or a second display mode based on the regenerative brake data and the hydraulic brake data. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The features, obstacles, and advantages of the present invention will become more apparent from the detailed description set forth below when taken in conjunction with the drawings, wherein: 
         FIG. 1  is a block diagram of a system for displaying braking information according to an embodiment of the present invention; 
         FIG. 2  is a display of vehicle information according to an embodiment of the present invention; 
         FIG. 3  is a display of braking information according to an embodiment of the present invention; 
         FIG. 4  is a display of braking information according to an embodiment of the present invention; 
         FIG. 5  is a display of braking information according to an embodiment of the present invention; 
         FIG. 6  is a display of braking information according to an embodiment of the present invention; 
         FIG. 7  is a graph depicting vehicle speed versus distance according to an embodiment of the present invention; 
         FIG. 8  is a graph depicting engine speed versus distance according to an embodiment of the present invention; 
         FIG. 9  is a graph depicting battery strength of charge over distance according to an embodiment of the present invention; 
         FIG. 10  is a graph depicting brake command over distance according to an embodiment of the present invention; 
         FIG. 11  is a graph of brake percentage over distance according to an embodiment of the present invention; and 
         FIG. 12  is a flow chart of a process according to an embodiment of the present invention. 
     
    
    
     DETAILED DESCRIPTION 
     Apparatus, systems and methods that implement the embodiments of the various features of the present invention will now be described with reference to the drawings. The drawings and the associated descriptions are provided to illustrate some embodiments of the present invention and not to limit the scope of the present invention. Throughout the drawings, reference numbers are re-used to indicate correspondence between referenced elements. 
     As seen in  FIG. 1 , the present invention includes a system for displaying braking information. In  FIG. 1 , the system is an automobile  100 , but the system can be, for example, a transportation device, an automated device or any other type of device which moves and utilizes braking. The automobile  100  includes, for example, an energy dissipation braking system  102 , a regenerative braking system sensor  104 , a regenerative braking system  106 , a regenerative braking system sensor  108 , an energy conversion system  110 , an energy storage unit  112 , a display  116 , an energy storage sensor  118 , and/or an engine  120 . 
     The energy dissipation braking system  102  is connected to the energy dissipation braking sensor  104 , the regenerative braking system  106 , and/or the processor  122 . The energy dissipation braking system  102  can include one or more energy dissipation brakes. The energy dissipation brakes can be, for example, a hydraulic brake, a caliper brake, a frictional brake, an engine brake, or any other type of brake which dissipates energy. For example, if the automobile  100  had four wheels, the energy dissipation braking system  102  can include four hydraulic brakes. Each of the energy dissipation brakes within the energy dissipation braking system  102  can be activated individually or simultaneously with one or more of the energy dissipation brakes in the energy dissipation braking system  102 . The energy dissipation braking system  102  can be activated when there is an indication that the automobile  100  should be slowed down. Such an indication can be through the processor  122  and/or other devices to indicate that the automobile  100  should be slowed down. The energy dissipation braking system  102  can also be used by itself or in conjunction with the regenerative braking system  106  to slow the automobile  100 . 
     The energy dissipation braking sensor  104  is connected to the energy dissipation braking system  102 , and/or the processor  122 . The energy dissipation braking sensor  104  can generate energy dissipation brake data regarding the operation of the energy dissipation braking system  102 . The energy dissipation brake data can be collectively for the energy dissipation braking system  102  or for each of the energy dissipation brakes within the energy dissipation braking system  102 . For example, the energy dissipation braking sensor  104  can detect the temperature, whether each of the energy dissipation brakes is active or inactive, a length of time each energy dissipation brake is active or inactive, a supplied braking force, and/or any other data relevant to the operation of the energy dissipation braking system  102 . The energy dissipation braking sensor  104  can also determine the application percentage of the energy dissipation braking system  102 . 
