GB2472392A - Regenerative braking system having an electric drive means to actuate a mechanical braking device - Google Patents

Regenerative braking system having an electric drive means to actuate a mechanical braking device Download PDF

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Publication number
GB2472392A
GB2472392A GB0913518A GB0913518A GB2472392A GB 2472392 A GB2472392 A GB 2472392A GB 0913518 A GB0913518 A GB 0913518A GB 0913518 A GB0913518 A GB 0913518A GB 2472392 A GB2472392 A GB 2472392A
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United Kingdom
Prior art keywords
braking
control signal
electric
wheel
vehicle according
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.)
Granted
Application number
GB0913518A
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GB2472392B (en
GB0913518D0 (en
Inventor
Alexander Fraser
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Protean Holdings Corp
Original Assignee
Protean Holdings Corp
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Filing date
Publication date
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Priority to GB0913518A priority Critical patent/GB2472392B/en
Publication of GB0913518D0 publication Critical patent/GB0913518D0/en
Publication of GB2472392A publication Critical patent/GB2472392A/en
Application granted granted Critical
Publication of GB2472392B publication Critical patent/GB2472392B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • 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
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/10—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors
    • 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
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
    • 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
    • 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
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
    • B60T8/885—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means using electrical circuitry
    • 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
    • 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
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/029—Adapting to failures or work around with other constraints, e.g. circumvention by avoiding use of failed parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
    • B60K2001/0405—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion characterised by their position
    • B60K2001/0416—Arrangement in the rear part of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K2007/0038—Disposition of motor in, or adjacent to, traction wheel the motor moving together with the wheel axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K2007/0092—Disposition of motor in, or adjacent to, traction wheel the motor axle being coaxial to the wheel axle
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/44—Wheel Hub motors, i.e. integrated in the wheel hub
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/402—Back-up
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/60—Regenerative braking
    • B60T2270/604—Merging friction therewith; Adjusting their repartition
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • 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

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Power Engineering (AREA)
  • Electromagnetism (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Regulating Braking Force (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

A vehicle comprising a brake pedal/lever 106, a brake lever sensor 107, a controller 102 and 104, a first electric motor (figs 2 and 3) arranged to provide regenerative braking, a mechanical braking device arranged to impart a braking force to a wheel 101, and electric drive means arranged to actuate the mechanical braking device. The brake lever sensor 107 is arranged to send a first control signal to the controller that is indicative of a force applied to the brake lever 106 and the controller is responsive to the first control signal to send a braking control signal to the first electric motor for providing regenerative braking and/or the electric drive means for actuating the mechanical braking device. The vehicle may have 2 batteries 105 and 103. If a fault is detected the vehicle can preferably switch between electrically actuated mechanical braking and regenerative braking, preferably at each wheel. The vehicle may also activate the mechanical brakes using power from the regeneration battery if there is fault with the usual battery.

