Patent Application
20250074525
The disclosed technology relates to vehicle corner modules (VCMs) for regulating motion of host vehicles, and particularly to VCMs comprising onboard mechanical and electrical sub-systems of the VCMs and their operation.
Onboard vehicle systems have been developed and improved over the course of more than a century, resulting in sophisticated designs that integrate and centralize the management of the various mechanical and electrical sub-systems. Available control systems are limited to managing individual functionalities and do not integrate or combine the management of multiple sub-systems.
Newly-conceived vehicle platforms designed for electric propulsion can include modular axle-less wheel assemblies (“vehicle corner modules, or VCMs) requiring independent suspension, drivetrain, braking and steering sub-systems installed at individual wheels. These designs require new mechanical and electronic solutions for executing, at each wheel, externally-generated operating instructions with regards to the local sub-systems. New control models are required for managing not only the regular operation of the integrated wheel systems but also servicing, testing and administration functions.
Additionally, in recent years, electric motors have come into use in vehicles. In such vehicles regenerative braking has been introduced.
Regenerative braking has several deficiencies. First, regenerative braking is often not sufficient to safely bring a vehicle to a complete standstill, or to prevent a stationary vehicle from rolling down a hill. As such, regenerative braking is typically used in conjunction with frictional braking. Additionally, regenerative braking systems must be associated with a motor.
Furthermore, use of regenerative braking is only possible when the battery is not full, and there is a suitable location for storing the generated electricity.
There is therefore a need for systems and methods for slowing or stopping a vehicle, when the battery is full, with reduced use of frictional brakes.
According to embodiments of the invention, a vehicle corner module (VCM) is disclosed for regulating motion of a host vehicle, wherein the vehicle comprises a vehicle-onboard vehicle-controller, and the VCM comprises: (a) a sub-frame mountable to a reference frame of the host vehicle; (b) a wheel-hub assembly comprising a wheel-hub; (c) a plurality of sub-systems mediating between the sub-frame and the wheel-hub assembly, the plurality of subsystems selected from the group of subsystems consisting of a drive subsystem, a steering subsystem, a suspension subsystem and a braking subsystem; and (d) an VCM-onboard VCM-controller, comprising one or more processors and a computer-readable medium storing program instructions that, when executed by the one or more processors, cause the one or more processors to carry out the following steps: (i) establish a communication link with a vehicle-controller, wherein the establishing includes electronically transferring information about the VCM from the VCM-controller to the vehicle-controller, and (ii) perform, in response to an installation of the VCM on a vehicle, a post-installation validation-process that includes validating the plurality of subsystems and communicating a result of the validating to the vehicle-controller.
In some embodiments, the establishing of the communication link with the vehicle-controller can be before the installation.
In some embodiments, post-installation operation of the vehicle can be contingent upon receiving a positive validation-process result.
In some embodiments, the computer-readable medium can additionally contain program instructions that, when executed by the one or more processors, cause the one or more processors to regulate, in response to incoming electrical signals received from outside the VCM, actuation of at least one sub-system of the plurality of sub-systems.
In some embodiments, the information about the VCM transferred from the VCM-controller to the vehicle-controller can include information about at least one of the plurality of subsystems.
In some embodiments, it can be that the communication link with the vehicle-controller is a two-way link, and/or that the establishing of the communication link additionally includes receiving information about the vehicle, and/or about another VCM installed on the vehicle.
In some embodiments, the computer-readable medium can additionally contain program instructions that, when executed by the one or more processors, cause the one or more processors to exchange information with an onboard controller of another VCM installed on the vehicle.
In some embodiments, the information about the VCM can include results of a self-diagnostic test carried out before the installation.
In some embodiments, the information about the VCM can include at least one of operating history and maintenance history of the VCM.
In some embodiments, the validating of the plurality of subsystems can include receiving information from one or more sensors onboard the VCM.
In some embodiments, the computer-readable medium can additionally contain program instructions that, when executed by the one or more processors, cause the one or more processors to the determine an operating profile for the VCM based on data received from the vehicle-controller.
In some embodiments, the selected plurality of sub-systems comprises at least three sub-systems. In some embodiments, the selected plurality of sub-systems comprises four sub-systems.
In some embodiments, a vehicle can comprise: (a) one or more pairs of opposing VCMs according to any one of the VCMs described above; (b) a vehicle-controller; and/or (c) a communications bus for electronic communication between the vehicle-controller and the respective VCM-controller of each of the VCMs.
In some embodiments, a vehicle can comprise: (a) one or more pairs of opposing VCMs according to any one of the VCMs described above; (b) a vehicle-controller; and (c) a communications bus for electronic communication between the respective VCM-controllers of at least one pair of the one or more pairs of opposing VCMs. In some such embodiments, the communications bus can be additionally for electronic communication between the respective VCM-controllers of at least one pair of the one or more pairs of opposing VCMs.
In some embodiments, an apparatus for use in offline testing of a VCM when the VCM is mechanically decoupled from any vehicle, the VCM being any one of the VCMs described above, can comprise: (a) a support element for at least partly supporting the weight of the sub-frame and for constraining movement of the sub-frame; (b) at least one diagnostic device for measuring operational data of at least one of the plurality of subsystems, and/or (c) a computing device configured to communicate with the VCM-controller and receive therefrom diagnostic information related to the offline testing, wherein the offline testing can include a functional test of at least one of the plurality of subsystems.
In some embodiments, a method of operating a vehicle according to any one the vehicle embodiments disclosed above can comprise: controlling, by a VCM-controller, actuation of one or more sub-systems of the plurality of subsystems of a VCM, in response to an incoming electrical input from outside the VCM.
A method is disclosed, according to embodiments, of replacing a first vehicle corner module (VCM) with a second VCM, wherein each of the first and second VCMs comprise a sub-frame mountable to a reference frame of a vehicle, a wheel-hub assembly, a VCM-onboard VCM-controller, and a plurality of subsystems mediating between the sub-frame and the wheel-hub assembly and selected from the group of subsystems consisting of a drive subsystem, a steering subsystem, a suspension subsystem and a braking subsystem. The method comprises the following steps: (a) establishing an electronic communication link between the respective VCM-controller of the second VCM and a vehicle-onboard vehicle-controller, wherein the establishing includes transferring information about the second VCM from the respective VCM-controller to the vehicle-controller; (b) in response to and contingent upon an installation of the second VCM on the vehicle, completing a post-installation validation that includes validating the respective plurality of subsystems of the second VCM and communicating a result of the validation to the vehicle-controller; and (c) using the communicated result of the validation to enable or disable post-installation operation of the vehicle.
In some embodiments, the method can additionally comprise the step of transmitting, to a permission system in an external computer, information about the replacing of the first VCM with the second VCM. In some such embodiments, the method can additionally comprise the step of receiving, from the permission model, a permission based on a service subscription, and/or the step of receiving, from the permission model, a permission based on a transaction.
In some embodiments, the information transmitted to the permission system can include at least two of: respective identifying information of the first and second VCMs; usage information of one or more of the respective plurality of subsystems of the first VCM; and maintenance information of one or more of the respective plurality of subsystems of the first VCM.
In some embodiments, a value can be assigned to the replacing based on at least one of: usage information of one or more of the respective plurality of subsystems of the first VCM; usage information of one or more of the respective plurality of subsystems of the second VCM; maintenance information of one or more of the respective plurality of subsystems of the first VCM; and maintenance information of one or more of the respective plurality of subsystems of the second VCM.
In some embodiments, the method can additionally comprise the step of determining an operating profile for the second VCM based on information received from the vehicle-controller.
In some embodiments, the electronic communication link between the respective VCM-controller of the second VCM and the vehicle-onboard vehicle-controller can be established before the installation.
In some embodiments, it can be that the electronic communication link with the vehicle-controller is a two-way link, and/or that the establishing of the electronic communication link additionally includes receiving information about the vehicle, and/or about another VCM installed on the vehicle.
In some embodiments, at least a portion of the information about the second VCM transferred from the respective VCM-controller to the vehicle-controller can include a response to a query.
In some embodiments, the information about the second VCM includes results of a self-diagnostic test carried out before the installation.
In some embodiments, the information about the second VCM can include at least one of operating history and maintenance history of the second VCM.
In some embodiments, the validating of the plurality of subsystems can include receiving information from one or more sensors onboard the second VCM.
