DESC:BRAKE-BY-WIRE SYSTEM
CROSS REFERENCE TO RELATED APPLICTIONS
The present application claims priority from Indian Provisional Patent Application No. 202421001199 filed on 06/01/2024, the entirety of which is incorporated herein by a reference.
TECHNICAL FIELD
The present disclosure generally relates to braking systems in vehicles. Further, the present disclosure particularly relates to a brake-by-wire system incorporating regenerative braking, rheostatic braking, and mechanical braking.
BACKGROUND
Brake systems have been fundamental to vehicle operation, playing a vital role in achieving and maintaining safety. Traditionally, mechanical braking systems have been widely adopted. Such systems rely on physical components, comprising brake cables, hydraulic lines, and mechanical levers, to transfer braking force from the brake pedal to the brake mechanism. While effective for basic braking requirements, mechanical braking systems face significant limitations, comprising wear and tear, which necessitates frequent maintenance. Additionally, mechanical braking systems lack the ability to adjust braking force dynamically based on varying driving conditions, such as road surface changes, load variations, or emergency braking scenarios.
The evolution of braking technology introduced electronic braking systems as a means to address some shortcomings of traditional mechanical systems. Electronic braking systems commonly comprise sensors to detect parameters such as brake pedal position and vehicle speed, allowing for a more responsive and automated control of braking force. However, the reliance on electronic components introduces certain challenges. For instance, such systems may experience latency in signal transmission, which can affect braking responsiveness, particularly in high-stakes scenarios requiring immediate deceleration. Moreover, electronic braking systems often struggle to effectively integrate multiple braking techniques to achieve optimal performance under diverse conditions.
Regenerative braking represents a significant advancement, particularly in electric and hybrid vehicles, as it enables the recovery of kinetic energy during braking. The kinetic energy is converted into electrical energy and stored within the energy storage unit of vehicle, providing a means of improving overall energy efficiency. However, regenerative braking exhibits limitations, especially under low-speed conditions or during emergency braking, where the recovery of kinetic energy alone may not generate sufficient braking force to bring the vehicle to a stop promptly. As a result, additional braking mechanisms are required to supplement regenerative braking in such scenarios.
Rheostatic braking is another widely employed braking method that dissipates kinetic energy as heat using resistors. Rheostatic braking serves as an auxiliary braking technique, particularly when the energy storage capacity of a regenerative system is exceeded. Despite its advantages in handling excess energy, rheostatic braking often results in energy wastage and may fail to provide the required braking force in certain operational conditions, such as steep descents or rapid deceleration demands.
Mechanical braking continues to be an indispensable component of many vehicles, offering reliability in delivering high braking force, particularly in emergency situations. The simplicity and independence of mechanical systems make them less susceptible to power supply interruptions, which is a common limitation in electronic systems. However, mechanical braking systems lack adaptability and are unable to complement energy recovery systems effectively, thereby limiting their role in modern hybrid braking systems.
The growing adoption of hybrid braking systems has aimed to overcome the shortcomings of individual braking techniques. Such systems often combine multiple braking mechanisms, comprising regenerative braking for energy recovery, rheostatic braking for managing surplus energy, and mechanical braking for achieving high force requirements. Despite the efforts, conventional hybrid systems face significant challenges, such as the inability to harmonize the operation of various braking mechanisms efficiently. This often results in suboptimal braking performance, particularly in scenarios that demand seamless transitions between braking methods based on real-time sensor inputs and vehicle parameters.
Addressing said challenges requires advancements in braking systems capable of achieving effective integration of multiple braking techniques. Solutions are sought that can dynamically adjust braking force based on real-time data, optimize energy recovery, and enable reliable operation across varying vehicle conditions without compromising safety or performance.
SUMMARY
The aim of the present disclosure is to provide a brake-by-wire system to dynamically adjust the brake force of a vehicle based on real-time data, optimize energy recovery, and enable reliable operation across varying vehicle conditions.
The present disclosure relates to a brake-by-wire system comprising at least one sensor to detect a position of at least one of a brake lever or a brake pedal. A control unit receives sensed information from the at least one sensor and engages at least one of regenerative braking, rheostatic braking, or mechanical braking based on the combination of the sensed information and at least one vehicle parameter.
Further, the brake-by-wire system provides that the vehicle parameter is selected from a vehicle speed, a load of a vehicle, a load distribution pattern, a tire pressure, a type of brake, a steering angle, or a driving mode. Such parameters enable braking adjustments to account for varying vehicular and driving conditions, improving operational adaptability.
Moreover, the brake-by-wire system provides that the control unit engages regenerative braking, rheostatic braking, and mechanical braking based on a gradient of a road surface and friction of the road surface. Consideration of road surface conditions allows braking forces to be distributed appropriately, enabling effective braking performance even on inclined or low-traction surfaces.
Additionally, the brake-by-wire system provides that regenerative braking generates electrical energy stored into a network of capacitors. The control unit manages charging and discharging of each capacitor based on real-time braking requirements. Such energy storage management optimises the utilisation of recovered energy for future vehicle operations.
Furthermore, the brake-by-wire system provides that the control unit determines the engagement of a braking mechanism based on a throttle input. Such determination enables synchronisation between braking and throttle commands, allowing the system to balance deceleration and acceleration seamlessly according to driver actions.
Additionally, the brake-by-wire system provides that the control unit modulates braking force based on a throttle position. Modulation based on throttle position assures proportional braking, aligning the braking force with driving dynamics to achieve a smoother and more controlled deceleration experience.
Further, the brake-by-wire system provides that the control unit limits regenerative braking engagement during simultaneous application of a throttle input and a brake input. Such limitation prevents inefficiencies caused by conflicting inputs, assuring the braking system prioritises appropriate energy recovery or force generation as required.
Moreover, the brake-by-wire system provides that the control unit integrates with an autonomous navigation unit to adjust braking force based on traffic density and road curvature. Integration with navigation enables context-aware braking, affirming safety and efficiency during autonomous or assisted driving in diverse traffic scenarios.
