CN114370465B

CN114370465B - Braking system

Info

Publication number: CN114370465B
Application number: CN202210011663.8A
Authority: CN
Inventors: 赵锺斗
Original assignee: Gaoyoutai Co ltd; Nick Co ltd
Current assignee: Gaoyoutai Co ltd; Nick Co ltd
Priority date: 2018-11-03
Filing date: 2019-11-01
Publication date: 2024-04-23
Anticipated expiration: 2039-11-01
Also published as: CN114370465A; CN111146902A

Abstract

The invention discloses a braking system which comprises a braking rotor (402), a first caliper block (500) and a second caliper block (501) which are respectively and correspondingly arranged at two sides of the braking rotor (402), a screw shaft (502) penetrating through the first caliper block (500), an inner braking pad (601) arranged at the front end of the screw shaft (502), a plunger (600) arranged in a long hole of the first caliper block (500) and matched with the screw shaft (502) in a threaded manner to push the inner braking pad (601), a fixed braking pad (604) arranged at the opening end of a mounting groove of the second caliper block (501) and a braking motor (403) connected with the screw shaft (502). According to the present invention, an efficient and reliable brake system can be provided.

Description

Braking system

Filing and applying for separate cases

The application is a divisional application of patent application with the application number 201911060910.8 of the application number of 'electromechanical driving equipment, a braking system and a battery management system' of 2019, 11 and 1.

Technical Field

The present invention relates generally to the field of propulsion, braking and battery management systems employed in the use of electromechanical systems.

Background

Electromechanical systems using a single motor suffer from poor performance and poor efficiency. Examples of these types of systems may include light travel vehicles such as electric scooters, electric bicycles, minicars, industrial robots, and the like. Electromechanical systems employing dual motors can overcome many of these problems.

One purpose of the dual motor drive apparatus is to provide continuous variable speed with enhanced performance and efficiency in a compact package. Some embodiments involve the use of two motors. In some embodiments, the main motor is for a fixed power output and has a size designed for high efficiency. The secondary motor is used to vary the speed of the desired output. The two motors are coupled together by a planetary gear mechanism. The main motor drives the sun gear and the auxiliary motor drives the planet carrier. The output from the ring gear fixed to the housing may drive the wheel. These components are assembled on a fixed shaft within a compact housing that can be mounted directly on a wheel or shaft for driving an electromechanical system.

The concept can also be extended to any type of motor/engine combination where the primary motor/engine is selected based on torque demand and the secondary motor is selected according to desired speed variation. The planetary gear mechanism may be designed as a desired combination of input and output gears to meet speed and torque requirements. The use of compound planetary gear mechanisms can provide robustness and flexibility in controlling speed and torque.

The development of drive-by-wire technology has increased the demand for electromechanical braking systems. Although many vehicle systems are equipped with electromechanical braking systems, existing systems are still not efficient and reliable enough. Thus, there is a need to innovate and develop an effective braking mechanism including an electric motor. Wedge-based braking is an innovative approach that helps to improve braking efficiency with self-powered capabilities, but is known to suffer from jam problems.

Many electromechanical braking systems are limited to medium and heavy duty commercial vehicles. The electromechanical braking system described herein is suitable for use in light-duty personal travel vehicles and commercial vehicles. These systems have the added advantage of being compact.

In some embodiments, a test fixture is described to evaluate braking performance of a wedge/flat brake using a brushless Direct Current (DC) motor. The braking/clamping force generated as a function of time can be obtained from the operation of the test fixture. The magnitude of the load and induced current may be correlated to brake activation for a specified time.

Batteries are indispensable in electronic devices, particularly in simple vehicle systems such as electric bicycles, electric scooters and electric motorcycles. The battery may provide power to the system and reduce travel time. In fact, different devices may operate at different voltages, and battery problems may affect their use and may lead to serious accidents. Thus, the battery should be managed during operation of the device using the innovative battery management system. Different types of batteries may have different management systems that cannot be applied to different types of batteries. This results in an increase in cost and an extension of the development period. In addition, since each battery cell has different charge and discharge characteristics, the battery should be balanced. The imbalance of the battery may lead to a shortened battery life and may constitute a hidden danger.

