FORM – 2
THE PATENTS ACT, 1970
(39 of 1970)
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
(See section 10 and rule 13)
COORDINATED BRAKING ASSEMBLY FOR A VEHICLE
Applicant(s):
VE COMMERCIAL VEHICLES LTD
102, INDUSTRIAL AREA 1, PITHAMPUR- 454775, DIST. DHAR, MP, INDIA
Inventors:
(1) Ramakant Pandey
(2) Vardan Tare
The following specification particularly describes the invention and the manner in which it
is to be performed.
2
COORDINATED BRAKING ASSEMBLY FOR A VEHICLE
FIELD OF THE DISCLOSURE
[0001] This invention generally relates to a field of braking system for a vehicle,
and in particular, to a coordinated braking assembly for a vehicle and method
5 thereof.
BACKGROUND
[0002] The subject matter discussed in the background section should not be
assumed to be prior art merely as a result of its mention in the background section.
Similarly, a problem mentioned in the background section or associated with the
10 subject matter of the background section should not be assumed to have been
previously recognized in the prior art. The subject matter in the background section
merely represents different approaches, which in and of themselves may also
correspond to implementations of the claimed technology.
[0003] Electric vehicles are widely adopted in passenger, commercial, and off15 highway transportation sectors due to their potential for improved energy efficiency,
reduced emissions, and lower operating costs. A key contributor to the energy
efficiency of electric vehicles is the use of regenerative braking, wherein kinetic
energy of the vehicle during deceleration is converted into electrical energy by a
traction motor and stored in an onboard battery system.
20 [0004] In conventional electric vehicle braking architectures, braking demand
initiated by a driver is typically met through a blended braking approach, wherein
motor-based regenerative braking and mechanical service braking (foundation
braking) are applied either simultaneously or according to a predefined torque split
strategy. Such systems generally prioritize vehicle deceleration and stability, while
25 regenerative energy recovery is treated as a secondary function.
[0005] However, in many existing braking systems, the simultaneous or premature
application of service brakes during braking events significantly limits the amount
of kinetic energy that can be recuperated through the traction motor. Mechanical
braking dissipates energy in the form of heat, thereby reducing the available energy
30 that could otherwise be recovered and stored in the battery system.
3
[0006] Further, conventional braking strategies often rely on static or pre-calibrated
regenerative torque limits, without dynamically accounting for real-time vehicle
dynamics, wheel speed variations, or instantaneous braking conditions. As a result,
regenerative braking capability may be underutilized even when the battery and
5 motor are capable of accepting additional regenerative energy.
[0007] In existing systems, insufficient coordination between the electronic braking
system, vehicle control unit, battery management system, and motor control unit
frequently results in conservative regenerative torque commands. This lack of
integrated control leads to early engagement of foundation braking, even in
10 scenarios where additional motor-based retardation torque could safely achieve the
required deceleration.
[0008] Additionally, the absence of real-time feedback from braking and vehicle
dynamics sensors to influence regenerative torque allocation may lead to suboptimal
braking force distribution. This not only restricts energy recuperation but also
15 increases reliance on mechanical braking components, thereby accelerating brake
wear and increasing maintenance requirements.
[0009] Moreover, during varying operating conditions such as changes in vehicle
load, road surface friction, or steering input, conventional braking systems are often
unable to dynamically adapt regenerative braking levels. This limitation further
20 contributes to loss of recuperation energy, particularly during moderate and frequent
braking events commonly encountered in urban driving conditions.
[0010] Accordingly, the cumulative effect of simultaneous application of motor
retardation and service braking, limited real-time coordination among vehicle
subsystems, and conservative regenerative torque utilization results in reduced
25 energy recovery efficiency, decreased driving range, increased mechanical brake
wear, and suboptimal overall braking performance in electric vehicles.
