Description:FORM 2
THE PATENTS ACT, 1970
[39 of 1970]
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
(Section 10; Rule 13)

CONTROLLING REGENERATIVE BRAKING OF AN ELECTRIC VEHICLE OPERATED UNDER ACTIVATED REGENERATIVE BRAKING MODE

ULTRAVIOLETTE AUTOMOTIVE PRIVATE LIMITED
529-530, Intermediate Ring Road, Amarjyoti Layout, Domlur,
Bangalore – 560071, Karnataka, India
An Indian Company

The following specification particularly describes the invention and the manner in which it is to be performed.

 
TECHNICAL FIELD
The embodiments of the present disclosure relate generally to an electric vehicle having a regenerative braking system and particularly to a user-controlled regenerative braking system.
BACKGROUND
Electric vehicles are comprised of battery packs containing battery cells that supply the power to a drive motor. These battery packs must be recharged from time to time. One of the processes to charge the battery packs is by plugging an AC power outlet into a battery pack charging point for a period of time to restore the drained-out charge. Another way of charging the battery pack and restoring the drained-out charge is by utilizing a regenerative braking system. A regenerative braking system is an energy conversion mechanism that gradually decreases the speed of a moving vehicle and by using the vehicle’s momentum, the system converts the kinetic energy of the vehicle into electrical energy and stores the electric charge in the battery cells of the battery pack of the vehicle. In comparison to conventional braking systems in which the surplus kinetic energy was converted to undesired and wasted heat energy by applying friction brakes, in a regenerative braking system the surplus kinetic energy is converted to useful electric charge. Moreover, the regenerative braking system provides additional electric charges other than the electric charge obtained from the plugged-in charging technique. Further, it reduces the wear and tear of the braking system which the rider used to face while utilizing the frictional brakes.
Recently, a trend has been observed to provide the activation and deactivation control of the regenerative braking system to the rider of the vehicle. The vehicles such as but not limited to cars, motorcycles, and buses, are provided to select a state or mode of vehicle operation. The vehicles are equipped with a regenerative braking system actuator provided on the dashboard of the car or a switch on the handlebar of the motorcycle. Accordingly, when the rider desires to operate the vehicle with a regeneration braking system the rider switches on the actuator and harvests the electric charge from the regenerative braking system, on the other hand, if the rider desires to enjoy the comfortable ride without experiencing the feel of engine braking then the rider can switch off the actuator. However, the problem that exists with this trend was whether the vehicle is moving on a downward slope or the vehicle is in a heavy traffic situation, the user has no control over deciding the level of regeneration braking system. The level of the regeneration braking system was controlled by the system control unit depending on various parameters of the vehicle. As a result, if the rider prefers to enjoy coasting more and still desires to harvest electric charge on a small scale, the vehicle lacks to provide such opportunities to the rider.
Traditionally, the activation of the regenerative braking system was decided by the system control unit depending on the fulfillment of various parameters. The activation and deactivation of the regenerative braking system were not in the control of the rider. Recently, a trend has been observed to provide the activation and deactivation control of the regenerative braking system to the rider of the vehicle. The vehicles such as but not limited to cars, motorcycles, and buses, are provided to select a state or mode of vehicle operation. The vehicles are equipped with a regenerative braking system actuator provided on the dashboard of the car or a switch on the handlebar of the motorcycle. Accordingly, when the rider desires to operate the vehicle with a regeneration braking system the rider switches on the actuator or enters a “regenerative braking mode” and harvests the electric charge from the regenerative braking system, on the other hand, if the rider desires to enjoy the comfortable ride without experiencing the feel of engine braking, then the rider can switch off the actuator or disable the “regenerative braking mode”.
PROBLEM TO BE SOLVED BY INVENTION
However, the problem that exists with this trend was as soon as the vehicle underwent “regenerative braking mode”, the rider has no dynamic control over deciding whether the vehicle should regenerate the kinetic energy or the rider wants to enjoy the free coasting. Hence, it is a primary objective of the current invention to solve the technical problem of the lack of opportunity to provide a dynamic control for the activation or deactivation of regenerative braking when the vehicle is under “regenerative braking mode”.
It is yet another objective of the present invention to provide an opportunity to the rider under “regenerative braking mode” to dynamically disable/re-enable the regenerative braking mode multiple times while riding the vehicle.