According to embodiments of the invention, a vehicle-mountable vehicle corner module (VCM) for regulating motion of a host vehicle comprises: (a) a plurality of mechanical subsystems residing entirely on board the VCM to mediate between the sub-frame and the wheel-hub assembly, the subsystems selected from the group of subsystems consisting of a drive subsystem, a steering subsystem, a suspension subsystem and a braking subsystem; and (b) an VCM-onboard VCM-controller for actuating, in response to incoming electrical signals received from outside the VCM, the plurality of mechanical sub-systems, the VCM-controller comprising a communications module configured to establish a communication link with a vehicle-onboard vehicle-controller for exchanging information therebetween after the VCM is mounted to the host vehicle.
In some embodiments, the communications module can be additionally configured to establish a communication link with the vehicle-onboard vehicle-controller for exchanging information therebetween before the VCM is mounted to the host vehicle.
In some embodiments, the information can include results of validating the plurality of sub-systems by the VCM-controller.
In some embodiments, operation of the vehicle after the VCM is mounted thereto can be contingent upon receiving a positive validation-process result from the VCM-controller.
A method is disclosed, according to embodiments, for replacing a first vehicle corner module (VCM) of a host vehicle with a second VCM, each of the first and second VCMs comprising (i) plurality of mechanical subsystems residing entirely on board the VCM to mediate between the sub-frame and the wheel-hub assembly, the subsystems selected from the group of subsystems consisting of a drive subsystem, a steering subsystem, a suspension subsystem and a braking subsystem, and (ii) a VCM-onboard VCM-controller for actuating, in response to incoming electrical signals received from outside the VCM, the plurality of mechanical sub-systems, the method comprising: (a) establishing an electronic communication link between the respective VCM-controller of the second VCM and a vehicle-controller onboard the host vehicle; and (b) transferring information about the second VCM from the respective VCM-controller to the vehicle-controller.
In some embodiments, the communication link can be established before the VCM is mounted to the host vehicle.
In some embodiments, the transferred information can include results of validating the plurality of sub-systems by the VCM-controller.
In some embodiments, operation of the vehicle after the VCM is mounted thereto can be contingent upon receiving a positive validation-process result from the VCM-controller.
According to embodiments of the invention, apparatus is disclosed for use in offline testing of a vehicle control module (VCM) when the VCM is mechanically decoupled from any vehicle, the VCM comprising a sub-frame mountable to a reference frame of a vehicle, a wheel-hub assembly, a VCM-onboard VCM-controller, and plurality of subsystems residing onboard the VCM to mediate between the sub-frame and the wheel-hub assembly, the subsystems selected from the group of subsystems consisting of a drive subsystem, a steering subsystem, a suspension subsystem and a braking subsystem. The apparatus comprises: (a) a support element for at least partly supporting the weight of the sub-frame and for constraining movement of the sub-frame; (b) at least one diagnostic device for measuring operational data of at least one of the plurality of subsystems, and (c) a computing device configured to communicate with the VCM-controller and receive therefrom diagnostic information related to the offline testing, wherein the testing includes a functional test of at least one of the plurality of subsystems.
In some embodiments, the computing device can be additionally configured (i) to receive diagnostic information related to the testing from the at least one diagnostic device and/or (ii) combine diagnostic information received from the at least one diagnostic device with diagnostic information received from the VCM-controller.
In some embodiments, at least one parameter of the testing can be selected by the VCM-controller.
In some embodiments, the at least one diagnostic device can include a chassis dynamometer.
According to embodiments of the invention, a vehicle comprises: (a) a vehicle-onboard vehicle-controller; (b) one or more pairs of opposing vehicle corner modules (VCMs), each VCM comprising a sub-frame mounted to a reference frame of the vehicle, a wheel-hub assembly, a VCM-onboard VCM-controller, a plurality of subsystems mediating between the sub-frame and the wheel-hub assembly and selected from the group of subsystems consisting of a drive subsystem, a steering subsystem, a suspension subsystem and a braking subsystem; and (c) communications arrangements enabling peer-to-peer data communications between respective VCM-controllers of at least one pair of the one or more pairs of opposing VCMs, the respective VCM-controllers being configured to exchange information therebetween.
In some embodiments, the exchanged information can include at least one of operating history and an operating profile of a new or replaced VCM.
In some embodiments, the VCM-controllers can be configured to reduce, singly or in combination, a computing load on the vehicle controller.
In some embodiments, the VCM-controllers can be configured to provide an operational backup functionality, singly or in combination, for another VCM-controller.
In some embodiments, the VCM-controllers can be configured to provide an operational backup functionality, singly or in combination, for the vehicle controller.
In some embodiments, the communications arrangements can enable peer-to-peer data communications between respective VCM-controllers of all of the VCMs of the vehicle.
In some embodiments, the respective selected plurality of sub-systems in each VCM of a first pair of opposing VCMs can be not the same as the respective selected plurality of sub-systems in each VCM of a second pair of opposing VCMs.
In some embodiments, the respective selected plurality of sub-systems in each VCM of a given pair of opposing VCMs can comprise at least three sub-systems. In some embodiments, the respective selected plurality of sub-systems in each VCM of a given pair of opposing VCMs can comprise four sub-systems.
In some embodiments, the vehicle can comprise exactly four VCMs. In some embodiments, the vehicle can comprise exactly two VCMs.
Some embodiments of the invention relate to methods and systems for braking of a vehicle or controlling the rotation of the wheels of the vehicle, using reverse excitation of a drive motor of the vehicle.
There is thus provided, in accordance with an embodiment of the teachings herein, a method for regulating wheel rotation torque of at least one wheel assembly of a vehicle, the vehicle including (i) an electric drive system including a drive motor, (ii) a battery, (iii) the at least one wheel assembly, (iv) a controller, and (v) a braking system associated the at least one wheel assembly, the braking system including a frictional brake assembly, a regenerative braking subsystem, and a reverse-excitation braking subsystem, the braking system being functionally associated with the electric drive system, the method including:
There is further provided, in accordance with an embodiment of the teachings herein, a controller for control of a braking system of a vehicle, the braking system being functionally associated with at least one wheel assembly of the vehicle and including (i) a frictional brake assembly, (ii) a regenerative braking subsystem, and (iii) a reverse-excitation braking subsystem, the vehicle further including (I) an electric drive system including a drive motor, functionally associated with the braking system, and (II) a battery, the controller including:
There is also provided, in accordance with an embodiment of the teachings herein, a system for regulation rotation torque of at least one wheel assembly of a vehicle, the vehicle including an electric drive system including a drive motor, and a battery, the system including:
There is additionally provided, in accordance with an embodiment of the teachings herein, vehicle, including:
Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which the invention pertains. In case of conflict, the specification, including definitions, will take precedence.
In the description and claims of the present disclosure, each of the verbs, “comprise”, “include” and “have”, and conjugates thereof, are used to indicate that the object or objects of the verb, are not necessarily a complete listing of the stated features, integers, steps, components, members, elements, or parts of the subject or subjects of the verb. These verbs do not preclude the addition of one or more additional features, integers, steps, components or groups thereof.
As used herein, the singular form “a”, “an” and “the” include plural references unless the context clearly dictates otherwise. For example, the term “a marking” or “at least one marking” may include a plurality of markings.
The invention will now be described further, by way of example, with reference to the accompanying drawings, in which the dimensions of components and features shown in the figures are chosen for convenience and clarity of presentation and not necessarily to scale. In the drawings:
It will be appreciated that for simplicity and clarity of illustration, elements shown in the figures have not necessarily been drawn to scale. For example, the dimensions of some of the elements may be exaggerated relative to other elements for clarity. Further, where considered appropriate, reference numbers may be repeated among the figures to indicate corresponding or analogous elements.
The invention is herein described, by way of example only, with reference to the accompanying drawings. With specific reference now to the drawings in detail, it is stressed that the particulars shown are by way of example and for purposes of illustrative discussion of the preferred embodiments of the present invention only, and are presented in the cause of providing what is believed to be the most useful and readily understood description of the principles and conceptual aspects of the invention. In this regard, no attempt is made to show structural details of the invention in more detail than is necessary for a fundamental understanding of the invention, the description taken with the drawings making apparent to those skilled in the art how the several forms of the invention may be embodied in practice. Throughout the drawings, like-referenced characters are generally used to designate like elements.
Note: Throughout this disclosure, subscripted reference numbers (e.g., 101 or 10A) may be used to designate multiple separate appearances of elements of a single species, whether in a drawing or not; for example: 101 is a single appearance (out of a plurality of appearances) of element 10. The same elements can alternatively be referred to without subscript (e.g., 10 and not 101) when not referring to a specific one of the multiple separate appearances, i.e., to the species in general.
For convenience, in the context of the description herein, various terms are presented here. To the extent that definitions are provided, explicitly or implicitly, here or elsewhere in this application, such definitions are understood to be consistent with the usage of the defined terms by those of skill in the pertinent art(s). Furthermore, such definitions are to be construed in the broadest possible sense consistent with such usage.