[0011] Another the patent application, “US12337724B2,” titled “Vehicle
retardation torque control,” describes A method of open loop control of a retardation
torque of a vehicle is presented. The method comprises obtaining of a current
30 vehicle acceleration indicator, obtaining of one or more current vehicle state
indicators, and determining of an open loop retardation torque based on the vehicle
4
acceleration indicator and the one or more vehicle state indicators. The method
further comprises controlling of a resulting retardation torque based on the open
loop retardation torque. The resulting retardation torque is applied by one or more
propulsion sources of the vehicle
5 [0012] Another patent application, "CN111674263A," titled " Auxiliary braking
method and system for vehicle," describes an auxiliary braking method and system
for a vehicle, and relates to the field of vehicles. The auxiliary braking method for
the vehicle comprises the steps that when the braking energy recovery condition is
met, the electric quantity ratio of a power battery is obtained, when the electric
10 quantity ratio of the power battery is smaller than or equal to a preset electric
quantity ratio, the motor is controlled to conduct braking energy recovery, and when
the electric quantity ratio of the power battery is larger than the preset electric
quantity ratio, a retarder is controlled to conduct auxiliary braking. The retarder or
the motor is considered to execute braking according to the electric quantity ratio of
15 the power battery, the retarder is fully utilized for auxiliary braking, abrasion of a
friction plate of the brake can be greatly reduced, the service life of the friction plate
is prolonged, and meanwhile the safety of the whole vehicle during braking can be
improved
[0013] In conventional electric vehicle braking systems, regenerative braking is
20 typically combined with mechanical foundation braking in a fixed or partially
coordinated manner, with limited real-time feedback between the motor, battery,
and braking subsystems. However, such approaches exhibit several limitations in
maximizing energy recuperation during deceleration. In particular, these prior art
systems are ineffective at fully utilizing available regenerative torque due to
25 conservative torque allocation, simultaneous engagement of service brakes, and
insufficient consideration of real-time vehicle dynamics and wheel speed variations.
Additionally, these designs rely heavily on pre-calibrated torque splits and fixed
control strategies, which increase system inefficiency, limit energy recovery,
accelerate mechanical brake wear, and reduce overall driving range and vehicle
30 energy efficiency.
OBJECTIVES OF THE INVENTION
5
[0014] The objective of the present invention is to provide a coordinated braking
assembly for a vehicle.
[0015] The objective of the present invention is to enable dynamic adjustment of
regenerative braking torque in real time based on available motor retardation torque
5 and braking demand, thereby maximizing energy recuperation during deceleration
events.
[0016] The objective of the present invention is to provide a coordinated braking
assembly in which the electronic braking system (EBS) can issue override
commands to dynamically utilize unused regenerative torque, optimizing energy
10 recovery while maintaining required vehicle deceleration.
[0017] The objective of the present invention is to enable real-time information
exchange between the vehicle control unit (VCU) and the electronic braking system
(EBS) via a CAN communication interface, allowing for adaptive and coordinated
application of regenerative and foundation braking.
15 [0018] The objective of the present invention is to improve overall energy
efficiency and driving range of electric vehicles by ensuring that available
regenerative torque is fully utilized before engaging mechanical braking
components.
[0019] The objective of the present invention is to reduce mechanical brake wear
20 and maintenance requirements by prioritizing motor-based regenerative braking and
minimizing unnecessary engagement of foundation brakes.
[0020] Furthermore, the objective of the present invention is to provide a
coordinated braking assembly capable of adapting to real-time vehicle dynamics,
such as wheel speeds, steering angle, and vehicle load, to ensure safe, stable, and
25 efficient braking under varying operating conditions.
SUMMARY
[0021] The present invention relates to a coordinated braking assembly for a
vehicle.
[0022] According to an aspect, a coordinated braking assembly for a vehicle is
30 disclosed. The vehicle comprises an electronic braking system (EBS) configured to
detect a brake pedal position of the vehicle and to receive speed data associated with
6
each wheel and vehicle dynamics data of the vehicle. The vehicle further comprises
a battery management system (BMS) configured to detect a first set of parameters
associated with a battery integrated within the vehicle. The vehicle further
comprises a motor control unit (MCU) configured to determine a maximum
5 available regenerative torque of a traction motor integrated within the vehicle, based
at least on a second set of parameters.
[0023] The coordinated braking assembly comprises a memory configured to store
one or more computer-readable instructions. The coordinated braking assembly
further comprises a vehicle control unit (VCU) communicatively coupled to the
10 EBS, the BMS, the MCU, and the memory. Further, the VCU, upon executing the
one or more computer-readable instructions, is configured to receive data associated
with the detected brake pedal position, the speed data, the first set of parameters
from the BMS, and data associated with the maximum available regenerative torque,
calculate an initial regenerative torque command based at least on the detected brake
15 pedal position, the first set of parameters from the BMS, and the maximum available
regenerative torque, communicate the initial regenerative torque command to the
MCU for application of motor-based regenerative braking and to the EBS for
coordination of foundation braking. Further, the EBS is configured to determine,
based at least on the speed data and the vehicle dynamics data, a suggestive
20 additional regenerative torque value indicative of additional regenerative braking
capability in real time. Further, the VCU is configured to modify the regenerative
torque command based at least on the suggestive additional regenerative torque
value received from the EBS, subject to the first set of parameters and the maximum
available regenerative torque, and communicate a modified regenerative torque
25 command to the MCU prior to application of foundation braking by the EBS,
thereby increasing energy recuperation efficiency and reducing mechanical brake
wear.
