Description:

The present disclosure relates to electric vehicles. More particularly, the present disclosure relates to a regenerative braking system and a method of operation of the regenerative braking system for the electric vehicle.

BACKGROUND

Regenerative braking is a unique technique that is used in electric vehicles (EVs) or hybrid electric vehicles (HEVs) to capture a kinetic energy that would have been wasted when the vehicle decelerates or comes to a standstill while braking. In traditional vehicles, the kinetic energy generated during braking is dissipated as heat, and the vehicle has to expend additional energy to accelerate again. However, the regenerative braking enables the vehicle to recover and convert some of the kinetic energy into electrical energy which can eventually be stored in a battery of the vehicle and used to power a motor during acceleration. As a result, the regenerative braking technique aids in increased efficiency and range of the vehicle.

Currently, the regenerative braking in the EV and/or HEV is typically operated by twisting a throttle by a small angle which then engages a braking mechanism. However, the amount of regenerative braking force generated by the braking mechanism is typically less and does not contribute to a significant range increase for the rider.

Another method currently in use is to engage a small amount of regenerative braking during coasting when the rider has released the throttle. A problem with this is that the rider will have a tendency to give the throttle again during coasting in such situations as the vehicle slows down more than required.

Since the regenerative braking is not operated by the brake lever and the amount of the regenerative braking force is typically minimal, the riders are unlikely to use it frequently, especially if they need to slow down quickly. Moreover, when the rider increases the regenerative braking force by twisting the throttle by a larger angle, it becomes more challenging for the rider to use the braking mechanism. This is because it would demand a considerable amount of exertion from the rider to turn the throttle to the necessary angle.

Accordingly, there is an immense need for a regenerative braking system for an electric vehicle that can overcome one or more problems associated with conventional EVs and/or HEVs.

SUMMARY

This summary is provided to introduce a selection of concepts, in a simplified format, that are further described in the detailed description of the invention. This summary is neither intended to identify key or essential inventive concepts of the invention and nor is it intended for determining the scope of the invention.

The present disclosure discloses a regenerative braking system for a vehicle. The regenerative braking system includes at least one sensor, an electric motor, a braking module, and a controller. The at least one sensor is configured to measure at least one operational parameter associated with at least one brake actuator of the vehicle. The at least one brake actuator is adapted to be actuated to apply at least one of a regenerative braking torque and a mechanical braking torque. The electric motor is adapted to apply the regenerative braking torque based on the actuation of the at least one brake actuator. The braking module is configured to apply the mechanical braking torque based on the actuation of the at least one brake actuator. The controller is in communication with the at least one sensor, the braking module, and the electric motor. The controller is configured to receive the at least one operational parameter from the at least one sensor. The controller is also configured to determine, based on the received operational parameter, a motor torque associated with the electric motor and a demanded torque. The demanded torque is indicative of a braking torque demanded by actuation of the at least one brake actuator. The controller is further configured to compare the demanded torque with the motor torque. The controller is also configured to generate, based on the comparison, an output. The output is indicative of applying at least one of an amount of the regenerative braking torque via the electric motor and an amount of the mechanical braking torque via the braking module.

In an embodiment, a method of operating a regenerative braking system for a vehicle is disclosed. The method includes receiving at least one operational parameter from at least one sensor by a controller of the regenerative braking system. The method also includes determining a motor torque associated with an electric motor and a demanded torque based on the received operational parameter by a controller. The demanded torque is indicative of a braking torque demanded by an actuation of at least one brake actuator of the vehicle. The method further includes comparing the demanded torque with the motor torque, by the controller. The method also includes generating, by the controller, based on the comparison, an output. The output is indicative of applying at least one of an amount of a regenerative braking torque via the electric motor and an amount of a mechanical braking torque via a braking module of the regenerative braking system.

To further clarify the advantages and features of the present invention, a more particular description of the invention will be rendered by reference to specific embodiments thereof, which is illustrated in the appended drawings. It is appreciated that these drawings depict only typical embodiments of the invention and are therefore not to be considered limiting of its scope. The invention will be described and explained with additional specificity and detail with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other features, aspects, and advantages of the present invention will become better understood when the following detailed description is read with reference to the accompanying drawings in which like characters represent like parts throughout the drawings, wherein:

Figure 1 illustrates a schematic view of a regenerative braking system for a vehicle, according to an embodiment of the present disclosure;

Figure 2 illustrates a block diagram of the regenerative braking system, according to an embodiment of the present disclosure; and

Figure 3 illustrates a flow chart depicting a method for operating the regenerative braking system in the vehicle, according to an embodiment of the present disclosure.