Unless otherwise indicated, a “vehicle corner module” or “VCM” as used herein means a wheel assembly for supporting a wheel of a vehicle and regulating the motion of a vehicle according to any of the embodiments disclosed herein. The VCM assembly includes components such as (and not exhaustively): steering systems, suspension systems, braking systems including hydraulic sub-systems, gearing assemblies, drive motors, driveshafts, wheel hub assemblies, thermal subsystems, controllers, communications arrangements, and electrical wiring. In some embodiments, a VCM can include a wheel and tire. A VCM can be mounted to a ‘reference frame’ of a vehicle, e.g., a chassis or similar vehicle frame or a platform, although the mounting need not necessarily be done ‘as a unit’. When a VCM is described as being installed in/on a vehicle, then the VCM is mounted to the reference frame. A VCM may include a ‘sub-frame’ to which some or all of the VCM components are mounted or otherwise attached. In some cases, the sub-frame mediates between the reference frame and the various VCM components. The term ‘sub-frame’ should be understood to mean any rigid frame or one or more structural elements in fixed combination. The ‘sub’ prefix is intended to distinguish the sub-frame from a main frame or reference frame of the vehicle. A VCM may or may not include one or more electric motors and/or the wheel itself (and tire).
The term ‘sub-frame’ should be understood to mean any rigid frame or one or more structural elements in fixed combination. The ‘sub’ prefix is intended to distinguish the sub-frame from a main frame or reference frame of the vehicle. A VCM may or may not include one or more electric motors and/or the wheel itself (and tire).
When used in this specification and in the claims appended hereto, the word “vehicle” is to be understood as referring to a motorized vehicle having one or more wheels. Non-limiting examples of a vehicle, according to this definition, are a vehicle with motive power provided by an onboard engine, and an ‘electric vehicle’ powered, when in motion, by one or more electric motors and a battery or other energy storage device onboard. The battery need not be provided with the vehicle, or installed in the vehicle, unless and until the vehicle is in motion. The word ‘vehicle’ should also be understood as encompassing a “vehicle platform” comprising at least a chassis (or other ‘reference frame’ to which VCMs can be mounted) and one or more wheels. A ‘vehicle platform’ need not necessarily comprise, at the time of providing the vehicle platform, all of the accoutrements required for transport of passengers and/or cargo such as vehicle-body components or interior furnishings.
The terms “communications arrangements” or similar terms such as “communications schemes” as used herein mean any wired connection or wireless connection via which data communications can take place. Non-limiting and non-exhaustive examples of suitable technologies for providing communications arrangements include any short-range point-to-point communication system such as IrDA, RFID (Radio Frequency Identification), TransferJet, Wireless USB, DSRC (Dedicated Short Range Communications), or Near Field Communication; wireless networks (including sensor networks) such as: ZigBee, EnOcean; Wi-fi, Bluetooth, TransferJet, or Ultra-wideband; and wired communications bus technologies such as CAN bus (Controller Area Network, Fieldbus, FireWire, HyperTransport and InfiniBand. “Establishing a communications link” as used herein means initiating and/or maintaining data communications between two or more processing units (e.g., controllers, computers, processors, etc.) in accordance with any of the communications protocols supported by the two or more communicating nodes.
As used throughout this disclosure and the claims appended hereto, the term “electrical signals” or similar terms such as “electrical inputs” means electrical and/or electronic, and includes any transmission of either direct or alternating electric current, of electronic information, or of any combination of electrical and electronic signals and information.
The term “controller” as used herein means a computing device configured for monitoring, controlling, regulating and/or actuating one or more components, systems or sub-systems. A controller should be understood to include any or all of (and not exhaustively): one or more processors, one or more computer-readable media, e.g., transient and/or non-transient storage media, communications arrangements, a power source and/or a connection to a power source, and firmware and/or software. When used herein in a hyphenated expression such as vehicle-controller, brake-controller, or VCM-controller, the term means a controller for controlling the vehicle and/or components and/or sub-systems of the vehicle, a controller for controlling a brake system and/or components and/or subsystems of the brake system, or a controller for controlling the VCM and/or components and/or sub-systems of the VCM, respectively. Unless specifically noted otherwise, a controller is installed in or on the controlled element (vehicle, brake system, VCM, etc.) while a “control unit” is like a controller but is not installed in or on the controlled element. For example, a brake-controller is located in or on the brake system, while a brake control unit is not, and may be located elsewhere on the vehicle, e.g., on the chassis unit. As another example, a VCM-controller is located in or on the VCM, while a VCM control unit is not, and may be located elsewhere on the vehicle, e.g., on the chassis unit. Controllers (and control units) can be programmed in advance, e.g., by having program instructions stored in the computer-readable media for execution by one of more processors of the controller. Thus, a controller ‘configured’ to perform a function is equivalent herein to the controller being programmed, i.e., having access to stored program instructions for execution, to perform said function.
As used herein, the term “brake input” is taken as including any input signal provided to a braking system to indicate that the torque of one or more wheels of the vehicles must be controlled. For example, applying a wheel rotation resisting torque in order to decelerate the vehicle or to engage a vehicle control system such as an antilock braking system (ABS), or increasing a wheel rotation by a rotation torque for electronic stability control (ESC). The brake input may be received from a human user, or may be or include an electrical impulse provided from a controller, for example based on a suitable algorithm or based on an input the controller received from a sensor.
In the following detailed description, numerous specific details are set forth in order to provide a thorough understanding of the invention. However, it will be understood by those skilled in the art that the present invention may be practiced without these specific details. In other instances, well-known methods, procedures, and components have not been described in detail so as not to obscure the present invention.
A vehicle corner module (VCM) system is disclosed comprising a sub-frame for interfacing between the VCM and a vehicle platform, a wheel interface for coupling a wheel to the VCM, one or more VCM modules, which include mechanical assemblies and electrical units for operating a wheel when assembled on the vehicle and one or more electrical interfaces for exchanging signals and data between the VCM modules and the vehicle platform.
In some embodiments the VCM further comprises one or more sensors for measuring operational data of the one or more VCM modules and a VCM controller in electrical connection with the one or more electrical interfaces and the one or more electrical units of the VCM modules.
In some embodiments the VCM further comprises one or more of: a suspension module, a wheel driving module, a steering module, and a control module and the wheel driving module comprises one or more of: an electric motor unit, a transmission unit, and a braking unit.
In some embodiments one or more of the VCM modules are located between the wheel interface and the sub-frame.
In some embodiments the one or more of the electrical units comprise a VCM module controller and the VCM module controller comprises integrated circuits having hardware and software that control two or more VCM modules.
A vehicle is disclosed having one or more of the vehicle corner module described above.
In some embodiments the vehicle comprising a VCMs control unit (CSCU); and a platform-VCM bus for communication between the vehicle and one or more of electrical circuits located in the VCMs,
In some embodiments of the vehicle the VCMs are in direct electrical communication, such that data can be exchanged between the VCMs bypassing the CSCU.
A method of activating a vehicle corner module (VCM) is disclosed comprising mounting the VCM on a vehicle platform, setting a VCM operational profile, and activating the VCM to be operational with the VCM operational profile.
In some embodiments the method further comprises matching between operational profiles of the VCM and the vehicle platform and setting of a VCM operational profile is to a matching operational profile of the VCM.
In some embodiments the method further comprises matching between operational profiles of the VCM and the operational profiles of other VCMs coupled to the vehicle platform and setting the operational profile of one or more of the VCMs coupled to the vehicle platform in accordance to the matching between operational profiles of the one or more of the VCMs.
In some embodiments the method further comprises receiving an operational plan defined for the VCM and setting VCM operational profile according to the operational plan.
A method of servicing a vehicle having one or more vehicle corner modules (VCMs) is disclosed comprising receiving an indication that servicing of a system located m the VCM is required, halting the operation of the vehicle, de-coupling the VCM from the vehicle, mounting a substituting VCM to the vehicle and resuming the operation of the vehicle.
A vehicle corner module (VCM) is disclosed in accordance with embodiments of the present invention. A VCM may be adapted to connect a vehicle's wheel to a vehicle's platform, for providing to the wheel one or more from the following capabilities: rotational power, braking, steering, and suspension.
A VCM may operate driving systems of a vehicle by communicating operational data related to driving systems located at the VCM between the VCM and the vehicle platform. The VCM may include a sub-frame for connecting the VCM to the vehicle platform. A wheel interface for mounting a vehicle wheel to the VCM, mechanical and electrical driving systems for driving the vehicle platform, sensors for measuring operational data of the VCM and for reflecting that operational data to the VCM controller and optionally to the vehicle controller and transmit/receive unit to enable exchange of the data with the vehicle controller.