     The regenerative braking system  106  is connected to the energy dissipation braking system  102 , the regenerative braking sensor  108 , the energy conversion system  110 , and the processor  122 . The regenerative braking system  106  can include one or more regenerative brakes. For example, if an automobile has 4 wheels, the regenerative braking system  106  can have two regenerative brakes, or four regenerative brakes. The regenerative brakes can be positioned at any suitable location in the automobile  100 , for example, in the front wheels of the automobile  100 , the back wheels of the automobile  100 , or on all wheels of the automobile  100 . The regenerative braking system  106  can be used by itself or with the energy dissipation braking system  102  to slow the automobile  100 . 
     Each of the regenerative brakes within the regenerative braking system  106  can be activated individually or simultaneously with one or more of the regenerative brakes in the regenerative braking system  106 . The regenerative braking system  106  can be activated when there is an indication that the automobile  100  should be slowed down. Such an indication can be through the processor  122  and/or other devices to indicate that the automobile  100  should be slowed down. The regenerative brakes can be automatically deactivated, for example, when the automobile  100  is traveling below a predetermined speed. In one embodiment, the regenerative brakes are deactivated when the automobile  100  is traveling below 6 miles per hour, even when there is an indication that the automobile  100  should be slowed down. In such a scenario, the braking force can be supplied, for example, only by the energy dissipation braking system  102 . 
     The regenerative brakes can be any type of brakes which regenerates energy while braking. Thus, the regenerative brakes recapture some of the energy lost while braking. To regenerate the energy, the regenerative braking system  106  can cooperate with the energy conversion system  110 . 
     The regenerative braking sensor  108  is connected to the regenerative braking system  106  and/or the processor  122 . The regenerative braking sensor  108  can generate regenerative brake data regarding the operation of the regenerative braking system  106 . The regenerative braking brake data can be collectively for the regenerative braking system  106  or for each of the energy dissipation brakes within the energy dissipation braking system  102 . For example, the regenerative braking sensor  108  can detect the temperature, whether each of the regenerative brakes are active or inactive, a length of time each regenerative brake is active or inactive, a supplied braking force, and/or any other data relevant to the operation of the energy dissipation brakes  102 . The regenerative braking sensor  108  can also determine the application percentage of the regenerative braking system  106 . 
     The energy conversion system  100  is connected to the regenerative braking system  106 , the energy storage unit  112 , and/or the processor  122 . The energy conversion system  100  generates energy when the regenerative braking system  100  is activated. For example, when the regenerative braking system  106  is activated to slow the automobile  100 , the energy conversion system  100  generates energy. In one embodiment, the energy conversion system  100  is a motor, such as an electric motor in a hybrid vehicle. The motor can operate in a first direction when moving the automobile  100 . The motor can operate in a second direction when generating energy using the regenerative braking system  106 . 
     The energy storage unit  112  is connected to the energy conversion system  110 , the energy storage sensor  118 , and/or the processor  122 . The energy storage unit  112  receives and stores the energy generated by the energy conversion system  110 . The energy storage unit  112  can also provide energy to the energy conversion system  110 . For example, if the energy conversion system  110  is a motor, then the energy storage unit  112  can power the motor. The energy conversion system  110  can also provide power to any other electronic device in the automobile  100 . The energy conversion system  110  can also aid in starting the engine  120 . 
     The energy storage sensor  118  is connected to the energy storage unit  112  and/or the processor  122 . The energy storage sensor  118  detects energy storage data. The energy storage data indicates relevant information about the energy storage unit  112  such as an amount of energy that is stored in the energy storage unit  112 , the capacity of the energy storage unit  112 , a percent utilization of the energy storage unit  112 , an energy recharge rate of the energy storage unit  112 , and/or an energy depletion rate of the energy storage unit  112 . 
     The display  116  is connected to the processor  122  and can display various type of information as directed by the processor  122 . The engine  120  is connected to the processor  122  and is used by itself or in conjunction with the energy conversion system  110  to move the automobile  100 . The engine  120  can be an internal combustion engine, a hybrid engine, a natural fuel engine, an ethanol engine, or any other type of engine that can move the automobile  100 . 
