Electric vehicle braking system, method, controller and computer program product

Abstract

The present invention relates to a controller (27) for a braking system for a vehicle (10). The braking system has an independent generator (20, 22) on respective front and rear axles (16, 18). The controller (27) comprises an input (44) arranged to monitor a vehicle condition and an operating condition of the generators (20, 22). The controller (27) also comprises a processing means (46) arranged to determine a brake force distribution range between the front and rear axles (16, 18) based on the vehicle condition, and in response to a braking demand and the operating condition of the generators (20, 22), calculate a brake force distribution within the brake force distribution range. In addition, the controller (27) comprises an output (50) arranged to control the generators in accordance with the calculated brake force distribution.

Claims

1. A controller for a braking system for a vehicle, the braking system having an independent generator on respective front and rear axles, the controller comprising: an input arranged to monitor a vehicle condition and an operating condition of each generator; a processor arranged to determine a brake force distribution range between the front and rear axles based on the vehicle condition, and in response to a braking demand and the operating condition of each generator, calculate a brake force distribution within the brake force distribution range; and an output arranged to control each generator in accordance with the brake force distribution; wherein the vehicle condition is a parameter relating to vehicle stability, and wherein the brake force distribution range reduces as the parameter relating to vehicle stability falls; and wherein the brake force distribution range is arranged to taper and converge at an installed hydraulic brake force distribution.

2. The controller of claim 1, wherein the installed hydraulic brake force distribution is distributed with about 70% of a total braking force distributed to the front axle and about 30% of the total braking force distributed to the rear axle.

3. The controller of claim 1, wherein the output is arranged to configure the braking system to retard the vehicle by hydraulic braking in response to the vehicle condition being associated with a stability event.

4. The controller of claim 1, wherein the processor is further arranged to determine an available regenerative braking within the brake force distribution range and is further arranged to send a signal to configure the braking system to retard the vehicle by regenerative braking in response to the available regenerative braking being sufficient for a current braking demand.

5. The controller of claim 4, wherein the output is further arranged to send a signal to configure the braking system to retard the vehicle at least partially by hydraulic braking in response to the available regenerative braking being insufficient for the current braking demand.

6. The controller of claim 1, wherein the vehicle condition is based on one or more parameters selected from a list including longitudinal acceleration, lateral acceleration, yaw rate, driving surface gradient, weight distribution, surface-tyre friction coefficient, and a driver brake request.

7. The controller of claim 1, wherein the generator operating condition is selected from a list including generator efficiency, generator temperature and a health state of the generator.

8. The controller of claim 1, further operable to determine the brake force distribution to maximize recovery of energy during braking.

9. A braking system for a vehicle, the vehicle having front and rear axles, the braking system comprising; independent generators on the respective front and rear axles for regenerative braking; and a controller comprising: an input arranged to monitor a vehicle condition and an operating condition of each generator; a processor arranged to determine a brake force distribution range between the front and rear axles based on the vehicle condition, and in response to a braking demand and the operating condition of each generator, calculate a brake force distribution within the brake force distribution range; and an output arranged to control each generator in accordance with the brake force distribution; wherein the vehicle condition is a parameter relating to vehicle stability, and wherein the brake force distribution range reduces as the parameter relating to vehicle stability falls; and wherein the brake force distribution range is arranged to taper and converge at an installed hydraulic brake force distribution.

10. A method of operating a braking system of a vehicle having independent generators on front and rear axles, the method comprising: monitoring a vehicle condition and an operating condition of each generator; determining a brake force distribution range between the front and rear axles based on the vehicle condition; and in response to a braking demand and the operating condition of each generator, calculating a brake force distribution within the brake force distribution range; and controlling each generator in accordance with the brake force distribution; wherein the vehicle condition is a parameter relating to vehicle stability, wherein the brake force distribution range reduces as the parameter relating to vehicle stability falls, and wherein the brake force distribution range is arranged to taper and converge at an installed hydraulic brake force distribution.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

(2) FIG. 1 shows a schematic view of a vehicle including a braking system according to an embodiment of the present invention;

(3) FIG. 2 shows a schematic of a driver's section of the vehicle from FIG. 1;

(4) FIG. 3 shows a controller as shown in the braking system in FIG. 1;

(5) FIG. 4 shows a flow chart of the controller in operation;

(6) FIG. 5 shows an operating envelope for operation of the braking system from FIG. 1;

(7) FIG. 6 shows a similar operating envelope to FIG. 5 of the braking system operating with high surface-tyre friction coefficient;

(8) FIG. 7 shows a similar operating envelope to FIG. 6 of the braking system operating with high surface-tyre friction coefficient during a turn; and

(9) FIG. 8 shows a similar operating envelope to FIG. 6 of the braking system operating with low surface-tyre friction coefficient.

