Description:5 TECHNICAL FIELD
Present disclosure, in general, relates to the field of automobiles. Particularly, but not
exclusively, the present disclosure relates to a brake unit for controlling motion of a vehicle.
Further, embodiments of the present disclosure relate to a method and a system for controlling
the motion of the vehicle.
10
BACKGROUND OF THE DISCLOSURE
Most vehicles in operation are powered by internal combustion (IC) engines. The internal
combustion engine is connectable to wheels of the vehicle and is responsible for displacement
of the vehicle. Rotational energy from the internal combustion engine is stored in a flywheel
15 of the engine and is transferred to the wheels to move the vehicle. Speed of the vehicle is
regulated by controlling/absorbing the rotational energy of the wheels. Vehicles are equipped
with brakes which are actuated to decelerate and stop the vehicle based on requirement. When
brakes are applied, the rotational energy of the wheels is absorbed by the brakes and is
dissipated as heat thereby reducing speed of the vehicle.
20
There exist various brake units in vehicles such as a service brake unit, an auxiliary brake unit,
a parking brake unit and the like. A service brake unit aids in decelerating the vehicle during
most of the operation of the vehicle. An auxiliary brake unit often assists the service brake unit
to decelerate the vehicle at a faster rate and to reduce the wear of the service brake unit. A
25 parking brake unit is often employed when the vehicle is stationary and to avoid unnecessary
roll-backs or movements and is also employed in emergency to bring the vehicle to rest in case
of brake failures.
Failure of brake units in the vehicle may cause accidents and may be fatal to passengers,
30 civilians and the driver of the vehicle. Hence, some brake units such as air brake units are
connected individually with two brake circuits each connected to a pair of front wheels and a
pair of rear wheels of the vehicle to avoid accidents even when failure in one of the brake
circuits occurs. However, braking with a single brake circuit at high speeds may cause failure
of brakes. Further, use of emergency brakes at high speeds may cause the vehicle to roll-over
35 due to wheel lock and uncontrolled fish-tailing of the vehicle. Conventionally, supplementary
brake unit such as a retarder brake unit is often employed in vehicles to assist the service brake
units in decelerating the vehicles. However, such supplementary brake units may not bring the
vehicle to complete halt during failure of service brakes.
3
5
The present disclosure is directed to overcome one or more limitations stated above or any
other limitations associated with the conventional mechanisms.
SUMMARY OF THE DISCLOSURE
10
One or more shortcomings of the prior art are overcome by a method and a system as claimed
and additional advantages are provided through the method and the system as claimed in the
present disclosure. Additional features and advantages are realized through the techniques of
the present disclosure. Other embodiments and aspects of the disclosure are described in detail
15 herein and are considered a part of the claimed disclosure.
In one non-limiting embodiment of the present disclosure a method for controlling motion of
a vehicle is disclosed. The method includes the steps of receiving by a control unit at least one
first signal on a brake force received at a first brake unit from at least one pressure sensor
20 communicatively coupled to the control unit. The control unit compares the brake force of the
first brake unit with a threshold brake force. Then, the control unit receives at least one second
signal on an accelerator pedal position of the vehicle, from at least one position sensor. The
control unit, then determines decrease in brake force of the first brake unit based on the
comparison of the brake force with the threshold brake force. The control unit actuates an
25 actuation unit selectively based on the accelerator pedal position to energize a second brake
unit coupled to a shaft associated with at least two wheels of the vehicle. The second brake unit
generates a magnetic field upon energizing by the actuation unit to restrict rotation of the shaft.
In an embodiment, the second brake unit is an electromagnetic retarder brake unit.
30
In an embodiment, the first brake unit is connectable to wheels of the vehicle.
In an embodiment, the control unit actuates a supercapacitor or a battery connected to the
actuation unit and electrically connected to the second brake unit to energize and regulate the
35 brake force.
In an embodiment, the control unit actuates the actuation unit when the brake force is less than
the threshold brake force.
40 In an embodiment, the control unit receives at least one temperature signal corresponding to
temperature of the second brake unit from at least one temperature sensor and compares the
4
temperature of the second brake unit with at least one threshold temperature. 5 The control unit
actuates the actuation unit selectively based on the comparison of the temperature of the second
brake unit with the at least one threshold temperature to energize the second brake unit.
In an embodiment, the control unit determines a change in position of accelerator pedal and
10 compares the change in position of the accelerator pedal with a threshold position. The control
unit actuates the actuation unit selectively based on the comparison of the change in position
of the accelerator pedal with the threshold position to energize the second brake unit.
In an embodiment, the control unit receives brake force of at least two brake circuits of the first
15 brake unit and determines a difference in brake force of the at least two brake circuits of the
first brake unit. The control unit actuates the actuation unit selectively based on the difference
in brake force of the at least two brake circuits of the first brake unit to energize the second
brake unit.
