WO2013038329A2 - Dispositif de commande et procédé pour la dissipation d'énergie - Google Patents

Dispositif de commande et procédé pour la dissipation d'énergie Download PDF

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Publication number
WO2013038329A2
WO2013038329A2 PCT/IB2012/054698 IB2012054698W WO2013038329A2 WO 2013038329 A2 WO2013038329 A2 WO 2013038329A2 IB 2012054698 W IB2012054698 W IB 2012054698W WO 2013038329 A2 WO2013038329 A2 WO 2013038329A2
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WO
WIPO (PCT)
Prior art keywords
electric motor
vehicle
brake
wheel
generated
Prior art date
Application number
PCT/IB2012/054698
Other languages
English (en)
Other versions
WO2013038329A3 (fr
Inventor
Alexander Fraser
Original Assignee
Protean Electric Limited
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Protean Electric Limited filed Critical Protean Electric Limited
Publication of WO2013038329A2 publication Critical patent/WO2013038329A2/fr
Publication of WO2013038329A3 publication Critical patent/WO2013038329A3/fr

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Classifications

    • 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • 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
    • 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
    • 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
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/66—Arrangements of batteries
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/15—Preventing overcharging
    • 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
    • B60L7/006—Dynamic electric braking by reversing current, i.e. plugging
    • 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
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/18—Controlling the braking effect
    • 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
    • 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
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/28—Four wheel or all wheel drive
    • 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
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the present invention relates to a controller, in particular a controller for dissipating regenerative energy.
  • Electric vehicles typically use an electric motor to provide both mechanical drive for the vehicle and
  • the electric energy generated during regenerative braking results in current flow within coil windings of the electric motor, where the current is typically directed to an energy storage device.
  • the recovered energy can then be used, when required, to drive the electric motor, thereby increasing the operational efficiency of the electric motor.
  • dump resistors can be bulky and expensive .
  • This provides the advantage of allowing regenerative current to be dissipated by redirecting the current to drive a second motor with the resultant drive torque energy being absorbed by a friction brake system.
  • Figure 1 illustrates a vehicle according to an
  • Figure 2 illustrates an exploded view of an electric motor as used in an embodiment of the present invention
  • Figure 3 illustrates an exploded view of the electric motor shown in Figure 2 from an alternative angle
  • Figure 4 illustrates an embodiment of a friction brake in accordance with an embodiment of the present invention
  • Figure 5 illustrates a graphical representation of variation in current during a braking event according to an embodiment of the present invention
  • Figure 6 illustrates a graphical representation of variation in torque during a braking event according to an embodiment of the present invention.
  • Figure 1 illustrates a vehicle 100, for example a car or lorry, having four wheels 101, where two wheels are located in the vehicle's forward position in a near side and off side position respectively. Similarly, two additional wheels are located in the vehicle's 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 may have any number of wheels. For the purposes of the present embodiment,
  • each wheel 101 incorporated within each wheel 101 is an in-wheel electric motor that is arranged to provide mechanical drive and brake torque to the respective wheel, where the in-wheel electric motor is described in detail below.
  • the vehicle includes a battery 120 that acts as a power source for the in-wheel electric motors.
  • the battery 120 also acts as an energy storage device for holding charge generated by the in-wheel electric motors when the electric motors operate in a regenerative braking mode.
  • the in-wheel motors are arranged to operate in a drive mode for providing mechanical drive power in the form of drive torque to their respective wheels to enable the vehicle to move in a forward or reverse direction and a brake mode for providing a brake torque to inhibit movement of the vehicle.
  • the vehicle includes a vehicle controller 150 for controlling the operation of the in-wheel motors.
  • the in-wheel electric motor is of the type having a set of coils being part of the stator for attachment to the vehicle 100, radially
  • the in-wheel electric motor 40 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
  • the rotor includes a plurality of magnets 242 arranged around the inside of the cylindrical portion 221.
  • the magnets 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.
  • 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 233 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. With both the rotor 240 and the wheel being mounted to the bearing block 223 there is a one to one correspondence between the angle of rotation of the rotor and the wheel.
  • Figure 3 shows an exploded view of the same assembly as
  • FIG. 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.
  • the stator 252 is connected to the rotor 240 via the bearing block at the central portions of the rotor and stator walls.
  • circuit boards 80 carrying control electronics, otherwise known as motor drive controllers or inverters, for controlling current flow in the coils in response to receiving a torque demand control signal from the vehicle controller 150.
  • control electronics otherwise known as motor drive controllers or inverters
  • each inverter is arranged to provide PWM voltage control across the respective coils to provide a required torque in
  • controller 150 where the vehicle controller 150 controls operation of the respective electric motors via the
  • V shaped seal 350 is provided between the electric motors
  • the rotor also includes a focussing ring and magnets
  • a brake system in which a friction brake, for example a disc or drum brake, is associated with at least one of the wheels 101 to allow a brake force to be applied to the at least one of the wheels 101.
  • a friction brake for example a disc or drum brake
  • respective friction brakes are mounted to provide a friction braking torque to each of the wheels located in the vehicle's forward position, thereby allowing a braking force to be imparted to each of the front wheels.
  • a friction brake can be associated with any number of the vehicle's wheels.
  • Each friction brake includes a brake assembly and a brake disc.
  • the brake assembly is mounted to a mounting point on the vehicle 100, for example a mounting point on a part of the vehicle's suspension system.
  • the brake disc is mounted to a portion of a bearing block that is arranged to rotate relative to the vehicle and to which a wheel is mounted.
  • Each brake assembly is mounted in a position that allows the brake assemblies to apply a brake force on the brake disc, as is well known to a person skilled in the art.
  • the application of a brake torque is typically
  • the brake torque provided may be a combination of friction brake torque provided by the brake assemblies and electric motor brake torque, as described below.
  • the brake pedal 130 is coupled to the vehicle
  • controller 150 where the vehicle controller 150 is arranged to apply a friction and electric motor brake torque
  • the vehicle controller 150 is coupled to an actuator that in turn is coupled to a master cylinder assembly 140 having a piston assembly, where the piston assembly is arranged to vary hydraulic pressure in hydraulic lines that form part of the friction brake system, dependent upon a force being applied to the brake pedal 130.