DETAILED DESCRIPTION

(10) With reference to FIG. 1, a vehicle 10 includes a body 12 driven by a set of wheels 14. The wheels 14 support the body on respective front and rear axles 16, 18.

(11) The vehicle in this embodiment is an electric vehicle, though this invention is also applicable to hybrid electric vehicles. The electric vehicle 10 includes a front machine 20 on the front axle 16 and a rear machine 22 on the rear axle 18. Alternatively, the vehicle 10 may include more than one machine on each axle 16, 18, for instance one machine on each side shaft, or expressed differently, one machine per wheel. Each machine is operable to act as a motor for converting electrical energy into kinetic energy for powering the respective axle. In addition, each machine is operable to act as a generator for converting kinetic energy recovered during a braking event into electrical energy. The electrical energy is stored in a battery 24.

(12) The vehicle 10 also includes hydraulic braking provisions in the form of hydraulically operated disc brakes 26. There are four disc brakes in this embodiment, each being attached to a side shaft of one of the axles.

(13) The vehicle 10 also includes a first controller 27a for controlling the electric machines 20, 22 as motors or as generators. In addition, the vehicle 10 includes a second controller 27 for configuring the disc brakes 26 for hydraulic braking and performing such functions as an anti-lock braking system (ABS). Although, these controllers 27, 27a are shown graphically as separate entities, it is also possible to utilize a single controller but performing two functions, namely those functions specific to each of the individual controllers 27, 27a specified above. Accordingly, the term controller can be used in its singular form or plural form in this description without limiting the description to any particular configuration.

(14) Various sensors are provided and used as inputs to the controller 27. These sensors allow the controller to monitor various vehicle conditions. These sensors include driving control sensors 28, a wheel speed sensors (one per wheel) 30, a global positioning system (GPS) 32, a three axis accelerometer 34, and a yaw rate sensor 36.

(15) With reference to FIG. 2, which shows a driver's seat 38, the driving control sensor 28 is shown coupled to an accelerator pedal 40 and a brake pedal 42. The driving control sensor works by monitoring the angular displacement of each pedal using for example a Hall Effect sensor. In this way, the magnitude of braking and acceleration demands can be monitored by measuring the angular displacement and rate of change of angular position, respectively. Of course, each pedal will be monitored by an independent sensor though only one is shown in FIG. 2 for brevity.

(16) Returning to FIG. 1, the wheel speed sensors 30 are an inductive sensor arranged to measure the revolutionary speed of a side shaft. The vehicle speed and longitudinal acceleration can be determined in this way. The wheel speed sensors can also be used to help determine wheel slip ratio for estimating surface-tyre friction coefficient.

(17) The GPS 32 includes an electronic map function and a positioning function for mapping the coordinates of the vehicle onto the electronic map. In this way, the speed, lateral and longitudinal acceleration, and position of the vehicle can be determined. The GPS also includes information such as driving surface inclination for determining if the vehicle is ascending or descending a slope. However this information may alternatively or additionally be provided by a radar or other system of the vehicle.

(18) The accelerometer 34 can be used as an alternative of/in addition to the aforementioned sensors for monitoring longitudinal and lateral acceleration of the vehicle depending on its orientation. The type of accelerometer is not overly important though piezoelectric sensors are used here for illustrative purposes.

(19) The yaw rate sensor 36 detects yaw, or rotation of the vehicle about a vertical axis, for instance during a turn. Again, the specific type of yaw sensor is not overly important, though for illustrative purposes, a tuning fork type sensor is cited here.