     The processor  122  is connected to the energy dissipation braking system  102 , the energy dissipation braking sensor  104 , the regenerative braking system  106 , the regenerative braking sensor  108 , the energy conversion system  110 , the energy storage unit  112 , the display  116 , the energy storage sensor  118 , and/or the engine  120 . The processor  122  can activate and/or deactivate the energy dissipation braking system  102  and/or the regenerative braking system  106 . The processor  122  can also receive the energy dissipation brake data and/or the regenerative brake data. The processor  122  can display various types of information on the display  116  related to the operation of the automobile  100 . In one embodiment, based on the energy dissipation brake data and/or the regenerative brake data, the processor  122  can instruct the display  116  to display various types of information related to the energy dissipation brake data and/or the regenerative brake data. 
     The display  116  can display, for example, information beneficial to a user in promoting or maintaining an easy approach to braking as opposed to an aggressive approach to braking. During an easy approach to braking, the user applies pressure to the brake pedal at an earlier time than the aggressive approach to braking. This allows more time for the automobile  100  to be slowed down and can increase a usage of the regenerative braking system  106  and reduce a usage of the energy dissipation braking system  102 . This allows the energy conversion system  110  to generate more energy for storage within the energy storage unit  112 . Since the energy dissipation braking system  102  does not generate energy which is stored within the energy storage unit  112 , the reduction of reliance on the energy dissipation braking system  102  in stopping the automobile  100  can reduce an amount of energy that is wasted and/or not recycled. 
     For example, as seen in  FIG. 2 , the display  116  can display the vehicle information  130 . The vehicle information  130  includes wheel icon  132 , motor icon  134 , engine icon  136 , battery information icon  138 , brake icon  140 , and/or brake icon  142 . The wheel icon  132  can change from a first display mode when the automobile is stationary to a second display mode when the automobile is moving. The first display mode can be, for example, a first color, while a second display mode can be, for example, a second color. In one embodiment, the first color is different from the second color. 
     The motor icon  134  can correspond, for example, to the operation of the energy conversion system  110  when the energy conversion system  110  is a motor. When the energy conversion system  110  is used to move the automobile  100 , the motor icon  134  can be in a first display mode, and when the energy conversion system  110  is being used to recharge the energy storage unit  112 , the motor icon  134  can be in a second display mode. For example, when the regenerative braking system  106  is inactive and the energy conversion system  110  is used to move the automobile  100 , the motor icon  134  can be in the first display mode. However, when the regenerative braking system  106  is active and the energy conversion system  110  is used to recharge the energy storage unit  112 , the motor icon  134  can be in the second display mode. By viewing when the energy conversion system  110  is recharging the energy storage unit  112 , the user may be influenced into applying the regenerative braking system  106  at an earlier time period to reduce the reliance on the energy dissipation braking system  102 . 
     The engine icon  136  can correspond, for example, to the operation of the engine  120  in the automobile  100 . When the engine  120  is idling, the engine icon  136  can be in a first display mode. When the engine  120  is not idling, the engine icon  136  can be in a second display mode. For example, when the engine  120  is being revved, the engine icon  136  can be in the second display mode. 
     The battery icon  138  can correspond, for example, to the operation of the energy storage unit  112 . The battery icon  138  can be in a first display mode when the energy storage unit  112  is being depleted. The battery icon  138  can be in a second display mode when the energy storage unit  112  is being charged. The battery icon  138  can also be in a third display mode when the energy storage unit  112  is below a predetermined energy threshold. The third display mode can be, for example, a third color. In the third display mode, the battery icon  138  can also flash or perform other indicia. The battery icon  138  can also display an indicia  144 . The indicia  144  can be a number indicating a percent charge of the energy storage unit  112 . The indicia  144  can also be a number indicating an application percentage of the regenerative braking system  106 . 