Description

VEHICLE BRAKING SYSTEM
The present invention relates to a braking system and in particular a vehicle having a dual braking system.
With increased interest being placed in environmentally friendly vehicles there has, perhaps unsurprisingly, been a corresponding increase in interest in the use of electric vehicles.
Electric vehicles typically use an electric motor to provide both drive for the vehicle and regenerative braking for stopping the vehicle. To effect regenerative braking rotary motion of drive wheels connected to an electric motor is converted into electric energy, which involves consumption of kinetic energy and provides a braking force to the drive wheels.
However, currently it is unpractical for electric vehicles to provide full brake torque on all wheels through regenerative braking alone. This gives rise to a need for an additional friction braking system which will be used in, for example, supplementary torque during emergency stops.
Indeed, for an electric vehicle, over the course of a drive cycle there will be variations in drive system variables such as electric motor temperature, speed, and battery state of charge, which all add up to give an unpredictable vehicle peak regenerative brake capability at any given time.
It is desirable to keep the single pedal brake operation of current cars, with arbitration between regenerative and friction systems carried out independently of the driver. For vehicles that have a low regenerative brake deceleration capability, it may be sufficient to use the free travel of the brake pedal to provide a regenerative brake demand. However for electric vehicles which have a higher peak regenerative brake deceleration capability, this would give poor pedal feel for the driver as the motors regenerative brake capability can change markedly as described above.
For this reason braking systems have been devised which are de-coupled from the drivers pedal. Arbitration between the two systems is then carried out by a control unit using only one brake demand input. These systems combine conventional hydraulic systems with regenerative brake systems.
Due to the decoupled nature of these safety-critical systems however, additional safety measures are included should a failure in the hydraulic braking system occur. For example, in a hydraulic system, the driver pedal effort acts on a master cylinder, pressurising hydraulic fluid which does not act on brake calipers directly. Rather this pressure is held back by valves, and the required pressure is then formed at the calipers by electrohydraulic components such as pumps and valves. This system not only requires the extra valves but also a pedal feel emulator.
This redundancy is required because if the friction system fails, the only means left to stop the vehicle would be regenerative braking, which may not be able to provide the required braking torque.
However, the need for this level of redundancy can lead to a complicated and costly system.
In accordance with an aspect of the present invention there is provided a vehicle according to the accompanying claims.
By having a vehicle with both an electro-mechanical braking system, which uses electric actuation means, for example an electric motor, to actuate a braking device rather than hydraulic pressure, and a regenerative braking system this has the advantage of providing braking redundancy for the vehicle. Further, as both electro-mechanical braking systems and regenerative braking systems utilise electric drive means that are electronically controlled for providing braking force, a brake controller can receive braking information from a single brake pedal and determine how to implement the required braking using the electra-mechanical brakinq system and/or the regenerative braking system based on predetermined criteria using electric control signals to operate both systems.
The present invention will now be described, by way of example, with reference to the accompanying drawings, in which: Figure 1 illustrates a vehicle braking system according to an embodiment of the present invention; Figure 2 is an exploded view of an in-wheel electric motor; Figure 3 is an exploded view of the motor in Figure 2 from an alternative angle.
Figure 1 is a block diagram schematically illustrating a vehicle 100 having a braking system according to one embodiment of the present invention. The braking system uses a regenerative braking arrangement and an electro-mechanical braking arrangement where the regenerative braking arrangement and the electra-mechanical braking arrangement can be used in the alternative or in combination, as described below.
In particular, Figure 1 illustrates a vehicle 100, for example a car or lorry, having four wheels 101, where two wheels are located in the vehicles forward position in a near side and off side position respectively. Similarly, two additional wheels are located in the vehicles aft position in near side and off side positions respectively, as is typical for a conventional car configuration. However, as would be appreciated by a person skilled in the art, the vehicle 100 may have any number of wheels.
Incorporated within each wheel 101 is an in-wheel electric motor, as described in detail below. However, although the current embodiment describes a vehicle having an in-wheel electric motor associated with each wheel 101, as would be appreciated by a person skilled in the art only a subset of the wheels 101 may have an associated in-wheel electric motor. For example, for a four wheeled vehicle only the front two wheels may have associated in-wheel motors or alternatively only the rear two wheels may have associated in-wheel motors.
Coupled to each in-wheel electric motor, via an electrical interface such as, for example, a CAN bus, is a master controller 102. The master controller 102 is arranged to control the operation of the in-wheel electric motors by providing to the respective in-wheel electric motors required drive torque or regenerative braking torque values using control signals sent over the electrical interface.
The in-wheel electric motors are also coupled to an energy storage device 103. The energy storage device 103 is arranged to act, when required, as a power source for driving the in-wheel electric motors and for storing charge generated by the in-wheel electric motors when providing regenerative braking.
For the purpose of illustration the in-wheel electric motors are of the type having a set of coils being part of the stator for attachment to the vehicle, radially surrounded by a rotor carrying a set of magnets for attachment to a wheel. However, as would be appreciated by a person skilled in the art, the present invention is applicable to other types of electric motors.