[0024] According to another aspect, a method for operating a coordinated braking
assembly for a vehicle is disclosed. The vehicle comprises an electronic braking
30 system (EBS) configured to detect a brake pedal position of the vehicle and to
receive speed data associated with each wheel and vehicle dynamics data of the
7
vehicle. The vehicle further comprises a battery management system (BMS)
configured to detect a first set of parameters associated with a battery integrated
within the vehicle. The vehicle further comprises a motor control unit (MCU)
configured to determine a maximum available regenerative torque of a traction
5 motor integrated within the vehicle, based at least on a second set of parameters.
[0025] The method comprises steps of receiving, via a vehicle control unit (VCU),
data associated with the detected brake pedal position, the speed data, the first set
of parameters from the BMS, and data associated with the maximum available
regenerative torque. The VCU communicatively coupled to the EBS, the BMS, the
10 MCU, and the memory stored with one or more computer-readable instructions. The
method further comprises steps of calculating, via the VCU, an initial regenerative
torque command based at least on the detected brake pedal position, the first set of
parameters from the BMS, and the maximum available regenerative torque. The
method further comprises steps of communicating, via the VCU, the initial
15 regenerative torque command to the MCU for application of motor-based
regenerative braking and to the EBS for coordination of foundation braking. Further,
the EBS is configured to determine, based at least on the speed data and the vehicle
dynamics data, a suggestive additional regenerative torque value indicative of
additional regenerative braking capability in real time. Further, the VCU is
20 configured to modify the regenerative torque command based at least on the
suggestive additional regenerative torque value received from the EBS, subject to
the first set of parameters and the maximum available regenerative torque, and
communicate a modified regenerative torque command to the MCU prior to
application of foundation braking by the EBS, thereby increasing energy
25 recuperation efficiency and reducing mechanical brake wear.
BRIEF DESCRIPTION OF THE DRAWINGS
[0026] The accompanying drawings illustrate various embodiments of systems,
methods, and embodiments of various other aspects of the disclosure. Any person
with ordinary skills in the art will appreciate that the illustrated element boundaries
30 (e.g., boxes, groups of boxes, or other shapes) in the figures represent one example
of the boundaries. It may be that in some examples one element may be designed as
8
multiple elements or that multiple elements may be designed as one element. In
some examples, an element shown as an internal component of one element may be
implemented as an external component in another, and vice versa. Furthermore,
elements may not be drawn to scale. Non-limiting and non-exhaustive descriptions
5 are described with reference to the following drawings. The components in the
figures are not necessarily to scale, emphasis instead being placed upon illustrating
principles.
[0027] FIG. 1 illustrates a schematic diagram of a coordinated braking assembly for
a vehicle, according to an embodiment of the present disclosure;
10 [0028] FIG. 2 illustrates a flowchart showing operations of the coordinated braking
assembly, according to an embodiment of the present disclosure; and
[0029] FIG. 3 illustrates a flowchart showing a method for operating the
coordinated braking assembly for the vehicle, according to an embodiment of the
present disclosure.
15 DETAILED DESCRIPTION
[0030] Some embodiments of this disclosure, illustrating all its features, will now
be discussed in detail. The words “comprising,” “having,” “containing,” and
“including,” and other forms thereof, are intended to be equivalent in meaning and
be open ended in that an item or items following any one of these words is not meant
20 to be an exhaustive listing of such item or items or meant to be limited to only the
listed item or items. It must also be noted that as used herein and in the appended
claims, the singular forms “a,” “an,” and “the” include plural references unless the
context clearly dictates otherwise.
[0031] Although any systems and methods similar or equivalent to those described
25 herein can be used in the practice or testing of embodiments of the present
disclosure, the preferred, systems and methods are now described. Embodiments of
the present disclosure will be described more fully hereinafter with reference to the
accompanying drawings in which like numerals represent like elements throughout
the several figures, and in which example embodiments are shown. Embodiments
30 of the claims may, however, be embodied in many different forms and should not
be construed as limited to the embodiments set forth herein. The examples set forth
9
herein are non-limiting examples and are merely examples among other possible
examples.
[0032] The present invention discloses various embodiments of a coordinated
braking assembly for a vehicle is disclosed. The vehicle comprises an electronic
5 braking system (EBS) configured to detect a brake pedal position of the vehicle and
to receive speed data associated with each wheel and vehicle dynamics data of the
vehicle. The vehicle further comprises a battery management system (BMS)
configured to detect a first set of parameters associated with a battery integrated
within the vehicle. The vehicle further comprises a motor control unit (MCU)
10 configured to determine a maximum available regenerative torque of a traction
motor integrated within the vehicle, based at least on a second set of parameters.