BRIEF DESCRIPTION OF THE INVENTION
As per the current invention, the disclosure provides a method for controlling the regenerative braking of an electric vehicle operated under an activated regenerative braking mode wherein the method comprising of detecting a position of a regenerative braking operator by a first detecting unit, the regenerative braking operator configured to be operated by the user. Subsequently, receiving the detected position of the regenerative braking operator by an electronic controller from the first detecting unit. Similarly, detecting a position of a drive torque operator by a second detecting unit, the drive torque operator configured to be operated by the user, and mapping the position detected by the second detecting unit to a predetermined level of drive torque output requirement by the electronic controller. Mapping the position detected by the second detecting unit to a predetermined level of drive torque output requirement by a motor controller. Moreover, upon detecting a positive signal from the first detecting unit and an absence of positive drive torque output requirement from the second detecting unit by the electronic controller, disabling the activated regeneration braking mode by the electronic controller. Thereafter, transmitting an information on the detected positive signal to a motor controller by the electronic controller. Further, commanding a drive motor to disable the regenerative braking by the motor controller.
As per the first embodiment of the current invention, commanding the drive motor to disable the regenerative braking comprises of discontinuing the generation of an electric charge from regenerative braking by the drive motor.
As per the second embodiment of the current invention, upon detecting an absence of a positive signal from the first detecting unit by the electronic controller, enabling the disabled regeneration braking mode by the electronic controller
As per another feature of the current invention, the disclosure provides a system for controlling regenerative braking of an electric vehicle operated under an activated regenerative braking mode wherein the system comprises a first detecting unit configured to detect a position of a regenerative braking operator operated by the user. The first detecting unit is operably coupled to an electronic controller. The system also includes a second detecting unit configured to detect a position of a drive torque operator operated by the user. The second detecting unit is operably coupled to the electronic controller. The electronic controller is configured to receive the detected position of the regenerative braking operator from the first detecting unit. Moreover, the electronic controller is also configured to map the position detected by the second detecting unit to a predetermined level of drive torque output requirement. A motor controller controls a drive motor, the motor controller is coupled to the electronic controller. The motor controller is configured to map the position detected by the second detecting unit to a predetermined level of drive torque output requirement Further, upon detecting a positive signal from the first detecting unit and an absence of positive drive torque output requirement from the second detecting unit by the electronic controller, the electronic controller disables the activated regeneration braking mode. Furthermore, the electronic controller transmits information on the detected positive signal to the motor controller and the motor controller commands the drive motor to disable regenerative braking.
As per the third embodiment of the present invention, the regenerative braking operator is a lever and the lever is located on the left-hand side of a handlebar of the electric vehicle.
As per the fourth embodiment of the present invention, the first detecting unit and the second detecting unit are a position sensor assemblies.
As per the fifth embodiment of the present invention, the electronic controller is a vehicle control unit.
As per the sixth embodiment of the present invention, the system comprises a display unit for illustrating the option provided to the user for riding the electric vehicle under different modes.
LIST OF FIGURES
The disclosure will be described and explained with additional specificity and detail with the accompanying figures in which:
FIGURE 1 is a side view of an electric vehicle as per the current invention.
FIGURE 2 is a top view of the electric vehicle as per the current invention.
FIGURE 3 is a perspective view of the handlebar as per the current invention.
FIGURE 4 is a schematic illustration of the method as per the current invention.
FIGURE 5 is a schematic illustration of the system as per the current invention.
Further, those skilled in the art will appreciate that elements in the figures are illustrated for simplicity and may not have necessarily been drawn to scale. Furthermore, in terms of the construction of the device, one or more components of the device may have been represented in the figures by conventional symbols, and the figures may show only those specific details that are pertinent to understanding the embodiments of the present invention so as not to obscure the figures with details that will be readily apparent to those skilled in the art having the benefit of the description herein.
DETAILED DESCRIPTION OF THE INVENTION
For the purpose of promoting an understanding of the principles of the invention, reference will now be made to the embodiment illustrated in the figures and specific language will be used to describe them. 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 would normally occur to those skilled in the art are to be construed as being within the scope of the present invention.
It will be understood by those skilled in the art that the foregoing general description and the following detailed description are exemplary and explanatory of the invention and are not intended to be restrictive thereof.
The terms "comprises", "comprising", or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process or method that comprises a list of steps does not include only those steps but may include other steps not expressly listed or inherent to such a process or method. Similarly, one or more devices or sub-systems or elements or structures or components preceded by "comprises... a" does not, without more constraints, preclude the existence of other devices, sub-systems, elements, structures, components, members, additional devices, additional sub-systems, additional elements, additional structures or additional components. Appearances of the phrase "in an embodiment", "in another embodiment" and similar language throughout this specification may, but not necessarily do, all refer to the same embodiment.
Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this invention belongs. The system, methods, and examples provided herein are only illustrative and not intended to be limiting.
Embodiments of the present invention will be described below in detail with reference to the accompanying figures.
FIGURE 1 illustrates an electric vehicle (10) according to an embodiment of the present invention. The electric vehicle (10) comprises a pair of wheels (105) including a front wheel (105) and a rear wheel (105) wherein the front wheel (105) is aligned with the rear wheel (105) to move on a single track. The front wheel (105) is steerable by a handlebar (101). Moreover, the electric vehicle (10) comprises an electronic controller (102) to control and observe different parameters of the electric vehicle (10); a motor controller (103) to operate a drive motor (104), and an electrical storage unit (107) such as a battery, to provide electrical power supply to the different components of the electric vehicle (10).
FIGURE 2 illustrates a top view of the electric vehicle (10) according to an embodiment of the present invention. The figure illustrates the electronic controller (102) and the handlebar (101). The handlebar (101) comprises a display unit (106) in the middle of the handlebar (101). The handlebar (101) also comprises a regenerative braking operator (1011) positioned on the left-hand side of the handlebar (101) and a drive torque operator (1012) positioned on the right-hand side of the handlebar (101). It is obvious for a person skilled in the art that the positioning of the regenerative braking operator (1011) and the drive torque operator (1012) does not limit their functioning. Even if the positioning of the regenerative braking operator (1011) and drive torque operator (1012) are interchanged or if the positions are different then it will not limit the workings. The regenerative braking operator (1011) may be a digital switch. The figure also illustrates the wheel (105) of the electric vehicle (10).
FIGURE 3 illustrates a perspective view of the handlebar (101) of the electric vehicle (10). The figure illustrates the regenerative braking operator (1011) coupled to the left-hand side of the handlebar (101) and the drive torque operator (1012) coupled to the right-hand side of the handlebar (101). Moreover, the handlebar (101) comprises a first detecting unit (1011a) located in proximity to the regenerative braking operator (1011) for dynamically detecting a position of the regenerative braking operator (1011). Similarly, the handlebar (101) includes a second detecting position located in proximity to the drive torque operator (1012) for dynamically detecting a position of the drive torque operator (1012). Further, the handlebar (101) comprises a display unit (106) for displaying the activation/deactivation of the regenerative braking mode (1061).
FIGURE 4 is a schematic illustration of a method as per one of the embodiments of the present invention. The figure illustrates a method for controlling the regenerative braking of an electric vehicle (10) operated under an activated regenerative braking mode (1061). The activated regenerative braking mode (1061) is a mode that automatically starts regenerative braking of the electric vehicle (10) as soon as the drive torque operator (1012) arrives at the normal position or the output torque demand provided by the rider through the drive torque operator (1012) is zero. Once the rider activates the regenerative braking mode (1061), the electronic controller (102) verifies different parameters of the electric vehicle (10) such as but not limited to battery temperature and rotational speed of the wheel (105). After verifying the different parameters the electronic controller (102) activates regenerative braking mode (1061). As per the method illustrated in figure 4, a position of the regenerative braking operator (1011) is detected by a first detecting unit (1011a). The said regenerative braking operator (1011) is configured to be operated by the user. Subsequently, the electronic controller (102) receives the detected position of the regenerative braking operator (1011) detected by the first detecting unit (1011a). Accordingly, a position of the drive torque operator (1012) is detected by a second detecting unit (1012a). The said drive torque operator (1012) is configured to be operated by the user and mapping the detected position by the electronic controller (102) to a predetermined level of drive torque output requirement. Moreover, the motor controller (103) maps the position of the drive torque operator (1012) detected by the second detecting unit (1012a) to a predetermined level of drive torque output requirement. Thereafter, upon detection of a positive signal from the first detecting unit (1011a) and an absence of positive drive torque output requirement from the second detecting unit (1012a) by the electronic controller (102), the electronic controller (102) disables the activated regenerative braking mode (1061) and transmits an information on the detected positive signal to the motor controller (103). Further, the motor controller (103) commands the drive motor (104) to disable the regenerative braking.