Accordingly, there is a need in the art for an electromechanical drive device that provides improved performance and efficiency while providing desired torque and speed requirements. There is a need in the art for an electromechanical braking system that is applicable to light personal travel vehicles and commercial vehicles. There is a need in the art for a battery management system that optimizes battery power usage in an electromechanical system.

Disclosure of Invention

Thus, and advantageously, some embodiments provide for the use of dual motors in an electromechanical system that meet the required torque and speed requirements while providing improved performance and efficiency.

Electromechanical systems employing dual motors provide an alternative to systems employing single motors. The dual motor drive apparatus may provide improved performance and improved efficiency through continuously variable speed and torque.

A wedge mechanism-based motor driven brake system is proposed as an innovative approach for implementing a compact brake system in light personal travel vehicles and commercial vehicles. Compact electromechanical test fixtures have been developed for performance evaluation of flat/wedge brake systems.

For light personal travel vehicles and commercial vehicles, a fixed caliper brake system equipped with a flexible rotor is described. In some embodiments, the motor drives wedge brake pads to force the rotor against fixed flat brake pads. The rotor is elastically deformed when the brake is applied, thereby achieving firm grip of the brake and reduced brake slip. In addition, the wedge-induced self-powered braking system reduces the force applied by the brake motor.

A battery management system is described that includes a control unit and a balancing algorithm that effectively uses a battery when applied to an electromechanical system.

The dual motor driving apparatus according to the present invention includes: a main motor; an auxiliary motor; a fixed shaft; and a planetary gear mechanism including a sun gear, one or more planet gears and a ring gear; wherein the primary motor and the secondary motor are operable to provide power for the electromechanical system.

According to the dual motor driving apparatus of the present invention, the stator of the main motor is rigidly attached to the fixed shaft; and a stator of the main motor drives a rotor of the main motor due to the induced magnetic field. The rotor of the main motor is attached to the sun gear. The sun gear drives the ring gear. The ring gear is connected to the motor housing and provides the output power of the device. The rotor of the main motor is attached to the stationary shaft by means of ball bearings.

According to the dual motor driving apparatus of the present invention, the stator of the auxiliary motor is rigidly attached to the fixed shaft; and the stator of the auxiliary motor drives the rotor of the auxiliary motor due to the induced magnetic field. The rotor of the secondary motor is attached to one or more planetary gears. The rotor of the secondary motor is attached to the stationary shaft by a ball bearing.

According to the dual motor driving apparatus of the present invention, the power output of the main motor is kept constant, and the power output of the sub motor is kept zero to provide a constant speed. The power output of the primary motor remains constant and the power output of the secondary motor varies to provide variable speed.

An electric wedge brake system according to the present invention comprises: the motor drives the screw shaft, the free end of which is provided with a magnet, and drives a wedge-shaped plunger which reciprocates in a groove of the inner caliper block/the floating caliper; a wedge brake pad in magnetic contact with the screw shaft; an outer caliper block housing flat brake pads, magnetic spacers (holding the flat brake pads in place), force sensors and adjustment screws; a brake rotor passing through a slot between caliper blocks having brake pads on either side; a brake motor coupled to the screw shaft; and non-contact type accessories such as NFC, optical, solenoid, acoustic, etc. to measure the rotational speed of the brake shaft by their respective control signals.

The electric wedge brake system according to the invention is braked by pressing the wedge brake pads against the fixed flat brake pads by a cylindrical plunger with wedge counterparts. The present invention particularly uses a cylindrical wedge plunger configuration with a threaded bore through which the brake screw passes and on its periphery a protruding rail extends along an axis aligned with the slot on the caliper block to prevent the plunger from rotating with the reciprocating motion when the brake is operated.

The brake testing device comprises a driving motor and a driving motor, wherein the driving motor is provided with a supporting plate; a motor drive shaft having an attached brake rotor and a flywheel with a bearing support; a braking system, which may be the electric wedge braking system described above; and an electric brake control unit including a motor controller, a driver, and a user-defined program.

A control strategy may be employed in the test device involving a user-defined program wherein a user may input parameters such as desired braking force, adjustment parameters, braking duration, acceleration, etc., to evaluate braking performance.

Two different braking techniques (i.e., flexible rotor-fixed caliper, rigid rotor-floating caliper) are combined with a wedge mechanism.