Additionally, the brake-by-wire system provides that the control unit communicates with other automobiles to dynamically control braking force based on relative positions, speeds, and trajectories. Such communication allows for cooperative braking, enhancing safety in vehicle platoons or densely populated traffic environments through synchronised actions.
Further, the brake-by-wire system provides that the control unit integrates with a camera-based perception system to execute braking in response to detected objects. The camera-based perception allows braking responses to be dynamically triggered by obstacles, pedestrians, or other real-time hazards, enhancing situational awareness.
Moreover, the brake-by-wire system provides that mechanical braking incorporates a torque-limiting mechanism to prevent over-application of braking force during emergency stops. Such a torque-limiting mechanism reduces the risk of wheel locking or skidding, maintaining vehicle stability during high-intensity braking events.
Additionally, the brake-by-wire system provides that the control unit executes a controlled deceleration by incrementally engaging rheostatic braking prior to activation of mechanical braking. Gradual engagement of braking mechanisms affirms smoother transitions and minimises abrupt changes in vehicle dynamics during deceleration.
In another aspect, the present disclosure provides a method for controlling braking in a brake-by-wire system. The method comprises receiving, at a control unit, position information of at least one of a brake lever or a brake pedal from at least one sensor. The method further comprises determining, by the control unit, at least one vehicle parameter, selecting at least one braking type from regenerative braking, rheostatic braking, and mechanical braking based on the combination of the position information and the at least one vehicle parameter, and engaging the selected braking type to decelerate a vehicle.
BRIEF DESCRIPTION OF DRAWINGS
The summary above, as well as the following detailed description of illustrative embodiments, is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the present disclosure, exemplary constructions of the disclosure are shown in the drawings. However, the present disclosure is not limited to specific methods and instrumentalities disclosed herein. Moreover, those in the art will understand that the drawings are not to scale. Wherever possible, like elements have been indicated by identical numbers.
Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams wherein:
FIG. 1 illustrates a brake-by-wire system 100, in accordance with the embodiments of the present disclosure.
FIG. 2 illustrates a method for controlling braking in a brake-by-wire system 100, in accordance with the embodiments of the present disclosure.
FIG. 3 illustrates a sequence diagram of the brake-by-wire system 100, in accordance with the embodiments of the present disclosure.
In the accompanying drawings, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non-underlined number to the item. When a number is non-underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item at which the arrow is pointing.
DETAILED DESCRIPTION
The following detailed description illustrates embodiments of the present disclosure and ways in which they can be implemented. Although some modes of carrying out the present disclosure have been disclosed, those skilled in the art would recognise that other embodiments for carrying out or practising the present disclosure are also possible.
The description set forth below in connection with the appended drawings is intended as a description of certain embodiments of a motor of an electric vehicle and is not intended to represent the only forms that may be developed or utilised. The description sets forth the various structures and/or functions in connection with the illustrated embodiments; however, it is to be understood that the disclosed embodiments are merely exemplary of the disclosure that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimised to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention.
While the disclosure is susceptible to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the drawings and will be described in detail below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternatives falling within the scope of the disclosure.
The terms “comprise”, “comprises”, “comprising”, “include(s)”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a setup, system that includes a list of components or steps does not comprise only those components or steps but may include other components or steps not expressly listed or inherent to such setup or system. In other words, one or more elements in a system or apparatus preceded by “comprises... a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.
In the following detailed description of the embodiments of the disclosure, reference is made to the accompanying drawings, and which are shown by way of illustration specific embodiments in which the disclosure may be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the disclosure, and it is to be understood that other embodiments may be utilized and that changes may be made without departing from the scope of the present disclosure. The following description is, therefore, not to be taken in a limiting sense.
The present disclosure will be described herein below with reference to the accompanying drawings. In the following description, well known functions or constructions are not described in detail since they would obscure the description with unnecessary detail.
As used herein, the term "sensor" refers to a device or apparatus to detect or measure a physical property, parameter, or condition and convert it into a signal that can be interpreted for further processing. Sensors are commonly employed to monitor or sense characteristics such as position, temperature, pressure, motion, or force. Sensors for detecting position, as in the context of a brake lever or brake pedal, may comprise potentiometers, Hall effect sensors, linear variable differential transformers (LVDTs), or optical position sensors. For example, a potentiometer can measure angular displacement by providing a voltage output proportional to the position of a moving contact. Hall effect sensors detect the position of a lever or pedal by measuring variations in magnetic fields generated by a permanent magnet. Optical position sensors use light and photodetectors to identify changes in position based on reflected or interrupted light beams. Sensors may be contact based, such as resistive or capacitive touch sensors, or non-contact, such as ultrasonic, infrared, or magnetic sensors, depending on the requirements of the system.
As used herein, the term "control unit" refers to a component of the system that processes inputs received from one or more devices, executes pre-defined or adaptive control logic, and generates outputs to operate or regulate one or more connected components. A control unit may be implemented as an embedded system comprising a microprocessor, microcontroller, or field-programmable gate array (FPGA), equipped with input/output interfaces, memory, and a communication interface. For example, a control unit can process data received from sensors monitoring the position of a brake lever or brake pedal, interpret such data using algorithms for braking control, and output commands to actuators or braking mechanisms. In the context of a brake-by-wire system, the control unit interprets positional data from a sensor and decides which type of braking mechanism, such as regenerative, rheostatic, or mechanical braking, needs to be engaged.
As used herein, the term "regenerative braking" refers to a braking mechanism that converts kinetic energy of a vehicle during deceleration into electrical energy, which is then stored in an energy storage device such as a battery or capacitor. Regenerative braking is typically implemented in electric or hybrid vehicles to enhance energy recovery. For example, when a vehicle slows down, an electric motor operating in reverse generates electrical energy proportional to the kinetic energy of the vehicle, which is stored for future use.
