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

METHOD AND SYSTEM FOR CONTROLLING REGENERATIVE BRAKING

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 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 fulfilment 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 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.
So, in the latest configurations, the rider can also set the level of the regeneration braking system on a global level or a master level. The system control unit provides different levels of regeneration braking system typically on the dashboard or the display board. Subsequently, depending on the rider’s input and input provided by various sensors such as but not limited to, the wheel loading sensor, wheel speed sensor, brake demand sensor, the system control unit calculates the required output level of regeneration braking and sends a command to the motor control unit accordingly. In spite of this, the configuration fails to provide dynamic control of the regenerative braking system to the rider.
However, nowadays some vehicles even motorcycles come up with a regenerative braking system that is dynamically controlled by the rider. The regenerative braking is controlled by a regenerative braking operating member present on the handlebar. After receiving an input from the regenerative operating member, the system control unit decreases an output torque of the electric motor and increases the regenerative braking based on the level of regenerative braking demanded by the user. However, the document does not disclose the performance of the electronic control unit when both the regenerative braking operating member and an acceleration operating member are operated simultaneously. Although, some of the patents have tried to provide a solution to this failure mode wherein the system control unit adds the negative torque command requested by the user and the positive torque command demanded by the user, and the resultant torque is transmitted to the electric motor. Yet this solution itself acts as a safety hazard to the user. Like, if a user accidentally operates the regenerative operating member while accelerating the vehicle, the system control unit calculates the resultant torque output and due to the regenerative braking input provided by the user, the resultant output torque leads to slowing down the vehicle and even can result in engine braking. As the rider has accidentally operated the regenerative operating member, the rider may not be ready for the disturbance generated due to engine braking. As a result, it provides a discomfort riding experience to the rider and can result in disbalance of the vehicle especially when the vehicle is running at a much higher speed.
PROBLEM TO BE SOLVED BY INVENTION
Considering the above-mentioned failure modes, it is an objective of the current invention to prevent unwanted engine braking leading to an uncomfortable experience for the rider.
It is yet another objective of the current invention to avoid an uncomfortable experience for the rider even when the rider accidentally applies a regenerative braking operator.
It is yet another objective of the current invention to provide flexibility of options to the rider.
BRIEF DESCRIPTION OF THE INVENTION
As per the current invention, the disclosure provides a method for controlling regenerative braking of an electric vehicle wherein the method comprises detecting a position of a regenerative braking operator, operated by the user, by a first detecting unit. Subsequently, mapping the detected position by an electronic controller to a predetermined level of regenerative braking. Similarly, detecting a position of a drive torque operator, operated by the user, by a second detecting unit and mapping the detected position by the electronic controller to a predetermined level of the drive torque output requirement. Moreover, mapping the detected position of the drive torque operator by a motor controller to a predetermined level of drive torque output requirement. Thereafter, upon detection of a positive regenerative braking and a positive drive torque output requirement by the electronic controller, blocking the transmission of the mapped position of the regenerative braking operator detected by the first detecting unit to the motor controller by the electronic controller. Further, transmitting an information on the required positive torque output by the motor controller to a drive motor controlled by the motor controller and delivering the required positive drive torque output by the drive motor at a wheel, the wheel rotatably coupled to the drive motor.
As per another feature of the current invention, the invention provides another method for controlling regenerative braking for an electric vehicle wherein the method comprises detecting a position of a regenerative braking operator, operated by the user or rider, by a first detecting unit and mapping the detected position to a predetermined level of regenerative braking by the electronic controller. Subsequently, detecting a position of a drive torque operator, operated by the user or rider, by a second detecting unit and mapping the position detected to a predetermined level of drive torque output requirement by the electronic controller. Moreover, mapping the position detected by the second detecting unit to a predetermined level of drive torque output requirement by a motor controller. Thereafter, upon detecting a positive regenerative braking and an absence of positive drive torque output requirement by the electronic controller, transmitting the mapped level of regenerative braking to the motor controller by the electronic controller and activating the regenerative braking at the mapped level of regenerative braking by the motor controller.