The battery management system according to the present invention includes: a battery pack including a plurality of battery cells; a power management circuit for measuring voltages, currents and temperatures of the battery and the battery cells, for filtering the voltages and currents, switching connections between the battery pack and the balancing circuit, for diagnosing and identifying circuit faults and preventing circuit faults; the control unit can be programmed repeatedly, is used for uploading and updating the control strategy of warning module, display module, data storage module, communication module and power switch, and carry on the information processing to the information obtained from internal module and external equipment; a warning module for generating an acoustic signal, an optical signal and a vibration signal; the display module is used for displaying information of the battery unit and the battery management system in the battery pack; the display module is used for displaying information of the battery pack, the battery unit and the battery management system; the data storage module is used for storing; and the communication module is used for establishing connection between the battery management system and external equipment.

The balancing strategy according to the invention comprises: determining the battery cells to be balanced, and parameters of the battery pack and the battery cells; the balance current calculation is carried out according to the acquired parameters and the preset parameters, so that high balance efficiency can be provided, and high temperature problems are prevented; the power of the battery cells to be balanced is balanced according to the calculated balancing current.

These and other advantages are achieved in accordance with the invention, which is described in detail below.

Drawings

To facilitate understanding, identical reference numerals have been used, where possible, to designate identical elements that are common to the figures. The figures are not drawn to scale and the relative dimensions of the various elements in the figures are schematically depicted and not drawn to scale.

The technology of the present invention may be readily understood by considering the following detailed description in conjunction with the accompanying drawings, in which:

Fig. 1 is a schematic diagram showing an example of a dual motor driving apparatus.

Fig. 2 is a flow chart of possible modes of operation of the dual motor drive apparatus.

Fig. 3 is a cross-sectional view showing the assembly of the components.

FIG. 4 is a schematic illustration of an electromechanical wedge brake test fixture assembly.

FIG. 5 is a schematic diagram of a test fixture showing a brake mechanism of a single motor flexible rotor-fixed caliper design.

Fig. 6 is an exploded view of a single motor flexible rotor-fixed caliper design electromechanical wedge brake.

Fig. 7 is a cross section of a brake mechanism employed in a single motor flexible rotor-fixed caliper design.

FIG. 8 is a schematic illustration of a brake mechanism of a single motor floating caliper brake system.

FIG. 9 is an exploded view of the single motor floating caliper brake system.

FIG. 10 is a cross-section of a brake mechanism employed in a single motor floating caliper brake system.

FIG. 11 is a flow chart depicting possible modes of operation of the brake system.

Fig. 12 is a block diagram of a battery management system.

Fig. 13 is a block diagram of a power management module.

Fig. 14 is a flow chart of a battery balancing strategy.

Detailed Description

A detailed description of one or more embodiments is provided below along with accompanying figures. The detailed description is provided in connection with such embodiments, but is not limited to any particular example. The scope is defined only by the claims and includes many alternatives, modifications and equivalents. In the following description, numerous specific details are set forth in order to provide a thorough understanding. These details are provided for the purpose of example and the described techniques may be practiced according to the claims without some or all of these specific details. For the sake of clarity, technical material that is known in the technical fields related to the embodiments has not been described in detail so that description is not unnecessarily obscured.

It must be noted that, as used herein and in the claims, the singular forms "a," "an," and "the" include plural referents unless the context clearly dictates otherwise. Thus, for example, reference to "a component" includes two or more components and the like.

Where a range of values is provided, it is understood that each intervening value, to the tenth of the unit of the lower limit, between the upper and lower limit of that range, is encompassed within the invention. If the modifier "about" or "approximately" is used, the stated amounts may differ by up to 10%.

The term "horizontal" as used herein will be understood to be defined as a plane parallel to the plane or surface of the earth. The term "vertical" will refer to a direction perpendicular to the previously defined horizontal. Terms such as "above …", "below …", "bottom", "top", "side", "upper", "lower", "upper", "above …", "over" and "under …" are defined with respect to the horizontal. The term "on" refers to direct contact between elements. "above … (above)" will allow for the presence of intermediate elements.

As used herein, the terms "above … (above)" and "above … (over)" will be understood to mean directly contacting or separated by intervening elements.

As used herein, the term "on" will be understood to mean in direct contact.