As used herein, the term "rheostatic braking" refers to a braking mechanism that dissipates kinetic energy as heat using resistors or braking grids. Rheostatic braking is commonly employed when the energy storage system is unable to accept additional energy generated by regenerative braking. For instance, in scenarios where a battery is fully charged, excess kinetic energy is dissipated through resistors that convert such energy into heat. Rheostatic braking is particularly useful in maintaining consistent braking performance on steep inclines or in high-speed deceleration scenarios.
As used herein, the term "mechanical braking" refers to a braking mechanism that applies frictional force directly to a wheel or a rotating component of a vehicle to reduce speed or stop motion. Mechanical braking may involve components such as brake pads, brake discs, brake drums, and brake shoes. For example, a disc brake system uses calipers to press brake pads against a rotating disc attached to the wheel hub, generating friction that slows down the rotation of wheel.
As used herein, the term "vehicle parameter" refers to measurable characteristics or conditions of a vehicle that influence its performance, operation, or control. Vehicle parameters may comprise speed, weight distribution, tire pressure, steering angle, driving mode, and road gradient. For example, vehicle speed can be monitored using wheel speed sensors or GPS-based velocity sensors. Tire pressure can be detected using pressure transducers integrated into tire pressure monitoring systems (TPMS). Weight distribution, which affects braking and stability, may be measured using load cells or pressure sensors located at suspension points. Steering angle sensors, often rotary position sensors, provide information about the angular position of the steering column or wheel.
As used herein, the term "braking force" refers to the force applied to reduce the rotational speed of a wheels or decelerate the vehicle. Braking force may be generated through friction, electromagnetic induction, or resistive elements, depending on the braking mechanism employed. For example, in regenerative braking, braking force is generated by the resistance encountered during the conversion of kinetic energy into electrical energy. In mechanical braking, braking force is the result of friction between brake pads and a rotating disc or drum. Braking force may be modulated based on input variables such as throttle position, road conditions, or vehicle parameters to achieve optimal deceleration.
As used herein, the term "throttle input" refers to a signal generated in response to the position of an accelerator pedal or throttle lever, indicating the degree of acceleration or power requested by the driver. Throttle input is often measured using throttle position sensors, such as potentiometers or Hall effect sensors, which convert the pedal position into an electrical signal for processing by the control unit. For instance, in a brake-by-wire system, throttle input may be used as a factor in determining the engagement of regenerative or mechanical braking to maintain smooth transitions between acceleration and deceleration.
FIG. 1 illustrates a brake-by-wire system 100, in accordance with the embodiments of the present disclosure. The brake-by-wire system 100 comprises at least one sensor 102 to detect a position of at least one of a brake lever and/or a brake pedal. The sensor 102 operates as a device that converts mechanical movement or displacement of a brake lever or pedal into an electrical signal. The sensor 102 may comprise, for example, potentiometers, Hall effect sensors, linear variable differential transformers (LVDTs), optical position sensors, or similar devices capable of capturing positional information with respect to the brake input. For instance, a potentiometer detects positional changes by measuring the resistance variation caused by the movement of a wiper along a resistive track. A Hall effect sensor measures changes in magnetic fields caused by the movement of a magnet attached to the brake lever or pedal. An optical position sensor may use light and photodetectors to identify variations in position based on light reflection or interruption. The type of sensor 102 depends on application-specific requirements, such as the operating environment, precision level, or type of brake control architecture. The sensor 102 converts mechanical motion into an electrical signal proportional to the brake input position and communicates the signal to a connected control unit 104. The signal enables real-time interpretation of the brake application level, forming a basis for subsequent braking decisions. The sensor 102 is configured to measure and transmit positional data continuously or periodically depending on system architecture and control logic. The sensor 102 operates within defined tolerances to minimize inaccuracies or delays in signal transmission. The sensor 102 is physically integrated with the brake lever or pedal through suitable mechanical coupling methods, such as mounting brackets or enclosures, to maintain stability and reliability under operational conditions. The mounting arrangements can be selected from pivot joints, screws, or clamps for securing the sensor 102 without impeding the mechanical movement of the brake lever or pedal.
In an embodiment, a brake-by-wire system 100 further comprises a control unit 104 configured to receive sensed information from the at least one sensor 102. The control unit 104 interprets the positional data received from the sensor 102 and determines the braking requirements accordingly. The control unit 104 may comprise microcontrollers, microprocessors, or application-specific integrated circuits (ASICs) configured to execute specific control logic for braking operations. The control unit 104 comprises hardware interfaces for receiving the electrical signals from the sensor 102 and software routines to analyze and process such signals into actionable outputs. For example, the control unit 104 converts the analog signal from the sensor 102 into digital data through analog-to-digital conversion (ADC) and applies predefined thresholds or calibration factors to interpret the level of brake application. The control unit 104 stores predefined braking parameters and real-time data in volatile or non-volatile memory for processing and decision-making. The control unit 104 may incorporate a feedback mechanism to monitor the consistency of signals received from the sensor 102 and provide corrective measures in the event of errors or signal degradation. The corrective measures may comprise reinitializing sensor parameters or activating secondary braking modes. The control unit 104 is responsible for coordinating multiple inputs, such as throttle position, road gradient, and vehicle load, to generate braking commands aligned with dynamic driving conditions. Communication interfaces within the control unit 104, such as CAN (Controller Area Network) or LIN (Local Interconnect Network), facilitate the exchange of data with other vehicle subsystems, maintaining compatibility and synchronization with advanced driver assistance systems (ADAS) or autonomous driving platforms. The control unit 104 integrates protective measures to safeguard against electromagnetic interference or thermal fluctuations that may affect operational consistency.