     The brake icons  140  and  142  can correspond, for example, to the operation of the regenerative braking system  106 . The brake icon  140  includes the two brake icons in a front section of the automobile depicted in the vehicle information  130 . The brake icon  142  includes the two brake icons in a back section of the automobile depicted in the vehicle information  130 . 
     In another embodiment, the brake icons  140  and  142  correspond to the operation of the regenerative braking system  106  and/or the energy dissipation braking system  102 . For example, when the regenerative braking system  106  is inactive, the regenerative braking system  106  is not cooperating with the energy conversion system  110  to generate power for the energy storage unit  112 , and/or the energy dissipation braking system  102  is active, the brake icons  140  and  142  can be in a first display mode. 
     The brake icons  140  and  142  can also be in a first display mode when an energy efficiency rate is below a predetermined energy efficiency threshold, an application percentage of the energy dissipation braking system  102  is above a first predetermined percentage, and/or an application percentage of the regenerative braking system  106  is below a second predetermined percentage. The energy efficiency rate, the application percentage of the energy dissipation braking system  102 , and/or the application percentage of the regenerative braking system  106  can be calculated, for example, by the processor  122 . 
     The visual displays of the brake icons  140  and  142  can also promote the reduced usage of the energy dissipation braking system  102  and increase the usage of the regenerative braking system  106 . This can improve the efficiency of the automobile  100 . 
     The processor  122  can use the energy data from the energy storage sensor  118  to calculate the energy efficiency rate. The energy efficiency rate can be calculated, for example, by determining the ideal energy regeneration of the regenerative braking system  106  and the energy conversion system  110  during braking of the automobile  100 , and determining the actual energy regeneration of the regenerative braking system  106  and the energy conversion system  110  during braking of the automobile  100 . In one embodiment, the energy efficiency rate is calculated by dividing the actual energy regeneration by the ideal energy regeneration. In another embodiment, the energy efficiency rate is calculated by determining the variances from the ideal energy regeneration by the actual energy regeneration. 
     The brake icons  140  and  142  can be in a second display mode when the regenerative braking system  106  is active, the regenerative braking system  106  is cooperating with the energy conversion system  110  to generate power for the energy storage unit  112 , and/or the energy dissipation braking system  102  is inactive. The brake icons  140  and  142  can also be in a second display mode when the energy efficiency rate is above a predetermined energy efficiency threshold, the application percentage of the energy dissipation braking system  102  is below the first predetermined percentage, and/or the application percentage of the regenerative braking system  106  is above a second predetermined percentage. 
     In one embodiment, the brake icon  140  corresponds only to the operation of the two individual regenerative brakes in the front of the automobile  100 , and/or the two individual energy dissipation brakes in the front of the automobile  100 . In another embodiment, the brake icon  142  corresponds only to the operation of the two individual regenerative brakes in the rear of the automobile  100 , and/or the two individual energy dissipation brakes in the rear of the automobile  100 . 
     In another embodiment, the processor  122  can provide commands or instructions to the display  116  to display braking information  146  as shown in  FIG. 3 . The braking information  146  includes a section  148  and a section  150  divided by a line  152 . The braking information also includes indicia  154 . In one embodiment, the section  148  corresponds to the actual energy regeneration of the regenerative braking system  106  and the energy conversion system  110  during braking of the automobile  100 , while the section  150  corresponds to the difference between the ideal energy regeneration and the actually energy regeneration. The indicia  154  can correspond to the energy efficiency rate. The section  148  can be displayed in a first display mode when the energy efficiency rate is below a predetermined energy efficiency threshold, and the section  148  can be displayed in a second display mode when the energy efficiency rate is above a predetermined energy efficiency threshold. 