Further, skilled artisans will appreciate that elements in the drawings are illustrated for simplicity and may not have necessarily been drawn to scale. Furthermore, in terms of the construction of the device, a plurality of components of the device may have been represented in the drawings by conventional symbols, and the drawings may show only those specific details that are pertinent to understanding the embodiments of the present invention so as not to obscure the drawings with details that will be readily apparent to those of ordinary skill in the art having benefit of the description herein.

DETAILED DESCRIPTION OF FIGURES

For the purpose of promoting an understanding of the principles of the invention, reference will now be made to the embodiment illustrated in the drawings and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the invention is thereby intended, such alterations and further modifications in the illustrated system, and such further applications of the principles of the invention as illustrated therein being contemplated as would normally occur to one skilled in the art to which the invention relates. Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skilled in the art to which invention belongs. The system and examples provided herein are illustrative only and not intended to be limiting.

For example, the term “some” as used herein may be understood as “none” or “one” or “more than one” or “all.” Therefore, the terms “none,” “one,” “more than one,” “more than one, but not all” or “all” would fall under the definition of “some.” It should be appreciated by a person skilled in the art that the terminology and structure employed herein is for describing, teaching, and illuminating some embodiments and their specific features and elements and therefore, should not be construed to limit, restrict or reduce the spirit and scope of the present disclosure in any way.

For example, any terms used herein such as, “includes,” “comprises,” “has,” “consists,” and similar grammatical variants do not specify an exact limitation or restriction, and certainly do not exclude the possible addition of a plurality of features or elements, unless otherwise stated. Further, such terms must not be taken to exclude the possible removal of the plurality of the listed features and elements, unless otherwise stated, for example, by using the limiting language including, but not limited to, “must comprise” or “needs to include.”

Whether or not a certain feature or element was limited to being used only once, it may still be referred to as “plurality of features” or “plurality of elements” or “at least one feature” or “at least one element.” Furthermore, the use of the terms “plurality of” or “at least one” feature or element do not preclude there being none of that feature or element, unless otherwise specified by limiting language including, but not limited to, “there needs to be plurality of...” or “plurality of elements is required.”

Unless otherwise defined, all terms and especially any technical and/or scientific terms, used herein may be taken to have the same meaning as commonly understood by a person ordinarily skilled in the art.

Reference is made herein to some “embodiments.” It should be understood that an embodiment is an example of a possible implementation of any features and/or elements of the present disclosure. Some embodiments have been described for the purpose of explaining plurality of the potential ways in which the specific features and/or elements of the proposed disclosure fulfil the requirements of uniqueness, utility, and non-obviousness.

Use of the phrases and/or terms including, but not limited to, “a first embodiment,” “a further embodiment,” “an alternate embodiment,” “one embodiment,” “an embodiment,” “multiple embodiments,” “some embodiments,” “other embodiments,” “further embodiment”, “furthermore embodiment”, “additional embodiment” or other variants thereof do not necessarily refer to the same embodiments. Unless otherwise specified, plurality of particular features and/or elements described in connection with plurality of embodiments may be found in one embodiment, or may be found in more than one embodiment, or may be found in all embodiments, or may be found in no embodiments. Although plurality of features and/or elements may be described herein in the context of only a single embodiment, or in the context of more than one embodiment, or in the context of all embodiments, the features and/or elements may instead be provided separately or in any appropriate combination or not at all. Conversely, any features and/or elements described in the context of separate embodiments may alternatively be realized as existing together in the context of a single embodiment.

Any particular and all details set forth herein are used in the context of some embodiments and therefore should not necessarily be taken as limiting factors to the proposed disclosure.

Embodiments of the present invention will be described below in detail with reference to the accompanying drawings.

For the sake of clarity, the first digit of a reference numeral of each component of the present disclosure is indicative of the Figure number, in which the corresponding component is shown. For example, reference numerals starting with digit “1” are shown at least in Figure 1. Similarly, reference numerals starting with digit “2” are shown at least in Figure 2.

Figure 1 illustrates a schematic view of a regenerative braking system 100 for a vehicle while Figure 2 illustrates a block diagram of the regenerative braking system 100.