Upon demand, the in-wheel electric motors are arranged to provide drive torque or regenerative braking torque.
Coupled directly or indirectly to each vehicle wheel 101 and/or the rotor of the associated in-wheel electric motor is a mechanical braking member, for example a braking disk or brake drum member. Associated with each mechanical braking member is a brake actuating member. The brake actuating member is arranged to be moved, with the aid of electric drive means (otherwise known as electric actuation means), against the mechanical braking member to generate a mechanical braking force. The electric drive means are responsive to electrical control signals from a brake controller 104 for moving the brake actuating member against the mechanical braking member to cause the brake actuating member to impart the braking force on the mechanical braking member. The electric drive means may, for example, be an electric motor or an electric actuator that is arranged to exert a force against the brake actuating member.
Each of the electric drive means are electrically coupled to the brake controller 104 via an electrical interface such as, for example, a CAN bus, for controlling the actuation of the electric drive means. The brake controller 104 is also electrically coupled to the master controller 102, where the brake controller 104 is arranged to provide required regenerative brake torque values to the master controller 104.
Typically there will be redundancy in the electrical interface between the brake controller 104 and the respective electric drive means so that if a fault develops with any part of the electrical interface between the brake controller 104 and the electric drive means an alternative electrical interface may be used.
In addition to the electric drive means receiving control signals from the brake controller 104 the electric drive means are also coupled to a battery 105. The battery acts as a power source for allowing the electric drive means to function.
Alternatively, the brake controller 104 can be arranged to control a switch that is configured to vary the power provided to the electric drive means, thereby allowing the force applied by the electric drive means to be varied dependent upon the power being provided to the electric drive means. In this configuration the brake controller 104 would control the operation of the electric drive means by varying the current flow to the electric drive means.
Typically the voltage of the battery 105 will be less than that supplied by the energy storage device 103, for example a typical voltage for the battery 105 may be in the order of 12 volts whereas a typical voltage for the energy storage device 103 may be in the order of 400 volts.
To increase redundancy of the electro-mechanical braking arrangement the energy storage device 103 can be configured as a back-up power source for the electric drive means. However, as the battery 105 used for powering the electric drive means will typically have a lower operating voltage than the energy storage device 103, when in a back-up configuration, a DC to DC converter will typically be coupled between the energy storage device 103 and the electric drive means to down convert the voltage of the energy storage device 103 to a voltage that will be compatible with the electric drive means.
The vehicle also includes a brake lever 106, for example a brake pedal, which is coupled to a brake sensor 107. The brake sensor 107 is arranged to determine a force being applied to the brake lever, for example the force applied by a driver of the vehicle.
For purposes of illustration Figure 2 shows an in-wheel electric motor 40 that includes a stator 252 comprising a rear portion 230 forming a first part of the housing of the assembly, and a heat sink and drive arrangement 231 comprising multiple coils and electronics to drive the coils. The coil drive arrangement 231 is fixed to the rear portion 230 to form the stator 252 which may then be fixed to a vehicle and does not rotate during use. The coils themselves are formed on tooth laminations which together with the drive arrangement 231 and rear portion 230 form the stator 252.
A rotor 240 comprises a front portion 220 and a cylindrical portion 221 forming a cover, which substantially surrounds the stator 252. The rotor includes a plurality of magnets 242 arranged around the inside of the cylindrical portion 221. The magnets 242 are thus in close proximity to the coils on the assembly 231 so that magnetic fields generated by the coils in the assembly 231 cooperate with the magnets 242 arranged around the inside of the cylindrical portion 221 of the rotor 240 to cause the rotor 240 to rotate. Optionally, the rotor may include a mechanical braking member for providing electro-mechanical braking, as described above.
The rotor 240 is attached to the stator 252 by a bearing block 223. The bearing block 223 can be a standard bearing block as would be used in a vehicle to which this motor assembly is to be fitted. The bearing block comprises two parts, a first part fixed to the stator and a second part fixed to the rotor. The bearing block is fixed to a central portion of the wall 230 of the stator 252 and also to a central portion 225 of the housing wall 220 of the rotor 240. The rotor 240 is thus rotationally fixed to the vehicle with which it is to be used via the bearing block 223 at the central portion 225 of the rotor 240. This has an advantage in that a wheel rim and tyre can then be fixed to the rotor 240 at the central portion 225 using the normal wheel bolts to fix the wheel rim to the central portion of the rotor and consequently firmly onto the rotatable side of the bearing block 223. The wheel bolts may be fitted through the central portion 225 of the rotor through into the bearing block itself.
The rotor also includes a focussing ring and magnets 227 for position sensing.
Figure 3 shows an exploded view of the same assembly as Figure 2 from the opposite side showing the stator 252 comprising the rear stator wall 230 and coil and electronics assembly 231. The rotor 240 comprises the outer rotor wall 220 and circumferential wall 221 within which magnets 242 are circumferentially arranged. As previously described, the stator 252 is connected to the rotor 240 via the bearing block at the central portions of the rotor and stator walls.
Additionally shown in Figure 2 are circuit boards 80 carrying control electronics, otherwise known as motor drive controllers. The circuit boards 80 are arranged to receive control signals from the master controller 102 for controlling the operation of the in-wheel motor for providing the required drive torque or regenerative braking torque.