In an embodiment, the control unit 104 within the brake-by-wire system 100 engages at least one braking mechanism selected from regenerative braking, rheostatic braking, and mechanical braking, or a combination thereof, based on the combination of the sensed information from the sensor 102 and at least one vehicle parameter. Regenerative braking refers to the process of converting kinetic energy from a moving vehicle into electrical energy during deceleration, which is stored in an energy storage device, such as a battery or capacitor. For example, in an electric or hybrid vehicle, the control unit 104 activates regenerative braking by reversing the operation of the electric motor, causing the electric motor to function as a generator. The control unit 104 regulates the braking force generated by the electric motor based on the positional data received from the sensor 102 and additional parameters such as vehicle speed and energy storage capacity. Rheostatic braking involves dissipating excess kinetic energy as heat through resistors or braking grids when regenerative braking is not feasible, such as when the energy storage system reaches its capacity. The control unit 104 activates rheostatic braking by connecting the electric motor of vehicle to a resistor circuit and controlling the energy dissipation rate in response to braking requirements. Mechanical braking applies frictional force directly to the wheels or rotating components of vehicle using brake pads, discs, or drums. The control unit 104 activates mechanical braking by transmitting commands to actuators or hydraulic systems that apply force to the friction components. Vehicle parameters used to determine braking engagement may comprise speed, load distribution, tire pressure, road gradient, and driving mode. For example, under conditions of steep road gradients, the control unit 104 may prioritize mechanical braking to provide adequate stopping force while supplementing the vehicle with regenerative or rheostatic braking for energy recovery. The control unit 104 dynamically selects and engages braking mechanisms to achieve braking performance while maintaining vehicle stability and energy recovery. The control logic within the control unit 104 prioritizes the engagement of braking mechanisms based on real-time evaluations of inputs from the sensor 102 and vehicle parameters to address diverse operational scenarios effectively.
In an embodiment, the control unit 104 within the brake-by-wire system 100 engages at least one braking mechanism selected from regenerative braking, rheostatic braking, and mechanical braking, or a combination thereof, based on the combination of the sensed information from the sensor 102 and at least one vehicle parameter. Regenerative braking refers to the process of converting kinetic energy from a moving vehicle into electrical energy during deceleration, which is stored in an energy storage device, such as a battery or capacitor. For example, in an electric or hybrid vehicle, the control unit 104 activates regenerative braking by reversing the operation of the electric motor, causing the electric motor to function as a generator. The control unit 104 regulates the braking force generated by the electric motor based on the positional data received from the sensor 102 and additional parameters such as vehicle speed and energy storage capacity. Rheostatic braking involves dissipating excess kinetic energy as heat through resistors or braking grids when regenerative braking is not feasible, such as when the energy storage system reaches its capacity. The control unit 104 activates rheostatic braking by connecting the electric motor of vehicle to a resistor circuit and controlling the energy dissipation rate in response to braking requirements. Mechanical braking applies frictional force directly to the wheels or rotating components of vehicle using brake pads, discs, or drums. The control unit 104 activates mechanical braking by transmitting commands to actuators or hydraulic systems that apply force to the friction components. Vehicle parameters used to determine braking engagement may comprise speed, load distribution, tire pressure, road gradient, and driving mode. For example, under conditions of steep road gradients, the control unit 104 may prioritize mechanical braking to provide adequate stopping force while supplementing the vehicle with regenerative or rheostatic braking for energy recovery. The control unit 104 dynamically selects and engages braking mechanisms to achieve braking performance while maintaining vehicle stability and energy recovery. The control logic within the control unit 104 prioritizes the engagement of braking mechanisms based on real-time evaluations of inputs from the sensor 102 and vehicle parameters to address diverse operational scenarios effectively.
In one embodiment, the control unit 104 engages a combination of regenerative braking, rheostatic braking, and mechanical braking during a high-speed descent on a steep road gradient. For instance, the control unit 104 initially activates regenerative braking to recover kinetic energy and store it in the energy storage device. Simultaneously, the control unit 104 engages rheostatic braking to dissipate any excess kinetic energy as heat, particularly when the energy storage device reaches its capacity. Additionally, mechanical braking is engaged to provide frictional force for speed control and to ensure vehicle stability. The combination of these braking mechanisms is dynamically regulated by the control unit 104 based on real-time inputs from the sensor 102, such as vehicle speed and road gradient, as well as parameters like load distribution and tire pressure.
In an embodiment, the brake-by-wire system 100 may consider a vehicle parameter selected from a vehicle speed, a load of a vehicle, a vehicle load distribution pattern, a tire pressure, a type of brake, a steering angle, and a driving mode. Vehicle speed may be measured using wheel speed sensors or GPS-based systems, which provide real- time information regarding the velocity of the vehicle. The load of the vehicle can be determined using load sensors, such as strain gauges or pressure transducers, positioned on the suspension system to measure the weight exerted on each wheel. In an embodiment, a vehicle load distribution pattern, representing the balance of weight across the axles, may be derived by analyzing the outputs of load sensors installed at different suspension points. Tire pressure is typically monitored by tire pressure monitoring systems (TPMS) that use pressure sensors embedded within the tires to measure the air pressure. The type of brake, such as disc brakes or drum brakes, is identified by pre-stored data within the control unit 104 to optimize braking responses based on the mechanical characteristics of the braking system. Steering angle is measured using rotary sensors, such as angle position sensors, attached to the steering column, which provide data about the angular rotation of the steering wheel. The driving mode, comprising settings such as eco mode, sport mode, or off-road mode, may be selected by the driver or the system and relayed to the control unit 104 for dynamic adjustment of braking operations. The control unit 104 processes such vehicle parameters in real time to adapt the braking mechanisms accordingly.