As used herein, the term "between" (when used with a series of values) will be understood to mean that the boundary value and any value between the boundary can be within the range of values of the series.

As used herein, the terms "first," "second," and other ordinal numbers are to be understood as merely providing differentiation, and not to impose any particular spatial or temporal order.

As used herein, the term "substantially" generally refers to ±5% of the specified value.

Electromechanical systems using single motor drive devices suffer from poor performance and poor efficiency. Examples of these types of systems may include light travel vehicles such as electric scooters, electric bicycles, small automobiles, industrial robots, micro motor vehicles, and the like. Electromechanical systems employing dual motor drive devices can overcome many of these problems. In some embodiments, the dual motor drive apparatus includes a planetary transmission unit mounted directly on the wheel or axle. The dual motor drive apparatus includes two electric motor inputs that power a planetary gear mechanism. The rotational output of the gearbox directly drives the wheel or shaft. The dual motor drive apparatus may provide a continuously variable speed and torque.

Fig. 1 is a schematic diagram showing an example of a dual motor driving apparatus. In some embodiments, the dual motor drive apparatus includes a primary motor 101 and a secondary motor 102. The main motor 101 includes a main stator 103 and a main rotor 104. The auxiliary motor 102 includes an auxiliary stator 105 and an auxiliary rotor 106. The dual motor drive apparatus further includes a sun gear 107, planetary gears 108 and a ring gear 109. The main stator 103 and the sub-stator 105 are rigidly fixed to the shaft 110.

Fig. 2 is a flow chart of possible modes of operation of the dual motor drive apparatus. For consistency, the same element numbers as previously used and described have been used. As previously described, the dual drive motor system includes a main motor 101 and a sub motor 102. The two motors are coupled with a planetary gear mechanism 200 to provide a two motor power transmission. Those skilled in the art will appreciate that the planetary gear mechanism 200 includes elements such as the sun gear 107, the planet gears 108, and the ring gear 109 described previously.

In some embodiments, the dual motor drive apparatus provides a desired speed of the electromechanical system. In some embodiments, a deceleration mode (i.e., deceleration) 202 is required. In embodiments requiring a dual motor drive apparatus to provide deceleration, both the primary motor 101 and the secondary motor 102 are disabled and a braking system is employed.

In some embodiments, a constant speed mode (i.e., cruise) 203 is desired. In embodiments requiring a dual motor drive apparatus to provide a constant speed, the primary motor 101 is engaged and the secondary motor 102 is disabled.

In some embodiments, an acceleration mode (i.e., increased power) 204 is required. In embodiments requiring a dual motor drive apparatus to provide acceleration, the primary motor 101 is engaged and the secondary motor 102 is also engaged.

Fig. 3 is a cross-sectional view showing the assembly of the components. For consistency, the same element numbers have been used as used and described in fig. 1. The main stator 103 of the main motor 101 is rigidly connected to the fixed shaft 110 using a key (key) 300. The main stator 103 comprises copper windings around the stacked laminates and drives the main rotor 104 due to the induced magnetic field. The main rotor 104 is configured as a cylinder including permanent magnets 301 on its inner circumference. The main rotor 104 is connected to the sun gear 107 using fasteners and is operable to rotate the sun gear. The main rotor 104 is also connected to the stationary shaft 110 using two ball bearings 302, while a snap spring 303 is used to constrain its axial movement. The sun gear 107 drives the ring gear 109 connected to the motor housing 304. The motor housing 304 is connected to the wheels as a dual motor drive output.

The secondary stator 105 of the secondary motor 102 is rigidly connected to the stationary shaft 110 using a key (key) 305. The secondary stator 105 comprises copper windings around the stacked laminates and drives the secondary rotor 106 due to the induced magnetic field. The auxiliary rotor 106 is configured as a cylinder including permanent magnets 306 on its inner circumference. The auxiliary rotor 106 is connected to the stationary shaft 110 using two bearings 307, a snap spring 308 and an overrunning clutch 309. The three sets of planet gears 108 may be mounted to the secondary rotor 106 using bolts 310, using at least one of screws and snap springs 311, and using ball bearings 312.