[0033] The embodiments of the present invention comprise a memory configured
to store one or more computer-readable instructions. The embodiments of the
present invention a vehicle control unit (VCU) communicatively coupled to the
15 EBS, the BMS, the MCU, and the memory. Further, the VCU, upon executing the
one or more computer-readable instructions, is configured to receive data associated
with the detected brake pedal position, the speed data, the first set of parameters
from the BMS, and data associated with the maximum available regenerative torque,
calculate an initial regenerative torque command based at least on the detected brake
20 pedal position, the first set of parameters from the BMS, and the maximum available
regenerative torque, communicate the initial regenerative torque command to the
MCU for application of motor-based regenerative braking and to the EBS for
coordination of foundation braking. Further, the EBS is configured to determine,
based at least on the speed data and the vehicle dynamics data, a suggestive
25 additional regenerative torque value indicative of additional regenerative braking
capability in real time. Further, the VCU is configured to modify the regenerative
torque command based at least on the suggestive additional regenerative torque
value received from the EBS, subject to the first set of parameters and the maximum
available regenerative torque, and communicate a modified regenerative torque
30 command to the MCU prior to application of foundation braking by the EBS,
10
thereby increasing energy recuperation efficiency and reducing mechanical brake
wear.
[0034] FIG. 1 illustrates a schematic diagram of a coordinated braking assembly
(100) for a vehicle, according to an embodiment of the present disclosure.
5 [0035] In some embodiments, the vehicle comprises an electronic braking system
(EBS) (102), a battery management system (BMS) (104), and a motor control unit
(MCU) (106). The vehicle comprises at least an electric or hybrid vehicle, such as
car, truck, van or the like. In some embodiments, the EBS (102) comprises one or
more brake control modules (not shown) configured to monitor driver braking input
10 and vehicle braking conditions. The EBS (102) may be configured to receive signals
from a plurality of sensors including, but not limited to, a brake pedal position sensor
(116), individual wheel speed sensors (108), steering angle sensors (not shown),
yaw rate sensors (not shown), and vehicle acceleration sensors (not shown). Based
on the received signals, the EBS (102) is configured to detect a brake pedal position
15 of the vehicle, receive speed data associated with each wheel, and receive vehicle
dynamics data of the vehicle. The EBS (102) is further configured to determine
braking demand, assess vehicle stability, and control application of foundation
braking through actuator valves (118) or modulators, including wheel-wise brake
force distribution.
20 [0036] In some embodiments, the BMS (104) comprises one or more battery control
modules (not shown) configured to monitor and manage operational parameters of
one or more battery packs (not shown) integrated within the vehicle. The BMS (104)
is configured to detect a first set of parameters associated with a battery integrated
within the vehicle. The first set of parameters detected by the BMS (104) comprises
25 at least a battery state of charge (SOC), a maximum allowable regenerative charging
current, and a battery health parameter. The BMS (104) may further be configured
to detect battery voltage, battery current, and battery temperature. Based on the
detected parameters, the BMS (104) determines allowable charging and discharging
limits, including the maximum allowable regenerative charging current, and
30 communicates such limits to other vehicle controllers to ensure safe and efficient
energy recuperation.
11
[0037] In some embodiments, the MCU (106) comprises a motor inverter (not
shown) and associated control circuitry (not shown) configured to control operation
of at least one traction motor (110) of the vehicle. The MCU (106) is configured to
determine an available regenerative braking capability of the traction motor (110)
5 based on parameters including motor speed, inverter capacity, thermal limits, and
motor configuration. The MCU (106) is further configured to determine a maximum
available regenerative torque of a traction motor (110) integrated within the vehicle,
based at least on a second set of parameters. The MCU (106) determines the
maximum available regenerative torque based on at least one of motor speed,
10 inverter capacity, motor thermal limits, and motor configuration. Additionally, the
MCU (106) is configured to receive regenerative torque commands from a vehicle
control unit (VCU) (112) and to apply corresponding motor-based retardation
torque for vehicle deceleration and energy recovery.
[0038] In some embodiments, the coordinated braking assembly (100) is integrated
15 within the vehicle. The coordinated braking assembly (100) is configured to
coordinate operation of the EBS (102), the BMS (104), the MCU (106), and the
VCU (112) to manage braking demand and regenerative energy recuperation. The
coordinated braking assembly (100) is configured to process driver braking input,
vehicle speed data, and vehicle dynamics data in real time, and to dynamically
20 determine a regenerative braking contribution and a foundation braking contribution
required to achieve a target vehicle deceleration.