     In another embodiment, the section  148  corresponds to the application percentage of the regenerative braking system  106 . The section  150  can correspond to the application percentage of the energy dissipation braking system  102 . The indicia  154  can be a numerical representation of the application percentage of the regenerative braking system  106 . When the application percentage of the energy dissipation braking system  102  is above the first predetermined percentage and/or the application percentage of the regenerative braking system  106  is below the second predetermined percentage, the section  148  can be in the first display mode. The section  150  or any other portion of the braking information  146  can also be in the first display mode. When the application percentage of the energy dissipation braking system  102  is below the first predetermined percentage and/or the application percentage of the regenerative braking system  106  is above the second predetermined percentage, the section  148  can be in the second display mode. The section  150  or any other portion of the braking information  146  can also be in the second display mode. 
     The braking information  146  can consciously or subconsciously cause the user to strive for a more energy efficient usage of the automobile  100  while braking the automobile  100 . For example, the user can brake in a pattern where the energy conversion system  110  can maximize its energy contribution to the energy storage unit  112 . This can involve, for example, braking at an earlier time period to reduce the usage of the energy dissipation braking system  102  and increase a usage of the regenerative braking system  106 . 
     In another embodiment, the processor  122  can instruct the display  116  to display the braking information  156  as shown in  FIG. 4 ,  FIG. 5 , and  FIG. 6 . The braking information includes a section  158 , a section  160 , and a section  164 . The section  158  and the section  160  are divided by a line  162 . The section  158  corresponds to a maximum application percentage available for braking using the energy dissipation braking system  102  while the section  160  corresponds to a maximum application percentage available for braking using the regenerative braking system  106 . Depending on the driving conditions, the line  162  may move up or down depending on the maximum application percentage available for braking using the energy dissipation braking system  102  and the maximum application percentage available for braking using the regenerative braking system  106  for the specific driving condition. The section  164  includes the section  166  and indicia  170 . The section  164  indicates the combined braking application of the energy dissipation braking system  102  and the regenerative braking system  106 . The indicia  170  can indicate the energy efficiency rate or any other information related to the operation of the regenerative braking system  106 . 
     In  FIG. 4 , the section  164  is below the line  162 , meaning that the automobile  100  is braking only through the regenerative braking system  106  and not through the energy dissipation braking system  102 . Thus, the section  164  includes only a single section  166 . The distance between the section  164  and the line  162  indicates an amount of braking available while still using only the regenerative braking system  106  and not the energy dissipation braking system  102 . Thus, the user can still further depress on a brake pedal in the automobile  100  to provide more braking force to the automobile  100  and still use only the regenerative braking system  106 . In  FIG. 4 , the section  158  is in a first color, the section  160  is in a second color, and the section  166  is in a third color. 
     In  FIG. 5 , the user has now depressed further on the brake pedal in the automobile  100 . Now, the section  164  spans the line  174  and is above the line  162 . This indicates that the braking force supplied to the automobile  100  is through both the regenerative braking system  106  and the energy dissipation braking system  102 . The section  164  above the line  162  is the section  168 , while the section  164  below the line  162  is the section  166 . The section  164  above the line  162  can be in a fourth color. 
     Furthermore, the indicia  170  is at 100% with the term “over” indicating that the energy efficiency rate is at 100%, but that the energy dissipation braking system  102  is being used in addition to the regenerative braking system  106 . In another embodiment, the indicia  170  can be at 75% indicating that the system is not completely efficient since the energy dissipation braking system  102  is being used in addition to the regenerative braking system  106 , instead of only the regenerative braking system  106 . 
     In  FIG. 6 , the automobile  100  is traveling below the predetermined speed, such as below 6 miles per hour. Thus, the only braking available is the energy dissipation braking system  102 . The regenerative braking system  106  is inactive and not used since the automobile  100  is traveling below the predetermined speed. Since only the energy dissipation braking system  102  is used, there is no energy generation from the regenerative braking system  106 . Thus, the indicia  170  is at 0%. Furthermore, the line  162  drops down to the bottom of the braking information  156 . Thus, the section  160 , and the section  166  in the section  164 , for example, disappears since the regenerative braking system  106  is not being used. 