The regenerative braking system 100 may be installed in the vehicle (EV) or a hybrid electric vehicle (HEV) (not shown). The regenerative braking system 100 may include, but is not limited to, the controller 102 in communication with an electric motor 108, at least one sensor 106, and a braking module 110. The regenerative braking system 100 may be in communication with at least one brake actuator 104 of the vehicle. In an embodiment, the regenerative braking system 100 may be engaged automatically in the vehicle when at least one brake actuator 104 is actuated.

The at least one brake actuator 104 may include one of a brake lever and a brake pedal, without departing from the scope of the present disclosure. The at least one brake actuator 104 may be actuated by a rider to apply either a regenerative braking torque or a mechanical braking torque to the vehicle. The at least one brake actuator 104 is in communication with the at least one sensor 106.

The at least one sensor 106 may be configured to measure at least one operational parameter associated with the at least one brake actuator 104 of a vehicle. The at least one operational parameter associated with the at least one brake actuator 104 may be indicative of the change in the position of the at least one brake actuator 104 or the pressure applied on the at least one brake actuator 104.

The at least one sensor 106 may include a pressure sensor, a resistance-based rotary sensor, a magnetic-based rotary sensor, a linear sensor, a force sensor, or a position sensor. Also, the at least one sensor 106 may be mounted on a hinge of the at least one brake actuator 104.

When a force is applied by the rider to actuate the at least one brake actuator 104 in the vehicle may be measured by, but is not limited to, the position sensors and/or the force sensors. The position sensors measure a change in a position of the at least one brake actuator 104. For example, a potentiometer or hall effect sensor mounted at the hinge of the at least one brake actuator 104 may measure a distance travelled by the at least one brake actuator 104. On the other hand, the force sensors measure the force applied to the at least one brake actuator 104 directly. For example, in a hydraulic braking system, a pressure sensor is placed in a master cylinder of a braking system to measure the force applied. In the case of a cable braking system, a strain gauge is bonded directly to a brake cable to measure the force.

Further, a rotary sensor may also be used in the regenerative braking system 100. The rotary sensor measures any change in an angle of the at least one brake actuator 104 when the at least one brake actuator 104 is pressed towards a handlebar by the rider. The rotary sensors may be a resistance-based or a magnetic-based. A resistance-based rotary sensor uses a variable resistor, or potentiometer, to measure the angle of rotation. As the at least one brake actuator 104 is pulled, the resistance of the potentiometer changes, allowing the rotary sensor to determine the angle of the lever.

A magnetic-based rotary sensor uses a magnet and a Hall-effect sensor to measure the angle of rotation. A magnet is attached to the at least one brake actuator 104. When the magnet rotates with the at least one brake actuator 104, the magnet creates a magnetic field that is detected by the Hall-effect sensor which eventually determines the angle of rotation of the at least one brake actuator 104.

In either case, the rotary sensor may be mounted on the hinge of the at least one brake actuator 104. The hinge is a point where the at least one brake actuator 104 pivots as the at least one brake actuator 104 is pulled towards the handlebar. By attaching the rotary sensor at the hinge, the rotary sensor may accurately measure the angle of the at least one brake actuator 104.

The electric motor 108 may be adapted to operate in one of a motoring condition and a regenerative braking condition. In the motoring condition, the electric motor 108 may supply a positive torque to the vehicle. In the regenerative braking condition, the electric motor 108 may supply a negative torque which indicates that a power, released during the regenerative braking condition, may be supplied to a battery of the vehicle. The electric motor 108 may be adapted to apply the regenerative braking torque on the wheels of the vehicle when the at least one brake actuator 104 is actuated.

The braking module 110 may include various components such as brakes, a hydraulic pump, brake lines, brake calipers, brake cables, and brake pads. The braking module 110 may be an Anti-lock Braking System (ABS) module, without departing from the scope of the present disclosure. The braking module 110 is configured to apply the mechanical braking torque. In an exemplary embodiment, the mechanical braking torque may be applied by compressing the brake pads against a brake rotor creating friction and slowing down the vehicle. In such an embodiment, the mechanical braking force may be proportional to a pressure applied to the brake pads which may be controlled by the braking module 110.

