Description:TECHNICAL FIELD
[0001] The present disclosure relates to a Combined Braking System (CBS) in a vehicle. In particular, the present disclosure provides a CBS that actuates friction brake assemblies and Electro-Magnetic (EM) brake assemblies of vehicles.

BACKGROUND
[0002] In some vehicles, it is desirable to have brake actuators that simultaneously actuate one or more brake assemblies associated with one or more wheels of the vehicle. Such combined braking systems often involve use of cables or hydraulic lines that connect one or more brake actuators to one or more brakes for simultaneous actuation. For instance, in a typical two-wheeled electric scooter, when at least one of the brake levers is engaged, brake assemblies associated with both front and rear wheels of the scooter are actuated.
[0003] However, such solutions involve use of hardware elements which may be prone to failure, and add weight and cost to the vehicle. Such solutions are also not fault-resistant, and may not have action plans in case a failure is detected. Failures may include instances of wheel slipping, where a first wheel of the vehicle may roll at a speed proportional to the speed of the vehicle, while a second wheel rolls at a speed less than the speed of the vehicle, thereby causing the second wheel to slip. In such instances, the slipping wheel slides on a traction surface such as a road, which may cause a driver/rider to lose balance. Existing solutions do not adequately provide for real-time detection and correction of wheel slipping events.
[0004] Further, existing combined braking systems do not allow for variably applying decelerative torque to each wheel of the vehicle. While some solutions provide for mechanical means for variably distributing actuation force from the brake lever to the front and rear wheels of the vehicle such as through combined braking valves or proportioning valves, however, such solutions add weight and cost to the vehicles. Further, the amount of actuation force redistributed to each of the wheels is determined and fixed during manufacturing, thereby limiting its use for real-time dynamic redistribution of actuation force of the brake actuators to the brake assemblies. Such solutions also require regular maintenance, and generally are difficult to optimize during real-time applications for minimizing operational wear and tear.
[0005] Furthermore, regenerative braking systems are not effectively integrated into or adapted with existing solutions for providing both regenerative braking functionalities, as well as combined braking functionalities. Additionally, existing combined braking systems do not provide over-the-air updates, where the mode and configuration of actuating brake assemblies are altered in real-time, thereby allowing the combined braking systems to add and improve functionalities.
[0006] For instance, a prior art provides a method for operating a combined vehicle braking system with hydraulic front axle and electromechanical rear axle brakes. The method relates to distributing brake force between the hydraulic brakes and the electromechanical brakes based on driver input and vehicle dynamics.
[0007] Yet another prior art provides a regenerative braking system for an electric vehicle and method of use thereof. Specifically, the patent document discloses an implementation of a vehicle with regenerative braking functionality, and conditions within which the regenerative torque applied to the wheels are adjusted. However, the patent document fails to disclose combined braking functionality involving coordinated actuation of two or more brake assemblies, including the regenerative brake.
[0008] Other systems proposed in the prior art provide a system and a method for dynamic braking to a vehicle by using an electric motor and friction brakes for two wheeled or three-wheeled vehicles. The electric motor, which is used for regenerative braking, and the friction brakes are engaged with a time-delay. Further, the electric motor and the friction brakes are coordinated to provide different loads to the corresponding wheels.
[0009] Certain other systems in the prior art disclose a braking system for a motorcycle. The system includes a hydraulic braking device and an electric motor configured such than at least one wheel of the motorcycle is braked by either the hydraulic braking device or the electric motor.
[0010] Also known in the prior art is a compound/composite braking system that integrates regenerative braking systems and/or auxiliary braking systems into hydraulic braking systems. The disclosed braking system switches between a hydraulic braking mode, regenerative braking mode, and a hybrid mode based on the braking intensity required.
[0011] None of the aforementioned patent documents provide for wheel slip detection and correction functionalities in real-time by dynamically adjusting the torque applied to the wheels, and instead compromise on safety of the driver. Further, none of the aforementioned patent documents provide for real-time optimized combined braking using both regenerative braking and friction braking functionalities.
[0012] There is, therefore, a need for a combined braking system that dynamically controls braking performance of brake assemblies corresponding to each wheel of a vehicle for enhancing rider safety. Further, there is a need for a combined braking system with regenerative braking capabilities.

OBJECTS OF THE PRESENT DISCLOSURE
[0013] A general object of the present disclosure is to provide a combined braking system for controlling friction brake assemblies and Electro-Magnetic brake assemblies of a vehicle.
[0014] An object of the present disclosure is to provide a combined braking system with regenerative braking functionality.
[0015] Another object of the present disclosure is to provide a combined braking system that detects and corrects wheel slippages during operation of brakes of the vehicle in real-time.
[0016] Another object of the present disclosure is to provide a combined braking system that dynamically adjusts decelerative torque applied to the wheels of the vehicle based on requirements.
[0017] Another object of the present disclosure is to provide a combined braking system with minimal use of hardware elements for reducing weight and cost of vehicle, and reducing risk of mechanical failures during braking, without compromising on the braking performance thereof.
[0018] Another object of the present disclosure is to provide a combined braking system that dynamically controls the brake assemblies of each wheel of the vehicle, thereby improving safety and braking performance of the vehicle.
[0019] Another object of the present disclosure is to provide a combined braking system that optimizes the operation of the brake assemblies to minimize wear and tear.
[0020] Another object of the present disclosure is to provide a combined braking system that allow for over-the-air updates for adding and improving functionalities thereof.