Control of the driving system of a VCM may be carried out by a control unit connected to one or more of the driving systems. The control unit can be associated with each of the systems. In some embodiments, control units of two or more of the VCM systems may be embodied in a common control unit, which may be associated with multiple driving systems. Thus, a single controller can be associated with multiple VCMs thereby integrating units as opposed to distributed units)
The VCM may comprise one or more modules from a list comprising a suspension module, a wheel driving module, a steering module and a control module. A driving module may comprise one or more units from an electric motor unit, transmission unit and braking unit. A steering unit may comprise local steering actuator or mechanical steering connectors adapted to receive steering control from outside of the VCM, and optionally steering transmission unit. A control module may be adapted to control all operational aspects of the VCM, such as wheel powering parameters (moment, speed, direction etc.), suspension dampening dynamics, braking operation, steering operation, and the like.
According to embodiments of the present invention a VCM may be adapted to interface with a vehicle mechanically and electrically and to interface with control signals of the vehicle. For example, the VCM may be adapted to be connected to the vehicle's platform and optionally to mechanically interface with steering controls provided by modules on the vehicle's platform. According to some embodiments the VCM may further be coupled mechanically with rotational power provided by modules on the vehicle's platform.
In some embodiments the VCM may be adapted to receive electrical power provided by electrical modules on the vehicle's platform and to translate the electrical power to rotational power provided to a wheel by, for example, an electrical motor comprised in the VCM. The provided electrical power may farther be utilized to produce steering control to the VCM, for example using an electrical steering module such as an electrical motor, with or without steering transmission, an electrical linear motor, and the like,
In some embodiments the VCM may be adapted to engage with a vehicle's control module disposed on the vehicle's platform, for exchanging data and control commands, for controlling the wheel's rotation, braking, steering and/or suspension. In some embodiments a VCM may be configurable so as to match connecting to a given type of vehicle merely by data interaction between the vehicle controller and the VCM controller, at least with respect to control of momentary required driving power, braking profile, dampening profile and the like. According to some embodiments the plugging of a VCM to a vehicle, or its unplugging from the vehicle may be communicated to an external control unit.
A VCM module may be coupled to a vehicle's platform by mechanical means, electrical power means and control means. The coupling may be configured to operate by plug-in/plug-out means, in order to enable quick yet accurate installing/removing a VCM unit. Mounting of a VCM unit to a vehicle causes one or more of the results: coupling a wheel transmission to the vehicle platform; coupling a braking system to the vehicle's platform, coupling a suspension system to the vehicle's platform, coupling a steering system to the vehicle's platform; and coupling a wheel motor to the vehicle's platform.
According to embodiments of the invention mounting of a VCM onto a vehicle platform yields placing the vehicle and the VCM in a mechanical and electrical operational state, including required tunings and adaptations, such as adapting the dynamics of the just installed
VCM (momentary driving moment, aligned steering, coordinated suspension, and the like) to the vehicle's other VCMs and vehicle platform. In some embodiments the VCM own performance parameters may be transmitted to the vehicle platform in order to enable bringing the installed VCM to full coordination with the vehicle other systems.
During installation of a VCM to a vehicle, the VCM may perform a, hand-shake process with a controller of the vehicle platform. In some embodiments, the handshake process includes data exchange with other VCMs of the vehicle. In some embodiments, the handshake may include communication with an external computing unit located away of the vehicle (e.g. external computer, connection to remote computing runt via cloud service, etc.).
Once installation is completed, a control system of the vehicle platform is in communication with the connected corner module and can communicate data and/or power to and from the corner modules to operate the corners by systems such as steer-by-wire, torque vectoring, brake-by-wire, yaw stability control systems (such as ESP systems),
Data exchanged between computing units on the vehicle platform and a VCM can include data representative of health monitoring and associated with preventative maintenance.
Data exchanged between computing units on the vehicle platform and a VCM can include VCM module identity number (ID) to uniquely identify the VCM, VCM model, VCM systems, and VCM capabilities/specifications. The exchanged data may further comprise vital sensor readings (errors, current lifetime status of components such as bearings, seals, oil levels, brake pads, air pressure, etc.).
An aspect of the invention relates to calibration of a VCM. Calibration can be performed after mounting the VCM on the vehicle platform. Calibration can be performed as a scheduled process. Calibration may further be performed in accordance to updated operational parameters of the vehicle and/or the VCM and/or VCMs. Calibration may include measuring, diagnosing and updating one or more of the following parameters of the VCM orientation of wheel mounted on the VCM (caber, caster, toe angle), braking performance in response to a given breaking input value, and vibrations of one or more of the assemblies of the VCM.
According to embodiments of the invention operation of a VCM may be performed adaptively based on VCM lifecycle, on data received from the VCM and based on operator's settings.
In some embodiments the actuators included in a VCM may be electrical and/or hydraulic actuators. One or more electrical motors powering the driving systems in the wheel may be located at a VCM. Power source can be located in the VCM or outside the VCM. When a hydraulic power source is located outside the VCM, the VCM may include hydraulic control/power actuators/transmission to operate the driving systems and/or the steering systems. When a hydraulic power source is located inside the VCM located inside the wheel, driving transmission may be smaller or not required at all.
In some embodiments, computing load associated with a vehicle having installed thereon at least one VCM may be separated between computing units of the vehicle platform and computing units included in the VCM unit (when the VCM is installed with computing unit(s)), as the case may be, so as to ensure that the aggregated computing capability is sufficient. A minimal computing duty for a computing unit in the VCM may be collecting and pre-processing sensor data from the various sensors in the VCM and providing the pre-processed data to computing unit of the vehicle platform and further receiving flow of control signals provided by the computing unit of the vehicle platform and distributing the signals to various actuators.
In some embodiments, following the connection (or assembly of) a VCM to the vehicle platform, a data connection may be established between the parties and autonomously the newly installed VCM may be recognized and may be placed in an operational state, without the need of a human involvement. Embodiments involving relatively high computing power at the VCM side enable high capability of upgrading the VCM operational features without overloading the vehicle platform computing unit. In some embodiments the operational profile of the vehicle nay be administered by the computing unit of the VCM. Further, high computing capabilities of the computing unit of the VCM enables production of VCMs without affecting production of the vehicle platform.
In some embodiments a VCM may be in active communication not only with the vehicle platform but also with at least one other VCM. Such state is referred to as inter-connected VCMs. VCM of a vehicle may be all of the same type, or may differ having same type at the front and having another type at the rear of the vehicle. In some other embodiments VCMs of one side may be of the same type and VCMs of the other side may be of a different type. For example, in a specific type of vehicle the front VCMs may be steerable and motorized while the rear VCMs may lack steering and motorizing capabilities. In another example, the VCMs may differ from each other by the sensors they are equipped with. In such embodiments VCMs that have more sensors may communicate relevant data to VCMs lacking these sensors.
In some embodiments the vehicle may be fully controlled through all aspects of the vehicle operation where all computing work is carried out by one or more of the computing units of the VCMs, with no computing unit on the vehicle platform, in some embodiments the vehicle may be controlled remotely, fully or partially, e.g. air autonomous vehicle.
A VCM-based vehicle may reduce routine or breakdown servicing time and costs by replacing traditional maintenance routine involving maintenance by the sub-module (brakes, steering, etc.) with replacement of the VCM in which one (or more) functions are misfunctioning with a fully functional VCM drat may be selected to fit the type of vehicle mechanically while all other aspects of its operation may be tuned to fit the vehicle using data exchange between the newly installed VCM and the entire vehicle and their VCMs. Tins process may take from a few seconds to up to few minutes, thereby keeping the in-garage down time of the vehicle to minimum, while the misfunctioning VCM may be maintained after the vehicle leaves the garage. The simplicity associated with the dismantling or assembling a VCM from/to a vehicle platform enables use of robotic equipment for carrying out the job, thereby expediting the process even more and reducing the man-labor hours. According to this embodiment maintenance may require less training and proficiency and even may be carried out by the operator of the vehicle at his/her own home garage. Further, a vehicle may be upgraded by upgrading its VCMs, without needing to change the vehicle platform. In addition, insurance of the vehicle may be changed from whole-vehicle model to VCM-based model of insurance.
In this type of embodiments, replacement of a VCM may involve the following steps: unfastening the VCM from the vehicle platform, disconnecting the electrical/communication connection(s) if any, positioning the replacement VCM and fastening it to the vehicle platform, re-connecting the electrical/communication connection(s) and allowing the newly installed VCM to autonomously complete its fitting-in process, carried by connecting to other VCMs and/or to the vehicle platform computing unit. This replacement process may be carried out by any one of a servicing professional, an untrained operator, or a robotic system.