  • the friction brake torque can be generated via other means, for example the use of pneumatic pressure.
  • the hydraulic fluid pressure in hydraulic lines is used to apply a force between a piston and a calliper that forms part of the brake assembly to cause brake pads to be brought into contact with the brake disc, thereby applying a braking force to the brake disc.
  • the brake assembly has a sliding calliper arrangement for applying a braking force to the brake disc, as is well known to a person skilled in the art.
  • a fixed calliper arrangement can be used.
  • a friction brake is arranged to provide a braking force to a wheel that is also coupled to an in-wheel motor.
  • Figure 4 One embodiment in which a friction brake is arranged to provide a braking force to a wheel that is also coupled to an in-wheel motor is illustrated in Figure 4, where a brake assembly is preferably mounted to the stator with a brake disc being mounted to the rotor.
  • Figure 4 illustrates a friction brake embodiment for use with an in-wheel electric motor where each brake
  • the assembly 270 includes a carrier 310 mounted to the vehicles suspension system.
  • the carrier 310 is arranged to support a brake calliper 320.
  • the brake calliper 320 is a U shaped element arranged to surround the outer edge of the brake disc 260.
  • the brake calliper 320 is mounted to the carrier 310 in a manner that allows the brake calliper 320 to slide relative to the carrier 310 in an axial direction.
  • a recess is formed on an inner face of the calliper 320 facing the outer surface of the brake disc, which is mounted axially in-board of the wheel.
  • a piston is mounted in the recess.
  • a first brake pad 340 is mounted on the piston with a second brake pad 360 being mounted on an inner surface of the calliper 320 that faces an opposite surface of the brake disc 260 to that of the piston 330.
  • the brake pads 340, 360 are arranged to impart a tangential force (i.e. a braking force) to the annular disc 260 when the brake pads 340, 360 are pressed against the annular disc 260.
  • the vehicle controller 150 Upon activation of the brake pedal 130, for a given brake torque demand the vehicle controller 150 is arranged to control the electric motors and the friction brake system to provide the required brake torque, where the relative amount of regenerative brake torque and friction brake torque will be dependent upon predetermined criteria. If the torque demand can be handled by the regenerative braking torque capabilities of the electric motor and the battery 120 has sufficient storage capacity to accept and store the regenerative current generated by the electric motors the vehicle controller 150 is arranged to provide all the required braking torque via regenerative braking. For greatest braking stability typically a larger proportion of the braking torque will be directed to the front wheels of the vehicle.
  • the vehicle controller 150 is arranged to provide the required braking torque by supplementing the regenerative braking with friction braking torque via the friction brake system.
  • the vehicle controller 150 upon application of a force to the brake pedal 130 the vehicle controller 150 is arranged to place the electric motors coupled to the rear wheels in a regenerative braking mode to provide a brake torque to the rear wheels with the current generated by the rear electric motors being made available to the electric motors mounted at the front of the vehicle.
  • the vehicle controller 150 controls the electric motors mounted at the front of the vehicle 100 via one or more control signals to consume electrical power using the current generated by the rear electric motors to generate mechanical drive power.
  • the vehicle controller 150 is arranged to increase the braking torque generated by the friction brakes located at the front of the vehicle 100 to react the drive torque generated as a result of the regenerative current being used to drive the front electric motors. Additional friction brake torque may also be provided at the front wheels to provide the overall require brake torque.
  • the front electric motors which are arranged to consume the electrical power generated by the rear electric motors and generate drive power, and the respective friction brakes, which dissipate the
  • the respective electric motors and brakes form a closed system, where the road-tyre interface does not part of the mechanical power transmission path between them. This results in there being no net torque change at the respective front wheels. Although it would be possible to mount an electric motor and brake to separate wheels, this would result in the tyre-road interfaces forming part of the mechanical power transmission path, which would result in, amongst other effects, a lowering of the overall available grip.
  • Figure 5 and Figure 6 illustrate a graphical representation of
  • Figure 5 illustrates variation in current generated during a braking event with the y-axis representing current in amps and the x-axis representing time.
  • Line A in Figure 5 represents the battery current limit, that is to say the maximum current that can be provided to the battery 120.
  • Line B in Figure 5 represents - li the net battery current, that is to say the amount of current provided to and by the battery 120.
  • Figure 6 illustrates variation in torque during a braking event with the y-axis representing torque in Nm and the x-axis representing time.
  • Line C in Figure 6 represents the motor torque
  • Line D in Figure 6 represents the motor torque generated by the front electric motors.
  • Line E in Figure 6 represents the braking torque generated by the front friction brakes.
  • Line F in Figure 6 represents the overall torque at the front wheels. It should be noted that negative torques and positive currents correspond to braking torque and regenerative current respectively; while a positive torque corresponds to a drive torque. To simplify the graphical representation inefficiencies within the system are not illustrated.
  • the vehicle is braking with regenerative torque at each of the front and rear electric motors of 700 and 600Nm respectively.
  • Each of the front friction brakes are braking with a torque of 1300Nm. This results in a total braking torque of 600Nm at each rear wheel and 2000Nm at each front wheel. In this embodiment this results in a net regenerated current of 200A.
  • the battery current limit begins to drop from the 500A starting point.
  • the drop in current can be a result of any reason, for example thermal restrictions or state of charge.
  • the battery current limit is above the net regenerated current no action is required and the electric motors continue to provide the same braking torque.
  • the net battery current is reduced to keep it in line with the reducing battery current limit by reducing the amount of regenerative braking provided by the electric motors.
  • the vehicle controller reduces the front regenerative torque resulting in the required lowering of the net battery current.
  • the front friction braking torque is increased to compensate for the reduction in front regenerative torque.
  • the vehicle controller 150 issues a control signal for controlling the front electric motors to provide mechanical drive power in the form of drive torque with the front electric motors being arranged to consume current regenerated by the rear electric motors.
  • the vehicle controller 150 is able to keep the net battery current within the battery current limit .
  • the vehicle controller 150 controls the braking system actuator to increase the friction braking torque .
  • the present embodiment allows the vehicle controller 150 to maintain a required braking torque for a vehicle, where the rear electric motor torque does not need to be reduced and without changing the total front wheel braking torque, while also ensuring that battery current limits are observed and without affecting the dynamics of the vehicle.