20 In another non-limiting embodiment, a system for controlling motion of a vehicle is disclosed.
The system comprises at least one pressure sensor, at least one position sensor, an actuation
unit and a control unit. The at least one pressure sensor is configured to sense brake force of a
first brake unit and transmit at least one first signal. The at least one position sensor is
configured to sense position of an accelerator pedal of the vehicle and transmit at least one
25 second signal on an accelerator pedal position. The actuation unit is connected to a second
brake unit and coupled to a shaft associated with at least two wheels of the vehicle. The
actuation unit is configured to energize the second brake unit. The control unit is
communicatively coupled to the at least one pressure sensor, the at least one position sensor
and the actuation unit.
30
In an embodiment, the control unit is configured to receive the at least one first signal on the
brake force received at the first brake unit from the at least one pressure sensor. The control
unit then compares the brake force of the first brake unit with a threshold brake force. The
control unit receives the at least one second signal on the accelerator pedal position of the
35 vehicle, from the at least one position sensor. The control unit then determines decrease in
brake force of the first brake unit based on the comparison of the brake force with the threshold
brake force. Lastly, the control unit actuates the actuation unit selectively based on the
accelerator pedal position to energize the second brake unit coupled to the shaft, wherein the
5
second brake unit generates a magnetic field upon energizing by the actuation 5 unit to restrict
rotation of the shaft.
In an embodiment, the wherein the first brake unit is connectable to wheels of the vehicle.
10 In an embodiment, the control unit receives at least one temperature signal corresponding to
temperature of the second brake unit from at least one temperature sensor and compares the
temperature of the second brake unit with at least one threshold temperature. The control unit
actuates the actuation unit selectively based on the comparison of the temperature of the second
brake unit with the at least one threshold temperature to energize the second brake unit.
15
In an embodiment, the control unit determines a change in position of accelerator pedal and
compares the change in position of the accelerator pedal with a threshold position. The control
unit actuates the actuation unit selectively based on the comparison of the change in position
of the accelerator pedal with the threshold position to energize the second brake unit.
20
In an embodiment, the control unit receives brake force of at least two brake circuits of the first
brake unit and determines a difference in brake force of the at least two brake circuits of the
first brake unit. The control unit actuates the actuation unit selectively based on the difference
in brake force of the at least two brake circuits of the first brake unit to energize the second
25 brake unit.
The foregoing summary is illustrative only and is not intended to be in any way limiting. In
addition to the illustrative aspects, embodiments, and features described above, further aspects,
embodiments, and features will become apparent by reference to the drawings and the
30 following detailed description.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS
The novel features and characteristic of the disclosure are set forth in the appended claims. The
35 disclosure itself, however, as well as a preferred mode of use, further objectives and advantages
thereof, will best be understood by reference to the following detailed description of an
illustrative embodiment when read in conjunction with the accompanying figures. One or more
embodiments are now described, by way of example only, with reference to the accompanying
figures wherein like reference numerals represent like elements and in which:
40
6
Figure 1 is an exemplary block diagram of a system for controlling motion 5 of a vehicle in
accordance with an embodiment of the present disclosure.
Figure 2 is an isometric view of a vehicle with the proposed system, in accordance to an
exemplary embodiments of the present disclosure.
10
Figure 3 is a flow diagram depicting a method for controlling motion of a vehicle in accordance
with an embodiment of the present disclosure.
The figures depict embodiments of the disclosure for purposes of illustration only. One skilled
15 in the art will readily recognize from the following description that alternative embodiments of
the system and method illustrated herein may be employed without departing from the
principles of the disclosure described herein.
DETAILED DESCRIPTION
20
While the embodiments in the disclosure are subject to various modifications and alternative
forms, specific embodiment thereof has been shown by way of example in the figures and will
be described 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
25 modifications, equivalents, and alternative falling within the scope of the disclosure.
The terms “comprises”, “comprising”, or any other variations thereof used in the disclosure,
are intended to cover a non-exclusive inclusion, such that a system, method that comprises a
list of components does not include only those components but may include other components
30 not expressly listed or inherent to such system, or assembly, or device. In other words, one or
more elements in a system proceeded by “comprises… a” does not, without more constraints,
preclude the existence of other elements or additional elements in the system or method.
Embodiments of the present disclosure discloses a method for controlling motion of a vehicle.
35 The method includes the steps of receiving by a control unit at least one first signal on a brake
force received at a first brake unit from at least one pressure sensor communicatively coupled
to the control unit. The control unit compares the brake force of the first brake unit with a
threshold brake force. Then, the control unit receives at least one second signal on an
accelerator pedal position of the vehicle, from at least one position sensor. The control unit,
40 then determines decrease in brake force of the first brake unit based on the comparison of the
7
brake force with the threshold brake force. The control unit actuates 5 an actuation unit
selectively based on the accelerator pedal position to energize a second brake unit coupled to a
shaft associated with at least two wheels of the vehicle. The second brake unit generates a
magnetic field upon energizing by the actuation unit to restrict rotation of the shaft. Such a
method may automatically restrict rotation of the shaft to decelerate the vehicle during
10 emergencies.