In an embodiment, the brake-by-wire system 100 employs the control unit 104 to engage regenerative braking, rheostatic braking, and mechanical braking based on a gradient of a road surface and a friction of the road surface. The gradient of a road surface, representing the incline or decline, is determined using data from an accelerometer or inclinometer. Such sensors measure the tilt of the vehicle relative to the horizontal plane and provide continuous feedback to the control unit 104. Friction of the road surface is estimated using data from sensors such as traction control sensors or wheel slip detectors, which analyze the grip level between the tires and the road. For instance, in conditions where the gradient of the road surface is steep and friction is low, the control unit 104 may prioritize mechanical braking to provide additional stopping force while simultaneously employing regenerative braking to recover kinetic energy. On flat surfaces with adequate friction, the control unit 104 may allocate a larger portion of the braking effort to regenerative braking to optimize energy recovery. Rheostatic braking is engaged when the energy storage device, such as a battery or capacitor, is unable to accept further energy during regenerative braking, assuring kinetic energy is dissipated effectively as heat. The control unit 104 processes road gradient and friction data in real time, dynamically adjusting the engagement levels of regenerative, rheostatic, and mechanical braking mechanisms to achieve optimal braking responses under varying road conditions.
In an embodiment, the brake-by-wire system 100 may incorporate regenerative braking to generate electrical energy stored in a network of capacitors, with the control unit 104 controlling charging and discharging of each capacitor based on real-time braking requirements. Regenerative braking is activated by reversing the operation of the electric motor, causing the motor to function as a generator that converts the kinetic energy into electrical energy of vehicle. The generated electrical energy is stored in a network of capacitors, which are electronic components capable of temporarily holding electric charge. Such capacitors are selected based on their energy storage capacity, charging rate, and discharge characteristics. The control unit 104 monitors the state of charge of each capacitor within the network and dynamically allocates the incoming electrical energy to capacitors with available capacity. For example, in scenarios requiring sudden deceleration, the control unit 104 may prioritize faster charging capacitors to handle the surge in energy generated by regenerative braking. During periods of low braking demand, the control unit 104 may discharge stored energy from the capacitors to auxiliary vehicle systems, such as lighting or infotainment, affirming effective utilization of the recovered energy. The control unit 104 employs control logic to prevent overcharging of capacitors, which may otherwise result in system instability or energy loss. The network of capacitors is integrated with safety mechanisms, such as voltage regulators, to maintain stable operation during charging and discharging cycles.
In an embodiment, the brake-by-wire system 100 may utilize the control unit 104 to determine engagement of a braking mechanism based on a throttle input. Throttle input represents the degree of acceleration or power requested by the driver and is measured using throttle position sensors, such as potentiometers or Hall effect sensors, installed on the accelerator pedal. The throttle input is converted into an electrical signal, which is transmitted to the control unit 104 for processing. The control unit 104 analyzes the throttle input to evaluate whether the driver intends to accelerate, decelerate, or maintain vehicle speed. For instance, when the throttle input indicates minimal pedal depression, the control unit 104 may activate regenerative braking to recover kinetic energy while slowing the vehicle. Conversely, when the throttle input indicates significant pedal depression, the control unit 104 may deactivate braking mechanisms to prioritize acceleration. In scenarios involving simultaneous brake and throttle inputs, such as during hill starts, the control unit 104 processes both inputs to balance braking and acceleration, preventing unintended vehicle rollback or forward movement. The control unit 104 employs predefined thresholds to distinguish between valid throttle inputs and anomalies, such as sensor noise or electrical interference, enabling consistent system behavior.
In an embodiment, the brake-by-wire system 100 may enable the control unit 104 to modulate a braking force based on the throttle position. Throttle position refers to the angular displacement of the accelerator pedal, which is measured using throttle position sensors. The control unit 104 receives data regarding throttle position and uses such information to determine the appropriate level of braking force required for the given driving scenario. For example, when the throttle position indicates partial pedal depression, the control unit 104 may proportionally reduce the braking force to maintain smooth vehicle deceleration. When the throttle position indicates full pedal depression, the control unit 104 may deactivate braking mechanisms entirely, allowing the vehicle to accelerate without resistance. The control unit 104 continuously monitors throttle position and adjusts braking force in real time to achieve a seamless transition between braking and acceleration. In cases of conflicting inputs, such as simultaneous braking and throttle application, the control unit 104 prioritizes braking or acceleration based on pre-programmed conditions, such as the current vehicle speed or road gradient.
In an embodiment, the brake-by-wire system 100 may employ the control unit 104 to limit regenerative braking engagement during simultaneous application of a throttle input and a brake input. Simultaneous application of throttle and brake inputs is common in scenarios such as low-speed manoeuvring or hill starts, where drivers may need to balance braking and acceleration. The control unit 104 analyzes the signals received from the throttle position sensor and the brake position sensor to detect such simultaneous inputs. Based on pre-defined thresholds, the control unit 104 selectively limits the engagement of regenerative braking to prevent counterproductive energy generation. For example, in cases where the throttle input exceeds a certain threshold, the control unit 104 may deactivate regenerative braking entirely, allowing the vehicle to respond more effectively to the acceleration input of driver. The control unit 104 employs control logic to dynamically adjust the level of regenerative braking in real time, making sure that braking energy recovery does not interfere with the intention of driver to accelerate.
In an embodiment, the brake-by-wire system 100 integrates the control unit 104 with an autonomous navigation unit to adjust the braking force based on traffic density and road curvature. The autonomous navigation unit receives data from external sensors, such as LiDAR, radar, or cameras, which detect surrounding vehicles, road geometry, and obstacles. Traffic density is determined by analyzing the relative positions and speeds of surrounding vehicles, while road curvature is calculated based on data from mapping systems or curvature detection algorithms. The control unit 104 communicates with the autonomous navigation unit to receive such data and adjust braking force accordingly. For instance, in high-traffic-density conditions, the control unit 104 may reduce braking force to allow for smoother deceleration and prevent abrupt stops. On sharply curved roads, the control unit 104 may apply braking force selectively to individual wheels to maintain vehicle stability and control.