The controller may include, but is not limited to, a processor 202, memory 204, module(s) 206, and data 216. The module(s) 206 and the memory 204 may be coupled to the processor 202. The processor 202 may be a single processing unit or a number of units, all of which could include multiple computing units. The processor 202 may be implemented as one or more microprocessors, microcomputers, microcontrollers, digital signal processors, central processing units, state machines, logic circuitries, and/or any devices that manipulate signals based on operational instructions. Among other capabilities, the processor 202 is configured to fetch and execute computer-readable instructions and data stored in the memory. Further, the controller may include but is not limited to, a vehicle-controlling unit (VCU) or a motor-controlling unit (MCU).

The memory 204 may include any non-transitory computer-readable medium known in the art including, for example, volatile memory, such as static random-access memory (SRAM) and dynamic random-access memory (DRAM), and/or non-volatile memory, such as read-only memory (ROM), erasable programmable ROM, flash memories, hard disks, optical disks, and magnetic tapes.

The module(s) 206, amongst other things, includes routines, programs, objects, components, data structures, etc., which perform particular tasks or implement data types. The module(s) 206 may also be implemented as, signal processor(s), state machine(s), logic circuitries, and/or any other device or component that manipulates signals based on operational instructions.

Further, the module(s) 206 may be implemented in hardware, instructions executed by at least one processing unit, for e.g., the processor, or by a combination thereof. The processing unit may comprise a computer, a processor, a state machine, a logic array, and/or any other suitable devices capable of processing instructions. The processing unit may be a general-purpose processor which executes instructions to cause the general-purpose processor to perform operations or, the processing unit may be dedicated to performing the required functions. In some example, embodiments, the module(s) 206 may be machine-readable instructions (software, such as web application, mobile application, program, etc.) which, when executed by a processor/processing unit, perform any of the described functionalities.

In an implementation, the module(s) 206 may include a receiving module 208, a determining module 210, a comparing module 212, and a generating module 214. The receiving module 208, the determining module 210, the comparing module 212, and the generating module 214, are in communication with each other. The data 216 serves, amongst other things, as a repository for storing data processed, received, and generated by one or more of the modules.

In an embodiment of the present disclosure, the module(s) 206 may be implemented as part of the processor 202. In another embodiment of the present disclosure, the module(s) 206 may be external to the processor 202. In yet another embodiment of the present disclosure, the module(s) 206 may be part of the memory 204. In another embodiment of the present disclosure, the module(s) 206 may be part of a hardware, separate from the processor 202.

Referring to Figures 1 and 2, the controller may be configured to receive the at least one operational parameter from the at least one sensor 106. The at least one operational parameter may be indicative of the change in position of the at least one brake actuator 104 and/or the pressure applied on the at least one brake actuator 104. More specifically, the receiving module 208 receives the at least one operational parameter from the at least one sensor 106.

In an embodiment, the receiving module 208 receives the at least one operational parameter in real time. Subsequently, the receiving module 208 sends the received operational parameter to the determining module 210 to determine a motor torque τm associated with the electric motor 108 and a demanded torque τd. The demanded torque τd may be indicative of a braking torque demanded by the actuation of the at least one brake actuator 104. The determining module 210 determines the motor torque τm based on a speed of the vehicle and a current Revolutions Per Minute (RPM) of the electric motor 108 when the at least one brake actuator 104 is actuated by the rider.

The comparing module 212 compares the demanded torque τd with the motor torque τm to determine an output. Based on the comparison, the generating module 214 produces the output which is indicative of applying an amount of the regenerative braking torque and/or an amount of the mechanical braking torque. In other words, the controller 102 generates a balance between the regenerative braking torque and the mechanical braking torque based on the demanded torque τd and the motor torque τm.

In one embodiment, when the demanded torque τd is less than the motor torque τm, the controller 102 is configured to actuate the electric motor 108 and apply the regenerative braking torque. The regenerative braking torque in the present embodiment is equivalent to the motor torque τm determined by the controller 102 based on the speed of the vehicle and the current Revolutions Per Minute (RPM) of the electric motor 108. The current RPM is indicative of the RPM of the electric motor 108 at a specific speed of the vehicle. In the present embodiment, the speed of the vehicle may be in a range from 0 kmph to 50 kmph which means that the speed of the electric motor 108 is also less. In the present embodiment, the motor may have a higher torque output. When the at least one brake actuator 104 is pressed, the pressure sensor in the brake line may sense the change in the pressure. The change in pressure may be mapped with the demanded torque τd. Since the demanded torque τd is less than the motor torque τm, the electric motor 108 may apply the regenerative braking torque to satisfy the demanded torque τd, and the controller 102 may not engage the braking module 110.