The disclosure is described in the following paragraphs with reference to Figures 1 to 3. In the
figures, the same element or elements which have same functions are indicated by the same
reference signs. It is to be noted that, the vehicle is not illustrated in the figures for the purpose
15 of simplicity. One skilled in the art would appreciate that the system and the method as
disclosed in the present disclosure may be used in any vehicle including but not liming to heavy
and light commercial vehicles, load carrying vehicles, passenger vehicles, and the like. The
system and the method of the present disclosure may also be implemented in vehicles having
an auxiliary brake such as a retarder brake without deviating from the principles of the present
20 disclosure.
Referring to Figures 1 and 2, which disclose a system (100) for controlling motion of a vehicle
(200) is depicted. The system (100) may be implemented in the braking mechanism of the
vehicle (200). The system (100) may comprise at least one pressure sensor (1), at least one
25 position sensor (2), an actuation unit (3) and a control unit (4). The at least one pressure sensor
(1) disposed proximal to the first brake unit (5) may be fluidly connected to the first brake unit
(5). The at least one pressure sensor (1) may be configured to sense brake force of a first brake
unit (5) of the vehicle (200) and transmit at least one first signal. In an embodiment, the first
brake unit (5) is connectable to wheels (203) of the vehicle (200) and the first brake unit (5)
30 may include a pneumatic brake unit, or a hydraulic brake unit, where the first brake unit (5)
may include at least a first brake circuit and a second brake circuit. The first brake circuit may
be connectable to front wheels (203a) of the vehicle (200) and the second brake circuit may be
connectable to the rear wheels (203b) of the vehicle (200).
35 In an embodiment, the at least one pressure sensor (1) may be configured to sense a brake force
of the first brake unit (5) and transmit at least one first signal. The brake force sensed by the at
least one pressure sensor (1) may include pressure in the first brake circuit and pressure in the
second brake circuit. The at least one pressure sensor (1) may include at least two pressure
sensors such as a first pressure sensor (1a) and a second pressure sensor (1b). The first pressure
8
sensor (1a) may be positioned at the first brake circuit of the first brake unit 5 (5) to sense the
brake force in the first brake unit (5) and a second pressure sensor (1b) positioned at the second
brake circuit of the first brake unit (5) to sense brake force of the second brake circuit of the
first brake unit (5). The at least one position sensor (2) may be configured to sense position of
an accelerator pedal (205) of the vehicle (200) and transmit at least one second signal on an
10 accelerator pedal position. In an embodiment, the at least one position sensor (2) may be
integrated to the accelerator pedal (205) or may be removably attached to the accelerator pedal
(205) of the vehicle (200). The actuation unit (3) may be coupled to a second brake unit (6)
which may be connected to a shaft (202) associated with at least two wheels (203) of the vehicle
(200) as can be seen in Figure 2 and the actuation unit (3) may be configured to energize the
15 second brake unit (6).
In an embodiment, the second brake unit (6) may include a retarder brake unit (6) coupled to a
transmission of the vehicle (200). In the illustrative embodiment, the second brake unit (6) is
depicted as an electromagnetic retarder brake unit (6) connected to a chassis (201) of the
20 vehicle (200) as best seen in Figure 2. The second brake unit (6) may include a rotor,
electromagnetic coils and a stator, where the stator may be connected to a portion of the vehicle
body, the electromagnetic coils may be fixedly positioned within stator. The electromagnetic
coils may be configured to generate a magnetic field upon being actuated by the actuation unit
(3). The rotor may be rotatably positioned within the stator and coupled to a propeller shaft
25 (202) of the vehicle (200). The propeller shaft (202) may be restricted from rotation by
restricting rotation of the rotor by the magnetic field generated from the electromagnetic coils.
Referring again to Figure 1, the control unit (4) may be communicatively coupled to the at least
one pressure sensor (1), the at least one position sensor (2) and the actuation unit (3). The
30 control unit (4) may be configured to receive the at least one first signal on the brake force
received at the first brake unit (5) from the at least one pressure sensor (1). In an embodiment,
the control unit (4) may receive a signal corresponding to a brake force from the first brake
circuit and a signal corresponding to a brake force from the second brake circuit. The control
unit (4) may compare the brake force of the first brake circuit and brake force of the second
35 brake circuit with a threshold brake force. In an embodiment, the control unit (4) may also
compare the brake force of the first brake circuit and the brake force of the second brake circuit
with a first threshold brake force and a second threshold brake force respectively to determine
decrease in brake force in individual brake circuits. Further, the control unit (4) may determine
9
a decrease in brake force of the first brake unit (5) when the brake force of at 5 least one of the
first brake circuit and the second brake circuit may be less than the threshold brake force.
Further, the control unit (4) may determine a difference between the brake force in the first
brake circuit and the brake force in the second brake circuit by comparing the brake force at
the first brake circuit with the brake force at the second brake circuit.
10
In an embodiment, the actuation unit (3) may include a supercapacitor (3a), a battery (3b), an
alternator (3c) and a junction box (3d). The supercapacitor (3a) may be configured to supply
power to the second brake unit (6) in conjunction with power being supplied from the battery
(3b), to eliminate need for large batteries and thereby reducing weight of the actuation unit (3)
15 and the same shall not be considered a limitation. In an embodiment, the supercapacitor (3a)
may be replaced by another battery to supply power to the second brake unit (6). The junction
box (3d) may be communicatively coupled to the control unit (4) and may vary supply of power
to the second brake unit (6).