[0039] In some embodiments, the coordinated braking assembly (100) is configured
to prioritize application of motor-based regenerative braking based on an initial
regenerative torque command and a modified regenerative torque command, subject
25 to battery operating constraints received from the BMS (104) and maximum
available regenerative torque determined by the MCU (106). The coordinated
braking assembly (100) is further configured to adaptively adjust the regenerative
braking torque in response to real-time feedback from the EBS (102), including
wheel speed data and vehicle dynamics data, prior to or concurrently with
30 application of foundation braking.
12
[0040] In some embodiments, the coordinated braking assembly (100) is configured
to reduce or delay application of foundation braking when regenerative braking
capability is sufficient to satisfy braking demand, thereby improving overall energy
recuperation efficiency and reducing mechanical brake wear. The coordinated
5 braking assembly (100) may further operate in a closed-loop manner during a
braking event to continuously update braking commands based on changing vehicle
operating conditions.
[0041] The coordinated braking assembly (100) comprises a memory (not shown)
and the VCU (112). The VCU (112) is communicatively coupled to the EBS (102),
10 the BMS (104), the MCU (106), and the memory. The memory is configured to
store one or more computer-readable instructions, calibration data, control maps,
and threshold values associated with braking and regenerative control strategies.
Further, communication between the EBS (102), the BMS (104), the MCU (106),
and the VCU (112) is performed via a controller area network (CAN)
15 communication interface (114).
[0042] The VCU (112), upon executing the one or more computer-readable
instructions, is configured to receive data associated with the detected brake pedal
position, the speed data from the EBS (102), the first set of parameters from the
BMS (104), and data associated with the maximum available regenerative torque
20 from the MCU (106). Based on the received inputs, the VCU (112) is configured to
interpret a driver braking demand and evaluate available regenerative braking
capability in real time.
[0043] Further, the VCU (112) is configured to calculate an initial regenerative
torque command based at least on the detected brake pedal position, the first set of
25 parameters from the BMS (104), and the maximum available regenerative torque,
such that the initial regenerative torque command remains within battery charging
limits and motor operating constraints. Further, the VCU (112) is configured to
communicate the initial regenerative torque command to the MCU (106) for
application of motor-based regenerative braking and to the EBS (102) for
30 coordination of foundation braking.
13
[0044] In some embodiments, the EBS (102) is configured to determine, based at
least on the speed data and the vehicle dynamics data, a suggestive additional
regenerative torque value indicative of additional regenerative braking capability in
real time. In some embodiments, the EBS (102) is configured to continuously
5 monitor wheel speed data and vehicle dynamics data during a braking event and to
determine, based at least on such data, a suggestive additional regenerative torque
value indicative of unused or additional regenerative braking capability in real time.
The suggestive additional regenerative torque value may reflect braking capacity
available due to vehicle stability margins, wheel slip conditions, or dynamic load
10 transfer. The EBS (102) determines the suggestive additional regenerative torque
value further based on at least one of wheel slip information, steering angle, vehicle
load, and vehicle center of gravity.
[0045] Further, the VCU (112) is configured to receive the suggestive additional
regenerative torque value from the EBS (102). Further, the VCU (112) is configured
15 to modify the regenerative torque command based at least on the suggestive
additional regenerative torque value received from the EBS (102), subject to the
first set of parameters and the maximum available regenerative torque, and
communicate a modified regenerative torque command to the MCU (106) prior to
application of foundation braking by the EBS (102), thereby increasing energy
20 recuperation efficiency and reducing mechanical brake wear. The VCU (112) is
configured to partially or fully incorporate the suggestive additional regenerative
torque value received from the EBS (102) based on at least one of the first set of
parameters and the maximum available regenerative torque.
[0046] The VCU (112) limits the modified regenerative torque command based on
25 the maximum allowable regenerative charging current. In some embodiments, the
modified regenerative torque command enables increased utilization of regenerative
braking before activation or escalation of foundation braking, thereby increasing
overall energy recuperation efficiency, reducing reliance on mechanical braking
components, and reducing mechanical brake wear over repeated braking cycles. The
30 EBS (102) is further configured to distribute foundation braking force
independently to each wheel using actuator valves (118) when the modified
14
regenerative torque command is insufficient to achieve a required vehicle
deceleration. The EBS (102) suppresses or delays application of foundation braking
when the modified regenerative torque command is sufficient to meet a braking
demand corresponding to the detected brake pedal position. The VCU (112)
5 continuously updates the regenerative torque command in a closed-loop manner
during a braking event based on real-time updates of the speed data, the vehicle
dynamics data, the first set of parameters, and the maximum available regenerative
torque.
[0047] FIG. 2 illustrates a flowchart showing operations (200) of the coordinated
10 braking assembly (100), according to an embodiment of the present disclosure.