Additionally in Figures 2 and 3 a V shaped seal 350 is provided between the circumferential wall 221 of the rotor and the outer edge of the stator housing 230. Further, in Figure 3, a magnetic ring 227 comprising a commutation focusing ring and a plurality of magnets is provided for the purpose of indicating the position of the rotor with respect to the stator to a series of sensors arranged on the motor drive controllers 80 of the stator 252.
The brake controller 104 is coupled to the brake sensor 107 and is arranged to receive an indication of the force being applied to the brake lever 106 from the brake sensor 107.
Accordingly, upon depression of the brake lever 106 the brake sensor 107 provides an indication of the force being applied to the brake lever 106 to the brake controller 104.
The brake controller 104 determines from the force being applied to the brake lever 106 a desired brake force to be applied to the wheels 101 of the vehicle. Any suitable means can be used for determining the desired brake force, for example the use of a table pre-installed in the brake controller 104 that correlates a force applied to the brake lever 106 with a required braking force to be applied to the wheels 101 of the vehicle. Based on predetermined criteria, as described below, the brake controller 104 makes a determination as to how much of the total determined brake force is to be provided by regenerative braking via the in-wheel electric motors and how much is to be provided by electro-mechanical braking via the electric drive means, the brake actuating member and the mechanical braking member.
Upon a determination by the brake controller 104 as to how much regenerative braking and electro-mechanical braking is required, the brake controller 104 is arranged to provide the master controller 102 with the required regenerative braking torque. In response to the receipt of the braking -10 -torque request from the brake controller 104 the master controller 102 makes a determination as to how much regenerative braking torque is required from each in-wheel electric motor and instructs the respective in-wheel electric motor accordingly. In response to the master controller sending a control signal to an in-wheel electric motor to apply a specified amount of regenerative torque (i.e. braking torque) the circuit boards 80 for the respective in-wheel electric motor control the operation of the in-wheel electric motor to provide the required regenerative braking with the resulting electric energy generated by the in-wheel electric motor being stored in the energy storage device 103.
Similarly, upon the brake controller 104 determining the amount of vehicle braking force to be provided by the electro-mechanical braking arrangement (i.e. the electric drive means, the brake actuating member and the mechanical braking member) the brake controller 104 is arranged to control the operation of the electric drive means to provide the required electro-mechanical braking via the actuation of the brake actuating member against the mechanical braking member.
Accordingly, by the application of a force to the single brake lever 106 the brake controller 104 is able to determine and control whether to apply electro-mechanical braking, by sending a control signal to electric drive means for actuating a brake actuating member against a mechanical braking member, and/or apply regenerative braking using in-wheel electric motors.
The following are examples of possible braking criteria used by the brake controller 104 for determining the application of braking torque: -11 -To optimise charging of the energy storage device 103 the brake controller 104 compares the maximum available regenerative braking torque with the required vehicle braking force.
If the maximum available regenerative braking exceeds the required braking force the brake controller 104 is arranged to utilise only regenerative braking and sends an appropriate torque request to the master controller 102.
This has the advantage of generating maximum charge for the energy storage device 103 while minimising wear on the electro-mechanical breaking arrangement. If, however, the required braking force exceeds the maximum available regenerative braking the brake controller 104 is arranged to utilise the maximum available regenerative braking and supplement the regenerative braking with electro-mechanical braking by using the electric drive means to force the respective brake actuation members against the respective mechanical braking member, where the combined regenerative braking force and the electro-mechanical braking equals the required braking force. Preferably the brake controller 104 will also determine how much braking torque to apply to different wheels of the vehicle 100, where typically greater braking torque will be applied to the front wheels.
In an alternative scenario, if the brake controller 104 receives an indication that there is a fault with any element of the electro-mechanical braking arrangement, for example the electric drive means or electrical interface controlling the electric drive means, the brake controller can, dependent upon the type of fault, be arranged to reallocate the braking force that would be provided by the electro-mechanical braking arrangement with regenerative braking. Preferably the brake controller 104 will continue to utilise electro-mechanical braking for the wheels in -12 - which no fault has been identified with the electro-mechanical braking arrangement.
Similarly, if the brake controller 104 receives an indication that there is a fault with anyone of the in-wheel electric motors that could inhibit the in-wheel electric motors capability to provide regenerative braking, the brake controller is preferably arranged to reallocate the braking force that would have been provided by regenerative braking by the respective in-wheel electric motor with braking provided by the electro-mechanical braking arrangement associated with the respective in-wheel electric motor.
Preferably the brake controller 104 will continue to utilise regenerative braking in the in-wheel electric motors that do not exhibit a fault.
Accordingly, it is possible that if a fault occurs in an in-wheel electric motor for a vehicle having two wheels axially separated, regenerative braking could be utilised in one in-wheel electric motor with electro-mechanical braking being used to provide brake torque in the other, axially separated, wheel.
It will be apparent to those skilled in the art that the disclosed subject matter may be modified in numerous ways and may assume embodiments other than the preferred forms specifically set out as described above, for example the vehicle could have a single centrally located electric motor that is arranged to provide drive and regenerative braking.