20 Referring again to Figure 1, the control unit (4) may receive the at least one second signal on
the accelerator pedal position of the vehicle (200), from the at least one position sensor (2). In
an embodiment, the accelerator pedal position may include an engaged position and a
disengaged position. In an embodiment, the control unit (4) may receive a plurality of signals
corresponding to the accelerator pedal position from the at least one position sensor (2) and
25 may be configured to determine a rate of change of the accelerator pedal position. The rate of
change of the accelerator pedal position may be change of the accelerator pedal (205) from the
engage position to the disengaged position. For example, the control unit (4) may determine
the rate of change of movement of the accelerator pedal position as fast, medium and slow
based on change of the accelerator pedal position. For example, when a driver of the vehicle
30 (200) removes a foot from the accelerator pedal (205) slowly, the control unit (4) may consider
the rate of change in accelerator pedal position as slow. When the driver of the vehicle (200)
removes the foot from the accelerator pedal (205) faster than that of rate of change in slow
considered by the control unit (4) but not suddenly, the control unit (4) may consider the rate
of change in accelerator pedal position as medium. Further, the control unit (4) may consider
35 the rate of change in accelerator pedal position as fast, when a driver of the vehicle (200)
removes a foot from the accelerator pedal (205) suddenly. The control unit (4) may actuate the
actuation unit (3) selectively based on the accelerator pedal position to energize the second
brake unit (6) coupled to the shaft (202). In an embodiment, the second brake unit (6) may be
10
electrically connected to the actuation unit (3). The second brake unit 5 (6) may generate a
magnetic field upon energizing by the actuation unit (3) to restrict rotation of the shaft (202).
In an embodiment, the control unit (4) may actuate the actuation unit (3) upon determining
decrease in brake force in at least one of the first brake circuit and the second brake circuit of
the first brake unit (5) and upon receiving the at least one second signal indicative of a
10 disengaged position of the accelerator pedal (205).
Further, the control unit (4) may actuate the actuation unit (3) upon determining the rate of
change of the accelerator pedal position as fast, based on the plurality of signals from the at
least one position sensor (2). The junction box (3d) of the actuation unit (3) may supply power
15 to the second brake unit (6) from the supercapacitor (3a) of the actuation unit (3), where the
second brake unit (6) generates a magnetic field upon energizing by the actuation unit (3) to
restrict the rotation of the shaft (202). Thus, the system (100) may prevent accidents of the
vehicle (200) due to decrease in brake force in the first brake unit (5) of the vehicle (200)
automatically.
20
In an embodiment, the control unit (4) may be communicatively coupled to at least one
temperature sensor (7) positioned proximal to the second brake unit (6). The at least one
temperature sensor (7) may be positioned proximal to the electromagnetic coils and may be
disposed on a portion of the stator. The at least one temperature sensor (7) may sense
25 temperature of the second brake unit (6). In an embodiment, the at least one temperature sensor
(7) may sense temperature of the electromagnetic coils of the second brake unit (6), where the
electromagnetic coils may be heated due to generation of the magnetic field. The at least one
temperature sensor (7) may generate a temperature signal corresponding to the temperature of
the electromagnetic coils of the second brake unit (6). The control unit (4) may receive the
30 temperature signal from the at least one temperature sensor (7) and may compare the
temperature of the second brake unit (6) with at least one threshold temperature. In an
embodiment, the control unit (4) may actuate the actuation unit (3) upon comparison of the
temperature of the second brake unit (6) with the at least one threshold temperature, when the
temperature may be less than the at least one threshold temperature.
35
In an embodiment, when the control unit (4) does not receive inputs on decrease in brake force
of the first brake unit (5) i.e., when the brake force of the first brake circuit and the brake force
of the second brake circuit are greater than or equal to the threshold brake force, the actuation
unit (3) may supply power to the second brake unit (6) from the battery (3b) of the actuation
11
unit (3), where the second brake unit (6) functions as an auxiliary brake in 5 the vehicle (200)
since the electromagnetic coils of the second brake unit (6) are energized gradually unlike when
the second brake unit (6) may be actuated by the supercapacitor (3a). In an embodiment, the
electromagnetic coils of the second brake unit (6) may be energized 30% to 50 % slower than
that of operation as the auxiliary brake in the vehicle (200)
10
In an embodiment, the control unit (4) may be configured to restrict acceleration of the vehicle
(200) upon determining decrease in brake force of at least one of the first brake circuit and the
second brake circuit of the first brake unit (5) and upon sensing the engaged position of the
accelerator pedal (205) of the vehicle (200) by actuating other auxiliary brakes such as an
15 engine (204) exhaust brake and the like. Thus, the system (100) may prevent acceleration of
the vehicle (200) when decrease in brake force of the first brake unit (5) may be determined.