       FIGS. 7 ,  8 ,  9 ,  10 , and  11  shows the automobile  100  in operation using an easy approach and an aggressive approach to braking. The brake pedal  100  is depressed further in the aggressive approach to braking when compared with the easy approach to braking. The easy approach to braking uses more of the regenerative braking system  106  than the aggressive approach to braking. Thus, similar to  FIG. 6 , the braking information  156  can consciously or subconsciously cause the user to strive for a more energy efficient usage of the automobile  100  while braking the automobile  100 . 
       FIG. 7  depicts the speed of the automobile  100  over distance for both the easy approach and the aggressive approach to braking. As seen in  FIG. 7  the brake pedal is depressed at approximately 0.9 km during the easy approach and at approximately 0.97 km during the aggressive approach. In both the easy approach and the aggressive approach, the automobile  100  comes to a complete stop or nearly a complete stop at 0.99 km or a distance slightly less than 1 km. However, the automobile  100  decelerates at a much more rapid pace in the aggressive approach. 
       FIG. 8  depicts the engine speed of the automobile  100  over distance for both the easy approach and the aggressive approach to braking. In  FIG. 8 , the curve  182  represents the engine speed for the engine  100  using the easy approach to braking while the curve  184  represents the engine speed for the engine  100  using the aggressive approach to braking. In the easy approach, the engine speed for the engine  120  drops from over 1000 rotations-per-minute (“RPM”) to 0 RPM at approximately 0.9 km, when the brake pedal is depressed. This is because during the easy approach, the regenerative braking system  106  is activated and the engine  120  is not moving the automobile  100  any more. In the aggressive approach, the engine speed drops from over 1000 RPM to 0 RPM at approximately 0.97 km. This is because in the aggressive approach, the brake pedal is not depressed until 0.97 km. 
       FIG. 9  depicts a strength of charge for the energy storage unit  112  in the automobile  100 . The strength of charge for the energy storage unit  112  using the each approach to braking corresponds to a curve  186 , while the strength of charge for the energy storage unit  112  using the aggressive approach to braking corresponds to a curve  188 . As can be seen in  FIG. 9 , the curve  186  rises earlier than the curve  188 . At the approximate stopping distance near the 0.99 km distance, the curve  186  has a larger value than the curve  188 . This indicates that the strength of charge using the easy approach to braking will generate more energy for the energy storage unit  112  than the aggressive approach to braking. A greater strength of charge indicates that more energy is being captured and recycled, which improves an overall efficiency of the automobile  100 . Thus, the promotion of the easy approach to braking using the processor  122  and/or the display  116  can reduce an amount of money spent on charging the energy storage unit  112 , and/or providing fuel for the engine  120 . Furthermore, the automobile  100  may produce fewer emissions and/or be more environmentally friendly. 
       FIG. 10  depicts brake command over distance. Curve  190  corresponds to a braking force supplied by the regenerative braking system  106  using the easy approach to braking while curve  192  corresponds to a total braking force supplied using the easy approach to braking. The curves  190  and  192  begin at approximately 0.90 km when the braking of the automobile  100  begins using the easy approach to braking. The curve  192  overlaps with the curve  190  until very close to the 0.99 km distance where the automobile  100  stops. This is because for most of the braking of the automobile  100 , only the regenerative braking system  106  is used. The energy dissipation braking system  102  is only activated when the automobile  100  is traveling at close to or below the predetermined speed. 
     Curve  194  corresponds to a braking force supplied by regenerative braking system  106  using the aggressive approach to braking while curve  196  correspond to a total braking force supplied using the aggressive approach to braking. The curves  194  and  196  begin at approximately 0.97 km when the braking of the automobile  100  begins using the aggressive approach to braking and ends at approximately 0.99 km when the automobile  100  comes to a stop. As can be seen in  FIG. 10 , the curve  196  includes more Newton meters than the curve  194 . This is because in the aggressive approach to braking, the energy dissipation braking system  102  is used in addition to the regenerative braking system  106  in order to stop the automobile  100  by the 0.99 km distance. An area  198  indicating a difference between the curve  196  and the curve  194  corresponds to energy wasted due to the use of the energy dissipation braking system  102 . Since the energy dissipation braking system  102  does not recharge the energy storage unit  112 , any application of the energy dissipation braking system  102  is wasted energy. In contrast, the easy approach to braking wastes less energy since the energy dissipation braking system  102  is sparsely used. Thus, by promoting the easy approach to braking using the processor  122  and the display  116 , more energy is captured and recycled instead of being wasted. 