VCMs that are stored on shelves waiting to be used in a vehicle may be tested for proper operational state periodically or by demand. The in-store VCM may be connected to a testing facility that many imitate full connection of the tested VCM to an operative vehicle and may inject test signals to the tested VCM and monitor the received signals, received wither from in-VCM sensors or external sensors being part of the testing facility. The test procedure may end with go/no-go of the tested VCM or may also add test brief that may be provided to the operator and also be saved in the computing unit of the tested VCM, thereby making the tuning of the VCM after it was installed on the vehicle faster and more accurate.
The testing procedure may be adapted to perform one or more of the following test protocols: testing a single system of the VCM, testing multiple systems of the VCM, testing two or more of foe VCM systems in an operational scenario involving combined operations of the systems (e.g. steering while changing speed), repetition of the test for a number of times and/or in a changing rate, and testing the VCM according to given driving profile.
Cost of usage of a VCM may serve for business transactions such as rental of vehicle, rental of corner modules, service plans, subscription services. Some examples of operational parameters are: distance traveled, hours used, accelerations (max, frequency)-data that can correlate with VCM wear rates. Operational data may be compared to operational planned values. Planned values may be part of a business plan defined for foe VCM and/or vehicle, e.g. during purchasing the VCM, renting the VCM, purchasing/subscribing to service plan for the VCM. Financial data may relate to information used in insurance plan. Insurance plan can be of a corner module and/or vehicle. Insurance plan cost may be based on historical data of the VCM. According to some embodiments, operation of the VCM may be controlled according to financial data. In some embodiments, performance (operational profile) of the VCM is selected as a dependency of selected plan. In some embodiments, performance (operational profile) of the VCM is selected as a dependency of actual VCM data with respect to preceding plan. Operational profile may be set to be reduced/increased.
Some embodiments of a VCM, VCM uses, VCM as part of a vehicle and the like are described herein below with regard to the following drawings.
Reference is made now to
Reference is made to
According to some embodiments, one or more of the control units 204A are designed to have merged components and functionality. In some embodiments, merging control units is by sharing processing algorithms having shared operational parameters (e.g. rotational speed). In some embodiments, merged control units share power source. In some embodiments, merged control units receive input from a common set of sensors (e.g. sensors included in 204B). In some embodiments, merged control units are accommodated within a common mechanical compartment. In some embodiments, merging control units reduces the size of control units located within VCM 150.
According to some embodiments, one or more of control units 204A are positioned with VCM 150 by using potting technique, such as the control unit does not require external housing besides of being supported at the mechanical structure of system on VCM 150.
Reference is made to
Reference is made to
Reference is made now to
According to some embodiments the vehicle in
The configuration depicted in
Yet, in some embodiments a VCM-to-VCM bus (such as bus 223 of
Reference is made now to
Each of the SW modules may be in active communication with central SW module 248, winch is adapted to receive control, status and error data from each of the SW modules, to store it and optionally to process the received data according to program lines stored thereon in a non-volatile memory (not shown). Central SW module 248 may be in active communication with vehicle control unit (not shown), for example according to one or more of the control schemes described elsewhere herein. Central SW module 248 is adapted to receive control signals from an external control entity (not shown), such as Autonomous Control unit (not shown). In some embodiments each of the SW modules may be operated on a dedicated computing device (not shown) that may be disposed on, or in close proximity to the physical module it is adapted to control. This way, the respective HW/SW module is capable of full replacement ability simply by the removal of the associated module and replacing it with another such module. In other embodiments two or more of the SW modules may be embodied on a single HW platform, e.g. that is disposed on the vehicle platform. In some embodiments the HW modules of the physical modules may be identical to each other and may vary only by the SW package loaded to the HW module. This arrangement may save costs, may lower the number of on-the-shelf spare modules and may shorten the time needed for removal, installation and SW load-and-tune time.
Reference is made now to
Reference is made now to
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Reference is made now to
VCM 454 may be adapted to be mounted in storage unit 452 via one or more mechanical mounts 452A and at least one electrical and control connector 452B. Any one of mounts 452A may be adapted to support the weight of VCM 454 within storage unit 452, In some embodiments, one or more of mounts 452A contain electrical circuit.
According to some embodiments, storage unit 452 may be provided with controller and control programs (not shown) adapted to perform health tests to the VCM 454 when stored within storage unit 452, as explained herein above. Storage unit 452 may further comprise local output unit 452C (e.g. display, wireless transmitter/receiver, etc.) that may provide VCM test results and enable control of test parameters. One or more mounts 452A may include or comprise one or more form the following sensors: vibration sensor, mechanical load sensor, mechanical moment sensor, and the like. Tests may be performed by activation one or more of the VCM systems according to the test scheme. The testing results may be recorded by the VCM sensors 454A and/or by sensors included in mounts 452A.
Storage unit 452 may be a container having a plurality of walls 450a, 450b, 450c, 450d. Storage unit 452 may be shaped to fit a VCM 454 or may be designed to be adjustable (e.g. by adjustable mounts 452A) to fit a plurality of VCM types. Storage unit 452 may be shaped and sized to accommodate a plurality of VCMs 454 as once. Storage unit 452 may be stationary or may be adapted to be mobile.
Reference is made now to
The VCM version is checked in step 506. If VCM validation fails, a notice is issued in step 506a. Failure notice may be provided to an operator and may be visual or by sound. Failure notice may be an output transmitted to another device. Failure notice may be provided by the VCM and/or by the vehicle platform, and/or a device connected to the VCM. In some embodiments, if the VCM version needs to be updated an update takes place at step 506b.
The VCM profile and the platform profile are matched in step 508 and if matching fails tins is reported in step 508a. In some embodiments, reporting 508a is followed by unplugging of VCM and terminating the plugging a VCM to a vehicle platform process. Reporting 508a may be to an operator and may be visual or by sound. Reporting 508a may be an output transmitted to another device. Reporting 508a may be provided by the VCM and/or by the vehicle platform, and/or a device connected to the VCM.
At step 510 the newly installed VCM is activated using a profile that matches the vehicle's profile. According to some embodiments, a profile is selected from profiles database stored at the VCM. In some embodiments, profiles database is stored at the vehicle platform. In some embodiments, profiles database is stored at a remote storage unit (device, computer, cloud). According to some embodiments, selected operational profile includes activating/deactivating of system related to steering and/or braking and/or driving of the VCM. According to some embodiments, profile includes operational parameters that fit the performance of the vehicle. In some embodiments, profile includes operational parameters that fit a driver profile. In some embodiments, profile includes predictive operational parameters according to planned operation of the vehicle (e.g. time, distances, speed, weather, road conditions).
The VCM historical data may optionally be loaded at step 512. In some embodiments, historical data may be operational data of the vehicle platform. In some embodiments, historical data may be operational data of the VCM. In some embodiments, historical data may be of planned operation of the vehicle. In some embodiments, loading historical data 512 is followed by analyzing 513 the historical data. In some embodiments, a warning is provided when analyzing 513 results in conflicting with expected operation of the VCM and/or the vehicle platform (e.g. time to maintenance is short to allow predictive operation).
After the VCM has been activated, its profile is matched with those of other VCMs of the vehicle at step 514. According to some embodiments, if a mismatch is found it is reported in step 514a (reporting method can be similar to those listed above).
At step 516 the profile of the new VCM is adjusted to those of the other VCMs of the vehicle,
At step 518 the profiles of the other VCMs are adjusted to that of the new VCM, thereby creating closed loop, until a required adjustment has been achieved. When adjustment of all VCMs has successfully finished the activation of the newly installed VCM becomes operational at step 520.
Reference is made now to
Reference is made now to
The following steps (712 to 716) are optional: in step 712 data from the other VCMs may be received and in step 714 the operational profile of the newly installed VCM may be set based on data from the other VCMs. If historical info of the new VCM is required it may be loaded in step 714a, in order to optimize the results achieved in step 714. Finally, in step 716 operational parameters of the VCMs are calibrated to match operation with the vehicle systems.
Reference is made now to
Updating 802 is followed by identifying (step 804) one or more of the systems of the one or more VCMs that may support the required updated operational parameters of the vehicle.
Updated parameters are now computed for the identified VCM systems (step 806). The computing may be done by computing units on the vehicle platform or at the VCM as the case may be. Following the computing step 806 operational parameters for actuating one or more of the systems in one or more VCMS are updated (step 808). After the update step 808, the VCM systems are actuated (step 810) and approval of successful actuation of systems of the VCM is provided to the vehicle platform and/or the other VCMs (step 812).