SUMMARY
[0021] Aspects of the present disclosure relate to a Combined Braking System (CBS) in a vehicle. In particular, the present disclosure provides a CBS that actuates friction brake assemblies and Electro-Magnetic (EM) brake assemblies.
[0022] In an aspect, a CBS for braking of one or more wheels of a vehicle includes one or more brake assemblies configured to apply a decelerative torque to one or more wheels of a vehicle in an actuated state. The system includes one or more brake actuators configured to actuate the one or more brake assemblies and measure an actuation force value indicative of the force with which the corresponding brake actuator is engaged. The system includes a controller configured to controllably actuate the one or more brake assemblies to controllably apply the decelerative torque to the one or more wheels, where an amount of the decelerative torque applied to each of the one or more wheels of the vehicle may be determined based on the actuation force value measured by the one or more brake actuators.
[0023] In some embodiments, the one or more brake assemblies may include at least one friction brake assembly and at least one Electro-Magnetic (EM) brake assembly.
[0024] In some embodiments, the at least one EM brake assembly may be configured to apply a regenerative torque to the one or more wheels of the vehicle such that the at least one EM brake assembly converts kinetic energy to electric energy on the application of the regenerative torque.
[0025] In some embodiments, the at least one friction brake assembly may be selected from a group which may include a pot caliper brake, a disk brake, and a drum brake.
[0026] In some embodiments, the one or more brake actuators may include a brake actuating interface connected to the one or more brake assemblies using a brake transmission means. The brake actuating interface may be selected from a group which may include a mechanical actuation means and an electric actuation means. The brake transmission means may be selected from a group which may include a force transmission means, a pressure transmission means, and an electrical transmission means.
[0027] In some embodiments, the system may include at least one Inertial Measurement Unit (IMU) for determining a vehicle speed estimation value, and one or more rotational speed sensors corresponding to each of the one or more wheels of the vehicle, the one or more rotational speed sensors being configured to measure a rotational speed value for each of the corresponding wheels.
[0028] In some embodiments, the controller may include one or more processors, and a memory coupled to the one or more processors, The memory may include one or more processor-executable instructions. The one or more processor-executable instructions may cause the one or more processors to receive a rotational speed value associated with each of the one or more wheels of the vehicle from a corresponding rotational speed sensor, receive a vehicle speed estimation value from at least one inertial measurement unit of the vehicle, and controllably actuate the one or more brake assemblies to apply the decelerative torque determined based on the rotational speed value of the corresponding wheels, the vehicle speed estimation value, and the actuation force value of the one or more brake actuators.
[0029] In some embodiments, the one or more processors may be configured to reduce the decelerative torque applied by the one or more brake assemblies when a function of the rotational speed value of the corresponding wheel may be less than the vehicle speed estimation value.
[0030] In some embodiments, the one or more processors may be configured to increase the decelerative torque applied by the one or more brake assemblies when a function of the rotational speed value of the corresponding wheel may be greater than the vehicle speed estimation value.
[0031] In some embodiments, the controller may be configured to controllably actuate the one or more brake assemblies by supplying a current thereto corresponding to the amount of the decelerative torque determined by the controller to be applied to the one or more wheels of the vehicle.
[0032] In some embodiments, the one or more brake assemblies comprise an anti-lock braking system.
[0033] In an aspect, a method for combined braking of one or more wheels of a vehicle includes providing one or more brake assemblies corresponding to each of one or more wheels of a vehicle. The one or more brake assemblies may be configured to apply decelerative torque to the corresponding wheel on actuation by one or more corresponding brake actuator. The method includes receiving, by a controller, an actuation force value measured by the one or more brake actuators. The method includes controllably actuating, by the controller, the one or more brake assemblies to controllably apply the decelerative torque to the one or more wheels. In such embodiments, an amount of the decelerative torque applied to each of the one or more wheels of the vehicle may be determined based on the actuation force value measured by the one or more brake actuators.
[0034] In some embodiments, the method may further include receiving, by the controller, a rotational speed value of each of the one or more wheels of the vehicle from a corresponding rotational speed sensor, and a vehicle speed estimation value from at least one inertial measurement unit. The rotational speed value of each of the one or more wheels and the vehicle speed estimation value may be received when any one of the one or more brake actuators may be engaged. In some embodiments, the method may include repeatedly receiving, by the controller, the rotational speed value of each of the wheels, and the vehicle speed estimation value at a predetermined interval. In an example, the controller may receive the rotational speed values and the vehicle speed estimation value in real time.
[0035] In some embodiments, the method may include controllably actuating, by the controller, the one or more brake assemblies to controllably apply the decelerative torque determined based on the actuation force value, the rotational speed value of the corresponding wheels, and the vehicle speed estimation value.
[0036] In some embodiments, the method may include reducing the torque applied by the one or more brake assemblies when a function of the rotational speed value of the corresponding wheel is less than the vehicle speed estimation value. In some embodiments, the method may include increasing the torque applied by the one or more brake assemblies when a function of the rotational speed value of the corresponding wheel is greater than the vehicle speed estimation value.
[0037] Various objects, features, aspects and advantages of the inventive subject matter will become more apparent from the following detailed description of preferred embodiments, along with the accompanying drawing figures in which like numerals represent like components.

BRIEF DESCRIPTION OF THE DRAWINGS
[0038] The accompanying drawings are included to provide a further understanding of the present disclosure, and are incorporated in and constitute a part of this specification. The drawings illustrate exemplary embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure.
[0039] FIG. 1A illustrates a schematic block diagram of an exemplary combined braking system, according to embodiments of the present disclosure.
[0040] FIG. 1B illustrates an exemplary functional block diagram of the combined braking system controllably actuating one or more brake assemblies thereof, according to embodiments of the present disclosure.
[0041] FIG. 2 illustrates an exemplary block diagram of a controller of the combined braking system, according to embodiments of the present disclosure.
[0042] FIGs. 3A-3E illustrate schematic representations of exemplary embodiments of the combined braking system, according to embodiments of the present disclosure.
[0043] FIG. 4 illustrates an exemplary flowchart of a method for combined braking of one or more wheels of a vehicle, according to embodiments of the present disclosure.
[0044] FIG. 5 illustrates an exemplary computer system in which or with which the proposed system and method may be implemented, according to embodiments of the present disclosure.