       FIG. 11  depicts a braking percentage of the energy dissipation braking system  102  and the regenerative braking system  106  using the easy approach and the aggressive approach to braking. The curve  186  depicts the application percentage of the regenerative braking system  106  during the easy approach to braking while the curve  188  depicts the application percentage of the energy dissipation braking system  102  using the easy approach to braking. As can be seen in  FIG. 11 , the regenerative braking system  106  is applied at 0.9 km in the easy approach to braking. However, the energy dissipation braking system  102  is not applied until close to the stopping distance of 0.99 km. 
     The curve  190  depicts the application percentage of the regenerative braking system  106  during the aggressive approach to braking while the curve  192  depicts the application percentage of the energy dissipation braking system  102  during the aggressive approach to braking. The regenerative braking system  106  and the energy dissipation braking system  106  are both applied at approximately 0.97 km when the aggressive approach to braking begins. The application percentage of the regenerative braking system  102  decreases to approximately 0% near the 0.99 km stopping distance when the automobile  100  is traveling at or below the predetermined speed. Conversely, the application percentage of the energy dissipation braking system  106  increases drastically to nearly 100% near the 0.99 km stopping distance since the use of the regenerative braking system  102  is discontinued. 
     In one embodiment, the present invention can also be a process as depicted in  FIG. 12 . In Step S 1202  energy dissipation brake data corresponding to the energy dissipation brakes are generated. For example, the energy dissipation braking sensor  104  can generate energy dissipation brake data from the energy dissipation braking system  102 . In Step S 1204 , regenerative brake data corresponding to the regenerative brakes are generated. For example, the regenerative braking sensor  108  can generate regenerative brake data from the regenerative braking system  106 . In Step S 1206 , the hydraulic brake data and the regenerative brake data are analyzed. For example, the processor  122 , the energy dissipation braking sensor  104 , and/or the regenerative braking sensor  108  can analyze the hydraulic brake data and the regenerative brake data. In Step S 1208  an image is displayed in either a first display mode or a second display mode based on the regenerative brake data and the hydraulic brake data. For example, the display  116  can display the braking information  130 ,  146 , and/or  156 . 
     The various illustrative logical blocks, units, modules, and circuits described in connection with the examples disclosed herein may be implemented or performed with a general purpose processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. A general purpose processor may be a microprocessor, but in the alternative, the processor may be any conventional processor, controller, microcontroller, or state machine. A processor may also be implemented as a combination of computing devices, e.g., a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration. 
     The steps of a method or algorithm described in connection with the examples disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. Furthermore the method and/or algorithm need not be performed in the exact order described, but instead may be varied. A software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to the processor such that the processor can read information from, and write information to, the storage medium. In the alternative, the storage medium may be integral to the processor. The processor and the storage medium may reside in an Application Specific Integrated Circuit (ASIC). The ASIC may reside in a wireless modem. In the alternative, the processor and the storage medium may reside as discrete components in the wireless modem. 
     The previous description of the disclosed examples is provided to enable any person of ordinary skill in the art to make or use the disclosed methods and apparatus. Various modifications to these examples will be readily apparent to those skilled in the art, and the principles defined herein may be applied to other examples without departing from the spirit or scope of the disclosed method and apparatus. The described embodiments are to be considered in all respects only as illustrative and not restrictive and the scope of the invention is, therefore, indicated by the appended claims rather than by the foregoing description. All changes which come within the meaning and range of equivalency of the claims are to be embraced within their scope.