FIGURE 5 shows the schematic illustration of the system as per the current invention. The figure illustrates a regenerative braking operator (1011) to be operated by the rider under activated regenerative braking mode (1061) and the first detecting unit (1011a) detects the position of the regenerative braking operator (1011). The electronic controller (102) receives the detected position from the first detecting unit (1011a). Subsequently, the drive torque operator (1012) is operated by the rider for commanding the level of acceleration or positive torque as desired by the rider under the activated regenerative braking mode (1061) and the second detecting unit (1012a) detects the position of the drive torque operator (1012). The electronic controller (102) and motor controller (103) dynamically map the position detected by the second detecting unit (1012a) to the predetermined level of drive torque output requirement. Upon detecting a positive signal from the first detecting unit (1011a) and an absence of positive drive torque output requirement from the second detecting unit (1012a) by the electronic controller (102), the electronic controller (102) disables the activated regenerative braking mode (1061) and transmits an information on the detected positive signal to the motor controller (103). The motor controller (103) commands the drive motor (104) to disable the regenerative braking.
From the above discussion, in the scenario where the electric vehicle (10) is running under the activated regenerative braking mode (1061) when the rider desires to disable the regenerative braking and desires to enjoy free coating maybe while riding on a downslope or while moving in huge traffic, the rider can bring the drive torque operator (1012) to zero or normal position wherein the drive torque output requirement becomes zero. Simultaneously, the rider operates the regenerative braking operator (1011) for disabling the activated regenerative braking mode (1061). Upon detecting a change in position of the regenerative braking operator (1011) the first detecting unit (1011a) sends the dynamic position detected to the electronic controller (102), the electronic controller (102) upon receiving a positive output from the first detecting unit (1011a) the electronic controller (102) disables the activated regenerative braking mode (1061). Once the regenerative braking operator (1011) is brought back to its normal position or zero position then the first detecting unit (1011a) again sends the new detected position to the electronic controller (102). The electronic controller (102) upon receiving zero input from the first detecting unit (1011a) activates the regenerative braking mode (1061).
As per the first embodiment of the present invention, when the motor controller (103) commands the drive motor (104) to disable the regenerative braking the drive motor (104) the drive motor (104) discontinues the generation of an electric charge from regenerative braking and the wheel (105) rotates freely.
As per the second embodiment of the present invention, upon detecting an absence of a positive signal from the first detecting unit (1011a) by the electronic controller (102), the electronic controller (102) enables the disabled regenerative braking mode (1061) by the electronic controller (102). Moreover, the electronic controller (102) transmits an information on the detected position of the regenerative braking operator (1011) to the motor controller (103). Thereafter, the motor controller (103) commands the drive motor (104) to enable regenerative braking by resuming the generation of electric charge from regenerative braking.
As per the third embodiment of the present invention, the regenerative braking operator (1011) is a lever wherein by pulling the said lever towards itself the rider can disable the activated regenerative braking mode (1061) and by bringing back the lever to the normal position the rider can restart or reactivate the regenerative braking mode (1061). The said lever is located on the left-hand side of the handlebar (101) of the electric vehicle (10).
As per the fourth embodiment of the present invention, the first detecting unit (1011a) and the second detecting unit (1012a) are position sensor assemblies. The first detecting unit (1011a) may be a digital switch and the second detecting unit (1012a) is an analog switch. Moreover, the drive torque operator (1012) may be a twist grip used by the user to control the speed or acceleration of the electric vehicle (10). Further, the second detecting unit (1012a) that is configured to detect the position of the drive torque operator (1012) may be a hall effect sensor, a rotatory encoder, or the like. In other embodiment, a different type of actuators such as but not limited to, a pedal, a pivoting lever, or the like may be used in place of the drive torque operator (1012) for receiving input from the user regarding a requested driving torque for the electric vehicle (10).
As per the fifth embodiment of the present invention, the electronic controller (102) is a vehicle control unit that controls and regulates the different operations of the electric vehicle (10) such as but not limited to sensing battery temperature, and the rotational speed of the wheel (105). Moreover, the electronic controller (102) may include an electronic processor such as a microprocessor, an application-specific integrated circuit, or a non-transitory computer-readable memory for storing data or other predetermined parameters for the drive torque operator (1012), to storing a table for mapping the position of the drive torque operator (1012) to a predetermined level of the drive torque output requirement. Other than this, the motor controller (103) may also include an electronic processor, an application-specific integrated circuit, a non-transitory computer-readable memory for storing limits or other predetermined parameters for the drive torque operator (1012), a table for mapping the position of the drive torque operator (1012) to a predetermined level of the drive torque output requirement. Also, the electronic controller (102) and the motor controller (103) include an input/output interface for communicating with other components included in the electric vehicle (10) over one or more wired or wireless communication channels or networks. The electronic controller (102) may communicate with the motor controller (103) by CAN (Controller Area Network) message.