DETAILED DESCRIPTION
[0045] The following is a detailed description of embodiments of the disclosure depicted in the accompanying drawings. The embodiments are in such details as to clearly communicate the disclosure. However, the amount of detail offered is not intended to limit the anticipated variations of embodiments; on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the scope of the present disclosures as defined by the appended claims.
[0046] Throughout the specification, “actuate,” “actuating,” “actuated” or any variation thereof mean and include bringing a component to an actuated state to cause said component to operate.
[0047] Throughout the specification, “engage,” “engaging,” “engaged” or any variations thereof mean and include using, operating, involving, or employing a component to perform the intended operation thereof.
[0048] Embodiments explained herein relate a Combined Braking System (CBS) in a vehicle. In particular, the present disclosure provides a combined braking system that electronically and/or mechanically actuate brake assemblies of vehicles.
[0049] In an aspect, a CBS for braking of one or more wheels of a vehicle includes one or more brake assemblies configured to apply a decelerative torque to one or more wheels of a vehicle in an actuated state. The system includes one or more brake actuators configured to actuate the one or more brake assemblies and measure an actuation force value indicative of the force with which the corresponding brake actuator is engaged. The system includes a controller configured to controllably actuate the one or more brake assemblies to controllably apply the decelerative torque to the one or more wheels, where an amount of the decelerative torque applied to each of the one or more wheels of the vehicle may be determined based on the actuation force value measured by the one or more brake actuators.
[0050] Various embodiments of the present disclosure will be explained in detail with respect to FIGs. 1-4.
[0051] FIG. 1 illustrates a schematic block diagram (100A) of an exemplary combined braking system (101), according to embodiments of the present disclosure. As shown, the system (101) may be implemented in a vehicle (102) having one or more wheels, such as a first wheel (104-1) and a second wheel (104-2) (collectively referred to as the wheels (104)). Each of the wheels (104) may be associated with a corresponding brake assembly, such as a friction brake assembly (106A) and an Electro-Magnetic (EM) brake assembly (106B) (collectively referred to as the brake assemblies (106)). The brake assemblies (106) may be actuated by one or more brake actuators, such as a first brake actuator (108-1) and a second brake actuator (108-2) (collectively referred to as brake actuators (108)). Each of the wheels (104) may further be configured with a corresponding rotational speed sensor, such as a first rotational speed sensor (105-1) and a second rotational speed sensor (105-2) (collectively referred to as the rotational speed sensors (105)). The system (101) may include an Inertial Measurement Unit (IMU) (109) and a controller (110).
[0052] In an embodiment, the combined braking system (101) may include the brake assemblies (106) configured to apply a decelerative torque to the wheels (104) of the vehicle (102) in an actuated state. In some embodiments, the vehicle (102) may be indicative of any locomotive that use wheels for movement. Thrust to the vehicle (102) may be provided by an engine or an electric motor connected to the wheels (104) of the vehicle (102). The vehicle (102) may be decelerated or stopped using the brake assemblies (106). In some embodiments, the vehicles (102) may include, but not limited to, bicycles, electric bikes, motor bikes, scooters, mopeds, auto-rickshaws, three-wheeled vehicles, cars, vans, trucks, and the like. While the present disclosure describes the system (101) in the context of two-wheeled vehicles (102), it may be appreciated by those skilled in the art that the system (101) may be suitably adapted for vehicles having any number of wheels.
[0053] In some embodiments, the brake assemblies (106) may be configured to inhibit motion of the wheels (104) such that the wheels (104) slow down, stop, or prevent the vehicle (102) from moving. In some embodiments, at least one of the brake assemblies (106) may be configured to apply torque to the wheels (104) using mechanical resistance (friction), such as the friction brake assembly (106A). Further, at least one of the brake assemblies (106) may be configured to apply decelerative torque to the wheels (104) using electromagnetic resistance, such as the EM brake assembly (106B). The friction brake assembly (106A) may be selected from a group including, but not limited to, a pot caliper brake, a disk brake, and a drum brake. The number, type, specification, and orientation of the friction brake assembly (106A) may be suitably adapted to optimize one or more braking performance parameters such as weight, cost, braking time, and the like. The friction brake assembly (106A) may provide mechanical resistance (friction) to the corresponding wheel (104) for braking when in the actuated state.
[0054] In some embodiments, the EM brake assembly (106B) may be configured to provide electromagnetic resistance to the corresponding wheels (104) for braking the vehicle (102). In some embodiments, the EM brake assembly (106B) may be any one or combination of including, but not limited to, induction brakes, generator, or electromechanical brakes. In embodiments where the EM brake assembly (106B) is indicative of an induction brake, the EM brake assembly (106B) may be configured to generate eddy currents to apply torque for braking the vehicle (102). In embodiments where the EM brake assembly (106B) is indicative of an electromechanical brake, the EM brake assembly (106B) may include electrically actuatable calipers that provide mechanical resistance to the corresponding wheels (104). In other embodiments, the electric motor associated with the vehicle (102) may be adapted to function as a generator such that said electric motor converts kinetic energy of the corresponding wheels (104) to electric energy. In such embodiments, the EM brake assembly (106B) may be configured to apply a regenerative torque to the wheels (104) of the vehicle (102). On application of the regenerative torque, the EM brake assembly (106B) may be configured to convert kinetic energy of the wheels (104) to electric energy, which may be stored in a power storage unit such as a battery. Each wheel (104) may be configured with any one or both of the friction brake assembly (106A) and the EM brake assembly (106B).
[0055] In some embodiments, the system (101) may include the brake actuators (108) that actuate the corresponding brake assemblies (106). The brake actuators (108) may bring the brake assemblies (106) to the actuated state. In some embodiments, the brake actuators (108) may include the brake actuating interface, such as the brake actuating interface (304-1) and (304-2) of FIGs. 3A to 3E (collectively referred to as the brake actuating interfaces (304)). The brake actuating interfaces (304) may be any one or combination of means selected from, but not limited to, a mechanical actuation means and an electric actuation means. In some embodiments, mechanical actuation means may include, but not be limited to, a brake pedal and a brake lever. In such embodiments, the mechanical actuation means may be adapted to communicate mechanical actuation force therefrom to the corresponding brake assemblies (106). In such embodiments, the mechanical actuation means may be engaged by a driver of the vehicle (102) to actuate the brake assemblies (106). In an example where the brake actuators (108) are brake levers, the driver may pull the brake levers to actuate the brake assembly (106). In other embodiments, the electric actuation means may be indicative of an electric switch or a button that the driver may press to actuate the brake assemblies (106). In an example, the driver may press the electric button, which when engaged, may transmit electric signals to the controller (110). In such examples, the controller (110) may supply an electric current to the EM brake assembly (106B) for actuation thereof.
[0056] In some embodiments, the brake actuators (108) may also measure an actuation force value indicative of the force with which the corresponding brake actuator (108) may be engaged. In some embodiments, the brake actuating interfaces (304) may be connected to the brake assemblies (106) using a brake transmission means, such as first, second and third friction brake transmission means (306A-1), (306A-2), (306A-3), and first and second EM brake transmission means (306B-1), (306B-2) as shown in FIGs. 3A-3E (collectively referred to as the brake transmission means (306)). In some embodiments, the brake transmission means (306) may be used to actuate one or more of the brake assemblies (106), and measure the actuation force value. In some embodiments, the brake transmission means (306) may be selected from a group including, but not limited to, a force transmission means, a pressure transmission means, and an electrical transmission means.
[0057] In some embodiments, the force transmission means may include a cable connecting the brake actuators (108) to the corresponding brake assemblies (106). In some embodiments, cable may be coupled to the brake actuating interface (304) such as the brake lever, and may be configured to communicate mechanical actuation force therethrough from the brake levers to the brake assemblies (106). In such embodiments, the force transmission means may include a tension sensing element including, but not limited to, strain gauges, tension sensors, force transducers, and the like. The tension sensing element may be configured to measure the actuation force value indicative of the force with which the driver pulled the brake lever.
[0058] In other embodiments, the pressure transmission means may be indicative of a hydraulic line that hydraulically connects the brake actuators (108) to the corresponding brake assemblies (106). In some embodiments, the hydraulic line may be coupled to the brake actuating interface (304) such as the brake pedal. The hydraulic line may communicate hydraulic fluids therethrough when the brake pedal is depressed. In such embodiments, the pressure transmission means may include a pressure sensor configured in the hydraulic line to measure the actuation force value indicative of the force with which the driver depressed the brake pedal. In some embodiments, the force transmission means and the pressure transmission means may provide haptic feedback to the driver. The haptic feedback may allow the driver to determine the force with which the brake assemblies (106) may be actuated, and suitably adjust the force with which the brake actuating interface (304) may be engaged.
[0059] In other embodiments, the electrical transmission means may be indicative of an electric communication line that electrically communicates the position of the brake actuating interfaces (304) to the controller (110). The position of the brake actuating interfaces (304) may indicate the actuation force value. In an example, a first actuation force value when the brake lever is pulled to an end of its range of motion may be greater than a second actuation force value when the brake lever is pulled up to about 50% of its range of motion. The brake transmission means (306) may be configured to measure the actuation force value and transmit the measured actuation force value to the controller (110).