(20) A sensor 43 is also provided for detecting a health state of each machine 20, 22. The health state can be in the form of component health, in which case the sensor 43 will take the form of built in test equipment. In addition, the sensor 43 can take the form of a temperature sensor since the temperature of the generator can influence its efficiency.

(21) With reference to FIG. 3, a single controller 27 is shown to represent both controllers 27 and 27a for brevity. The controller 27 includes an input 44 for monitoring the aforementioned sensors. The controller 27 also includes a processing means 46 and a data store 48 for storing the controller's functionality in the form of electronic data. The data store 48 is a non-volatile memory component. Periodic updates of the various parameters sensed by the sensors are also made to the electronic data stored on the data store 48. The controller 27 also includes an output 50 arranged to send an electronic signal to the front and rear machines 20, 22 (FIG. 1) and the hydraulic brake system. Although the processing means (46) is shown as a single element for simplicity, the processing means may comprise distinct processors, for example of controllers 27, 27a, which handle determining the brake force distribution range and controlling the machines (20, 22) separately.

(22) Operation of the controller is best described with reference to flow chart shown in FIG. 4. The first controller 27 operates by monitoring the various vehicle conditions at step 100. The vehicle conditions include the aforementioned parameters, which include longitudinal acceleration, lateral acceleration, yaw rate, driving surface gradient, weight distribution, surface-tyre friction coefficient, and a driver brake request. In addition, the various operating conditions of the front and rear machines are also monitored at step 102, though by the second controller 27a. These conditions are estimated efficiency, health state of the components, and temperature.

(23) Next, at step 104, vehicle stability is estimated as a normalised parameter. Vehicle stability is based on the monitored vehicle conditions. The stability value is normalised between 0 and 1 though the range is not important and may be a percentage value instead.

(24) With reference to both FIGS. 4 and 5, at step 106, a potential range of brake force distribution is determined. In determining the range, first, the maximum brake force distribution range (X) for an axle is determined, that is, the proportion of braking force which can be applied at each axle. For instance, the controller uses the vehicle conditions to determine the capacity of braking the axle can support before unacceptable wheel slip occurs. Similarly, the controller determines a minimum brake force distribution (N) for the axle. The vehicle conditions are again used for instance by determining the minimum braking force on the axle below which may place too high burden on the other axle for an acceptable wheel slip ratio.

(25) It can be seen from FIG. 5 that the range of regenerative brake force distribution increases with an increase in vehicle stability. In other words, the range is 100% for a vehicle having a normalised stability value of 1. Anecdotally, such a situation would occur at low speeds on a robust driving surface in good weather. The controller configures the range to taper and converge at an installed hydraulic brake force distribution (H), which is shown graphically as a broken line in FIG. 5. The hydraulic brake force distribution occurs at zero vehicle stability.

(26) The impact of various vehicle conditions on the range of braking distributions can be seen with reference to FIGS. 6 and 7

(27) With reference to FIG. 6, an average surface-tyre friction coefficient case (mu˜0.8) is shown, where the range has the same profile as shown in FIG. 5. However, the braking forces associated with a given range are listed and are relatively low.

(28) With reference to FIG. 7, the same average surface-tyre friction coefficient has been detected by the controller though in addition, the controller has detected a high degree of yaw, i.e. that the vehicle is in a turn. Accordingly, the controller reduces the minimum and maximum thresholds as signified by arrows (A). Accordingly, a vehicle driving in a straight line and a braking demand of 0.4 g detected has a higher range for selecting the optimum brake force distribution than a case where the vehicle is turning since the vehicle is less stable during a turn.

(29) With further reference to FIG. 4, at step 107, the maximum braking force that both machines 20, 22 can achieve (available window) within the brake force distribution range calculated at step 106 is determined. Then, at step 109, in the event that there is sufficient capacity to retard the vehicle in accordance with the braking demand using regenerative braking alone, then the process continues to step 114. However, if there is insufficient capacity to retard the vehicle using regenerative braking alone, then the controller continues to step 112.