In an embodiment, the brake-by-wire system 100 may enable the control unit 104 to communicate with other automobiles to dynamically control braking force based on relative positions, speeds, and trajectories. Communication between vehicles is facilitated through vehicle-to-vehicle (V2V) communication systems, which transmit and receive data regarding the locations, velocities, and paths of nearby vehicles. The control unit 104 processes such data to evaluate collision risks or braking requirements. For example, if the control unit 104 detects that a vehicle ahead is slowing down, the control unit 104 may preemptively apply braking force to reduce the likelihood of a collision. The control unit 104 dynamically adjusts braking force in real time based on continuous updates from V2V communication systems, making sure coordinated braking in connected vehicle environments.
In an embodiment, the brake-by-wire system 100 may integrate the control unit 104 with a camera-based perception system to execute braking based on the detection of objects within the path of vehicle. The camera-based perception system incorporates one or more cameras that are positioned to capture a wide field of view of the surroundings of the vehicle. The captured visual data is processed using image processing techniques to identify various objects, including but not limited to pedestrians, animals, vehicles, and stationary obstacles. The camera-based perception system analyses attributes of the detected objects, such as size, shape, and movement patterns, to distinguish between different types of obstacles. Optionally, the camera-based perception system may use stereo vision or depth-sensing technology to estimate the distance between the vehicle and the detected objects more accurately. Such estimation of distance aids in real-time analysis of the relative speed and direction of movement of the objects.
In another embodiment, the control unit 104 receives processed data from the camera-based perception system, which includes information such as the position, distance, velocity, and size of the detected objects. Based on such received data, the control unit 104 determines the braking force required to prevent a collision or reduce the severity of impact. For example, when an object is identified as being in close proximity to the vehicle, the control unit 104 may apply maximum braking force to bring the vehicle to a stop. Conversely, for objects that are detected at a greater distance, the control unit 104 may apply gradual braking to decelerate the vehicle while maintaining control and stability. The control unit 104 dynamically adjusts the braking force in real time based on the changing positions and velocities of the detected objects.
In an embodiment, the control unit 104 may also synchronise data from the camera-based perception system with additional vehicle sensors, such as radar and LiDAR, to improve accuracy in object detection and braking decision-making. Said synchronisation enables the brake-by-wire system 100 to perform consistently under various driving conditions, such as poor lighting, adverse weather, or heavy traffic scenarios.
In an embodiment, the control unit 104 may execute controlled deceleration by incrementally engaging rheostatic braking, regenerative braking, and mechanical braking. The deceleration process begins with rheostatic braking, which dissipates the kinetic energy of the moving vehicle as heat through a resistive load, such as a braking resistor. The control unit 104 determines the appropriate resistance level based on vehicle parameters, such as speed and load, and activates rheostatic braking to initiate the deceleration. Rheostatic braking is particularly effective at higher speeds, where mechanical braking may lead to excessive wear. Following rheostatic braking, the control unit 104 engages regenerative braking to further decelerate the vehicle. Regenerative braking converts the remaining kinetic energy of vehicle into electrical energy, which is stored in an energy storage system, such as a battery. The control unit 104 calculates the optimal amount of energy that can be recovered and adjusts the braking force, accordingly, making sure a smooth transition between rheostatic and regenerative braking. The control unit 104 may also consider the state of charge of the energy storage system and driving conditions to dynamically regulate the regenerative braking force. Once rheostatic and regenerative braking have sufficiently reduced the speed of vehicle, the control unit 104 activates mechanical braking as the final stage of deceleration. Mechanical braking applies physical pressure to the brake pads to bring the vehicle to a complete stop or achieve lower speeds that cannot be accomplished through rheostatic or regenerative braking. The control unit 104 determines the timing and braking pressure based on data from vehicle sensors, such as speed and pressure sensors, to ensure effective braking performance.
In an embodiment, the brake-by-wire system may comprise a pressure sensor operatively connected to the control unit 104. The pressure sensor determines a pressure required to be applied to the brake pads during mechanical braking. The pressure sensor is located proximate to the braking mechanism in order to directly sense and transmit accurate pressure data. The pressure sensor generates signals corresponding to the braking force needed based on the input provided by driver and the operational parameters of the vehicle. The pressure sensor functions under various operating conditions, including variable temperatures, vibrations, and different types of braking scenarios, such as emergency braking or routine deceleration. Optionally, the pressure sensor is implemented using a piezoelectric, strain gauge, or capacitive sensing mechanism for reliability in operation. The pressure sensor facilitates improved response time for mechanical braking by accurately determining the pressure requirements and enabling smooth engagement of the braking mechanism. The control unit 104 receives pressure data from the pressure sensor and processes said data along with other vehicle parameters, such as speed, load, and surface conditions, to determine the optimal braking force. The control unit 104 adjusts the braking force applied by the mechanical braking mechanism in real time based on the data provided by the pressure sensor. The control unit 104 also prevents excessive pressure application to the brake pads, thereby minimising wear and enhancing operational safety. The control unit 104 incorporates logic circuits or microcontrollers to process the data received from the pressure sensor.
FIG. 2 illustrates a method for controlling braking in a brake-by-wire system 100, in accordance with the embodiments of the present disclosure. At step 202, position information of at least one of a brake lever or a brake pedal is received at the control unit 104 from at least one sensor 102. The sensor 102 converts mechanical movement or displacement of the brake lever or pedal into an electrical signal that represents the positional information. For instance, a potentiometer may generate a voltage corresponding to the brake lever position, or a Hall effect sensor may measure changes in magnetic fields caused by the movement of lever. The position information reflects the extent to which the brake input device has been pressed, and such data is transmitted as an electrical signal to the control unit 104 for further processing.
At step 204, at least one vehicle parameter is determined by the control unit 104. The vehicle parameter may comprise data such as vehicle speed, load distribution, tire pressure, road gradient, or driving mode. For example, vehicle speed can be detected using wheel speed sensors or GPS systems, while load distribution can be derived from load sensors installed at the suspension points. Tire pressure may be measured by tire pressure monitoring systems, and road gradient can be determined using accelerometers or inclinometers. The control unit 104 collects and processes such real-time information to understand the driving conditions and environmental factors that influence braking decisions.