[0060] In some embodiments, the brake actuators (108) may be configured with a Combined Braking Valve (CBV) or a proportioning valve that mechanically redistributes the actuation force between each of the wheels (104). In some embodiments, the CBV or the proportioning valve may be configured to actuate each of the wheels (104) with a predetermined time delay. In an example, the CBV may be configured to actuate the first wheel (104-1) indicative of the front wheels of the vehicle after the second wheel (104-2) indicative of the rear wheel. In such examples, the delayed actuation of the front and rear wheels may prevent the vehicle (102) from tipping over the front wheel (e.g., (104-1)). In other embodiments, the controller (110) may be configured to actuate each of the wheels (104) with the predetermined time delay.
[0061] In some embodiments, the system (101) may include the controller (110) configured to controllably actuate the brake assemblies (106). In some embodiments, the controller (110) may be implemented using any or a combination of hardware components and software components, as described subsequently in FIG. 2. The controller (110) may cause the brake assemblies (106) to controllably apply the decelerative torque to the corresponding wheels (104), as shown in FIG. 1B. The controller (110) may determine the amount of the decelerative torque applied to each of the one or more wheels (104) of the vehicle (102) based on the actuation force value measured by the brake actuators (108).
[0062] In some embodiments, the controller (110) may be communicatively connected to an external computing device including, but not limited to, a cloud, a server, a computing system, a computing device, a network device, and the like. In some embodiments, the controller (110) may be coupled to the external computing device through a communication network. In some embodiments, the communication network may be a wired network, a wireless communication network or a combination thereof. In some embodiments, the controller (110) may be configured to receive Over-The-Air (OTA) updates from the external computing device. The OTA updates may include one or more processor-executable instructions which may allow the controller (110) to operate in an optimized manner, or provide additional functionality.
[0063] In some embodiments, the controller (110) may be configured to controllably actuate the brake assemblies (106) by supplying a current thereto corresponding to the amount of the decelerative torque determined by the controller (110) to be applied to the wheels (104) of the vehicle (102), as shown in FIG. 1B. In some embodiments, the controller (110) may controllably alter field currents supplied to the EM brake assembly (106B) to decelerate the corresponding wheels (104). The controller (110) may be configured to controllably actuate the brake assemblies (106) based on the actuation force value. The actuation force value may allow the driver to indicate the amount of decelerative torque to be applied to the wheels (104). The controller (110) may be configured to actuate the brake assemblies (106) to provide decelerative torque in proportion to the actuation force value.
[0064] In some embodiments, the system (101) may include the IMU (109) for determining a vehicle speed estimation value. In some embodiments, the IMU (109) may include a Global Positioning System (GPS) that estimates a speed of the vehicle (102) based on distance travelled within a first predetermined time interval. In other embodiments, the IMU (109) may include a gyroscope and an accelerometer to determine a longitudinal speed of the vehicle (102). In some embodiments, the vehicle speed estimation value may be transmitted to the controller (110).
[0065] In some embodiments, the system (101) may include the rotational speed sensors (105) corresponding to each of the wheels (104) of the vehicle (102). The rotational speed sensors (105) may be configured to measure a rotational speed value for each of the corresponding wheels (104). In some embodiments, the rotational speed sensors (105) may be any one or combination of including, but not limited to, magnetic induction sensors, hall sensors, and the like. In some embodiments, the rotational speed value may be indicative of the number of rotations performed by the wheels (104) within a second predetermined time interval. In an example, the rotation speed value may be a value represented by the unit, rotations per second (rps). In some embodiments, the rotational speed value may be transmitted to the controller (110). In some embodiments, the rotational speed value of the wheels (104) may be determined based on a rotational speed of the motor of the vehicle, and a gear ratio between the motor and the corresponding wheels (104). The rotational speed of the motor may be estimated based on the current supplied thereto.
[0066] FIG. 1B illustrates an exemplary functional block diagram (100B) of the combined braking system (101) controllably actuating the brake assemblies (106) thereof, according to embodiments of the present disclosure. As shown, the controller (110) may dynamically determine and actuate the brake assemblies (106) to provide the decelerative torque to the wheels (104). At step (110A), the controller (110) may determine whether the brake actuator (108) is engaged. The controller (110) may return to step (110A) until the controller (110) is engaged. If the brake actuator (108) is engaged, at step (110B), the controller (110) may receive the actuation force value from the brake actuator (108). At step (110C), the controller (110) may determine the decelerative torque to be applied to the corresponding wheels (104). In some embodiments, the controller (110) may determine the decelerative torque based on the received actuation force value. The controller (110) may, at step (110D), actuate the brake assembly (106) to apply the determined decelerative torque towards the wheel (104).
[0067] In some embodiments, such as at step (110E), the controller (110) may receive the rotational speed value associated with each of the wheels (104) of the vehicle (102) from the corresponding rotational speed sensor (105). In some embodiments, such as at step (110F), the controller (110) may receive a vehicle speed estimation value from IMU (109). In some embodiments, such as at step (110G), the controller (110) may determine if any of the wheels (104) are slipping. The controller (110) may determine whether the wheels (104) are slipping based on a function of the rotational speed values of each of the wheels (104), and the vehicle speed estimation value. In some embodiments, if the wheels (104) are determined to be slipping by the controller (110) at step (110G), the controller (110) may return to step (110C), and redetermine the decelerative torque to be applied to the corresponding wheels (104). In such embodiments, the controller (110) may be configured to controllably actuate the brake assemblies (106) to apply the decelerative torque determined based on the rotational speed value of the corresponding wheels (104), the vehicle speed estimation value, and the actuation force value measured by the brake actuators (108). On returning to step (110C), the controller (110) may increase or reduce the decelerative torque applied to the wheels (104) based on the requirements.
[0068] In some embodiments, the controller (110) may be configured to reduce the decelerative torque applied by the brake assemblies (106) when the function of the rotational speed value of the corresponding wheel (104) may be less than the vehicle speed estimation value, thereby correcting for wheel slippages when detected. In other embodiments, the controller (110) may be configured to increase the decelerative torque applied by the brake assemblies (106) when the function of the rotational speed value of the corresponding wheel (104) may be greater than the vehicle speed estimation value, thereby providing traction control to the wheels (104).
[0069] In some embodiments, the function of the rotational speed value of each wheel (104) may be compared with the vehicle speed estimation value. In some embodiments, the rotational speed value may be multiplied by the circumference of the corresponding wheel (104). Multiplying the number of rotations of the wheels (104) by their circumference may provide the estimated distance by which the wheels (104) may propel the vehicle (102). In such embodiments, the function may allow the controller (110) to determine if any of the wheels are slipping. When the function of the rotational speed value of each of the wheels (104) are substantially equivalent to the vehicle speed estimation value, it may indicate that the wheel (104) is not slipping. Meanwhile, when the function of the rotational speed value may be greater than or less than the vehicle speed estimation value, it may indicate that the wheel (104) is slipping. In some embodiments, if a difference between the function of the rotational speed value of the wheels (104) and the vehicle speed estimation value is greater than a predetermined percentage of the vehicle speed estimation value, the controller (110) may determine such wheel(s) (104) to be slipping. In an example, if the circumference of the wheel (104) is 1.4 meters, and the rotational speed value is determined to be 2 rps, the function of the rotational speed value may return meters per second. In such examples, if the vehicle speed estimation value is 2 meters per second, and if the predetermined percentage is set to 5%, the controller (110) may determine that the corresponding wheel (104) is slipping. The controller (110) may dynamically increase the amount of decelerative torque applied to corresponding wheel (104) in real-time.
[0070] In some embodiments, the controller (110) may cause the brake assemblies (106) to apply torque to the slipping wheels (104) such that the function of rotational speed values of the slipping wheels (104) may be brought to be substantially equivalent to the vehicle speed estimation value. In such embodiments, the system (101) may provide for slip detection and correction thereof. In other embodiments, the system (101) may provide traction control of the wheels (104). In other embodiments, such as at step (110H) when the wheels (104) are not slipping, the controller (110) may continue to apply the unchanged decelerative torque until the brake actuators (108) may be disengaged.
[0071] The actuation force value, the rotational speed values, and the vehicle speed estimation value may allow the controller (110) to individually and variably actuate the brake assemblies (106) to apply differentiated decelerative torques to respective wheels (104). In some embodiments, the controller (110) may be configured to optimize the braking performance of the brake assemblies (106), thereby providing enhanced safety. Further, the controller (110) may be configured to optimize the braking performance of the brake assemblies (106) such that wear and tear thereof is minimized, thereby extending operational life-span of the brake assemblies (106). In an example, the controller (110) may maximize use of the EM brake assemblies (106B) that provide resistance to the wheels (104) without friction between moving parts, and may use the friction brake assemblies (106A) for enhanced braking performance based on the actuation force value.
[0072] In some embodiments, the brake assemblies (106) may include an Anti-Lock Braking System (ABS) (308), such as the ABS (308) of FIG. 3E. In some embodiments, the ABS (308) may prevent the wheels (104) from locking up during braking.
[0073] FIG. 2 illustrates an exemplary block diagram (200) of the controller (110) of the combined braking system (101), according to embodiments of the present disclosure.