In an embodiment, the control unit (4) may actuate the actuation unit (3) selectively based on
the accelerator pedal position to energize the second brake unit (6). In an embodiment, the
20 control unit (4) may actuate the actuation unit (3) upon determining decrease in brake force in
at least one of the first brake circuit and the second brake circuit of the first brake unit (5) and
upon receiving the at least one second signal indicative of a disengaged position of the
accelerator pedal (205). Further, the control unit (4) may actuate the actuation unit (3) upon
determining the rate of change of the accelerator pedal position as fast, based on the plurality
25 of signals from the at least one position sensor (2). The control unit (4) may compare the
temperature of the second brake unit (6) with the at least one threshold temperature. In an
embodiment, the control unit (4) may actuate the actuation unit (3) upon comparison of the
temperature of the second brake unit (6) with the at least one threshold temperature, when the
temperature may be less than the at least one threshold temperature. The control unit (4) may
30 selectively actuate the actuation unit (3) to energize the second brake unit (6) upon determining
at least two of decrease in brake force, difference in brake force of the first brake circuit and
the second brake circuit, the accelerator pedal position, the change in accelerator pedal position,
the rate of change in accelerator pedal position, temperature of the second brake unit (6). The
junction box (3d) of the actuation unit (3) may supply power to the second brake unit (6) from
35 the supercapacitor (3a) of the actuation unit (3), where the second brake unit (6) generates a
magnetic field upon energizing by the actuation unit (3) to restrict the rotation of the shaft
(202). Thus, the method (300) may prevent accidents of the vehicle (200) due to decrease in
12
brake force and/or failure of the first brake unit (5) of the vehicle (200) 5 automatically by
actuating the second brake unit (6) to bring the vehicle (200) to rest.
In an embodiment, the control unit (4) may be a centralised control unit of the vehicle (200) or
may be a dedicated control unit to the system associated with the centralised control unit of the
10 vehicle (200). The control unit (4) may also be associated with other control units including,
but not limited to, body control unit, engine control unit, transmission control unit, and the like.
The control unit (4) may be comprised of a processing unit. The processing unit may comprise
at least one data processor for executing program components for executing user- or systemgenerated
requests. The processing unit may be a specialized processing unit such as integrated
15 system (bus) controllers, memory management control units, floating point units, graphics
processing units, digital signal processing units, etc. The processing unit may include a
microprocessor, such as AMD Athlon, Duron or Opteron, ARM’s application, embedded or
secure processors, IBM PowerPC, Intel’s Core, Itanium, Xeon, Celeron or other line of
processors, etc. The processing unit may be implemented using a mainframe, distributed
20 processor, multi-core, parallel, grid, or other architectures. Some embodiments may utilize
embedded technologies like application-specific integrated circuits (ASICs), digital signal
processors (DSPs), Field Programmable Gate Arrays (FPGAs), etc.
The control unit (4) may be disposed in communication with one or more memory devices
25 (e.g., RAM, ROM etc.) via a storage interface. The storage interface may connect to memory
devices including, without limitation, memory drives, removable disc drives, etc., employing
connection protocols such as serial advanced technology attachment (SATA), integrated drive
electronics (IDE), IEEE-1394, universal serial bus (USB), fiber channel, small computing
system (100) interface (SCSI), etc. The memory drives may further include a drum, magnetic
30 disc drive, magneto-optical drive, optical drive, redundant array of independent discs (RAID),
solid-state memory devices, solid-state drives, etc.
Referring now to Figure 3, which is an exemplary embodiment of the present disclosure
illustrating a method (300) of controlling motion of a vehicle (200).
35
The method (300) may describe in the general context of processor executable instructions in
the control unit (4). Generally, the executable instructions may include routines, programs,
objects, components, data structures, procedures, modules, and functions, which perform
particular functions or implement particular abstract data types.
13
5
The order in which the method (300) is described is not intended to be construed as a limitation,
and any number of the described method (300) blocks may be combined in any order to
implement the method (300). Additionally, individual blocks may be deleted from the methods
without departing from the scope of the subject matter described herein. Furthermore, the
10 method (300) can be implemented in any suitable hardware, software, firmware, or
combination thereof.
At block 301, the control unit (4) receives at least one first signal on a brake force received at
a first brake unit (5) from at least one pressure sensor (1) communicatively coupled to the
15 control unit (4). In an embodiment, the first brake unit (5) is connectable to wheels (203) of the
vehicle (200) and the first brake unit (5) may include a pneumatic brake unit, and a hydraulic
brake unit, where the first brake unit (5) may include at least a first brake circuit and a second
brake circuit.
20 In an embodiment, the brake force sensed by the at least one pressure sensor (1) may include
pressure in the first brake circuit and pressure in the second brake circuit. The at least one
pressure sensor (1) may include a first pressure sensor (1a) positioned at the first brake circuit
of the first brake unit (5) and a second pressure sensor (1b) positioned at the second brake
circuit of the first brake unit (5) to sense brake force of the first brake circuit and the second
25 brake circuit.