One or more of the steps of identifying 804, updating 808, actuating 810, and approving 812, may include data exchange between VCM and VCM systems control unit are described elsewhere above.
Reference is made now to
Target operational profile set is received from the vehicle operator (step 902). Target operational profile may be provided during one or more of the operations of the vehicle, a servicing procedure, and an initial activation.
Setting target profile (902) is followed by receiving (904) of current operational profile of the vehicle from the vehicle platform controller and/or from the one or more controlling units of the one or more VCMs.
Based on the above target VCM operational parameters and current operational profiles, target operational profile parameters may be calculated (step 906). Calculating 906 can be by computing units located at the vehicle platform, the VCM, and/or a remote computing unit,
The calculated operational parameters may be distributed (step 908) to one or more control units in one or more VCMs control runts may transmit updated actuation signals to the systems in the VCMs in accordance to the target parameters values,
Reference is made now to
Next, based on the previous steps it is determined whether the VCM is able to achieve the predicted performance (step 1006). At this step updated operational parameters may be calculated in order to achieve the predictive data (step 1006a) and optionally the predictive data is update accordingly (step 1006b).
Activation instructions that may be based on the calculated updated predictive data may now be sent to the one or more VCMs (step 1008) and be determined again, in closed loop, in step 1006. In case calculating 1006a results in a failure of providing updated operational parameters, failure is provided. One or more of the steps of determining 1006 and calculating 1006a can be by the computing units located at the one or more of vehicle platform, the VCM, and/or a remote computing unit.
Reference is made now to
A VCM may be identified as requiring replacement, for example in one of the following paths: a mismatch has been detected between the target operational parameters of the VCM, and the actual operational parameters, that exceeds a pre-determined threshold (step 1102A), in case the expiration of the VCM has been detected (step 1102B) or in case a change in the planned service program has been detected (step 1102C).
If it was determined that the VCM need to be replaced a signal expressing “replacement is required” will be issued (step 1150) and the operation mode of the vehicle will be set to service mode (step 1106).
The misfunctioning VCM is removed from the vehicle platform (step 1108) and according to its actual state it may be discarded (step 1110A) or be serviced (step 1110B).
Regardless of the actual state of the removed VCM, a replacement VCM may be mounted to the vehicle platform and is activated (step 1112) and the replacement operation resumes (step 1114).
Reference is made now to
Reference is made now to
The operation of a VCM may be associated with systems and processes that contribute to the operational parameters and the selection of operational profile. The operation of a VCM may also be associated with systems and databases used for financial purpose and business transactions. Cost of usage may serve for business transactions such as rental of vehicle, rental of VCMs, service plans, subscription services. Some examples of operational parameters that can be communicated with other systems may be: distance traveled, hours operated, accelerations (max, frequency), all of these provide data that can correlate with VCM wear rates. Operational data may be compared to planned values. Planned values may be part of a business plan defined for the VCM and/or the vehicle, e.g. during purchasing the VCM, renting the VCM, purchasing/subscribing to service plan for the VCM (e.g., VCM-as a service), and purchasing usage plan. Financial data may relate to information used in insurance plan. Insurance plan can be of a VCM and/or a vehicle. Insurance plan cost may be based on historical data of the VCM. According to some embodiments, operation of the VCM may be controlled according to financial data and financial considerations. In some embodiments, performance (operational profile) of the VCM is selected as a dependency of selected plan. In some embodiments, performance (operational profile) of the VCM is selected as a dependency of actual VCM data with respect to a preceding plan. As shown in
As shown in steps 1330 to 1336, the plan can be based on a business plan set for the VCM, The operational plan of the VCM may be set (1332), stored (1334) in a database, and outputted (1336) as required to another device (e.g. external computer, cloud, vehicle platform computing unit, and corner module computing unit).
We now refer to
The vehicle 100 illustrated in
As shown in the examples of
We now refer to
In some embodiments, the plurality of VCM sub-systems in any given VCM 150 includes all of the four sub-systems of paragraphs a.-d. In other embodiments, the plurality of VCM sub-systems in a given VCM 150 or in each VCM 150 of a given pair of opposing VCMs 150 can include a selected two sub-systems or a selected three sub-systems. In
Referring now to
The external computer 75 can be, for example, the testing computer 13 shown in
The storage medium 58 of the exemplary VCM controller 50 is shown in
VCM 150 installed on the vehicle 100. The information about the vehicle 100, and/or about the other VCM 150 installed on the vehicle 100 can include, for example, operating and maintenance data and/or history of the vehicle 100, and/or of the other VCM 150. In some embodiments, the information about the VCM 150 transferred from the VCM-controller 50 to the vehicle-controller 115 includes information about at least one of the plurality of subsystems, and/or includes results of a self-diagnostic test carried out before the installation. The plurality of subsystems can include two, three, or four sub-subsystems selected from VCM subsystems 200, 180, 176, 240. In some embodiments, the establishing of the communication link with the vehicle-controller 115 is before the installation of the replacement VCM on the vehicle 100—in other words, the communication link is established while the replacement VCM (or, in some embodiments, the potential replacement VCM) is not connected to or mounted on the vehicle. Such a communication link with a vehicle-controller may be established, for example, while the replacement VCM is still in a storage area of a service station, or, alternatively, already selected for use with the vehicle and removed from the storage area. In some embodiments, a failure to establish a communications link can be a reason to disqualify a given VCM for installation on the vehicle, or at least delay the installation until the reason for failing to establish the communications link can be ascertained. Similarly, a communications link may be successfully established but information transferred from the VCM-controller to the vehicle-controller (or vice versa) may cancel or delay installation of the given VCM on the vehicle. In an example, the VCM-controller transfers information about a component specification, operating history or maintenance history that causes the vehicle-controller to determine that the given VCM should not be installed. In embodiments, the pre-installation exchange of information can include checking compatibility of the VCM with other VCMs already installed on the vehicle-for example, checking whether they have the same type and version of a given sub-system, or of any given item of hardware or software on the replacement VCM. In another example, a number of different replacement VCMs can establish respective communications links with the vehicle-controller so that the vehicle-controller can ‘select’ the most compatible VCM in storage at a service-station location, or alternatively, can ‘go shopping’ for a VCM with the most favorable financial conditions attached to its potential installation (including, for example, determining whether a given VCM is enrolled in a subscription service or leasing arrangement, or perhaps set aside for premium customers which will pay the owner or provider of the VCM more money).
In various embodiments, as illustrated in
Referring now to
Referring now to
According to the method illustrated in
In some embodiments, the method includes an additional step S14, as illustrated in the flowchart of
As further illustrated in the flowchart of
In some embodiments, both Steps S15a and S15b are included in the method; in an illustrative example, a leasing arrangement provides for servicing and/or replacing of the VCM at a predetermined tariff price or at a discounted price, e.g., based on a percentage discount.
In some embodiments, the method includes an additional step S16, as illustrated in the flowchart of
Referring now to
We now refer to
The invention, in some embodiments, relates to methods and systems for controlling the wheel torque of a vehicle using reverse excitation of a motor of the vehicle.
There is thus provided, in accordance with an embodiment of the teachings herein, a system and a method for regulating wheel rotation torque of at least one wheel assembly of a vehicle. The vehicle includes (i) an electric drive system including a drive motor, (ii) a battery, (iii) the at least one wheel assembly, (iv) a controller, and (v) a braking system associated the at least one wheel assembly. The braking system including a frictional brake assembly, a regenerative braking subsystem, and a reverse-excitation braking subsystem, the braking system being functionally associated with the electric drive system. The method includes computing, by the controller, a brake-operation function for the braking system, based on a charge level of the vehicle battery. In response to receipt of a brake input, the braking system is operated in accordance with the brake-operation function. During operation of the reverse-excitation braking subsystem, electrical current drawn from the vehicle battery generates reverse torque of the drive system motor to both (i) apply a resistive torque to a wheel forming part of the at least one wheel assembly and (ii) deplete the vehicle battery according to the amount of electric current drawn therefrom. During operation of the regenerative braking subsystem charge is stored in the vehicle battery while reducing rotation speed of the wheel forming part of the at least one wheel assembly. In the brake-operation function, operation of the regenerative braking subsystem or of the reverse-excitation subsystem is determined based at least on the charge level of the battery.