As per a first embodiment of the current invention, the position of a regenerative braking operator is detected by detecting one of the plurality of positions of the regenerative braking operator wherein each position of the plurality of positions of the regenerative braking operator determines a different predetermined level of regenerative braking.
As per a second embodiment of the current invention, activating the regenerative braking further comprises commanding a drive motor to regeneratively brake the wheel of the electric vehicle by the motor controller and collecting the energy derived from the regenerative braking by the motor controller. Thereafter, storing the energy derived from the regenerative braking by the motor controller in an electrical storage device such as a battery.
As per another feature of the current invention, the disclosure provides a system for controlling regenerative braking for an electric vehicle wherein the system comprises a first detecting unit configured to detect a position of a regenerative braking operator operated by the user or rider. 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 or rider. The second detecting unit is operably coupled to the electronic controller and a motor controller. The electronic controller is configured to map the position detected by the first detecting unit to a predetermined level of regenerative braking and also map the position detected by the second detecting unit to a predetermined level of drive torque output requirement. The motor controller controls a drive motor and the motor controller is operably 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. Also, the system includes a wheel rotatably coupled to the drive motor. Further, upon detection of a positive regenerative braking and a positive drive torque output requirement by the electronic controller, the electronic controller blocks the mapped position detected by the first detecting unit of the regenerative braking, to the motor controller. Furthermore, the motor controller transmits an information on the required positive torque output to the drive motor and the drive motor delivers the required positive torque output at the wheel.
As per another feature of the current invention, the disclosure provides a system for controlling regenerative braking for an electric vehicle wherein the system comprises a first detecting unit configured to detect a position of a regenerative braking operator operated by the user or rider. The first detecting device is operably coupled to an electronic controller. A second detecting unit, operably coupled to the electronic controller and a motor controller, is configured to detect a position of a drive torque operator operated by the user. The electronic controller is configured to map the position detected by the first detecting unit to a predetermined level of regenerative braking and also configured to map the position detected by the second detecting unit to a predetermined level of drive torque output requirement. the motor controller controls a drive motor, and 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. The system also comprises a wheel rotatably coupled to the drive motor. Further, upon detecting a positive regenerative braking and an absence of the positive drive torque output requirement by the electronic controller, the electronic controller transmits the mapped level of regenerative braking to the motor controller and the motor controller activates the regenerative braking at the mapped level of regenerative braking.
As per the third embodiment of the current invention, the regenerative braking operator is a lever located on the left-hand side of a handlebar of the electric vehicle.
As per the fourth embodiment of the current invention, the first detecting unit and the second detecting unit are a position sensor assembly, and the drive torque operator is a twist grip used by the user to control the speed of the electric vehicle. The twist grip is located on the handlebar of the electric vehicle.
As per fifth embodiment of the current invention, the electronic controller is a vehicle control unit.
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 another method as per the current invention.
FIGURE 6 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 current invention. The electric vehicle (10) comprises a pair of a wheel (106) including a front wheel and a rear wheel wherein the front is aligned with the rear wheel to move on a single track. The front wheel is steerable by a handlebar (101). Moreover, the electric vehicle (10) comprises an electronic controller (102) for controlling the electric vehicle (10); a motor controller (103) for controlling a drive motor (105); an electrical storage device (104) for supplying electrical energy to the electric vehicle (10) and the drive motor (105) for propelling at least one wheel (106) among the pair of the wheel (106).
FIGURE 2 shows the top view of the electric vehicle (10) according to the similar embodiment of the current invention. The handlebar (101) as shown in figure 2. comprises a regenerative braking operator (1011) present on the left side of the handlebar (101), and a drive torque operator (1012) located on the right side of the handlebar (101). It is obvious for a person skilled in the art that the location or positioning of the regenerative braking operator (1011) and the drive torque operator (1012) may be different. It may be such as but not limited to, the regenerative braking operator (1011) may be located on the right side of the handlebar (101) or maybe provided near the foot pedal. The regenerative braking operator (1011) may be an analog switch comprising a plurality of positions wherein each one of the plurality of positions determines a different predetermined level of regenerative braking. Moreover, the handlebar (101) further comprises a first detecting unit (1011a) located near the regenerative braking operator (1011) for detecting a position of the regenerative braking operator (1011) and providing the detected position information to the electronic controller (102). Thereafter, the handlebar (101) also comprises a second detecting unit (1012a) located near the drive torque operator (1012) for detecting a position of the drive torque operator (1012) and providing the detected position information to the electronic controller (102) and the motor controller (103).