In an embodiment, the control unit (4) may be communicatively coupled to at least one
temperature sensor (7) positioned proximal to the second brake unit (6). The at least one
temperature sensor (7) may be positioned proximal to the electromagnetic coils and may be
30 disposed on a portion of the stator. The at least one temperature sensor (7) may sense
temperature of the second brake unit (6). In an embodiment, the at least one temperature sensor
(7) may sense temperature of the electromagnetic coils of the second brake unit (6), where the
electromagnetic coils may be heated due to generation of the magnetic field. The at least one
temperature sensor (7) may generate a temperature signal corresponding to the temperature of
35 the electromagnetic coils of the second brake unit (6). The control unit (4) may receive the
temperature signal from the at least one temperature sensor (7).
At block 302, the control unit (4) compares the brake force of the first brake unit (5) with a
threshold brake force. The control unit (4) may compare the brake force of the first brake circuit
14
and brake force of the second brake circuit with the threshold brake force. 5 In an embodiment,
the control unit (4) may also compare the brake force of the first brake circuit and the brake
force of the second brake circuit with a first threshold brake force and a second threshold brake
force respectively. In an embodiment, the control unit (4) may compare the pressure in the first
brake circuit with the pressure in the second brake circuit to determine a difference in the
10 pressure between the first brake circuit and the second brake circuit.
At block 303, the control unit (4) receives at least one second signal on an accelerator pedal
position of the vehicle (200), from at least one position sensor (2). In an embodiment, the
accelerator pedal position may include an engaged position and a disengaged position. In an
15 embodiment, the control unit (4) may receive a plurality of signals at regular intervals
corresponding to the accelerator pedal position from the at least one position sensor (2) and
may be configured to determine a rate of change of the accelerator pedal position. The rate of
change of the accelerator pedal position may be change of the accelerator pedal from the engage
position to the disengaged position. For example, the control unit (4) may determine the rate
20 of change of the accelerator pedal position as fast, medium and slow based on change of the
accelerator pedal position.
At block 304, the control unit (4), may determine decrease in brake force of the first brake unit
(5) based on the comparison of the brake force with the threshold brake force. In an
25 embodiment, the control unit (4) may determine decrease in brake force of at least one of the
first brake circuit and the second brake circuit of the first brake unit (5). The control unit (4)
determines decrease in brake force of the first brake circuit when the brake force of the first
brake circuit may be less than the threshold brake force. The control unit (4) may determine
decrease in brake force of the second brake circuit when the brake force of the second brake
30 circuit may be less than the threshold brake force. Further, the control unit (4) may determine
a difference between the brake force in the first brake circuit and the brake force in the second
brake circuit by comparing the brake force at the first brake circuit with the brake force at the
second brake circuit.
35 Lastly at block 305, the control unit (4) actuates an actuation unit (3) selectively based on the
accelerator pedal position to energize a second brake unit (6) coupled to a shaft (202) associated
with at least two wheels (203) of the vehicle (200). In an embodiment, the second brake unit
(6) may be electrically connected to the actuation unit (3). The second brake unit (6) may
generate a magnetic field upon energizing by the actuation unit (3) to restrict rotation of the
15
shaft (202). In an embodiment, the control unit (4) may actuate the actuation 5 unit (3) upon
determining decrease in brake force in at least one of the first brake circuit and the second brake
circuit of the first brake unit (5) and upon receiving the at least one second signal indicative of
a disengaged position of the accelerator pedal (205). Further, the control unit (4) may actuate
the actuation unit (3) upon determining the rate of change of the accelerator pedal position as
10 fast, based on the plurality of signals from the at least one position sensor (2). The control unit
(4) may compare the temperature of the second brake unit (6) with the at least one threshold
temperature.
In an embodiment, the control unit (4) may actuate the actuation unit (3) upon comparison of
15 the temperature of the second brake unit (6) with the at least one threshold temperature, when
the temperature may be less than the at least one threshold temperature. In an embodiment, the
at least one threshold temperature may include a first threshold temperature and a second
threshold temperature. The control unit (4) may compare temperature of the second brake unit
(6) with the second threshold temperature and may restrict supply of power from the actuation
20 unit (3) to the second brake unit (6) to avoid overheating of the electromagnetic coils of the
second brake unit (6). The control unit (4) may restrict supply of power from the actuation unit
(3) when the temperature of the electromagnetic coils of the second brake unit (6) may be
greater than the second threshold temperature. In the illustrative embodiment, the second
threshold temperature may be greater than the first threshold temperature. The control unit (4)
25 may selectively actuate the actuation unit (3) to energize the second brake unit (6) upon
determining at least two of decrease in brake force, difference in brake force of the first brake
circuit and the second brake circuit, the accelerator pedal position, the change in accelerator
pedal position, the rate of change in accelerator pedal position, temperature of the second brake
unit (6). The junction box (3d) of the actuation unit (3) may supply power to the second brake
30 unit (6) from the supercapacitor (3a) of the actuation unit (3), where the second brake unit (6)
generates a magnetic field upon energizing by the actuation unit (3) to restrict the rotation of
the shaft (202). Thus, the method (300) may prevent accidents due to decrease in brake force
in the first brake unit (5) of the vehicle (200) automatically by actuating the second brake unit
(6) to bring the vehicle (200) to rest.