Claims (16)

  1. -13 -CLAIMS1. A vehicle comprising a brake lever, a brake lever sensor, a controller, a first electric motor arranged to provide regenerative braking, a mechanical braking device arranged to impart a braking force to a wheel, and electric actuation means arranged to actuate the mechanical braking device, wherein the brake lever sensor is arranged to send a first control signal to the controller that is indicative of a force applied to the brake lever and the controller is responsive to the first control signal to send a braking control signal to the first electric motor for providing regenerative braking and/or the electric drive means for actuating the mechanical braking device.
  2. 2. A vehicle according to claim 1, wherein the electric actuation means is an electric motor or an electric actuator.
  3. 3. A vehicle according to claim 1 or 2, wherein the brake lever is a brake pedal.
  4. 4. A vehicle according to anyone of the preceding claims, wherein based on the first control signal the controller is arranged to determine a braking force and the braking control signal output by the controller is indicative of the determined braking force.
  5. 5. A vehicle according to anyone of the preceding claims, wherein the first electric motor is an in-wheel electric motor.
  6. 6. A vehicle according to claim 5, further comprising a plurality of wheels, wherein in-wheel electric motors are incorporated within at least two of the plurality of wheels.
    -14 -
  7. 7. A vehicle according to anyone of the preceding claims, wherein the controller is arranged, upon receipt of a second control signal indicative of a fault inhibiting operation of the electric drive means or a braking assembly associated with the electric drive means, to output a braking control signal, upon receipt of the first control signal, to the first electric motor for providing regenerative braking.
  8. 8. A vehicle according to anyone of claims 1 to 6, wherein the controller is arranged, upon receipt of a third control signal indicative of a fault associated with the first electric motor, to output a braking control signal, upon receipt of the first control signal, to the electric actuation means for actuating the mechanical braking device.
  9. 9. A vehicle according to anyone of claims 1 to 6, wherein the controller is arranged, upon receipt of the first control signal from the brake sensor, to send a first braking control signal to the first electric motor for providing regenerative braking and sending a second braking control signal to the electric actuation means for actuating the mechanical braking device.
  10. 10. A vehicle according to anyone of the preceding claims, further comprising a first energy storage device for powering the first electric motor and a second energy storage device for powering the electric actuation means and switching means arranged upon determination of a fault associated with the second energy storage device to provide charge to the electric drive means from the first energy storage device.
  11. 11. A vehicle according to claim 10, wherein the first energy storage device is a first battery and/or the second energy storage device is a second battery.
    -15 -
  12. 12. A vehicle according to claim 6, wherein the controller is arranged, upon receipt of a fourth control signal indicative of a fault inhibiting operation of one of the in-wheel electric motors, to provide a braking control signal, upon receipt of the first control signal, to electric actuation means associated with a mechanical braking device arranged to provide braking to a wheel to which the faulty in-wheel motor is coupled while providing a braking control signal to another one of the in-wheel motors for providing regenerative braking.
  13. 13. A vehicle according to claim 6, wherein the controller is arranged, upon receipt of a fifth control signal indicative of a fault inhibiting operation of the electric actuation means, to provide a braking control signal, upon receipt of the first control signal, to an in wheel electric motor for providing regenerative braking to a wheel to which the electric drive means is associated while providing a braking control signal to electric drive means for actuating a mechanical braking device associated with another wheel.
  14. 14. A vehicle according to claims 12 or 13, wherein the electric drive means and the in-wheel motor that are provided brake control signals are axially separated on the same axis.
  15. 15. A vehicle according to claim 14, wherein the controller is arranged to control the electric drive means and the in-wheel motor to provide substantially the same braking force.