[01] FIGURE 3 shows the perspective view of the handlebar system of the electric vehicle (10). The figure illustrates the regenerative braking operator (1011) coupled to the left-side of the handlebar (101) and the drive torque operator (1012) on the right-side of the handlebar (101). The figure further illustrates the first detecting unit (1011a) positioned near the regenerative braking operator (1011) for detecting the position of the regenerative braking operator (1011) dynamically and the second detecting unit (1012a) positioned near the drive torque operator (1012) to detect the position of the drive torque operator (1012) dynamically.
FIGURE 4 is a schematic illustration of a method (200) as per one of the embodiments of the current invention. The figure illustrates a method (200) for controlling regenerative braking for an electric vehicle (10). Initially, a position of a regenerative braking operator (1011) is detected (201) by a first detecting unit (1011a). The regenerative braking operator (1011) is controlled and operated by the user. Once the user provides the desired level of regeneration the first detecting unit (1011a) detects (201) the position of the regenerative braking operator (1011) and sends an interrupt to an electronic controller (102). Subsequently, the electronic controller (102) maps (202) the position as detected by the first detecting unit (1011a) to a predetermined level of regenerative braking. On the other hand, a position of a drive torque operator (1012) is detected (203) by a second detecting unit (1012a). The drive torque operator (1012) is controlled and operated by the user. After the user provides the desired level of drive torque, the second detecting unit (1012a) detects (203) the position of the drive torque operator (1012) and sends an interrupt to the electronic controller (102) and a motor controller (103). Moreover, the electronic controller (102) maps (204) the detected position of the drive torque operator (1012) to a predetermined level of drive torque output requirement. Similarly, the motor controller (103) also maps (205) the detected position of the drive torque operator (1012) to a predetermined level of drive torque output requirement. The predetermined level of drive torque output requirement represents a value between 0% to 100% of a predetermined maximum amount of drive torque available and the percentage value is multiplied by the maximum amount of drive torque available to determine the positive drive torque output. Thereafter, upon detecting (206) a positive regenerative braking and a positive drive torque output requirement by the electronic controller (102), the electronic controller (102) blocks (207) the transmission of the mapped detected position of the regenerative braking operator (1011) detected by the first detecting unit (1011a). Further, the motor controller (103) transmits (208) an information on the required positive drive torque output to a drive motor (105). The drive motor (105) is controlled by the motor controller (103). Finally, the drive motor (105) on the command of the motor controller (103) delivers (209) the required positive drive torque output at a wheel (106) as commanded by the user. The wheel (106) is rotatably coupled to the drive motor (105).
FIGURE 5 is a schematic illustration of a method (300) as per another embodiment of the current invention. The figure illustrates another method (300) for controlling regenerative braking for an electric vehicle (10). At first a position of a regenerative braking operator (1011) is detected (301) by a first detecting unit (1011a). The regenerative braking operator (1011) is operated by the user. After detecting the position of the regenerative braking operator (1011) the first detecting unit (1011a) sends an interrupt to the electronic controller (102) for mapping (302) the position of the regenerative braking operator (1011) to a predetermined level of regenerative braking. Subsequently, a second detecting unit (1012a) detects (303) the position of a drive torque operator (1012) configured to be operated by the user. Moreover, the second detecting unit (1012a) sends an interrupt to an electronic controller (102) and a motor controller (103). On receiving the interrupt, the electronic controller (102) and the motor controller (103) separately maps (304, 305) the detected position of the drive torque operator (1012) to a predetermined level of drive torque output requirement. Thereafter, upon detection (306) of a positive regenerative braking and an absence of a positive drive torque output requirement by the electronic controller (102), the electronic controller (102) transmits (307) the mapped level of regenerative braking to the motor controller (103). After receiving the mapped level of regenerative braking, the motor controller (103) activates (308) the regenerative braking at the level as commanded by the user.