In one example, if the demanded torque τd is equal to 30 Nm and the motor torque τm at the speed of the vehicle when the at least one brake actuator 104 is actuated by the ride is equal to 40 Nm then the controller 102 may generate an output to apply the regenerative braking torque of 30 Nm to satisfy the demanded torque τd of 30 Nm.

The present embodiment may be most likely to occur when the vehicle is in heavy traffic, and the driver needs to brake frequently. A maximum amount of regenerative braking efficiency is achieved in the present embodiment. However, if a battery state of charge (SoC) is less, the efficiency will decrease. In an alternate embodiment, on a lower RPM of the vehicle and the electric motor 108, a back electromotive force (emf) of the electric motor 108 may be stepped up using a boost converter (not shown) to maintain the desired level of regenerative braking. In an example, the lower RPM of the vehicle is in a range from 500-3500 RPM.

In another embodiment, when a sudden brake is applied, the RPM of the motor and the speed of the vehicle may decrease. The motor torque τm may also decrease because of a decrease in the speed of the vehicle. In such an embodiment, the demanded torque τd may be more than the motor torque τm. Further, a rated RPM ωr of the electric motor 108 is more than a current RPM ω of the vehicle. The rated RPM ωr of the electric motor 108 is indicative of a speed of the motor (stated in RPM) at which the electric motor 108 produces a maximum power when a specified voltage is given at a specified load. In such an embodiment, the at least one sensor 106 in the brake line may sense the pressure difference caused by the sudden brake application by the rider. The controller 102 is configured to engage the braking module 110 to apply an additional torque based on the at least one operational parameter received by the at least one sensor 106.

An amount of the demanded torque τd and an amount of the motor torque τm may be compared by the comparing module 212 of the controller 102, and based on the comparison, the output is generated through the generating module 214. The output is indicative of the amount of regenerative braking torque applied via the electric motor 108 and the mechanical braking torque applied via the braking module 110.

In the present embodiment, a remaining demanded torque (τd-τm) that cannot be fulfilled by the electric motor 108 may be applied by the braking module 110 that controls mechanical brakes. The remaining demanded torque (τd-τm) is a difference between the demanded torque τd and the motor torque τm. The mechanical brakes may be embodied as one of a friction brake, a drum brake, a disc brake, and an anti-lock brakes. The controller 102, in the present embodiment, ensures that the vehicle may stop immediately when the at least one brake actuator 104 is actuated by the rider, even in sudden braking situations.

In one example, when the demanded torque τd is equal to 60 Nm and the motor torque τm at the speed of the vehicle when the at least one brake actuator 104 is actuated by the ride is equal to 40 Nm. Further, when the rated RPM ωr equivalent to 3000 RPM of the electric motor 108 which is more than the current RPM ω of the vehicle which is equivalent to 1000 RPM. The controller 102 may generate an output to apply the regenerative braking torque of 40 Nm. Also, the controller 102 may apply the mechanical braking torque of 20 Nm through the braking module 110 to satisfy the remaining demanded torque (τd-τm) of 20 Nm (60Nm - 40Nm = 20Nm).

In yet another embodiment, when the vehicle is traveling at a high speed i.e. the speed of the vehicle is more than 60kmph, the rotational speed of the motor may also be high. In one example, the speed of the electric motor 108 may be in a range from 3000 to 5500 RPM. Then, the torque applied by the motor τm may be less as the speed increases. The demanded torque τd may be more in the present embodiment because the vehicle needs to come to a complete stop as requested by the rider. In the present embodiment, a rated RPM ωr of the electric motor 108 is less than a current RPM ω of the vehicle. When the at least one brake actuator 104 is applied at the higher speed of the vehicle, the at least one sensor 106 in the brake line may sense a change in the at least one operational parameter, and the controller 102 engages the braking module 110 to apply the additional torque to the wheels of the vehicle based on the at least one operational parameter received from the at least one sensor 106.

When the amount of the demanded torque τd is greater than the amount of the motor torque τm, the output in the present embodiment is generated through the generating module 214 and the output is indicative of the amount of the regenerative braking torque applied by the electric motor 108 and the amount of the mechanical braking torque applied by the braking module 110. In the present embodiment, the remaining demanded force (τd- τm) that cannot be fulfilled by the electric motor 108 may be applied by the braking module 110 that controls the mechanical brakes.