In some embodiments, the rotational speed of the main motor 101 is kept constant at a predetermined value to provide a constant power output from the dual motor drive apparatus. For various applications, a constant power output may be used to drive the shaft at a constant speed or to rotate the shaft at a constant speed. As discussed with respect to fig. 2, engaging only the main motor may be considered a constant speed mode 203. During the constant speed mode 203, the secondary motor is not engaged and the secondary rotor 106 is limited for reverse rotation by the primary drive using the overrunning clutch 309.

In some embodiments, the requirement for a dual motor drive apparatus is to provide acceleration. As discussed with respect to fig. 2, engaging both the primary motor and the secondary motor may be considered an acceleration mode 204. In some embodiments, during the acceleration mode, engaging the secondary rotor 106 and associated planetary gear 108 increases the speed of the ring gear 109. This complements the power output of the main motor and increases the total power output of the dual motor drive apparatus. The limit speed of the constant speed mode (main motor only) may be selected based on the calculation of maximum main motor performance and efficiency. By engaging the secondary motor without sacrificing the performance or efficiency of the primary motor, the dual motor drive apparatus' requirements for additional speed or acceleration may be met.

In some embodiments, the dual motor drive apparatus is incorporated into a light travel vehicle, such as an electric scooter, electric bicycle, electric motorcycle, car, industrial robot, micro motor vehicle, or the like.

FIG. 4 is a schematic illustration of an electromechanical wedge brake test fixture assembly. In some embodiments, the test fixture includes a drive unit and a brake unit. In some embodiments, the drive unit is an Alternating Current (AC) servomotor 400, and a driven flywheel 401 is used to apply an inertial load to a brake rotor 402. In some embodiments, the brake unit includes a brushless dc motor 403, and a driven wedge mechanism is used to transfer motor force to a flexible brake rotor 402 coupled to a driven shaft 404.

In some embodiments, the drive motor 400 and the brake motor 403 are mounted on the cleats 405 and 406, respectively. The shaft of drive motor 400 is connected to flexible rotor 402 by flange 407 and coupling 414. Flywheel 401 is supported between clamps 406 and 409 on bearings 408, coupled to brake rotor 402. The brake caliper 410 holding all the brake components is mounted on the clamping plate 411 by means of a coupling 413. The entire test fixture may be mounted on the substrate 412.

In some embodiments, an electronic control system and control method employed in a test fixture are included. In some embodiments, the drive motor 400 and the brake motor 403 are controlled using a controller and a user-defined program, wherein a user may input desired parameters, such as braking force, adjustment parameters, and the like. The test fixture is designed to measure braking performance and verify the braking system. Force is measured using a force sensor. In some embodiments, any common contactless type of auxiliary unit (to avoid any impact on braking performance) such as Near Field Communication (NFC), optical, solenoid, acoustic, etc. may be used to measure parameters of the brake motor. In some embodiments, a set of permanent magnets may be attached to the brake motor shaft based on a particular polarity arrangement, and the coils wound therearound may be used to measure the induced current/voltage during braking, and the induced current or voltage is used as an input to the brake controller to establish a control strategy for the brake motor.

FIG. 5 is a schematic diagram of a test fixture showing a brake mechanism of a single motor flexible rotor-fixed caliper design. For consistency, the same element numbers as previously used and described have been used. In some embodiments, the brake motor 403 is mounted on one side of the clamp plate 406 and the caliper block assemblies 500 and 501 are mounted on the other side. The limit switch 503 limits the caliper.

Fig. 6 is an exploded view of a single motor flexible rotor-fixed caliper design electromechanical wedge brake. For consistency, the same element numbers as previously used and described have been used. The brake motor 403 is connected to a screw shaft 502, which screw shaft 502 in turn drives the plunger 600 back and forth. The plunger 600 is a cylindrical portion having a screw hole formed at its periphery along its axis with a pair of protruding guide rails so as to be slidable in the long hole of the caliper block 500. The front surface of plunger 600 is wedged into engagement with inner brake pad 601 at an oblique angle. Once the brake is fully applied at the trailing end by limit switch 503, the movement of plunger 600 on screw shaft 502 within caliper block 500 is controlled by the limit force recorded by load cell 603. The forward end of plunger 600 mates with a wedge counterpart on inner brake pad 601. When the brake is closed, an inner brake pad 601 is attached to the magnetic end of the screw shaft 502 to avoid contact with the rotor 402. After the brake is applied, plunger 600 pushes inner brake pad 601 towards rotor 402. The flexible rotor 402 is elastically deformed to contact a flat fixed brake pad 604 placed at the other end of the rotor 402. The distance between rotor 402 and fixed brake pad 604 may be changed using set screw 605.