FIGURE 6 shows the schematic illustration of the system as per the current invention. The figure shows the regenerative braking operator (1011) to be operated by the rider for commanding the level of regenerative braking as desired and the first detecting unit (1011a) coupled to the regenerative braking operator (1011) for detecting the position of the regenerative braking operator (1011) among the plurality of positions. The electronic controller (102) operably coupled to the first detecting unit (1011a) receives the detected position of the regenerative braking operator (1011) and maps a level of regenerative braking demanded by the rider based on the detected position of the regenerative braking operator (1011). On the other hand, fig. 6 shows a drive torque operator (1012) to be operated by the rider for commanding the level of acceleration or positive torque as desired by the rider, and a second detecting unit (1012a) coupled to the drive torque operator (1012) to detect the position of the drive torque operator (1012) among the plurality of positions. The electronic controller (102) operably coupled to the second detecting unit (1012a) receives the detected position of the drive torque operator (1012) and maps a level of acceleration demanded by the rider based on the detected position of the drive torque operator (1012). The system further comprises the motor controller (103) coupled to the electronic controller (102) for receiving the mapped level of regenerative braking from the electronic controller (102) as demanded by the rider. The motor controller (103) is also configured to receive and map the level of acceleration or positive torque demanded by the rider. the motor controller (103) is coupled to the electronic controller (102). Moreover, a drive motor (105) is coupled and controlled by the motor controller (103). The drive motor (105) receives a command from the motor controller (103) and propels the wheel (106) depending on the received information.
From the above discussion, when the rider provides an input to accelerate the electric vehicle (10) while providing regenerative braking, the electronic controller (102) in order to provide a preference to the acceleration over regenerative braking blocks the transmission of the mapped position detected by the first detecting unit (1011a) of the regenerative braking operator (1011) to the drive motor (105). As a result, the drive motor (105) transmits the information of the required positive drive torque to the drive motor (105) in absence of any information received from the electronic controller (102) regarding the position of the regenerative braking operator (1011). Consequently, the drive motor (105) accelerates the electric vehicle (10) gradually without providing any experience of engine braking to the rider and the rider is able to enjoy the ride comfortably.
As per the first embodiment of the current invention, the method as discussed above, wherein the position of the regenerative braking operator (1011) is detected by detecting one of the plurality of positions of the regenerative braking operator (1011). Each position of the regenerative braking operator (1011) determines a different predetermined level of regeneration. The predetermined level of regenerative braking represents a value between 0% to 100% of a predetermined maximum braking torque available. In such embodiments, the percentage value of the regenerative braking as commanded by the user is multiplied by a maximum amount of regenerative braking torque available to determine a requested braking torque.
The detected position of the drive torque operator (1012) is mapped to a required drive torque. In some embodiments, the mapping between the current position of the drive torque operator (1012) and the transmitted information on the required positive drive torque output transmitted by the motor controller (103) to the drive motor (105) may also be based on the current speed of the electric vehicle (10) that may be determined based on an operating parameter of the drive motor (105), such as but not limited to revolution per minute (RPM).
As per the second embodiment of the current invention, the method discussed above, wherein for activating the regenerative braking the motor controller (103) commands the drive motor (105) to regeneratively brake the wheel (106) of the electric vehicle (10). Subsequently, the motor controller (103) collects or harvests the energy collected from the regenerative braking and stores the energy in an electrical storage device (104) such as a battery in the form of an electric charge.
As per the third embodiment of the current invention, the regenerative braking control system as discussed above wherein the regenerative braking operator (1011) may be a lever that moves in a linear direction towards and away from the rider. Moreover, the lever may be operably connected to the handlebar (101) by a spring mechanism that brings the lever back to its normal position once the rider leaves the regenerative braking operator (1011) after pulling or dragging toward the rider. The lever may be located on the left-hand side of the handlebar (101) of the electric vehicle (10).