35
In an embodiment, the second brake unit (6) may be defined with a cooling module configured
to cool the second brake unit (6). In an embodiment, the cooling module may include an air
cooling module and a cooling fan and the like proximal to the second brake unit (6). In an
16
embodiment, the control unit (4) may control the cooling module to cool the 5 second brake unit
(6) upon comparison of the temperature of the second brake unit (6) with the threshold
temperature and when the temperature may be greater than the threshold temperature to operate
the second brake unit (6), when the control unit (4) may determine at least two of decrease in
brake force, difference in brake force of the first brake circuit and the second brake circuit, the
10 accelerator pedal position, the change in accelerator pedal position, the rate of change in
accelerator pedal position.
In an embodiment, the system (100) may actuate the second brake unit (6) by the supercapacitor
(3b) to decelerate and bring the vehicle (200) to rest quickly.
15
EQUIVALENTS
With respect to the use of substantially any plural and/or singular terms herein, those having
skill in the art can translate from the plural to the singular and/or from the singular to the plural
20 as is appropriate to the context and/or application. The various singular/plural permutations
may be expressly set forth herein for sake of clarity.
It will be understood by those within the art that, in general, terms used herein, and especially
in the appended claims (e.g., bodies of the appended claims) are generally intended as “open”
25 terms (e.g., the term “including” should be interpreted as “including but not limited to,” the
term “having” should be interpreted as “having at least,” the term “includes” should be
interpreted as “includes but is not limited to,” etc.). It will be further understood by those
within the art that if a specific number of an introduced claim recitation is intended, such an
intent will be explicitly recited in the claim, and in the absence of such recitation no such intent
30 is present. For example, as an aid to understanding, the following appended claims may
contain usage of the introductory phrases “at least one” and “one or more” to introduce claim
recitations. However, the use of such phrases should not be construed to imply that the
introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular
claim containing such introduced claim recitation to inventions containing only one such
35 recitation, even when the same claim includes the introductory phrases “one or more” or “at
least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be
interpreted to mean “at least one” or “one or more”); the same holds true for the use of definite
articles used to introduce claim recitations. In addition, even if a specific number of an
introduced claim recitation is explicitly recited, those skilled in the art will recognize that such
17
recitation should typically be interpreted to mean at least the recited number 5 (e.g., the bare
recitation of “two recitations,” without other modifiers, typically means at least two recitations,
or two or more recitations). Furthermore, in those instances where a convention analogous to
“at least one of A, B, and C, etc.” is used, in general such a construction is intended in the sense
one having skill in the art would understand the convention (e.g., “a system (100) having at
10 least one of A, B, and C” would include but not be limited to systems that have A alone, B
alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C
together, etc.). In those instances where a convention analogous to “at least one of A, B, or C,
etc.” is used, in general such a construction is intended in the sense one having skill in the art
would understand the convention (e.g., “a system (100) having at least one of A, B, or C” would
15 include but not be limited to systems that have A alone, B alone, C alone, A and B together, A
and C together, B and C together, and/or A, B, and C together, etc.). It will be further
understood by those within the art that virtually any disjunctive word and/or phrase presenting
two or more alternative terms, whether in the description, claims, or drawings, should be
understood to contemplate the possibilities of including one of the terms, either of the terms,
20 or both terms. For example, the phrase “A or B” will be understood to include the possibilities
of “A” or “B” or “A and B.”
In addition, where features or aspects of the disclosure are described in terms of Markush
groups, those skilled in the art will recognize that the disclosure is also thereby described in
25 terms of any individual member or subgroup of members of the Markush group.
While various aspects and embodiments have been disclosed herein, other aspects and
embodiments will be apparent to those skilled in the art. The various aspects and embodiments
disclosed herein are for purposes of illustration and are not intended to be limiting, with the
30 true scope and spirit being indicated by the following claims.
Referral Numeral:
Component Number
At least one pressure sensor 1
18
First pressure sensor 1a
Second pressure sensor 1b
At least one position sensor 2
Actuation unit 3
Supercapacitor 3a
Battery 3b
Alternator 3c
Junction box 3d
Control unit 4
First brake unit 5
Second brake unit 6
Temperature sensor 7
System 100
Vehicle 200
Chassis 201
Shaft 202
Wheels 203
19
Front wheels 203a
Rear wheels 203b
Engine 204
Method 300
Accelerator pedal 205 , Claims:We claim:
1. A method (300) for controlling motion of a vehicle (200), comprising:
receiving, by a control unit (4), at least one first signal on a brake force received
at a first brake unit (5) from at least one pressure sensor (1) communicatively coupled
to the control unit (4);
10 comparing, by the control unit (4), the brake force of the first brake unit (5) with
a threshold brake force;
receiving, by the control unit (4), at least one second signal on an accelerator
pedal position of the vehicle (200), from at least one position sensor (2);
determining, by the control unit (4), decrease in brake force of the first brake unit
15 (5) based on the comparison of the brake force with the threshold brake force; and
actuating, by the control unit (4), an actuation unit (3) selectively based on the
accelerator pedal position to energize a second brake unit (6) coupled to a shaft (202)
associated with at least two wheels (203) of the vehicle (200), wherein the second brake
unit (6) generates a magnetic field upon energizing by the actuation unit (3) to restrict
20 rotation of the shaft (202).