Fig. 7 is a cross-section of a brake mechanism employed in the single motor flexible rotor-fixed caliper design described with respect to fig. 6. To maintain consistency, the same element numbers as previously used and described are used.

FIG. 8 is a schematic illustration of a brake mechanism of a single motor floating caliper brake system. FIG. 9 is an exploded view of the single motor floating caliper brake system. For consistency, the same element numbers as previously used and described have been used. In some embodiments, the brake system includes a rigid rotor 800 with a floating caliper 801, which may be a wedge brake. The floating caliper 801 is mounted on the brake adapter 802 using two spring loaded guide rods 803. The body of the floating caliper 801 has a hollow piston 801a reciprocating around a brake adapter 802 on one side and a brake motor 804 on the other side. Brake motor 804 drives plunger 900 through helical shaft 901. Once the brake is applied, plunger 900 pushes inclined brake pads 805 toward rotor 800 until contact is made. Once it is not possible to proceed, plunger 900 will push floating caliper 801 back and in so doing will pull the opposite side brake pad 806 closer to rotor 800. The opposite side brake pads 806 are mounted on a flat plate 807 which in turn is spring loaded to the brake adapter 802 by the same guide rods 803 of the floating caliper 801.

FIG. 10 is a cross-section of a brake mechanism employed in a single motor floating caliper brake system. For consistency, the same element numbers as previously used and described have been used.

FIG. 11 is a flow chart depicting possible modes of operation of the brake system. In operation 1100, operation of the braking system begins. In operation 1101, the system is initialized. In operation 1102, the system is diagnosed to confirm that there is no fault. Operation 1103 is a determination operation. If a fault is detected in operation 1103, the system proceeds to operation 1104 where a warning and error code is generated and communicated or displayed in operation 1104. The system then proceeds to end step 1105 and waits for the repair or correction of the fault. In decision operation 1103, if there is no fault, the system proceeds to operation 1106, where parameters of the braking system are determined in operation 1106. In operation 1107, a control strategy for the braking system is employed. In operation 1108, the control strategy is used to activate the brake motor. Operation 1109 is a determination operation. If the desired braking force has not been applied, the system loops back to operation 1106 and repeats operation 1106 through operation 1108. If the desired braking force has been applied, the system proceeds to end step 1105.

Fig. 12 is a block diagram of a Battery Management System (BMS). In some embodiments, a configuration 1200 of a BMS is described. In some embodiments, the BMS1200 includes a battery pack 1201 (including a plurality of battery cells), a power management module 1202, a control unit 1203, a warning module 1204, a display module 1205, a data storage module 1206, and a communication module 1207. The BMS1200 may be connected to an external device 1208.

Fig. 13 is a block diagram of a power management module. For consistency, the same element numbers as previously used and described have been used. In some embodiments, the battery pack 1201 is connected to the power management module 1202 via a wiring harness. In some embodiments, the power management module 1202 includes a switch module 1301 and a balancing module 1302.

In some embodiments, the power management module 1202 includes a switching module 1301, a balancing module 1302, and other modules (not shown) for measuring and filtering voltage and current and protecting system circuitry. In some embodiments, the power management module 1202 has the functionality to diagnose, identify and protect against overcharge, overdischarge, overvoltage, undervoltage, overheat, short circuit and open circuit problems.

In some embodiments, the switch module 1301 and the balancing module 1302 are connected. The switch module 1301 has a channel switching function, is determined by the number of battery cells in the battery pack 1201, and is controlled by the control unit 1203.

In some embodiments, the control unit 1203 has a function of repeating the uploading and updating by the communication module 1207 for the power management module 1202, the warning module 1204, the display module 1205, the data storage module 1206, the control policy of the communication module 1207, and the information processing of the parameters obtained from the internal module and the external device.