As per the fourth embodiment of the current invention, the regenerative braking control system as discussed above wherein the drive torque operator (1012) may be a rotational twist grip that rotates through a plurality of positions wherein each position of the drive torque operator (1012) determines a different predetermined level of positive torque to be provided for accelerating or speeding up of the electric vehicle (10). Moreover, the first detecting unit (1011a) and the second detecting unit (1012a) are a position sensor assembly, and the drive torque operator (1012) is 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 current invention, the electronic controller (102) is an electric 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 (106). Moreover, the electronic controller (102) may include an electronic processor such as a microprocessor, an application-specific integrated circuit, a non-transitory computer-readable memory for storing limits or other predetermined parameters for the regenerative braking, a table for mapping the position of the regenerative braking operator (1011) to a predetermined level of regenerative braking percentage or a table for mapping of 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.
In another exemplary embodiment, the electronic controller (102) may include an electronic processor such as a microprocessor, an application-specific integrated circuit, a non-transitory computer-readable memory for storing limits or other predetermined parameters for the regenerative braking. Such electronic processor may comprise a table for mapping a percentage of change in the position of the regenerative braking operator (1011) to a predetermined level of regenerative braking percentage or a table for mapping a percentage of change in the position of the drive torque operator (1012) to a predetermined level of drive torque output percentage. For example, if the complete movement of the regenerative braking operator (1011) is considered as 100% and the rider moves or pulls the regenerative braking operator (1011) to 30% away from its its normal position then the electronic controller (102) maps the position to a level of applying 30% regenerative braking that may suggest absorption of 30% of kinetic energy and converting it to electrical energy. On the other hand, the motor controller (103) may also include an electronic processor, n application-specific integrated circuit, a non-transitory computer-readable memory for storing limits or other predetermined parameters for the drive torque operator (1012). The electronic processor of the motor controller (103) may comprise of similar table for mapping a perfor mapping a percentage of change in the position of the drive torque operator (1012) to a predetermined level of drive torque output percentage as comprised in the electronic controller (102).
In another exemplary embodiment, the electronic controller (102) may be operatively coupled to a display unit (107). In such embodiment, when the rider provides an input for activation of the regenerative braking and the electronic controller (102) detects a positive drive torque output requirement from the first detecting unit (1011a), the electronic control unit blocks the transmission of the mapped position of the regenerative braking operator (1011) and transmits a command to the display unit (107) to indicate the user that regenerative braking is not available. In another exemplary embodiment when the rider provides an input for activation of the regenerative braking and the electronic controller (102) detects an absence of positive drive torque output requirement, the electronic controller (102) transmits the mapped level of regenerative braking to the motor controller (103) and transmits a command to the display unit (107) to indicate the user that regenerative braking is activated.
In some of the embodiments, the electric vehicle (10) can be operated in one of a plurality of ride modes that can be selected manually by the user or can be selected automatically based on the operating conditions of the electric vehicle (10), or both. Each and every riding mode may provide a different operating mode of the electric vehicle (10), such as but not limited to, providing maximum speed or acceleration to the electric vehicle (10), providing efficient use of energy present in the electrical storage device (104) to the electric vehicle (10), and like so.
In some of the embodiments, the activation of regenerative braking may be depended on different parameters of the electric vehicle (10). For example, after detecting an absence of positive drive torque output requirement by the electronic controller (102), the electronic controller (102) checks the battery temperature, battery state of charge, and vehicle speed. For instance, if the temperature of the battery is greater than 45 degrees centigrade, the battery state of charge is greater than 90% or the vehicle speed is less than 15 kilometers/hour (kmph), if any one of the above conditions satisfies then the electronic controller (102) blocks the transmission of the mapped position of the regenerative braking to the motor controller (103) and indicates to the rider that regenerative braking is not available on the display unit (107).