  16. 16. A vehicle according to anyone of the preceding claims, wherein the first electric motor is arranged to generate a motor torque for driving the vehicle.Amended claims have been filed as follows:-CLAIMS1. A vehicle comprising a brake lever, a brake lever sensor, a controller, a first electric motor arranged to provide regenerative braking, a mechanical braking device arranged to impart a braking force to a wheel, and electric actuation means arranged to actuate the mechanical braking device, wherein the brake lever sensor is arranged to send a first control signal to the controller that is indicative of a force applied to the brake lever and the controller is responsive to the first control signal to send a braking control signal to the first electric motor for providing regenerative braking and/or the electric actuation means for actuating the mechanical braking device, wherein the controller is arranged, upon receipt of a second control signal indicative of a fault inhibiting operation of the electric actuation means or a braking assembly associated with the electric actuation means, to output a braking control signal, upon receipt of the first control signal, to the first electric motor for providing regenerative braking and/or the controller is arranged, upon receipt of a third control signal indicative of a fault associated with the first electric motor, to output a braking control signal, upon receipt of the first control signal, to the electric actuation means for actuating the mechanical braking device.2. A vehicle according to claim 1, wherein the electric actuation means is an electric motor or an electric actuator.3. A vehicle according to claim 1 or 2, wherein the brake lever is a brake pedal.4. A vehicle according to anyone of the preceding claims, wherein based on the first control signal the controller is arranged to determine a braking force and the braking control signal output by the controller is indicative of the determined braking force.5. A vehicle according to anyone of the preceding claims, wherein the first electric motor is an in-wheel electric motor.6. A vehicle according to claim 5, further comprising a plurality of wheels, wherein in-wheel electric motors are incorporated within at least two of the plurality of wheels.7. A vehicle according to anyone of claims 1 to 6, wherein the controller is arranged, upon receipt of the first control signal from the brake sensor, to send a first braking control signal to the first electric motor for providing regenerative braking and sending a second braking control signal to the electric actuation means for actuating the mechanical braking device.8. A vehicle according to anyone of the preceding claims, further comprising a first energy storage device for powering the first electric motor and a second energy storage device for powering the electric actuation means and switching means arranged upon determination of a fault associated with the second energy storage device to provide charge to the electric actuation means from the first energy storage device.9. A vehicle according to claim 8, wherein the first energy storage device is a first battery and/or the second energy storage device is a second battery.10. A vehicle according to claim 6, wherein the controller is arranged, upon receipt of a fourth control signal indicative of a fault inhibiting operation of one of the in-wheel electric motors, to provide a braking control signal, upon receipt of the first control signal, to electric actuation means associated with a mechanical braking device arranged to provide braking to a wheel to which the faulty in-wheel motor is coupled while providing a braking control signal to another one of the in-wheel motors for providing regenerative braking.11. A vehicle according to claim 6, wherein the controller is arranged, upon receipt of a fifth control signal indicative of a fault inhibiting operation of the electric actuation means, to provide a braking control signal, upon receipt of the first control signal, to an in wheel electric motor for providing regenerative braking to a wheel to which the electric actuation means is associated while providing a braking control signal to electric actuation means for actuating a mechanical braking device associated with another wheel.12. A vehicle according to claims 10 or 11, wherein the electric actuation means and the in-wheel motor that are provided brake control signals are axially separated on the same axis.13. A vehicle according to claim 12, wherein the controller is arranged to control the electric actuation means and the in-wheel motor to provide substantially the same braking force.14. A vehicle according to anyone of the preceding claims, wherein the first electric motor is arranged to generate a motor torque for driving the vehicle.
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Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2483477A (en) * 2010-09-09 2012-03-14 Lightning Car Company Ltd Control of regenerative and friction braking
CN104802647A (en) * 2014-03-18 2015-07-29 万向电动汽车有限公司 Tandem type regenerating braking system for electric automobile and control method thereof
CN105667319A (en) * 2016-01-04 2016-06-15 贵州大学 Regenerative braking control system and method for pure electric vehicle
CN109656166A (en) * 2018-12-12 2019-04-19 北京长城华冠汽车科技股份有限公司 The brake signal processing system and its control method of vehicle, vehicle
IT201900015406A1 (en) 2019-09-02 2021-03-02 Texa Dynamics S R L "Electric motor for electric vehicle"
EP4019348A1 (en) * 2020-12-28 2022-06-29 Hitachi Astemo Netherlands B.V. Brake system and method for braking a vehicle
US11904924B1 (en) * 2022-07-27 2024-02-20 Logistics And Supply Chain Multitech R & D Centre Limited Motorised trolley