In one example, when the demanded torque τd is equal to 60 Nm and the motor torque τm at the speed of the vehicle when the at least one brake actuator 104 is actuated by the ride is equal to 40 Nm. Further, when the rated RPM ωr equivalent to 3000 RPM of the electric motor 108 which is less than the current RPM ω equivalent to 4500 RPM of the vehicle. The controller 102, then may generate an output to apply the regenerative braking torque of 25 Nm. Also, the controller 102 may apply the mechanical braking torque of 35 Nm through the braking module 110 to satisfy the remaining demanded torque (τd- τm) of 20 Nm (60Nm -25 Nm =35 Nm).

In yet another embodiment, when the vehicle is traveling at a high speed i.e., the speed of the vehicle is more than 60kmph, the rotational speed of the electric motor 108 may also be high. In one example, the speed of the electric motor is in a range from 5500 to 7500 RPM. The torque applied by the motor τm may be less as the speed is high, but the demanded torque τd may be less in the present embodiment as the rider may only be looking to gently slow down the vehicle to a lower speed. In the present embodiment, the rated RPM ωr of the electric motor 108 is less than the current RPM ω of the vehicle. When the at least one brake actuator 104 is applied at the higher speed of the vehicle, the at least one sensor 106 in the brake line may sense a change in the at least one operational parameter, and the controller 102 engages the braking module 110 to apply the additional torque to the wheels of the vehicle based on the at least one operational parameter received from the at least one sensor 106. Since the demanded torque τd is less than the motor torque τm, the electric motor 108 may apply the regenerative braking torque to satisfy the demanded torque τd, and the controller 102 may not engage the braking module 110.

In one example, if the demanded torque τd is equal to 10 Nm and the motor torque τm at the speed of the vehicle when the at least one brake actuator 104 is actuated by the ride is equal to 15 Nm then the controller 102 may generate an output to apply the regenerative braking torque of 10 Nm to satisfy the demanded torque τd of 10 Nm.

In an alternate embodiment, the controller 102 may be configured to generate the output indicative of applying the amount of the regenerative braking torque via the electric motor 108 and the amount of the mechanical braking torque via the braking module 110 in a fixed ratio.

In an example, when the demanded torque τd is equal to 60 Nm and the motor torque τm at the speed of the vehicle when the at least one brake actuator 104 is actuated by the ride is equal to 40 Nm. Further, the controller 102 is configured to satisfy 50% of the demanded torque τd through the motor torque τm and 50% of the remaining demanded torque (τd- τm) by applying the mechanical braking torque generated through the braking module 110. Then, the controller 102 may generate an output to apply the regenerative braking torque of 30 Nm and the mechanical braking torque of 30 Nm.

The present disclosure further relates to a method 300 for operating the regenerative braking system 100 in the vehicle as shown in Figure 3. The order in which the method steps are described below is not intended to be construed as a limitation, and any number of the described method steps can be combined in any appropriate order to execute the method or an alternative method. Additionally, individual steps may be deleted from the method without departing from the spirit and scope of the subject matter described herein.

The method 300 may be performed by the various components of the regenerative braking system 100 as shown in Figure 1. The method 300 begins at step 302 with the receiving of the at least one operational parameter from the at least one sensor 106. The at least one operational parameter may be indicative of the change in the position of the at least one brake actuator 104 or/and the pressure applied on the at least one brake actuator 104 by the rider.

At step 304, the method 300 includes determining the motor torque τm associated with the electric motor 108 and the demanded torque τd by the controller 102 based on the received at least one operational parameter. The demanded torque τd is indicative of the braking torque demanded by actuation of the at least one brake actuator 104 of the vehicle. The controller 102 may be configured to determine the motor torque τm based on the speed of the vehicle and the current Revolutions Per Minute (RPM) of the electric motor 108 when the at least one brake actuator 104 is actuated.

At Step 306, the method 300 further includes comparing the demanded torque τd with the motor torque τm by the controller 102. At Step 308, the method 300 includes the generation of the output. Based on the comparison at step 306, the method 300 includes the generation of the output at step 308. The output is indicative of applying either the amount of the regenerative braking torque through the electric motor 108 or the amount of the mechanical braking torque through the braking module 110 or both.