Reference is now made to
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In some embodiments, vehicle 2010 further includes a plurality of wheel assemblies, here shown as four wheel assemblies 2020a, 2020b, 2020c, and 2020d. At least one of the wheel assemblies is functionally associated with a braking system 2022. In other embodiments, the vehicle may have a different type of motion assembly, such as one or more track assemblies, each including a track rotating on a plurality of wheels, associated with the braking system. Braking system 2022 includes a frictional brake assembly 2024, a regenerative braking subsystem 2026, and a reverse-excitation braking subsystem 2028. Regenerative braking subsystem 2026 and reverse-excitation braking subsystem 2028 are functionally associated also with drive motor 2014 and with battery(ies) 2016. Braking system 2022 may further include a brake-controller 2029, adapted to control operation of frictional brake assembly 2024, regenerative braking subsystem 2026, and/or reverse-excitation braking subsystem 2028. In some embodiments, brake-controller 2029 is functionally associated with vehicle-controller 2018, and is adapted to receive input from the vehicle controller. In some embodiments, more than one wheel assembly is associated with braking system 2022, in which case each wheel assembly may be associated with a dedicated frictional brake assembly 2024.
A steering system 2030 is associated with at least one of wheel assemblies 2020a, 2020b, 2020c, and 2020d.
In some embodiments, vehicle-controller 2018 may be functionally associated with a user operated brake input device 2032, such as a brake pedal or button. When operated by a human operator of the vehicle, the brake input device 2032 provides input to vehicle-controller 2018 indicating that it is necessary to decelerate, or completely stop, motion of the vehicle.
In other embodiments, the vehicle-controller 2018 may generate a brake input based on an input it receives from a suitable sensor or sensing system, or based on algorithmic computations. This is particularly the case when vehicle 2010 is a self-driving vehicle.
In some embodiments, vehicle-controller 2018 may be functionally associated with one or more sensors or sensing assemblies 2034, which sense characteristics and parameters of the vehicle and/or of the vicinity of the vehicle. In some embodiments, such as in a self-driving vehicle, sensor(s) 2034 may provide to the controller a brake input or another input indicative of a brake input being required.
Sensors 3204 may include environment sensors which provide input relating to conditions in the environment of the vehicle, such as temperature sensors, moisture sensors, and the like, which may provide to vehicle-controller 2018 information relating to the conditions of the road on which the vehicle is travelling.
Sensors 2034 may include imaging or image capturing sensors, such as cameras, radar, lidar, and the like. Such imaging or image capturing sensors may provide to vehicle-controller 2018 input relating to objects in the vicinity of the vehicle, such as the presence of obstacles or another vehicle.
Sensors 2034 may include proximity sensors, which provide to vehicle-controller 2018 input relating to the proximity of vehicle 2010 to another object, such as another vehicle or an obstacle.
Sensors 2034 may include a location system receiver, such as a receiver for signals of GPS, GLONASS, GALILEO, and the like, which provide to vehicle-controller 2018 input relating to the location, on the globe, of vehicle 2010, and/or information relating to the route to be taken by vehicle 2010 and the terrain conditions along that route.
Sensors 2034 may include sensors relating to conditions within the vehicle platform. These may include:
In some embodiments, for example when vehicle 2010 is a four-wheel vehicle, drive system 2012 may include any or all of the mechanical and/or electrical components required for actuating a drive shaft to rotate one or more of wheel assemblies 2020, including, and not exhaustively: electric drive motor 2014, and a transmission assembly to transmit the rotation of motor 2014 to one or more of wheel assemblies 2020 including, optionally, a single-gear or multi-gear transmission, as well as sensors such as a wheel speed sensor (in a non-limiting example, a rotary encoder). In the embodiment of
In embodiments, vehicle-controller 2018 and/or brake-controller 2029 is adapted to regulate an output of motor 2014 and/or a rotational velocity of wheel(s) 2020 and/or a selection of a transmission gear, in response to instructions received via electrical inputs, e.g., from a driver-operated drive mechanism (e.g. an accelerator pedal) or an autonomous driving unit. In some such embodiments, brake-controller 2029 receives inputs from vehicle-controller 2018, for regulating output of motor 2014 and/or rotational velocity of the wheel(s).
As explained in further detail hereinbelow, drive system 2012 is adapted to cooperate with braking system 2022. Drive system 2012 may be used in a regenerative braking function, in cooperation with regenerative braking subsystem 2026, and/or in a reverse-excitation braking function, in cooperation with reverse-excitation braking subsystem 2028. In some embodiments, the regenerative braking and/or the reverse-excitation braking may be boosted by friction braking using frictional braking assembly 2024, as explained in further detail hereinbelow.
Cooperation of drive system 2012 and braking system 2022 in combining regenerative braking and/or reverse-excitation braking with friction braking is controlled by vehicle-controller 2018 and/or by brake-controller 2029, as explained herein.
In some embodiments, a single controller is configured (e.g., programmed) to control multiple systems of vehicle 2010 in cooperation with each other. For example, vehicle-controller 2018 may control operation of steering system 2030 and of braking system 2022, possibly by providing instructions to brake-controller 2029. As another example, brake-controller 2029 may be associated with steering system 2030. In such embodiments, steering system 2030 can be used to assist in braking, i.e., in cooperation with braking system 2022, for example by turning the wheels so as to increase friction with a roadway, whether by steering symmetrically by having the opposing wheels turn in the same direction in tandem (e.g. toe-in or toe-out), or asymmetrically where the opposing wheels do not turn in tandem. In a similar example, the controller controls steering system 2030 in concert with braking system 2022 to mitigate the effect of brake pull caused by steering, a phenomenon also known as ‘brake steer’ or ‘steering drift’. As explained herein, the controller controls, in concert, drive system 2012, braking system 2022, and steering system 2030, to achieve a desired braking effect.
Steering system 2030 may include any or all of the mechanical and/or electrical components required for steering, i.e., pivoting the wheel(s) of the vehicle around a steering axis, including, and not exhaustively: a steering actuator, steering rods, steering system controller or control unit, steering inverter and wheel-angle sensor. Steering system 2030 may control steering of the front wheels, the rear wheels, or all four wheels.
In some embodiments, vehicle-controller 2018 receives steering instructions as electrical (including electronic) inputs from the vehicle, e.g., from a driver-operated steering mechanism or an autonomous steering unit, and carries out the instructions by causing, responsively to the received instructions, the motion of a steering rod, e.g., via a steering actuator, to effect the turning of the wheel(s), for example, by regulating a current and voltage transmitted to the steering actuator and/or transmitting high-level instructions to a steering-system controller.
Braking system 2022 may include any or all of the mechanical and electrical components for actuating frictional brake assembly 2024 (e.g., brake disk, brake caliper, etc.) including, optionally, one or more of a brake fluid pump, and a brake fluid source. Braking system 2022 further includes all of the mechanical and/or electrical components for actuating regenerative braking subsystem 2026, and reverse-excitation braking subsystem 2028. Braking system 2022 may control the front wheels, the rear wheels, or all the wheels.
In some embodiments, vehicle-controller 2018 and/or brake-controller 2029 are configured to regulate deceleration of the vehicle and operation of frictional brake assembly 2024, regenerative braking subsystem 2026, and reverse-excitation braking subsystem 2028, in response to a brake input received, typically electrically, from the vehicle, e.g., from a driver-operated braking mechanism (e.g. a brake pedal) or from an autonomous braking unit. The logic for regulating operation of the components of braking system 2022 is described hereinbelow.
In use, regenerative braking subsystem 2026 is adapted to use electric drive motor 2014 as a generator, storing charge generated by the motor in battery(ies) 2016 while reducing a rotation speed of a wheel of the vehicle. However, as discussed hereinabove, regenerative braking is only useful when it is possible to store more charge in battery 2016, i.e. the battery is not full.
In use, reverse-excitation braking subsystem 2028 is adapted to use electrical current drawn from battery(ies) 2016 to generate reverse torque of electric drive motor 2014. When a received brake input indicates the need for decelerating the wheel rotation (e.g. for decelerating the vehicle), the reverse torque may accomplish two goals: (i) applying a resistance torque to the wheel of the vehicle 2010; and (ii) depleting the vehicle battery at least according to the amount of electric current drawn from the battery. In this manner, the battery is depleted, or less full than prior to use of reverse-excitation braking, and thus enables additional use of regenerative braking. In some embodiments, during reverse-excitation, some of the electrical current drawn from the battery(ies) is released as heat, or in other ways, in order to deplete the battery. In some embodiments, the reverse torque of electric drive motor 2014 is for applying rotation torque to the wheel of the vehicle, for example for the purpose of stability control. Such application of torque may accelerate or decelerate the rotation rate of the wheel.
Reference is now made to
As seen in
Vehicle platform 2110 may include one or more electronic subsystems mounted onto reference frame 2111. The electronic subsystems may include power supply, or batteries, 2116 of the vehicle, a control circuit of the vehicle, a vehicle-controller 2118, a network bus of the vehicle, a network interface of the vehicle, a brake input source 2132, and one or more sensors or sensing mechanisms 2134 of the vehicle. Vehicle-controller 2118 may be functionally associated with the brake input source 2132 and the sensor(s) 2134.