In some of the embodiments as described above, the wheel (106) is braked solely by regenerative braking. However, in other embodiments, the wheel (106) also includes a mechanical brake that can be controlled by a foot pedal or by a hand lever. To give an instance, in some embodiments, the user may be able to selectively turn the regenerative braking on or off by selecting one or more ride modes. Like, one or more of the ride modes available to the user may provide regenerative braking while other ride modes may only provide frictional, mechanical braking.
While specific language has been used to describe the invention, any limitations arising on account of the same are not intended. As would be apparent to a person skilled in the art, various working modifications may be made to the method in order to implement the inventive concept as taught herein.
The figures 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. Also, those acts that are not dependent on other acts may be performed in parallel with the other acts. The scope of embodiments is by no means limited by these specific examples.
FURTHER ADVANTAGES OF THE INVENTION
So, the current invention solves the problem of engine braking with the implementation of the technical solution as provided in the present invention. As per the disclosure, the rider will either be able to accelerate by providing positive torque command through the drive torque operator (1012) or the rider will be able to apply regenerative braking only when there is an absence of positive torque demand.
The current invention further solves the problem of the uncomfortable ride for the rider even when the rider accidentally applies a regenerative braking operator (1011) while accelerating the electric vehicle (10). In such instances where the rider accidentally applies a regenerative braking operator (1011) while accelerating the electric vehicle (10), as soon as the second detecting unit (1012a) detects an input from the drive torque operator (1012), the second detecting unit (1012a) sends an interrupt signal to the electronic controller (102), the electronic controller (102) maps the detected position of the drive torque operator (1012) and detecting a demand of positive drive torque requirement the electronic control will block the transmission of the mapped position of the regenerative braking operator (1011) to the motor controller (103). As a result, the motor controller (103) will transmit the information received from the drive torque operator (1012) and command the drive motor (105) to accelerate. By providing a preference to the positive drive torque requirement received from the drive torque operator (1012) over the input received from the regenerative braking operator (1011), the current invention forbids the rider from sensing a feel of engine stopping or a feel of engine getting off. Thus, the uncomfortable feeling while riding and the effect of engine braking is prevented.
The current invention further solves the problem of automatic starting of regenerative braking or providing the same input option for regenerative braking and acceleration. The solution as provided by the present invention provides a third input option to the rider for initiating and determining the level of regenerative braking. So, if the rider desires to enjoy free coasting, then the rider can just keep the drive torque operator (1012) at the normal position after acceleration so that no or zero positive drive torque command is generated and on the other hand the rider also has to keep the regenerative braking operator (1011) at zero position. As a result, by the above-discussed implementation, the rider can easily enjoy free coasting as desired.

REFERENCES
Electric Vehicle- 10
Handlebar- 101
Regenerative braking operator-1011
First detecting unit- 1011a
Drive torque operator- 1012
Second detecting unit- 1012a
Electronic controller-102
Motor controller-103
Electrical storage device-104
Drive motor-105
Wheel-106
Display unit- 107
, Claims:CLAIMS
We Claim:
1. A method (200) for controlling regenerative braking for an electric vehicle (10), the method (200) comprising of:
detecting (201) a position of a regenerative braking operator (1011) by a first detecting unit (1011a), the braking operator configured to be operated by the user;
mapping (202) the position detected (201) by the first detecting unit (1011a) to a predetermined level of regenerative braking by an electronic controller (102);
detecting (203) 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 (204) the position detected (203) by the second detecting unit (1012a) to a predetermined level of drive torque output requirement by the electronic controller (102);
mapping (205) the position detected (203) by the second detecting unit (1012a) to a predetermined level of drive torque output requirement by a motor controller (103);
upon detecting (206) a positive regenerative braking and a positive drive torque output requirement by the electronic controller (102),
blocking (207) the transmission of the mapped (202) position detected (201) by the first detecting unit (1011a) of the regenerative braking operator (1011), to the motor controller (103), by the electronic controller (102),
transmitting (208) an information on the required positive drive torque output by the motor controller (103) to a drive motor (105), the drive motor (105) is controlled by the motor controller (103), and
delivering (209) the required positive drive torque output by the drive motor (105) at a wheel (106), the wheel (106) rotatably coupled to the drive motor (105).