[0048] At operation 202, the coordinated braking assembly (100) starts to perform
one or more operations.
[0049] At operation 204, the VCU (112) initiates continuous monitoring of battery
parameters and other vehicle operating parameters. The monitored parameters
15 include, but are not limited to, battery state of charge, allowable regenerative
charging limits received from the BMS (104), vehicle speed, and system readiness
status. In some embodiments, the VCU (112) performs such monitoring during
normal driving, coasting, and braking conditions.
[0050] At operation 206, in parallel with monitoring by the VCU (112), the EBS
20 (102) performs brake system monitoring. The EBS (102) is configured to monitor
driver braking input and braking-related vehicle conditions, including brake pedal
position, individual wheel speeds, and vehicle dynamics data. The EBS (102)
continuously evaluates braking demand and vehicle stability parameters.
[0051] At operation 208, the VCU (112) determines whether a braking instance is
25 detected based on the monitored brake pedal position and related signals. If no
braking instance is detected, the VCU (112) continues monitoring battery and
vehicle parameters. Upon detection of a braking instance, the process transitions to
a regenerative braking control sequence.
[0052] At operation 210, the VCU (112) performs a regenerative torque calculation.
30 The VCU (112) calculates an initial regenerative torque command based at least on
the detected brake pedal position, battery-related parameters received from the BMS
15
(104), and a maximum available regenerative torque determined by the MCU (106).
The calculated initial regenerative torque command represents a baseline motorbased braking contribution.
[0053] At operation 212, the calculated regenerative torque command is processed
5 as a VCU-calculated regenerative torque. In some embodiments, the torque value is
constrained by battery charging limits and motor capability limits to ensure safe and
efficient energy recuperation.
[0054] At operation 214, the EBS (102) performs an EBS torque calculation for
regeneration enhancement. Based on real-time wheel speed data and vehicle
10 dynamics data, the EBS (102) determines whether additional regenerative braking
torque may be safely utilized beyond the initial regenerative torque command
without adversely affecting vehicle stability or braking performance.
[0055] At operation 216, the EBS (102) generates a braking torque suggestion for
maximizing recuperation. The braking torque suggestion corresponds to a
15 suggestive additional regenerative torque value indicative of unused regenerative
braking capability available at that moment.
[0056] At operation 218, the coordinated braking assembly (100) determines
whether an override command is detected from the EBS (102). The override
command indicates that additional regenerative torque can be applied. If no override
20 command is detected, the process proceeds using the VCU (112)-calculated
regenerative torque. If an override command is detected, the process advances to an
optimization step.
[0057] At operation 220, the VCU (112) and the EBS (102) jointly determine an
optimized regenerative torque. The optimized regenerative torque is generated by
25 modifying the initial regenerative torque command based on the suggestive
additional regenerative torque value received from the EBS (102), subject to battery
constraints from the BMS (104) and maximum available regenerative torque from
the MCU (106).
[0058] At operation 222, the VCU (112) communicates the optimized regenerative
30 torque command to the traction motor (110) through the motor control unit. The
traction motor (110) is thereby operated in a regenerative mode to apply motor-
16
based retardation torque and convert kinetic energy of the vehicle into electrical
energy.
[0059] At operation 224, the recovered electrical energy generated by the traction
motor (110) is supplied to a high-voltage battery for storage. The coordinated
5 regenerative braking strategy ensures that regenerative braking is prioritized and
maximized prior to application of foundation braking by the EBS (102), thereby
improving energy recuperation efficiency and reducing reliance on mechanical
braking components
[0060] FIG. 3 illustrates a flowchart showing a method (300) for operating the
10 coordinated braking assembly (100) for the vehicle, according to an embodiment of
the present disclosure.
[0061] In some embodiments, the EBS (102) comprises the one or more brake
control modules configured to monitor driver braking input and vehicle braking
conditions. The EBS (102) may be configured to receive signals from a plurality of
15 sensors. Based on the received signals, the EBS (102) is configured to detect a brake
pedal position of the vehicle, receive speed data associated with each wheel, and
receive vehicle dynamics data of the vehicle. The EBS (102) is further configured
to determine braking demand, assess vehicle stability, and control application of
foundation braking through actuator valves (118) or modulators, including wheel20 wise brake force distribution.
[0062] In some embodiments, the BMS (104) comprises the one or more battery
control modules configured to monitor and manage operational parameters of one
or more battery packs integrated within the vehicle. The BMS (104) may further be
configured to detect battery voltage, battery current, and battery temperature. Based
25 on the detected parameters, the BMS (104) determines allowable charging and
discharging limits, including the maximum allowable regenerative charging current,
and communicates such limits to other vehicle controllers to ensure safe and
efficient energy recuperation. In some embodiments, the MCU (106) comprises the
motor inverter and associated control circuitry configured to control operation of at
30 least one traction motor (110) of the vehicle. The MCU (106) is further configured
17
to determine a maximum available regenerative torque of a traction motor (110)
integrated within the vehicle, based at least on a second set of parameters.