Further, the method 300 includes actuating the electric motor 108 to apply the regenerative braking torque when the generated output indicates that the demanded torque τd is less than the motor torque τm. Also, the method 300 includes actuating the electric motor 108 to apply the regenerative braking torque and the braking module 110 to apply the mechanical braking torque when the generated output indicates that the demanded torque τd is greater than the motor torque τm. The amount of mechanical braking torque being applied by the braking module 110 is equivalent to the difference between the demanded torque τd and the motor torque τm, when the demanded torque τd is greater than the motor torque τm.

In an embodiment, the controller may apply the regenerative braking torque or a mechanical braking torque in the fixed ratio to satisfy the requirement of the demanded torque τd.

In another embodiment, the method 300 includes activating the boost converter (not shown) by the controller 102 based on the state of charge (SoC) of the battery pack (not shown) of the vehicle to compensate for a back emf generated during an operation of the electric motor 108. When the battery state of charge (SoC) is less, the efficiency of the electric motor 108 to generate the regenerative braking may decrease. Hence, on the lower RPM of the vehicle and the electric motor 108, the back electromotive force (emf) of the electric motor 108 may be stepped up using the boost converter (not shown) to maintain the desired level of the regenerative braking. In an example, the lower RPM of the vehicle is in a range from 500 RPM -3500 RPM.

In conclusion, the regenerative braking system 100 and the method 300 of the present disclosure offer the provision to the vehicle to engage the regenerative braking system 100 automatically without causing exertion or fatigue to the rider. The regenerative braking system 100 and the method 300 bring more convenience for the rider while riding the vehicle as the rider may not have to twist a throttle to initiate a regenerative braking mode.

Advantageously, the regenerative braking system 100 and the method 300 allows for energy to be captured and reused even when the speed of the vehicle and the motor is less thereby reducing the overall energy consumption of the vehicle. Through efficient usage of the electric motor 108 for braking, the mechanical brakes may be used less frequently, reducing wear and tear and potentially extending their lifespan.

Further, as the amount of braking force applied may be precisely controlled by the controller 102, the braking provided by the regenerative braking system 100 and the method 300 is smoother and more consistent. This also improves the vehicle safety by allowing for more controlled and predictable braking, particularly in slippery or low-traction conditions.

Also, the usage of the regenerative braking system 100 may potentially save on fuel costs and maintenance costs over time, making the vehicle more cost-effective to operate. By reducing energy consumption, the regenerative braking system 100 may help to reduce carbon emissions and promote sustainability.

While specific language has been used to describe the present subject matter, any limitations arising on account thereto, are not intended. As would be apparent to a person in the art, various working modifications may be made to the method in order to implement the inventive concept as taught herein. The drawings and the foregoing description give examples of embodiments. Those skilled in the art will appreciate that one or more of the described elements may well be combined into a single functional element. Alternatively, certain elements may be split into multiple functional elements. Elements from one embodiment may be added to another embodiment.
, Claims:1. A regenerative braking system (100) for a vehicle, the regenerative braking system (100) comprising:
at least one sensor (106) configured to measure at least one operational parameter associated with at least one brake actuator (104) of the vehicle, wherein the at least one brake actuator (104) is adapted to be actuated to apply at least one of a regenerative braking torque and a mechanical braking torque;
an electric motor (108) adapted to apply the regenerative braking torque based on the actuation of the at least one brake actuator (104),
a braking module (110) configured to apply the mechanical braking torque based on the actuation of the at least one brake actuator (104); and
a controller (102) in communication with the at least one sensor (106), the braking module (110), and the electric motor (108), wherein the controller (102) is configured to:
receive the at least one operational parameter from the at least one sensor (106);
determine, based on the received operational parameter, a motor torque (τm) associated with the electric motor (108) and a demanded torque (τd), wherein the demanded torque (τd) is indicative of a braking torque demanded by actuation of the at least one brake actuator (104);
compare the demanded torque (τd) with the motor torque (τm); and
generate, based on the comparison, an output indicative of applying at least one of an amount of the regenerative braking torque via the electric motor (108) and an amount of the mechanical braking torque via the braking module (110).

2. The regenerative braking system (100) as claimed in claim 1, wherein the controller (102) is configured to:
determine the motor torque (τm) based on a speed of the vehicle and a current Revolutions Per Minute (RPM) of the electric motor (108) when the at least one brake actuator (104) is actuated.