2. A method for controlling regenerative braking for an electric vehicle (10), the method comprising of:
detecting (301) a position of a regenerative braking operator (1011), configured to be operated by the user, by a first detecting unit (1011a);
mapping (302) the position detected (301) by the first detecting unit (1011a) to a predetermined level of regenerative braking by an electronic controller (102);
detecting (303) a position of a drive torque operator (1012), configured to be operated by the user, by a second detecting unit (1012a);
mapping (304) the position detected (303) by the second detecting unit (1012a) to a predetermined level of drive torque output requirement by the electronic controller (102);
mapping (305) the position detected (303) by the second detecting unit (1012a) to a predetermined level of drive torque output requirement by a motor controller (103);
upon detecting (306) a positive regenerative braking and an absence of positive drive torque output requirement by the electronic controller (102),
transmitting (307) the mapped (302) level of regenerative braking to a motor controller (103) by the electronic controller (102) and
activating (308) the regenerative braking at the mapped (302) level of regenerative braking by the motor controller (103).
3. The method as claimed in claims 1 and 2, wherein detecting a position of a regenerative braking operator (1011) configured to be operated by the user further comprises of:
detecting one of the plurality of positions of a regenerative braking operator (1011) wherein each position of the regenerative braking operator (1011) determines a different predetermined level of regenerative braking.
4. The method (300) as claimed in claim 2, wherein activating the regenerative braking further comprises of:
commanding a drive motor (105) to regeneratively brake the wheel (106) of the electric vehicle (10) by the motor controller (103),
collecting of the energy derived from the regenerative braking by the motor controller (103), and
storing of the energy derived from regenerative braking by the motor controller (103) in an electrical storage device (104), such as a battery.
5. A system for controlling regenerative braking for an electric vehicle (10), the system comprising:
a first detecting unit (1011a) configured to detect (201) 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 map (202) the position detected (201) by the first detecting unit (1011a) to a predetermined level of regenerative braking,
the electronic controller (102) configured to map (204) 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 (105), the motor controller (103) operably coupled to the electronic controller (102),
the motor controller (103) configured to map (205) the position detected by the second detecting unit (1012a) to a predetermined level of drive torque output requirement, and
a wheel (106) rotatably coupled to the drive motor (105), wherein
upon detecting (206) a positive regenerative braking and a positive drive torque output requirement by the electronic controller (102), the electronic controller (102) blocks (207) the mapped (202) position detected (201) by the first detecting unit (1011a) of the regenerative braking, to the motor controller (103),
the motor controller (103) transmits (208) an information on the required positive drive torque output to the drive motor (105), and
the drive motor (105) delivers (209) the required positive drive torque output at the wheel (106).
6. A system for controlling regenerative braking for an electric vehicle (10), the system comprising:
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 map (302) the position detected by the first detecting unit (1011a) to a predetermined level of regenerative braking,
the electronic controller (102) configured to map (304) 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 (105), the motor controller (103) operably coupled to the electronic controller (102),
the motor controller (103) configured to map (305) the position detected by the second detecting unit (1012a) to a predetermined level of drive torque output requirement, and
a wheel (106) rotatably coupled to the drive motor (105), wherein
upon detecting (306) a positive regenerative braking and an absence of the positive drive torque output requirement by the electronic controller (102), the electronic controller (102) transmits (307) the mapped (302) level of regenerative braking to the motor controller (103), and
the motor controller (103) activates (308) the regenerative braking at the mapped (302) level of regenerative braking.
7. The system as claimed in claims 5 and 6, 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).
8. The system as claimed in claims 5 and 6, wherein the first detecting unit (1011a) is a position sensor assembly, and the second detecting unit (1012a) is a twist grip used by the user to control the speed of the electric vehicle (10), the twist grip located on the handlebar (101) of the electric vehicle (10).
9. The system as claimed in claims 5 and 6, wherein the electronic controller (102) is a vehicle control unit.