In some embodiments, the BMS 1200 includes a communication module 1207. The communication module 1207 has a function for information exchange of the BMS 1200 and external devices. In some embodiments, the communication module 1207 has the functionality to upload and update control policies and communicate with external devices through wired or wireless communication methods, such as inter-integrated circuit (IIC), serial Peripheral Interface (SPI), controller Area Network (CAN), 2.4G or 5G wireless fidelity (Wi-Fi), and bluetooth.

In some embodiments, BMS 1200 includes a warning module 1204. The alert module 1204 has the function of generating an audible, optical and/or vibration signal in response to a detected system fault.

In some embodiments, BMS1200 includes a display module 1205. The display module 1205 has a function of displaying information. The voltage, current, state of charge (SOC), state of health (SOH) and temperature of the battery cells, and the operating state and location of the battery management system 1201 may be determined and presented on the display module 1205. The detailed information is programmed through the control unit 1203 and the communication module 1207.

In some embodiments, BMS 1200 includes a data storage module 1206. The data storage module 1206 has the function of saving specific information to readable and writable storage media. The data storage module 1206 may use a secure digital memory card (SD card), a universal serial bus flash drive (USB flash drive), a floppy disk, a DVD, or other commonly used storage medium.

Fig. 14 is a flowchart of a battery balancing algorithm. In some embodiments, the control unit previously described is used to control each module. Specifically, the control unit includes software designed to implement an algorithm to balance the battery pack, as shown in fig. 14.

In operation 1401, the algorithm performs a system check to determine if there are any faults. Operation 1402 is a decision operation. If a fault is detected in operation 1401, the system proceeds to operation 1409, generates and communicates or displays a warning and error code in operation 1409, and waits for the repair or correction of the fault. If no fault is detected in operation 1401, then in operation 1403 the system determines the cells and parameters to balance. These data are communicated to a data acquisition and balance current calculation operation 1411. Operation 1404 is a decision operation. If the difference between the maximum SOC and the minimum SOC is greater than the predetermined threshold (SOC_th), the system proceeds to operation 1405. If the difference between the maximum and minimum SOCs is less than the predetermined threshold (SOC_th), the system is in an equilibrium state and returns to start operation 1401. Operation 1405 is a determination operation. If the battery pack is currently being charged, the balance current is transmitted from the battery cell having the maximum SOC to the battery cell having the minimum SOC in operation 1410 according to the balance current calculation in operation 1411. If the battery pack is not currently charged, the system proceeds to operation 1406. Operation 1406 is a decision operation. If the idle time between charges is greater than the predetermined time threshold (T_th), the system returns to the balance current calculation in operation 1411 to request new balance parameters and proceeds to operation 1407. If the idle time between charges is greater than a predetermined time threshold (t_th), then a balancing current is transmitted from the battery cell having the maximum SOC to the battery cell having the minimum SOC in operation 1407 according to the balancing current calculation in operation 1411, and the system proceeds to operation 1408 to achieve battery balancing. If the idle time between charges is less than the predetermined time threshold (T_th), the system is in equilibrium and returns to start operation 1401.

The balancing current calculated from operation 1411 is a function of the acquired data or parameters, e.g., i=f (N, V, temp, temp_th, SOCs, Δsoc, soc_th, ws, t_th), where N is the number of cells to be balanced, V is the voltages of the battery and the cells, temp is the temperatures of the battery and the cells, SOC is the state of charge of the battery and the cells, Δsoc represents the difference between the maximum SOC and the minimum SOC of the cells, temp_th, soc_th and t_th are predetermined values, and Ws represents the operating state of the battery pack.

While various embodiments that incorporate the teachings of the present invention have been shown and described in detail herein, those skilled in the art can readily devise many other varied embodiments that still incorporate these teachings.

Claims

1. A braking system, comprising:

A brake rotor (402) that rotates by an external load;

A first caliper block (500) which is provided on one side of the brake rotor (402), in which a long hole is formed, and one end close to the brake rotor (402) is an open end of the long hole;

A second caliper block (501) which is provided on the other side of the brake rotor (402) in correspondence with the first caliper block (500), in which a mounting groove is formed, and one end close to the brake rotor (402) is an opening end of the mounting groove;

A screw shaft (502) penetrating the long hole from the other end of the first caliper block (500) away from the brake rotor (402) and having an external thread formed on an outer peripheral surface;