[0074] As shown, the controller (110) may include one or more processor(s) (202). The one or more processor(s) (202) may be implemented as one or more microprocessors, microcomputers, microcontrollers, digital signal processors, central processing units, logic circuitries, and/or any devices that manipulate data based on operational instructions. Among other capabilities, the one or more processor(s) (202) may be configured to fetch and execute computer-readable instructions stored in a memory (204) of the controller (110). The memory (204) may store one or more computer-readable instructions or routines, which may be fetched and executed to create or share the data units over a network service. The memory (204) may include any non-transitory storage device including, for example, volatile memory such as Random Access Memory (RAM), or non-volatile memory such as Erasable Programmable Read-Only Memory (EPROM), flash memory, and the like.
[0075] In some embodiments, the controller (110) may also include an interface(s) (206). The interface(s) (206) may include a variety of interfaces, for example, interfaces for data input and output devices, referred to as Input-Output (I/O) devices, storage devices, and the like. The interface(s) (206) may facilitate communication between one or more components of the system (101). The controller (110) may be coupled to a database (218) that stores one or more data units therein. The database (218) may include data that is either stored or generated as a result of functionalities implemented by any of the components of the processing engine(s) (208). In some embodiments, the one or more data units may be indicative of the predetermined threshold values.
[0076] In some embodiments, the controller (110) may include one or more processing engine(s) (208). In some embodiments, the processing engine(s) (208) may be implemented as a combination of hardware and programming (for example, programmable instructions) to implement one or more functionalities of the processing engine(s) (208). In examples described herein, such combinations of hardware and programming may be implemented as processor-executable instructions stored on a non-transitory machine-readable storage medium and the hardware for the processing engine(s) (208) may include a processing resource (for example, one or more processors), an Application-Specific Integrated Circuit (ASIC), an electronic circuit, or the like, that execute such instructions.
[0077] In an embodiment, the processing engine(s) (208) may include a sensing engine (210), a determination engine (212), a brake actuation engine (214), and other engine(s) (216). The other engine(s) (216) may implement functionalities that supplement applications or functions performed by the controller (110).
[0078] In some embodiments, the sensing engine (210) may be configured to receive signals from the brake actuators (108), the rotational speed sensors (105), and the IMU (109). The sensing engine (210) may receive the actuation force value, the rotation speed values of each wheel (104), and the vehicle speed estimation value (collectively referred to as sensing data). In some embodiments, the sensing engine (210) may repeatedly receive sensing data when the brake actuators (108) are engaged.
[0079] In some embodiments, the determination engine (212) may use any one or more of the sensing data to determine the amount of the decelerative torque to be applied to each of the wheels (104). In some embodiments, the determination engine (212) may continually update the amount of decelerative torque to be applied to each of the wheels (104) based on the sensing data received in real-time.
[0080] In some embodiments, the brake actuation engine (214) may be configured to transmit signals to actuate the brake assemblies (106). In some embodiments, the brake actuation engine (214) may transmit signals to the brake assemblies (106) such as the EM brake assembly (106B), to provide decelerative torque to the corresponding wheels (104) based on the amount of decelerative torque determined by the determination engine (212). In an example, the brake actuation engine (214) may transmit signals to a battery coupled to the EM brake assembly (106B) such that the EM brake assembly (106B) is supplied with current in proportion to the decelerative torque to be applied to the corresponding wheels (104).
[0081] FIGs. 3A-3E illustrate schematic representations of exemplary embodiments of the combined braking system (101), according to embodiments of the present disclosure. Each of the shown embodiments have been described in the context of the vehicle (102) being indicative of a 2-wheeled vehicle, such as an electric scooter. The vehicle (102) may have the first and second wheels (104-1), (104-2). In some embodiments, the first wheel (104-1) may correspond to a front wheel and the second wheel (104-2) may correspond to a rear wheel of the vehicle (102). The corresponding brake assemblies (106) of the wheels (104) may be actuated using the first brake actuating means (304-1) and the second brake actuating means (304-2). In some embodiments, the EM brake assembly (106B) may be configured to the second wheel (104-2). However, it may be appreciated by those skilled in the art that the number, type, arrangement, and configuration of the brake assemblies (106) with the first and second actuating means (304-1), (304-2) may be suitably adapted based on requirements, as illustrated below.
[0082] FIG. 3A illustrates a first embodiment (300A), where the first and second wheels (104-1), (104-2) may be configured with the first friction brake assembly (106A-1) and the second friction brake assembly (106A-2), respectively, for providing decelerative torque thereto. The system (101) may include the EM brake assembly (106B) configured to provide regenerative torque to the second wheel (104-2).
[0083] In such embodiments, the first brake actuating interface (304-1) may be configured to actuate the second friction brake assembly (106A-2) through the first friction brake transmission means (306A-1), and actuate the first friction brake assembly (106A-1) through the third friction brake transmission means (306A-3). In some embodiments, the first brake actuating interface (304-1) may be configured to communicate mechanical force to the first and second brake assemblies (106A-1), (106A-2), using the combined braking valve (302). The combined braking valve (302) may be any one or combination of including, but not limited to, proportional control valves, electrohydraulic control valves, electronic control units, and the like. In some embodiments, the combined braking valve (302) may be configured to equally or variably communicate mechanical actuation force from the first brake actuating means (304-1) to the first and second friction brake assemblies (106A-1), (106A-2).
[0084] Further, in some embodiments, the second brake actuating interface (304-2) may be configured to actuate the first friction brake assembly (106A-1) through the second brake transmission means (306A-2). The second brake actuating interface (304-2) may also be configured to actuate the EM brake assembly (106B) using the first EM brake transmission means (306B-1).
[0085] The system (101), such as those of the first embodiment (300A), may minimize the need for hardware elements connecting the brake actuating means (304) to the wheels (104), such as by eliminating the need for the brake transmission means (306) between the second brake actuating means (304-2) and the second friction brake assembly (106A-2), and thereby reduce weight and cost of the vehicle (102). In the first embodiment (300A), the first brake actuating interface (304-1) may provide for mechanical CBS functionality where the first and second wheels (104-1), (104-2) may be provided with either decelerative torque with the first and second friction brake assemblies (106A-1), (106-2) respectively, and the second brake actuating interface may provide for electronic CBS functionality where first and second wheels (104-1), (104-2) may be provided with decelerative torque and regenerative toque respectively from the first friction brake assemblies (106A-1) and the EM brake assembly (106B). The first embodiment (300A), hence, provides for dual CBS functionality.
[0086] FIG. 3B illustrates a second embodiment (300B), where the first brake actuating interface (304-1) may be configured to actuate the second friction brake assembly (106A-2) through the first friction brake transmission means (306A-1), and actuate the EM brake assembly (106B) using the second EM brake transmission means (306B-2). In such embodiments, the first brake actuating interface (304-1) may be configured to communicate mechanical force to the second friction brake assembly (106A-2) through the first friction transmission means (306A-1), and cause the EM brake assembly (106B) to apply regenerative torque to the second wheel (104-2) using the second EM brake transmission means (306B-2).
[0087] Further, in such embodiments, the second brake actuating interface (304-2) may be configured to actuate the first friction brake assembly (106A-1) through the second friction brake transmission means (306A-2). The second brake actuating interface (304-2) may also be configured to actuate the EM brake assembly (106B) using the first EM brake transmission means (306B-1).
[0088] The system (101), such as those of the second embodiment (300B), may eliminate the need for brake transmission means (306) between the first brake actuating means (304-1) and the first friction brake assembly (106A-1), and between the second brake actuating means (304-2) and the second friction brake assembly (106A-2). Further, since the first friction brake assembly (106A-1) and the EM brake assembly (106B) may be actuated by the second brake actuating means (304-2) to apply torque to the second wheel (104-2), the specification of the first friction brake assembly (106A-1) may be adapted to reduce weight of the system (101), and in-turn the vehicle (102), without compromising on the braking performance. In an example, the number of calipers associated with the first friction brake assembly (106A-1) may be reduced, and thus the weight of the vehicle (102) may further be reduced. In the second embodiment (300B), the second brake actuating interface (304-2) provides for electronic CBS functionality, where first and second wheels (104-1), (104-2) may be provided with decelerative torque and regenerative toque respectively from the first friction brake assemblies (106A-1) and the EM brake assembly (106B) through the second brake actuating interface (304-2).
[0089] FIG. 3C illustrates a third embodiment (300C), where the first brake actuating interface (304-1) may be configured to actuate the first friction brake assembly (106A-1) through the third friction brake transmission means (306A-3), and actuate the EM brake assembly (106B) using the second EM brake transmission means (306B-2). In some embodiments, the first brake actuating interface (304-1) may be configured to communicate mechanical force to the first brake assembly (106A-1) through the third friction brake transmission means (306A-3), and cause the EM brake assembly (106B) to apply regenerative torque to the second wheel (104-2) using the second EM brake transmission means (306B-2).
[0090] Further, in such embodiments, the second brake actuating interface (304-2) may be configured to actuate the first friction brake assembly (106A-1) through the second friction brake transmission means (306A-2). The second brake actuating interface (304-2) may also be configured to actuate the EM brake assembly (106B) using the first EM brake transmission means (306B-1).
[0091] The system (101), as described in the third embodiment (300C), may eliminate the need for the friction brake transmission means (306A) between the first brake actuating means (304-1) and the second friction brake assembly (106A-2), and between the second brake actuating means (304-2) and the second friction brake assembly (106A-2). Further, weight of the vehicle (102) may be reduced by eliminating the need for configuring the second brake assembly (106-2) to the second wheel (104-2). In such embodiments, engaging either the first or the second brake actuating means (304-1), (304-2) may actuate the brake assemblies (106) corresponding to both the first and second wheels (104-1), (104-2), thereby providing enhanced safety. The third embodiment (300C) provides for a dual CBS functionality on both the first and second brake actuating interfaces (304-1, 304-2) as the first and second brake assemblies (106-1, 106-2) may be actuated using either the first or second brake actuating interfaces (304-1, 304-2).