At step 206, at least one braking type is selected by the control unit 104 from regenerative braking, rheostatic braking, mechanical braking or a combination thereof. The selection is based on the combination of the position information received from the at least one sensor 102 and the at least one vehicle parameter determined in step 204. For instance, if the brake lever is lightly pressed and the vehicle is moving at a moderate speed on a flat road, regenerative braking may be prioritized to recover energy. Alternatively, if the vehicle is descending a steep incline, mechanical braking may be selected to provide sufficient stopping force. The control unit 104 evaluates the positional data and vehicle parameters to select the braking type most appropriate for the driving scenario.
At step 208, the selected braking type is engaged to decelerate the vehicle. If regenerative braking is selected, the electric motor operates in reverse to convert kinetic energy into electrical energy, which is stored in an energy storage device such as a battery or capacitor. If rheostatic braking is selected, the control unit 104 activates resistors or braking grids to dissipate kinetic energy as heat. If mechanical braking is selected, the control unit 104 sends commands to hydraulic or mechanical actuators to apply force to the brake pads or drums, creating friction to slow the vehicle. The braking type is engaged in real time, allowing the vehicle to decelerate effectively based on the input conditions and driving requirements.
In an embodiment, the brake-by-wire system 100 provides a sensor 102 that detects the position of a brake lever or brake pedal, converting mechanical movement into an electrical signal. Said arrangement allows monitoring of driver input for braking operations, facilitating seamless transmission of position data to the control unit 104.
In an embodiment, the control unit 104 receives sensed information from the sensor 102 and processes the received information in combination with at least one vehicle parameter. Vehicle parameters, comprising speed, load, tire pressure, steering angle, and driving mode, enable the control unit 104 to dynamically adapt braking responses to specific driving scenarios.
In an embodiment, the control unit 104 engages regenerative braking, rheostatic braking, or mechanical braking based on road gradient and friction. By evaluating the parameters, the system selectively utilizes braking mechanisms to maintain stability and maximize energy recovery. For example, regenerative braking is prioritized on flat roads to recover energy, while mechanical braking is emphasized during steep descents or low-friction conditions to enable effective stopping power.
The regenerative braking mechanism generates electrical energy during deceleration, which is stored in a network of capacitors. The control unit 104 manages the charging and discharging of capacitors based on real-time braking needs, enabling efficient energy utilization and preventing overcharging.
In an embodiment, the control unit 104 determines the engagement of braking mechanisms based on throttle input and modulates braking force based on throttle position. Said measures provide coordinated transitions between acceleration and deceleration, making sure a smooth driving experience and avoiding abrupt changes in vehicle dynamics.
The control unit 104 limits regenerative braking engagement during simultaneous application of throttle and brake inputs to prevent counterproductive energy generation. This selective adjustment avoids inefficiencies and prioritizes the intended action of driver, such as maintaining vehicle stability during low-speed manoeuvres or hill starts.
In an embodiment, the control unit 104 integrates with autonomous navigation units to adjust braking force in response to traffic density and road curvature. By processing external data, the system achieves context-aware braking actions that enhance vehicle control under varying traffic and environmental conditions.
In an embodiment, the control unit 104 communicates with other vehicles to dynamically control braking force based on relative positions, speeds, and trajectories. The communication facilitates coordinated braking in connected driving scenarios, improving safety in vehicle platoons or dense traffic environments.
In an embodiment, the control unit 104 integrates with a camera-based perception system to execute braking based on detected objects. By analysing object data, such as size, distance, and motion, the system initiates appropriate braking responses to avoid collisions or reduce impact severity.
In an embodiment, the mechanical braking incorporates a torque-limiting mechanism to prevent over-application of braking force during emergency stops. The mechanism, comprising pressure-limiting valves or mechanical regulators, assures braking force remains within safe thresholds, maintaining vehicle stability and preventing wheel lockup.
In an embodiment, the control unit 104 executes controlled deceleration by incrementally engaging rheostatic braking prior to activating mechanical braking. The sequential engagement reduces abrupt force transitions, achieving smoother deceleration and balanced force distribution across braking mechanisms.
In an exemplary aspect, a vehicle equipped with a brake-by-wire system 100 is traveling at a speed of 80 km/h on a highway. The brake-by-wire system 100 comprises at least one sensor 102 to detect the position of the brake pedal and a control unit 104 to process data and control braking mechanisms. At a specific moment, the driver lightly presses the brake pedal to slow the vehicle due to upcoming traffic. The sensor 102, implemented as a potentiometer, detects a 25% depression of the brake pedal. The potentiometer converts the mechanical movement into an electrical signal proportional to the brake pedal position and transmits the positional information to the control unit 104. The positional information indicates a moderate braking requirement, and the control unit 104 processes the received data accordingly.
Simultaneously, the control unit 104 evaluates real-time vehicle parameters, comprising a vehicle speed of 80 km/h, detected by wheel speed sensors, and a vehicle load of 1,500 kg, determined by load sensors placed on the suspension system. The tire pressure, measured by a tire pressure monitoring system, is 32 psi on all tires, and the road gradient is 0%, detected by an inclinometer. The driving mode is set to Eco mode by the driver. Based on the combination of the sensed brake pedal position and the vehicle parameters, the control unit 104 selects regenerative braking as the braking mechanism. Since the road gradient is flat, the speed is moderate, and the driving mode is set to Eco mode, regenerative braking is selected to decelerate the vehicle while recovering energy.