An inner brake pad (601) provided at the front end of the screw shaft (502) and positioned at the open end of the long hole;

A plunger (600) disposed in the long hole of the first caliper block (500) and having a cylindrical shape with a screw hole, a pair of protruding guide rails being formed on an outer surface along an axis, the guide rails being engaged with a slide groove formed on an inner surface of the long hole, the screw hole being screw-engaged with the screw shaft (502), such that the plunger (600) slides in the long hole according to rotation of the screw shaft (502) for pushing the inner brake pad (601) so that the inner brake pad (601) is pressed against the brake rotor (402);

A fixed brake pad (604) disposed at an open end of the mounting groove of the second caliper block (501); and

A brake motor (403) connected to the screw shaft (502) for driving the screw shaft (502) to rotate;

wherein the front end surface of the plunger (600) is wedge-shaped, the rear end surface of the inner brake pad (601) is wedge-shaped corresponding to the front end surface of the plunger (600),

The brake rotor (402) is a flexible rotor, the brake rotor (402) elastically deforming to contact the fixed brake pad (604) when the inner brake pad (601) presses the brake rotor (402).

2. The brake system of claim 1, wherein the forward end of the screw shaft (502) is a magnetic end, the inner brake pad (601) being attached to the magnetic end.

3. Brake system according to claim 1, characterized in that a limit switch (503) is provided in the elongated hole of the first caliper block (500) behind the plunger (600).

4. Brake system according to claim 1, characterized in that in the mounting groove of the second caliper block (501) an adjusting screw (605) is provided behind the fixed brake pad (604) for adjusting the distance between the fixed brake pad (604) and the brake rotor (402).

5. The brake system according to claim 4, characterized in that a load sensor (603) is provided between the fixed brake pad (604) and the adjusting screw (605).

6. A braking system, comprising:

a rigid rotor (800) that rotates under the action of an external load;

a floating caliper (801) which is provided on one side of the rigid rotor (800) and has a hollow piston (801 a) formed therein, wherein one end of the floating caliper, which is close to the rigid rotor (800), is an open end of the hollow piston (801 a);

a flat plate (807) provided on the other side of the rigid rotor (800) in correspondence with the floating caliper (801), in which a mounting groove is formed, and one end close to the rigid rotor (800) is an open end of the mounting groove;

A screw shaft (901) penetrating the hollow piston (801 a) from the other end of the floating caliper (801) away from the rigid rotor (800) and having an external thread formed on the outer circumferential surface;

a tilting brake pad (805) provided at the front end of the screw shaft (901) at the open end of the hollow piston (801 a);

a plunger 900 provided in the hollow piston 801a of the floating caliper 801, having a cylindrical shape with a screw hole, and having a pair of protruding guide rails formed on an outer surface along an axis, the guide rails being engaged with a slide groove formed on an inner surface of the hollow piston 801a, the screw hole being screw-engaged with the screw shaft 901, such that the plunger 900 slides in the hollow piston 801a according to rotation of the screw shaft 901 for pushing the tilt brake pad 805, so that the tilt brake pad 805 presses the rigid rotor 800;

A brake pad (806) disposed at an open end of the mounting groove of the flat plate (807);

A brake motor (804) disposed on the floating caliper (801) and connected to the screw shaft (901) for driving the screw shaft (901) to rotate; and

A brake adapter (802) disposed around an outer periphery of an end of the hollow piston (801 a) near the rigid rotor (800) to reciprocate the hollow piston (801 a);

Wherein the floating caliper (801) and the flat plate (807) are fixed relative to each other through a plurality of guide rods (803), the brake adapter (802) is penetrated by the plurality of guide rods (803) between the floating caliper (801) and the flat plate (807) to be capable of sliding, and springs are respectively arranged on the plurality of guide rods (803) between the floating caliper (801) and the brake adapter (802) and on the plurality of guide rods (803) between the brake adapter (802) and the flat plate (807).

7. The brake system of claim 6, wherein the brake system comprises,

The front end surface of the plunger (900) is wedge-shaped, and the rear end surface of the inclined brake pad (805) is wedge-shaped corresponding to the front end surface of the plunger (900).

8. The braking system of claim 6, characterized in that the forward end of the screw shaft (901) is a magnetic end, to which the tilt brake pad (805) is attached.