3. The regenerative braking system (100) as claimed in claim 1, wherein the controller (102) is configured to:
actuate the electric motor (108) to apply the regenerative braking torque when the generated output indicates that the demanded torque (τd) is less than the motor torque (τm); and
actuate the electric motor (108) to apply the regenerative braking torque and the braking module (110) to apply the mechanical braking torque when the generated output indicates that the demanded torque (τd) is greater than the motor torque (τm).

4. The regenerative braking system (100) as claimed in claim 3, wherein the braking module (110) is configured to apply the amount of the mechanical braking torque equivalent to a difference between the demanded torque (τd) and the motor torque (τm) when the demanded torque (τd) is greater than the motor torque (τm).

5. The regenerative braking system (100) as claimed in claim 4, wherein the braking module (110) is an Anti-lock Braking System (ABS) module.

6. The regenerative braking system (100) as claimed in claim 1, wherein the at least one brake actuator (104) includes one of a brake lever and a brake pedal.

7. The regenerative braking system (100) as claimed in claim 1, wherein the at least one sensor (106) includes a pressure sensor, a resistance-based rotary sensor, a magnetic-based rotary sensor, a linear sensor, and a position sensor.

8. The regenerative braking system (100) as claimed in claim 1, wherein the at least one sensor (106) is mounted on a hinge pin of the at least one brake actuator (104).

9. The regenerative braking system (100) as claimed in claim 1, wherein the at least one operational parameter is indicative of one of a change in position of the at least one brake actuator (104) and a pressure applied on the at least one brake actuator (104).

10. The regenerative braking system (100) as claimed in claim 1, wherein the controller (102) is configured to:
activate a boost converter based on a state of charge (SoC) of a battery pack of the vehicle, the boost converter is adapted to step up a voltage of the electric motor (108) that compensates for a back emf generated during an operation of the electric motor (108).

11. A method (300) of operating a regenerative braking system (100) for a vehicle, the method comprising:
receiving, by a controller (102) of the regenerative braking system (100), at least one operational parameter from at least one sensor (106);
determining, by the controller (102), based on the received operational parameter, a motor torque (τm) associated with an electric motor (108) and a demanded torque (τd) based on the received operational parameter, wherein the demanded torque (τd) is indicative of a braking torque demanded by actuation of at least one brake actuator (104) of the vehicle;
comparing, by the controller (102), the demanded torque (τd) with the motor torque (τm); and
generating, by the controller (102), based on the comparison, an output indicative of applying at least one of an amount of a regenerative braking torque (τ) via the electric motor (108) and an amount of a mechanical braking torque via a braking module (110) of the regenerative braking system (100).

12. The method (300) as claimed in claim 11, wherein the controller (102) is configured to determine the motor torque (τm) based on a speed of the vehicle and a current Revolutions Per Minute (RPM) of the electric motor (108) when the at least one brake actuator (104) is actuated.

13. The method (300) as claimed in claim 11, wherein generating the output further comprising the steps:
actuating the electric motor (108) to apply the regenerative braking torque when the generated output indicates that the demanded torque (τd) is less than the motor torque (τm); and
actuating the electric motor (108) to apply the regenerative braking torque and the braking module (110) to apply the mechanical braking torque when the generated output indicates that the demanded torque (τd) is greater than the motor torque (τm).

14. The method (300) as claimed in claim 13, wherein the amount of the mechanical braking torque being applied by the braking module (110) is equivalent to a difference between the demanded torque (τd) and the motor torque (τm) when the demanded torque (τd) is greater than the motor torque (τm).

15. The method (300) as claimed in claim 11, wherein the at least one brake actuator (104) includes one of a brake lever and a brake pedal.

16. The method (300) as claimed in claim 11, wherein the at least one sensor (106) includes a pressure sensor, a resistance-based rotary sensor, a magnetic-based rotary sensor, a linear sensor, and a position sensor.

17. The method (300) as claimed in claim 11, wherein the at least one operational parameter is indicative of one of a change in position of the at least one brake actuator (104) and a pressure applied on the at least one brake actuator (104).

18. The method (300) as claimed in claim 11, wherein a boost converter is activated by the controller (102) based on a state of charge (SoC) of a battery pack of the vehicle to compensate for a back emf generated during an operation of the electric motor (108).