2. The method (300) as claimed in claim 1, wherein the second brake unit (6) is an
electromagnetic retarder brake unit.
25 3. The method (300) as claimed in claim 1, wherein the first brake unit (5) is connectable
to wheels (203) of the vehicle (200).
4. The method (300) as claimed in claim 1, comprising, actuating, by the control unit (4),
a supercapacitor (3a) or a battery (3b) is connected to the actuation unit (3) and
30 electrically connected to the second brake unit (6) to energize and regulate the brake
force.
5. The method (300) as claimed in claim 1, comprising, actuating, by the control unit (4),
the actuation unit (3) when the brake force is less than the threshold brake force.
35
6. The method (300) as claimed in claim 1, comprising:
receiving, by the control unit (4), at least one temperature signal corresponding
to temperature of the second brake unit (6) from at least one temperature sensor (7);
21
comparing, by the control unit (4), the temperature of the second 5 brake unit (6)
with at least one threshold temperature; and
actuating, by the control unit (4), the actuation unit (3) selectively based on the
comparison of the temperature of the second brake unit (6) with the at least one
threshold temperature to energize the second brake unit (6).
10
7. The method (300) as claimed in claim 1, comprising:
determining, by the control unit (4), a change in position of accelerator pedal
(205);
comparing, by the control unit (4), the change in position of the accelerator pedal
15 (205) with a threshold position; and
actuating, by the control unit (4), the actuation unit (3) selectively based on the
comparison of the change in position of the accelerator pedal (205) with the threshold
position to energize the second brake unit (6).
20 8. The method (300) as claimed in claim 1, comprising:
receiving, by the control unit (4), brake force of at least two brake circuits of the
first brake unit (5);
determining, by the control unit (4), difference in brake force of the at least two
brake circuits of the first brake unit (5); and
25 actuating, by the control unit (4), the actuation unit (3) selectively based on the
difference in brake force of the at least two brake circuits of the first brake unit (5) to
energize the second brake unit (6).
9. A system (100) for controlling motion of a vehicle (200), the system (100)
30 comprising:
at least one pressure sensor (1) configured to sense brake force of a first brake
unit (5) and transmit at least one first signal;
at least one position sensor (2) configured to sense position of an accelerator
pedal (205) of the vehicle (200) and transmit at least one second signal on an accelerator
35 pedal position;
an actuation unit (3) connected to a second brake unit (6) and coupled to a shaft
(202) associated with at least two wheels (203) of the vehicle (200), the actuation unit
(3) being configured to energize the second brake unit (6); and
22
a control unit (4) communicatively coupled to the at least one pressure 5 sensor (1),
the at least one position sensor (2), and the actuation unit (3), wherein the control unit
(4) is configured to:
receive the at least one first signal on the brake force received at the first
brake unit (5) from the at least one pressure sensor (1);
10 compare the brake force of the first brake unit (5) with a threshold brake
force;
receive the at least one second signal on the accelerator pedal position of
the vehicle (200), from the at least one position sensor (2);
determine decrease in brake force of the first brake unit (5) based on the
15 comparison of the brake force with the threshold brake force; and
actuate the actuation unit (3) selectively based on the accelerator pedal
position to energize the second brake unit (6) coupled to the shaft (202), wherein
the second brake unit (6) generates a magnetic field upon energizing by the
actuation unit (3) to restrict rotation of the shaft (202).
20
10. The system (100) as claimed in claim 9, wherein the first brake unit (5) is connectable
to wheels (203) of the vehicle (200).
11. The system (100) as claimed in claim 9, wherein the control unit (4) is configured to:
25 receive at least one temperature signal corresponding to temperature of the second
brake unit (6) from at least one temperature sensor (7);
compare the temperature of the second brake unit (6) with at least one threshold
temperature; and
actuate the actuation unit (3) selectively based on the comparison of the
30 temperature of the second brake unit (6) with the at least one threshold temperature to
energize the second brake unit (6).
12. The system (100) as claimed in claim 9, wherein the control unit (4) is configured to:
determining, by the control unit (4), a change in position of an accelerator pedal
35 (205);
comparing, by the control unit (4), the change in position of the accelerator pedal
(205) with a threshold position; and
23
actuating, by the control unit (4), the actuation unit (3) selectively 5 based on the
comparison of change in position of the accelerator pedal (205) with the threshold
position to energize the second brake unit (6).
13. The system (100) as claimed in claim 9, wherein the control unit (4) is configured to:
10 receiving, by the control unit (4), brake force of at least two brake circuits of the
first brake unit (5);
determining, by the control unit (4), difference in brake force of the at least two
brake circuits of the first brake unit (5); and
actuating, by the control unit (4), the actuation unit (3) selectively based on the
15 difference in brake force of the at least two brake circuits of the first brake unit (5) to
energize the second brake unit (6).