As per the sixth embodiment of the present invention, the system also comprises a display unit (106) positioned at the center of the handlebar (101). The display unit (106) illustrates the option provided to the user for riding the electric vehicle (10) under different modes. The display unit (106) illustrates the activated mode under which the electric vehicle (10) is currently operating. Moreover, the display unit (106) may also illustrate different other parameters such as but not limited to, the speed of the electric vehicle (10), and the state of charge of the electrical storage device (107).
FURTHER ADVANTAGES OF THE INVENTION
The current invention provides an option for the rider to enjoy free coasting while running the electric vehicle (10) under activated regenerative braking mode (1061).
The technical solution as provided by the present invention provides the rider an opportunity to dynamically control the disabling/reactivating regenerative braking mode (1061) simply by the movement of fingers.
Moreover, the technical solution also provides an option for the rider to frequently deactivate and reactivate regenerative braking mode (1061) easily.
 

Reference list

Electric Vehicle- 10
Handlebar- 101
Regenerative braking operator-1011
Drive torque operator- 1012
First detecting unit- 1011a
Second detecting unit- 1012a
Electronic controller-102
Motor controller-103
Drive motor-104
Wheel-105
Display unit- 106
Electrical storage device-107
Regenerative braking mode- 1061 , Claims:CLAIMS
We claim:
1. A method for controlling regenerative braking of an electric vehicle (10) operated under an activated regenerative braking mode (1061), the method comprising of:
detecting a position of a regenerative braking operator (1011) by a first detecting unit (1011a), the regenerative braking operator (1011) configured to be operated by the user;
receiving the detected position of the regenerative braking operator (1011) by an electronic controller (102) from the first detecting unit (1011a);
detecting a position of a drive torque operator (1012) by a second detecting unit (1012a), the drive torque operator (1012) configured to be operated by the user;
mapping the position detected by the second detecting unit (1012a) to a predetermined level of drive torque output requirement by the electronic controller (102);
mapping the position detected by the second detecting unit (1012a) to a predetermined level of drive torque output requirement by a motor controller (103);
upon detecting a positive signal from the first detecting unit (1011a) and an absence of positive drive torque output requirement from the second detecting unit (1012a) by the electronic controller (102),
disabling the activated regenerative braking mode (1061) by the electronic controller (102);
transmitting an information on the detected positive signal to the motor controller (103) by the electronic controller (102);
commanding a drive motor (104) to disable the regenerative braking by the motor controller (103).
2. The method as claimed in claim 1, wherein commanding the drive motor (104) to disable the regenerative braking by the motor controller (103) comprises:
discontinuing generation of an electric charge from regenerative braking by the drive motor (103).
3. The method as claimed in claim 1 wherein the method comprises:
upon detecting an absence of a positive signal from the first detecting unit (1011a) by the electronic controller (102),
enabling the disabled regeneration braking mode (1061) by the electronic controller (102).
4. A system for controlling regenerative braking of an electric vehicle (10) operated under an activated regenerative braking mode (1061), the system comprises,
a first detecting unit (1011a) configured to detect a position of a regenerative braking operator (1011) operated by the user, the first detecting unit (1011a) operably coupled to an electronic controller (102);
a second detecting unit (1012a) configured to detect a position of a drive torque operator (1012) operated by the user, the second detecting unit (1012a) operably coupled to the electronic controller (102) and a motor controller (103);
the electronic controller (102) configured to receive the detected position of the regenerative braking operator (1011) from the first detecting unit (1011a);
the electronic controller (102) configured to map the position detected by the second detecting unit (1012a) to a predetermined level of drive torque output requirement;
the motor controller (103) to control a drive motor (104), the motor controller (103) is coupled to the electronic controller (102),
the motor controller (103) configured to map the position detected by the second detecting unit (1012a) to a predetermined level of drive torque output requirement, wherein
upon detecting a positive signal from the first detecting unit (1011a) and an absence of positive drive torque output requirement from the second detecting unit (1012a) by the electronic controller (102), the electronic controller (102) disables the activated regeneration braking mode (1061);
the electronic controller (102) transmits information on the detected positive signal to the motor controller (103),
the motor controller (103) commands the drive motor (104) to disable regenerative braking.
5. The system as claimed in claim 4, wherein the regenerative braking operator (1011) is a lever, the lever is located on the left-hand side of a handlebar (101) of the electric vehicle (10).
6. The system as claimed in claim 4, wherein the first detecting unit (1011a) and the second detecting unit (1012a) are position sensor assemblies.
7. The system as claimed in claim 4, wherein the electronic controller (102) is a vehicle control unit.
8. The system as claimed in claim 4, wherein the system comprises a display unit (106) for illustrating the option provided to the user for riding the electric vehicle (10) under different modes.