(30) Step 111 also feeds into step 112 for deceleration by hydraulic braking. At step 111, a stability event is detected meaning that hydraulic braking should be used, for instance using ABS. For instance, a stability event could be an unacceptable wheel slip scenario. Such a scenario can be detected using the sensors mounted to each wheel. In a case where the expected wheel speed is, for instance, 10 m/s, and three of the sensors are detecting 10 m/s but one sensor is detecting 2 m/s, the anomaly is likely due to wheel slip of an unacceptable amount. In this way, the process continues to step 112 where the braking system is configured to retard the vehicle by hydraulic braking, or by a hybrid combination of hydraulic and regenerative braking.

(31) The hydraulic brake force distribution is typically about 70% on the front axle and 30% on the rear axle. As the vehicle stability falls, the brake force distribution range converges on this ratio, such that a smooth transition between purely hydraulic and wholly or partly regenerative braking can be achieved as the vehicle stability falls. This is advantageous, for example during a vehicle stability event, where vehicle behaviour given a 70:30 brake force distribution is well-characterised and standard anti-lock braking systems and traction control systems may be provided in the vehicle, and there is no step change in brake force distribution when transitioning from using regenerative braking to hydraulic braking.

(32) At step 114, the controller calculates the actual brake force distribution within the range based on the operating conditions of the respective machine and the braking demand. Ordinarily, the controller may attempt to apply a maximum brake force to the front axle since generators have increased efficiency for increased capacity. However, if the controller determines that the front machine is defective or compromised by the health state of the machine, the controller may select a brake force distribution biased more towards the rear axle such that the rear machine generates more electrical energy from decelerating the vehicle. Other factors may be taken into account too, such as the temperature of the machines, since a hot machine may be relatively less efficient than a cold machine. Furthermore, a hot machine will be less capable of producing power and thus be at increased risk to damaging its components. The controller may thus select an appropriate brake force distribution between the front and rear axles in accordance with the conditions of the machines within the previously-calculated brake force distribution range. The controller may seek to for example to maximise the energy recovered during braking,

(33) Various vehicle conditions can impact the actual distribution selected. For instance, upon detecting the vehicle descending a hill, the weight distribution will shift to the front axle, in which case the regenerative braking distribution will bias to the front axle, which increased utilization can be exploited by the front machine. Conversely, if an uphill ascent is detected, the brake force distribution will bias towards the rear machine, which increased utilization can be exploited by the rear machine.

(34) Accordingly, the functions of maintaining vehicle stability and determining a suitable braking distribution using regenerative braking between front and rear axles can be decoupled. Optionally, the step of determining a brake force distribution range may be carried out by an ABS controller and made available to a separate generator controller. In response to a braking request, the magnitude of the desired braking and the brake force distribution range are made available to the generator controller, which is then free to calculate a desirable brake force distribution within the brake force distribution range based on the conditions of the generator. Within the brake force distribution range, for example, the generator controller can seek an optimal distribution in which energy regeneration is maximised.

(35) With further reference to FIG. 4, the controller, at step 114, determines an optimum brake force distribution between within the range, such as for those illustrative scenarios described above. An optimum point is shown for a low friction coefficient in FIG. 8. In this case, the optimum brake force distribution to the rear axle is shown by the dot-dash line (O). The circle highlights the case of a brake input of around 0.2 g providing around 45% braking force from the rear axle machine and about 55% braking force from the front axle machine. This distribution is where all four wheels will lock up at the same time for this particular surface/tyre combination, i.e. all four tyre contact patches are working equally hard. On the same surface, the installed brake force distribution would cause the front wheels to lock up first, leading to reduced braking performance. By combining the electric and hydraulic systems to intentionally alter the brake force distribution in this way, vehicle stopping performance is maximised and the risk of an ABS intervention minimised. The hydraulic brake force distribution is at the installed distribution (70:30 front to rear, in this example), and the brake force distribution from the generators is selected such that the combined brake force distribution from the installed hydraulic brakes and regenerative braking remains within the brake force distribution range.

(36) With further reference to FIG. 4, the controller, at step 118, configures the machines to decelerate the vehicle at the selected brake force distribution. The electrical energy generated during the braking event is stored in the battery at step 120. By controlling the available brake force distribution in this way, the energy recovered during braking can be maximised without impairing the stability of the vehicle. In this way, there are many subsequent benefits such as increased vehicle range in the case of an electric vehicle or reduced emissions in the case of a hybrid vehicle.