The control unit 104 engages regenerative braking by reversing the electric motor to generate electrical energy, which is stored in the battery of vehicle. The braking force applied corresponds to the brake pedal depression of 25%, resulting in a deceleration rate of 0.5 m/s². The vehicle slows to 60 km/h over a period of 8 seconds while recovering energy. If the driver subsequently increases pressure on the brake pedal to 70% depression, the sensor 102 detects the updated position and transmits the information to the control unit 104. The control unit 104 re-evaluates the braking requirement and determines that regenerative braking alone may not be sufficient for the higher deceleration demand. The control unit 104 supplements the braking effort by engaging rheostatic braking, dissipating excess kinetic energy as heat through resistors or braking grids.
The combined engagement of regenerative braking and rheostatic braking achieves further deceleration, bringing the vehicle down to 30 km/h at a deceleration rate of 2.5 m/s² over the next 6 seconds. In the event of full brake pedal depression at 100%, the sensor 102 transmits the position information to the control unit 104, which determines that maximum braking force is required. The control unit 104 engages mechanical braking by activating hydraulic actuators that apply friction to the brake pads and discs, providing sufficient braking force to bring the vehicle to a complete stop. The brake-by-wire system 100 dynamically manages the engagement of regenerative, rheostatic, and mechanical braking mechanisms based on the sensed brake pedal position and real-time vehicle parameters, achieving smooth and effective deceleration.
FIG. 3 illustrates a sequence diagram of the brake-by-wire system 100, wherein the system incorporates interactions among components to achieve braking control. The system includes a sensor 102 detecting the position of a brake lever or brake pedal and transmitting position data to a control unit 104. The control unit 104 receives said position data and queries vehicle parameters such as speed, load, or traction conditions to determine suitable braking. The control unit 104 processes the received inputs to evaluate conditions for engaging braking mechanisms. Based on such evaluations, the control unit 104 activates braking mechanisms, including regenerative braking, rheostatic braking, or mechanical braking, as appropriate. The sequence diagram further depicts conditional logic, wherein regenerative braking is prioritized for energy recovery, rheostatic braking dissipates excess energy, and mechanical braking is engaged for conventional stopping requirements. The braking mechanisms interact with the control unit 104 to confirm the operational status or adjustments required during activation. Such communication ensures that braking engagement corresponds to operational conditions and maintains system integrity.
In the description of the present invention, it is also to be noted that, unless otherwise explicitly specified or limited, the terms “disposed,” “mounted,” and “connected” are to be construed broadly, and may for example be fixedly connected, detachably connected, or integrally connected, either mechanically or electrically. They may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Modifications to embodiments and combination of different embodiments of the present disclosure described in the foregoing are possible without departing from the scope of the present disclosure as defined by the accompanying claims. Expressions such as “comprising”, “comprising”, “incorporating”, “have”, “is” used to describe and claim the present disclosure are intended to be construed in a non- exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural where appropriate.
Although embodiments have been described with reference to a number of illustrative embodiments thereof, it should be understood that numerous other modifications and embodiments can be devised by those skilled in the art that will fall within the spirit and scope of the principles of this disclosure. More particularly, various variations and modifications are possible in the component parts and/or arrangements of the subject combination arrangement within the scope of the present disclosure, the drawings and the appended claims. In addition to variations and modifications in the component parts and/or arrangements, alternative uses will also be apparent to those skilled in the art.
,CLAIMS:WE CLAIM:
1. A brake by wire system 100, comprising:
at least one sensor 102 to detect a position of at least one of a brake lever and/or a brake pedal; and
a control unit 104, configured to:
receive sensed information from the at least one sensor 102; and
engage at least one of:
a regenerative braking, a rheostatic braking and a mechanical braking or a combination thereof, based on the combination of the sensed information and at least one vehicle parameter.
2. The brake-by-wire system 100 as claimed in claim 1, wherein the vehicle parameter is selected from a vehicle speed, a load of a vehicle, a vehicle load distribution pattern, a tire pressure, a type of brake, a steering angle, and a driving mode.
3. The brake-by-wire system 100 as claimed in claim 1, wherein the control unit 104 engages the regenerative braking, the rheostatic braking, and the mechanical braking based on a gradient of a road surface and a friction of the road surface.
4. The brake-by-wire system 100 as claimed in claim 1, wherein the regenerative braking enables generation of an electrical energy that is stored into a network of capacitors, wherein the control unit 104 controls charging and discharging of each capacitor based on real-time braking requirements.
5. The brake-by-wire system 100 as claimed in claim 1, wherein the control unit 104 determines engagement of a braking mechanism based on a throttle input.
6. The brake-by-wire system 100 as claimed in claim 1, wherein the control unit 104 modulates a braking force based on a throttle position.
7. The brake-by-wire system 100 as claimed in claim 1, wherein the control unit 104 limits regenerative braking engagement during simultaneous application of the throttle input and a brake input.
8. The brake-by-wire system 100 as claimed in claim 1, wherein the control unit 104 integrates with an autonomous navigation unit to adjust the braking force based on traffic density and road curvature.
9. The brake-by-wire system 100 as claimed in claim 1, wherein the control unit 104 integrates with a camera-based perception module to execute braking in response to detected objects.
10. The brake-by-wire system 100 as claimed in claim 1, wherein the control unit 104 executes a controlled deceleration by incrementally engaging the rheostatic braking and the regenerative braking prior to activation of the mechanical braking.
11. The brake-by-wire system 100 as claimed in claim 1, further comprising:
a pressure sensor operatively connected to the control unit 104, wherein the pressure sensor determines a pressure to be applied to the brake pads during mechanical braking, and the control unit 104 adjusts the mechanical braking based on the pressure determined by the pressure sensor.
12. A method for controlling braking in a brake-by-wire system 100, comprising:
receiving, at the control unit 104, position information of at least one of a brake lever or a brake pedal from at least one sensor 102;
determining, by the control unit 104, at least one vehicle parameter;
selecting, by the control unit 104, at least one braking type from a regenerative braking, a rheostatic braking, a mechanical braking, or a combination thereof, based on the combination of the position information and the at least one vehicle parameter; and
engaging the selected braking type to decelerate a vehicle.