Abstract

L'invention concerne un dispositif de commande pour un véhicule comprenant un moteur électrique permettant d'entraîner le véhicule et un frein à friction permettant d'empêcher le mouvement du véhicule, le dispositif de commande comprenant un moyen conçu pour générer un signal de commande permettant d'actionner le moteur électrique en vue de la consommation de courant afin de générer un couple d'entraînement et un moyen d'actionnement du frein à friction permettant de dissiper l'énergie provenant du couple d'entraînement produit par le moteur électrique pendant la génération du couple d'entraînement.
PCT/IB2012/054698 2011-09-13 2012-09-10 Dispositif de commande et procédé pour la dissipation d'énergie WO2013038329A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB1115798.9 2011-09-13
GB1115798.9A GB2483375B (en) 2011-09-13 2011-09-13 A controller and method for energy dissipation

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WO2013038329A2 true WO2013038329A2 (fr) 2013-03-21
WO2013038329A3 WO2013038329A3 (fr) 2014-02-13

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WO (1) WO2013038329A2 (fr)

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US10398383B2 (en) 2014-05-28 2019-09-03 Koninklijke Philips N.V. Motion artifact reduction using multi-channel PPG signals

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CN106163861B (zh) * 2014-04-03 2019-07-16 雅马哈发动机工程株式会社 电动系统和具有其的运输设备
DE102016004755A1 (de) * 2016-04-20 2017-10-26 Audi Ag Rekuperationsbremsung an einem Fahrzeug
EP3774472A4 (fr) * 2018-05-03 2021-05-05 Magna International Inc Procédé et système de freinage d'essieu à commande électronique
JP2021087235A (ja) * 2019-11-25 2021-06-03 トヨタ自動車株式会社 電動車両の制動装置
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US10398383B2 (en) 2014-05-28 2019-09-03 Koninklijke Philips N.V. Motion artifact reduction using multi-channel PPG signals
US11219414B2 (en) 2014-05-28 2022-01-11 Koninklijke Philips N.V. Motion artifact reduction using multi-channel PPG signals
CN106143118A (zh) * 2016-07-15 2016-11-23 吉林大学 一种具有盘式轮毂电机的汽车

Also Published As

Publication number Publication date
GB2483375A (en) 2012-03-07
GB2483375B (en) 2014-03-12
GB201115798D0 (en) 2011-10-26
WO2013038329A3 (fr) 2014-02-13

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