[0063] At operation 302, the VCU (112) receives data associated with the detected
brake pedal position, the speed data, the first set of parameters from the BMS (104),
5 and data associated with the maximum available regenerative torque. Further, the
VCU (112) communicatively coupled to the EBS (102), the BMS (104), the MCU
(106), and the memory stored with the one or more computer-readable instructions.
The first set of parameters detected by the BMS (104) comprises at least a battery
state of charge (SOC), a maximum allowable regenerative charging current, and a
10 battery health parameter.
[0064] At operation 304, the VCU (112) calculates the initial regenerative torque
command based at least on the detected brake pedal position, the first set of
parameters from the BMS (104), and the maximum available regenerative torque;
and
15 [0065] At operation 306, the VCU (112) communicates the initial regenerative
torque command to the MCU (106) for application of motor-based regenerative
braking and to the EBS (102) for coordination of foundation braking. Further, the
EBS (102) is configured to determine, based at least on the speed data and the
vehicle dynamics data, the suggestive additional regenerative torque value
20 indicative of additional regenerative braking capability in real time. Further, the
VCU (112) is configured to modify the regenerative torque command based at least
on the suggestive additional regenerative torque value received from the EBS (102),
subject to the first set of parameters and the maximum available regenerative torque,
and communicate a modified regenerative torque command to the MCU (106) prior
25 to application of foundation braking by the EBS (102), thereby increasing energy
recuperation efficiency and reducing mechanical brake wear
[0066] Various embodiments of the present disclosure provide significant
advantages arising from the coordinated braking assembly (100) for the vehicle
implemented through cooperative interaction between the vehicle control unit
30 (VCU) (112), the electronic braking system (EBS) (102), the motor control unit
(MCU) (106), and the battery management system (BMS) (104). By dynamically
18
maximizing motor-based regenerative braking prior to application of foundation
braking, the coordinated braking assembly (100) enables enhanced energy
recuperation during deceleration events, thereby improving overall energy
efficiency of an electric vehicle. The increased recovery of kinetic energy and its
5 storage in the high-voltage battery results in extended battery utilization and
increased vehicle driving range for a given charging cycle. Further, the optimized
use of regenerative braking reduces reliance on mechanical service brakes, thereby
significantly increasing brake system service life and reducing the frequency of
brake maintenance, service downtime, and premature replacement costs. The
10 reduced use of friction-based braking components also contributes to lower
operational costs by improving effective mileage per charge and decreasing overall
energy consumption. Additionally, enhanced regenerative energy recovery reduces
net energy demand from external charging infrastructure, thereby contributing to
reduced environmental impact and improved sustainability of electric vehicle
15 operation. Collectively, the coordinated braking architecture improves vehicle
efficiency, lowers total cost of ownership, and enhances long-term system reliability
and serviceability.
[0067] It has thus been seen the coordinated braking assembly (100) for the vehicle,
as described. The coordinated braking assembly (100) in any case could undergo
20 numerous modifications and variants, all of which are covered by the same
innovative concept; moreover, all of the details can be replaced by technically
equivalent elements. In practice, the components used, as well as the numbers,
shapes, and sizes of the components can be whatever according to the technical
requirements. The scope of protection of the invention is therefore defined by the
25 attached claims.

CLAIMS

1. A coordinated braking assembly (100) for a vehicle, the vehicle comprising:
an electronic braking system (EBS) (102) configured to detect a brake
5 pedal position of the vehicle and to receive speed data associated with each
wheel and vehicle dynamics data of the vehicle;
a battery management system (BMS) (104) configured to detect a first
set of parameters associated with a battery integrated within the vehicle;
a motor control unit (MCU) (106) configured to determine a
10 maximum available regenerative torque of a traction motor (110) integrated
within the vehicle, based at least on a second set of parameters;
the coordinated braking assembly (100) comprising:
a memory configured to store one or more computer-readable
instructions;
15 a vehicle control unit (VCU) (112) communicatively coupled to the
EBS (102), the BMS (104), the MCU (106), and the memory, wherein the
VCU (112), upon executing the one or more computer-readable instructions,
is configured to:
receive data associated with the detected brake pedal position,
20 the speed data, the first set of parameters from the BMS (104), and
data associated with the maximum available regenerative torque;
calculate an initial regenerative torque command based at least
on the detected brake pedal position, the first set of parameters from
the BMS (104), and the maximum available regenerative torque;
25 communicate the initial regenerative torque command to the
MCU (106) for application of motor-based regenerative braking and
to the EBS (102) for coordination of foundation braking,
wherein the EBS (102) is configured to determine, based at
least on the speed data and the vehicle dynamics data, a suggestive
30 additional regenerative torque value indicative of additional
regenerative braking capability in real time,
20
wherein the VCU (112) is configured to modify the
regenerative torque command based at least on the suggestive
additional regenerative torque value received from the EBS (102),
subject to the first set of parameters and the maximum available
5 regenerative torque, and communicate a modified regenerative torque
command to the MCU (106) prior to application of foundation braking
by the EBS (102), thereby increasing energy recuperation efficiency
and reducing mechanical brake wear.