[0092] FIG. 3D illustrates a fourth embodiment (300D), where the first brake actuating interface (304-1) may be configured to actuate the second friction brake assembly (106A-2) through the first brake transmission means (306A-1). In such embodiments, the first brake actuating interface (304-1) may be configured to communicate mechanical force to the second brake assembly (106A-2) through the first brake transmission means (306A-1).
[0093] Further, in such embodiments, the second brake actuating interface (304-2) may be configured to actuate the first friction brake assembly (106A-1) using the second brake transmission means (306A-2). The second brake actuating interface (304-2) may also be configured to actuate the EM brake assembly (106B) using the first EM brake transmission means (306B-1).
[0094] The system (101), as described in the fourth embodiment (300D), may eliminate the need for the friction brake transmission means (306A) between the first brake actuating means (304-1) and the first friction brake assembly (106A-1), and between the second brake actuating means (304-2) and the second friction brake assembly (106A-2). Further, since the first friction brake assembly (106A-1) and the EM brake assembly (106B) may be actuated by the second brake actuating means (304-2), the specification of the first friction brake assembly (106A-1) may be adapted to reduce weight without compromising on the braking performance. In an example, the number of calipers associated with the first friction brake assembly (106A-1) may be reduced, and thus the weight of the vehicle (102) may further be reduced. In the fourth embodiment (300F) the second brake actuating interface (304-2) may provide for electronic CBS functionality where first and second wheels (104-1), (104-2) may be provided with decelerative torque and regenerative toque respectively from the first friction brake assemblies (106A-1) and the EM brake assembly (106B) respectively.
[0095] FIG. 3E illustrates a fifth embodiment (300E), where the first brake actuating interface (304-1) may be configured to actuate the second friction brake assembly (106A-2) through the first brake transmission means (306A-1), and actuate the EM brake assembly (106B) through the second EM brake transmission means (306B-2). In some embodiments, the second brake assembly (106A-2) may be a drum brake. In some embodiments, the first brake actuating interface (304-1) may be configured to communicate mechanical force to the second brake assembly (106A-2) through the first brake transmission means (306A-1), and cause the EM brake assembly (106B) to apply regenerative torque to the second wheel (104-2) through the second EM brake transmission means (306B-2).
[0096] Further, in such embodiments, the second brake actuating interface (304-2) may be configured to actuate the first friction brake assembly (106A-1) through the second brake transmission means (306A-2). In some embodiments, the first friction brake assembly (106A-1) may be a caliper brake. The second transmission means (306A) may include the ABS (308). The ABS (308) may prevent the wheels (104) from locking, thereby providing enhanced safety to the driver. The second brake actuating interface (304-2) may also be configured to actuate the EM brake assembly (106B) using the first EM brake transmission means (306B-1).
[0097] The system (101), as described in the fifth embodiment (300E), may eliminate the need for brake transmission means between the first brake actuating means (304-1) and the first friction brake assembly (106A-1), and between the second brake actuating means (304-2) and the second friction brake assembly (106A-2). In the fifth embodiment (300E), the second brake actuating interface (304-2) may provide for electronic CBS functionality with an ABS channel.
[0098] By eliminating the need for hardware elements, the system (101) may minimize the use thereof, and reduce weight of the vehicle (102). Minimizing the use of hardware elements may further reduce costs for manufacturing and installing said hardware elements to the vehicle (102). Further, minimizing the use of hardware elements in the combined braking system (101) may also reduce the risk of mechanical failures in the braking system, thereby enhancing safety and reliability of the braking performance of the system (101).
[0099] In the aforementioned embodiments, the system (101) may be used for providing both, secure friction braking functionalities and regenerative braking functionalities. The driver may engage either the first or second brake actuating interfaces (304-1), (304-2), or both to selectively actuate the first and second friction brake assemblies (106A-1), (106A-2), and the EM brake assembly (106B), based on the embodiment of the system (101) implemented in the vehicle (102). The driver may use either of the brake actuating means (304-1) and (304-2) to control the braking performance of the vehicle (102), as desired.
[00100] In each of the aforementioned embodiments, the EM brake assembly (106B) may be configured to convert kinetic energy to electrical energy. The energy recovered from the braking operation may be stored in the power storage unit, such as in a rechargeable battery. The power storage unit may be used to power other components of the vehicle (102) such as a motor thereof.
[00101] Further, the controller (110), in each of the aforementioned embodiments, may controllably actuate each of the brake assemblies (106). The controller (110) may, by increasing or decreasing the decelerative torque applied by each of the brake assemblies (106), such as, for example, by increasing or decreasing the current supplied to the EM brake assembly (106B) respectively, based on the vehicle speed estimation value and the rotational speed value of each of the wheels (104), prevent slippages thereof to enhance safety of the vehicle (102).
[00102] FIG. 4 illustrates an exemplary method (400) for combined braking of one or more wheels (104) of a vehicle (102), according to embodiments of the present disclosure.
[00103] At step (402), the method (400) may include providing one or more brake assemblies (106) corresponding to each of one or more wheels (104) of a vehicle (102). The one or more brake assemblies (106) may be configured to apply decelerative torque to the corresponding wheels (104) on actuation by one or more corresponding brake actuator (108).
[00104] At step (404), the method (400) may include receiving, by a controller (110), an actuation force value measured by the one or more brake actuators (108).
[00105] At step (406), the method (400) may include controllably actuating, by the controller (110), the one or more brake assemblies (106) to controllably apply the decelerative torque to the one or more wheels (104). In such embodiments, an amount of the decelerative torque applied to each of the one or more wheels (104) of the vehicle may be determined based on the actuation force value measured by the one or more brake actuators (108).
[00106] At step (408), the method (400) may further include receiving, by the controller (110), a rotational speed value of each of the one or more wheels (104) of the vehicle (102) from a corresponding rotational speed sensor (105), and a vehicle speed estimation value from at least one Inertial Measurement Unit (IMU) (109). The rotational speed value of each of the one or more wheels (104) and the vehicle speed estimation value may be received when any one of the one or more brake actuators (108) may be engaged. In some embodiments, the method (400) may include repeatedly receiving, by the controller (110), the rotational speed value of each of the wheels (104), and the vehicle speed estimation value at a predetermined interval. In an example, the controller (110) may receive the rotational speed values and the vehicle speed estimation value in real-time.
[00107] At step (410), the method (400) may include controllably actuating, by the controller (110), the one or more brake assemblies (106) to controllably apply the decelerative torque determined based on the actuation force value, the rotational speed value of the corresponding wheels (104), and the vehicle speed estimation value. For controllably actuating the one or more brake assemblies (106), the method (400) may include steps (412) and (414).
[00108] In some embodiments, at step (412), the method (400) may include reducing the decelerative torque applied by the one or more brake assemblies (106) when a function of the rotational speed value of the corresponding wheel (104) is less than the vehicle speed estimation value. In other embodiments, at step (414), the method (400) may include increasing the decelerative torque applied by the one or more brake assemblies (106) when a function of the rotational speed value of the corresponding wheel (104) is greater than the vehicle speed estimation value.
[00109] FIG. 5 illustrates an exemplary computer system (500) in which or with which embodiments of the present disclosure may be implemented.
[00110] As shown in FIG. 5, the computer system (500) may include an external storage device (510), a bus (520), a main memory (530), a read-only memory (540), a mass storage device (550), a communication port (560), and a processor (570). A person skilled in the art will appreciate that the computer system (500) may include more than one processor (570) and communication ports (560). The processor (570) may include various modules associated with embodiments of the present disclosure.
[00111] In an embodiment, the communication port (560) may be any of an RS-232 port for use with a modem-based dialup connection, a 10/100 Ethernet port, a Gigabit or 10 Gigabit port using copper or fiber, a serial port, a parallel port, or other existing or future ports. The communication port (560) may be chosen depending on a network, such a Local Area Network (LAN), Wide Area Network (WAN), or any network to which the computer system (500) connects.
[00112] In an embodiment, the memory (530) may be Random Access Memory (RAM), or any other dynamic storage device commonly known in the art. Read-only memory (540) may be any static storage device(s) e.g., but not limited to, a Programmable Read Only Memory (PROM) chips for storing static information e.g., start-up or Basic Input/Output System (BIOS) instructions for the processor (570).
[00113] In an embodiment, the mass storage (550) may be any current or future mass storage solution, which may be used to store information and/or instructions. Exemplary mass storage solutions include, but are not limited to, Parallel Advanced Technology Attachment (PATA) or Serial Advanced Technology Attachment (SATA) hard disk drives or solid-state drives (internal or external, e.g., having Universal Serial Bus (USB) and/or Firewire interfaces), one or more optical discs, Redundant Array of Independent Disks (RAID) storage, e.g., an array of disks (e.g., SATA arrays).
[00114] While the foregoing describes various embodiments of the disclosure, other and further embodiments of the disclosure may be devised without departing from the basic scope thereof. The scope of the disclosure is determined by the claims that follow. The disclosure is not limited to the described embodiments, versions or examples, which are included to enable a person having ordinary skill in the art to make and use the present disclosure when combined with information and knowledge available to the person having ordinary skill in the art.