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6539321B2 (en) * 2017-09-25 2019-07-03 株式会社Ｓｕｂａｒｕ Vehicle control system and vehicle control method

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US5839800A (en) * 1994-12-06 1998-11-24 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Braking control system for electric automobile
WO2008032180A2 (en) * 2006-09-14 2008-03-20 Toyota Jidosha Kabushiki Kaisha Brake force control device and method

Patent Citations (2)

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Publication number Priority date Publication date Assignee Title
US5839800A (en) * 1994-12-06 1998-11-24 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Braking control system for electric automobile
WO2008032180A2 (en) * 2006-09-14 2008-03-20 Toyota Jidosha Kabushiki Kaisha Brake force control device and method

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2483477A (en) * 2010-09-09 2012-03-14 Lightning Car Company Ltd Control of regenerative and friction braking
GB2483477B (en) * 2010-09-09 2013-07-24 Lightning Car Company Ltd Braking
CN104802647A (en) * 2014-03-18 2015-07-29 万向电动汽车有限公司 Tandem type regenerating braking system for electric automobile and control method thereof
CN105667319A (en) * 2016-01-04 2016-06-15 贵州大学 Regenerative braking control system and method for pure electric vehicle
CN109656166A (en) * 2018-12-12 2019-04-19 北京长城华冠汽车科技股份有限公司 The brake signal processing system and its control method of vehicle, vehicle
IT201900015406A1 (en) 2019-09-02 2021-03-02 Texa Dynamics S R L "Electric motor for electric vehicle"
EP4019348A1 (en) * 2020-12-28 2022-06-29 Hitachi Astemo Netherlands B.V. Brake system and method for braking a vehicle
WO2022146140A1 (en) * 2020-12-28 2022-07-07 Hitachi Astemo Netherlands B.V. Brake system and method for braking a vehicle
US11904924B1 (en) * 2022-07-27 2024-02-20 Logistics And Supply Chain Multitech R & D Centre Limited Motorised trolley

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GB0913518D0 (en) 2009-09-16

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