.
10 2. The coordinated braking assembly (100) as claimed in claim 1, wherein the
first set of parameters detected by the BMS (104) comprises at least a battery
state of charge (SOC), a maximum allowable regenerative charging current,
and a battery health parameter, and wherein the VCU (112) limits the
modified regenerative torque command based on the maximum allowable
15 regenerative charging current.
3. The coordinated braking assembly (100) as claimed in claim 1, wherein the
EBS (102) determines the suggestive additional regenerative torque value
further based on at least one of wheel slip information, steering angle, vehicle
load, and vehicle center of gravity.
20 4. The coordinated braking assembly (100) as claimed in claim 1, wherein the
MCU (106) determines the maximum available regenerative torque based on
at least one of motor speed, inverter capacity, motor thermal limits, and motor
configuration.
5. The coordinated braking assembly (100) as claimed in claim 1, wherein the
25 VCU (112) is configured to partially or fully incorporate the suggestive
additional regenerative torque value received from the EBS (102) based on at
least one of the first set of parameters and the maximum available
regenerative torque.
6. The coordinated braking assembly (100) as claimed in claim 1, wherein
30 communication between the EBS (102), the BMS (104), the MCU (106), and
the VCU (112) is performed via a controller area network (CAN)
communication interface (114).
7. The coordinated braking assembly (100) as claimed in claim 1, wherein the
EBS (102) is further configured to distribute foundation braking force
5 independently to each wheel using actuator valves (118) when the modified
regenerative torque command is insufficient to achieve a required vehicle
deceleration.
8. The coordinated braking assembly (100) as claimed in claim 1, wherein the
EBS (102) suppresses or delays application of foundation braking when the
10 modified regenerative torque command is sufficient to meet a braking
demand corresponding to the detected brake pedal position.
9. The coordinated braking assembly (100) as claimed in claim 1, wherein the
VCU (112) continuously updates the regenerative torque command in a
closed-loop manner during a braking event based on real-time updates of the
15 speed data, the vehicle dynamics data, the first set of parameters, and the
maximum available regenerative torque.
10. A method (300) for operating a coordinated braking assembly (100) for a
vehicle, the vehicle comprising:
an electronic braking system (EBS) (102) configured to detect a brake
20 pedal position of the vehicle and to receive speed data associated with each
wheel and vehicle dynamics data of the vehicle;
a battery management system (BMS) (104) configured to detect a first
set of parameters associated with a battery integrated within the vehicle;
a motor control unit (MCU) (106) configured to determine a
25 maximum available regenerative torque of a traction motor (110) integrated
within the vehicle, based at least on a second set of parameters;
the method comprising:
receiving, via a vehicle control unit (VCU) (112), data associated with
the detected brake pedal position, the speed data, the first set of parameters
30 from the BMS (104), and data associated with the maximum available
regenerative torque,
wherein the VCU (112) communicatively coupled to the EBS (102),
the BMS (104), the MCU (106), and the memory stored with one or more
computer-readable instructions;
calculating, via the VCU (112), an initial regenerative torque
5 command based at least on the detected brake pedal position, the first set of
parameters from the BMS (104), and the maximum available regenerative
torque; and
communicating, via the VCU (112), the initial regenerative torque
command to the MCU (106) for application of motor-based regenerative
10 braking and to the EBS (102) for coordination of foundation braking,
wherein the EBS (102) is configured to determine, based at
least on the speed data and the vehicle dynamics data, a suggestive
additional regenerative torque value indicative of additional
regenerative braking capability in real time,
15 wherein the VCU (112) is configured to modify the
regenerative torque command based at least on the suggestive
additional regenerative torque value received from the EBS (102),
subject to the first set of parameters and the maximum available
regenerative torque, and communicate a modified regenerative torque
20 command to the MCU (106) prior to application of foundation braking
by the EBS (102), thereby increasing energy recuperation efficiency
and reducing mechanical brake wear.