ADVANTAGES OF THE PRESENT DISCLOSURE
[00115] The present disclosure provides a combined braking system for controlling friction brake assemblies and Electro-Magnetic (EM) brake assemblies of a vehicle.
[00116] The present disclosure provides a combined braking system with regenerative braking functionality.
[00117] The present disclosure provides a combined braking system that detects and corrects wheel slippages during operation of brakes of the vehicle in real-time, thereby improving safety.
[00118] The present disclosure provides a combined braking system that dynamically adjusts decelerative torque applied to the wheels of the vehicle based on requirements.
[00119] The present disclosure provides a combined braking system with minimal use of hardware elements for reducing weight and cost of vehicle, and reducing risk of mechanical failures during braking, without compromising on the braking performance thereof.
[00120] The present disclosure provides a combined braking system that dynamically controls the brake assemblies of each wheel of the vehicle, thereby improving safety and braking performance of the vehicle.
[00121] The present disclosure provides a combined braking system that optimizes the operation of the brake assemblies to minimize wear and tear, thereby extending operational life thereof.
[00122] The present disclosure provides a combined braking system that allow for over-the-air updates for adding and improving functionalities thereof.

List of References:
System (101)
Vehicle (102)
Wheels (104-1, 104-2)
Rotational speed sensors (105-1, 105-2)
Friction braking assembly (106A-1, 106A-2)
Electro-Magnetic (EM) braking assembly (106B-1, 106B-2)
Brake actuators (108)
Inertial Measurement Unit (IMU) (109)
Controller (110)
Processor (202)
Memory (204)
Interface(s) (206)
Processing engine(s) (208)
Sensing engine (210)
Determination engine (212)
Brake actuation engine (214)
Other engine(s) (216)
Database (218)
Combined braking valve (302)
Brake actuating interface (304A-1, 304A-2)
Friction brake transmission means (306A-1, 306A-2, 306A-3)
EM brake transmission means (306B-1, 306B2)
Anti-lock braking system (308)
, Claims:1. A combined braking system (101) for braking of one or more wheels of a vehicle, the system (101) comprising:
a. one or more brake assemblies (106) configured to apply a decelerative torque to one or more wheels (104) of a vehicle (102) in an actuated state;
b. one or more brake actuators (108) configured to:
i. actuate the one or more brake assemblies (106); and
ii. measure an actuation force value indicative of a force with which the corresponding brake actuator (108) is engaged; and
c. a controller (110) configured to controllably actuate the one or more brake assemblies (106) to controllably apply the decelerative torque to the one or more wheels (104), wherein an amount of the decelerative torque applied to each of the one or more wheels (104) of the vehicle (102) is determined based on the actuation force value measured by the one or more brake actuators (108).

2. The system (101) as claimed in claim 1, wherein the one or more brake assemblies (106) comprise at least one friction brake assembly (106A) and at least one Electro-Magnetic (EM) brake assembly (106B).

3. The system (101) as claimed in claim 2, wherein the at least one EM brake assembly (106B) is configured to apply a regenerative torque to the one or more wheels (104) of the vehicle (102) such that the at least one EM brake assembly (106B) converts kinetic energy to electric energy on the application of the regenerative torque.

4. The system (101) as claimed in claim 2, wherein the at least one friction brake assembly (106A) is selected from a group comprising a pot caliper brake, a disk brake, and a drum brake.

5. The system (101) as claimed in claim 1, wherein the one or more brake actuators (108) comprise:
a brake actuating interface (304) connected to the one or more brake assemblies (106) using a brake transmission means (306),
wherein the brake actuating interface (304) is selected from a group comprising a mechanical actuation means and an electric actuation means, and
wherein the brake transmission means (306) is selected from a group comprising a force transmission means, a pressure transmission means, and an electrical transmission means.

6. The system (101) as claimed in claim 1, comprising:
at least one inertial measurement unit (109) for determining a vehicle speed estimation value; and
one or more rotational speed sensors (105) corresponding to each of the one or more wheels (104) of the vehicle (102), the one or more rotational speed sensors (105) being configured to measure a rotational speed value for each of the corresponding wheels (104).

7. The system (101) as claimed in claim 1, wherein the controller (110) comprises:
one or more processors (202); and
a memory (204) coupled to the one or more processors (202), the memory (204) comprising one or more processor-executable instructions which, when executed, cause the one or more processors (202) to:
receive a rotational speed value associated with each of the one or more wheels (104) of the vehicle (102) from a corresponding rotational speed sensor (105);
receive a vehicle speed estimation value from at least one inertial measurement unit (109) of the vehicle (102); and
controllably actuate the one or more brake assemblies (106) to apply the decelerative torque determined based on the rotational speed value of the corresponding wheels (104), the vehicle speed estimation value, and the actuation force value of the one or more brake actuators (108).

8. The system (101) as claimed in claim 7, wherein the one or more processors (202) are configured to reduce the decelerative torque applied by the one or more brake assemblies (106) when a function of the rotational speed value of the corresponding wheel (104) is less than the vehicle speed estimation value.

9. The system (101) as claimed in claim 7, wherein the one or more processors (202) are configured to increase the decelerative torque applied by the one or more brake assemblies (106) when a function of the rotational speed value of the corresponding wheel (104) is greater than the vehicle speed estimation value.

10. The system (101) as claimed in claim 1, wherein the controller (110) is configured to controllably actuate the one or more brake assemblies (106) by supplying a current thereto corresponding to the amount of the decelerative torque determined by the controller (110) to be applied to the one or more wheels (104) of the vehicle (102).

11. The system (101) as claimed in claim 1, wherein the one or more brake assemblies (106) comprise an anti-lock braking system.

12. A method (400) for combined braking of one or more wheels of a vehicle, comprising:
a. providing one or more brake assemblies (106) corresponding to each of one or more wheels (104) of a vehicle (102), the one or more brake assemblies (106) being configured to apply decelerative torque to the corresponding wheel (104) on actuation by one or more corresponding brake actuators (108);
b. receiving, by a controller (110), an actuation force value measured by the one or more brake actuators (108); and
c. controllably actuating, by the controller (110), the one or more brake assemblies (106) to controllably apply the decelerative torque to the one or more wheels (104), wherein an amount of the decelerative torque applied to each of the one or more wheels (104) of the vehicle (102) is determined based on the actuation force value measured by the one or more brake actuators (108).

13. The method (400) as claimed in claim 12, comprising:
receiving, by the controller (110), a rotational speed value of each of the one or more wheels (104) of the vehicle (102) from a corresponding rotational speed sensor (105), and a vehicle speed estimation value from at least one inertial measurement unit (109), wherein the rotational speed value of each of the one or more wheels (104) and the vehicle speed estimation value are received when any one of the one or more brake actuators (108) is engaged; and
controllably actuating, by the controller (110), the one or more brake assemblies (106) to controllably apply the decelerative torque determined based on the actuation force value, the rotational speed value of the corresponding wheels (104), and the vehicle speed estimation value.

14. The method (400) as claimed in claim 13, comprising reducing, by the controller (110), the decelerative torque applied by the one or more brake assemblies (106) when a function of the rotational speed value of the corresponding wheel (104) is less than the vehicle speed estimation value.

15. The method (400) as claimed in claim 13, comprising increasing, by the controller (110), the decelerative torque applied by the one or more brake assemblies (106) when a function of the rotational speed value of the corresponding wheel (104) is greater than the vehicle speed estimation value.