A VCM 2150, for regulating motion of the vehicle, is connectable to reference frame 2111. According to some embodiments, VCM 2150 includes a sub-frame 2152, including a vehicle-connection interface 2154 adapted for reversible mechanical connection to VCM-connection interface 2144 of reference frame 2111. VCM 2150 further includes a wheel assembly 2120 including a wheel-hub assembly 2156, adapted to have a wheel mounted thereon. Sub-frame 2152 has mounted thereon one or more subsystems of the vehicle, each comprising mechanical and/or electrical components. The subsystems may also be attached to wheel-hub assembly 2156.
The subsystems included in VCM 2150 may include a drive system 2112 including a drive motor 2114, a steering system 2130, a suspension system 2136, and/or braking system 2122. In accordance with embodiments of the present invention, braking system 2122 may include a frictional brake assembly 2124, a regenerative brake subsystem 2126, a reverse-excitation subsystem 2128, and a brake-controller 2129.
The system and subsystem numbers in the embodiments of
In some embodiments, such as that shown in
In some embodiments, such as that illustrated in
In some embodiments, vehicle-controller 2118, brake-controllers 2129, and/or VCM-controllers 2160 are configured to regulate wheel rotation torque of wheel(s) 2120, for example for deceleration of the vehicle. As such, the controller regulate operation of frictional brake assemblies 2124, regenerative braking subsystems 2126, and reverse-excitation braking subsystems 2128, in response to a received brake input. The brake input may be received electrically, e.g., from a driver-operated braking mechanism (e.g. a brake pedal) or from a sensor or autonomous braking unit. The logic for regulating operation of the components of braking systems 2122 is described hereinbelow.
Reference is now additionally made to
As seen in
During the computation of the brake-operation function at step S2300, the controller computing the function determines whether to use the regenerative braking subsystem (2026, 2126), the reverse-excitation braking subsystem (2028, 2128), or both, based on the charge level of the battery (2016, 2116, or 2166).
In some embodiments, the computation defines that when the charge level of the battery is equal to or greater than a threshold, the brake-operation function assigns use of the reverse-excitation braking subsystem, for example in order to deplete the battery and allow for additional regenerative braking. In some embodiments, the threshold for use of the reverse-excitation braking subsystem is a battery charge level of more than 90%, more than 92%, or more than 95%.
In some embodiments, the computation at step S2300 is carried out so as to reduce, or even minimize, use of frictional brake assembly 2124, wear of the frictional brake assembly, and/or emissions or heat emanating from the frictional brake assembly during frictional braking.
In some embodiments, the computation at step S2300 occurs in response to receipt of a brake input, for example at a previous step S2302.
In other embodiments, the computation at step S2300 is predictive, and occurs prior to receipt of the brake input. In such embodiments, the brake input is received at step S2304, following the computation at step S2300.
In some embodiments, the computation at step S2300 is carried out, or updated, periodically, irrespective of brake inputs.
In some embodiments, the controller is functionally associated with a location system, such as GPS, which may function as one of sensors 2034 or 2134. In some such embodiments, the computation at step S2300 is predictive, and is further based on an expected route of travel of the vehicle. For example, if battery 2016 is nearly full, e.g. 95% full, and the vehicle is about to go down a long hill during which regenerative braking would be beneficial, the controller may determine that the brake-operation function should activate the reverse-excitation braking subsystem 2128 when decelerating the vehicle. In this manner, the vehicle will reach the down-hill stretch with the battery depleted, and will be able to use regenerative braking subsystem 2126 during the down-hill drive, rather than engaging the frictional brake assembly 2124.
In some embodiments, the controller is functionally associated with one or more sensors (2034, 2134), which provide to the controller information about an aspect of the vehicle, or of the environment surrounding the vehicle. In some such embodiments, the computation at step S2300 may be further based on input received from the sensor(s) relating to the environment conditions in the vicinity of the vehicle, or to characteristics of the vehicle. For example, in icy road conditions, regenerative braking and reverse-excitation braking are safer than frictional braking. As such, if the controller receives an input from a sensor indicating the presence of ice on the road, or temperatures suitable for formation of ice on the road, the controller may determine that the brake-operation function should try to avoid any form of frictional braking, and would activate regenerative braking subsystem 2126 or reverse-excitation braking subsystem 2128 when decelerating the vehicle. As another example, if a sensor is indicating that systems of the vehicle are overheating, the controller may determine that the brake-operation function should avoid use of reverse-excitation braking subsystem 2128 when decelerating the vehicle, because reverse-excitation braking releases a lot of heat into the vehicle systems.
In some embodiments, such as the embodiment of
In some embodiments, within the brake-operation function, the same brake operations are assigned to all the wheel assemblies associated with the braking system.
In some embodiments, the multiple wheel assemblies may be two front wheel assemblies. In some embodiments, the multiple wheel assemblies may be two rear wheel assemblies. In some embodiments, the multiple wheel assemblies may be two side wheel assemblies. In some embodiments, the multiple wheel assemblies may be all the wheel assemblies of the vehicle.
In other embodiments, the computing of the brake-operation function includes computing a single brake-operation function, and within that single brake-operation function, instructing the braking system to operate in a first mode of operation, or to use a first subsystem, with respect to a first wheel assembly (2020a) and to operate in a second mode of operation, or to use a second subsystem, with respect to a second wheel assembly (2020b). In some such embodiments, the first and second modes of operation are different modes of operation, both selected from the group consisting of reverse-excitation braking, regenerative braking, frictional braking, and braking by steering (i.e. by applying a slip angle to a tire and using the resulting drag to decelerate the vehicle).
In yet other embodiments, the computing of the brake-operation function includes computing a dedicated brake-operation function for each wheel assembly associated with the braking system. The multiple computed brake-operation functions need not include, or apply, the same braking mode of operation, or use the same braking subsystem.
In some embodiments, computing of the brake-operation function includes, in the brake-operation function, instructing the braking system to work in a mixed mode of operation. The mixed mode of operation includes a first, non-zero proportion, at which the braking system is to decelerate the vehicle by using a first mode of operation, which uses the reverse-excitation braking subsystem or the regenerative braking subsystem. The mixed mode of operation includes a second, non-zero proportion, at which the braking system is to decelerate the vehicle by using a second mode of operation, different from the first mode of operation. The two modes of operation are to be applied to the same wheel assembly.
The second mode of operation may be selected from regenerative braking, reverse-excitation braking, frictional braking, or braking by steering.
The use of two different modes of operation, and/or the specific proportions for each of the modes of operation, may be determined based on characteristics of the vehicle, such as heating of systems of the vehicle (e.g. motor, battery, or the frictional brake assembly), a rate of charge of the battery, a quantity of braking force required, the expected current draw from the battery, a rate of rotation of the wheel assembly, a rate of rotation of the drive motor, and a velocity of the vehicle.
At step S2306, in response to receipt of a brake input, the braking system is operated in accordance with the brake-operation function computed at step S2300. Operation of the braking system in accordance with the brake-operation function may include operation of the regenerative braking subsystem, and/or operation of the reverse-excitation braking subsystem. As seen at step S2308, during operation of the regenerative braking subsystem, the electric drive motor (2014, 2114) is used as a generator, storing charge generated by the motor in the battery, while decelerating at least one wheel. This can apply deceleration to the vehicle, or help stabilize the vehicle. At seen at step S2310, during operation of reverse-excitation braking subsystem, electrical current drawn from the battery is used to generate reverse torque of electric drive motor 2014. This accomplishes two goals: (i) reducing rotation speed of at least one wheel of the vehicle (2010, 2110), for example so as to decelerate or stabilize the vehicle; and (ii) depleting the battery at least according to the amount of electric current drawn from the battery. In this manner, the battery is depleted, or is less full than prior to use of reverse-excitation braking, and thus enables additional use of regenerative braking. In some embodiments, during reverse-excitation, some of the electrical current drawn from the battery is released as heat, or in other ways, in order to deplete the battery.
It is to be appreciated that the computed brake-operation function, may provide added benefits, in addition to reducing use of frictional brakes and emissions therefrom. For example, heat released by reverse-excitation braking can be used to precondition the battery of the vehicle, to ensure that the battery is at the appropriate temperature for rapid charging using regenerative braking. As such, the ordered combination of reverse-excitation braking and regenerative braking is advantageous over use of one of these braking modes of operation on its own.
As another example, the heat released from reverse-excitation braking can be used to heat various systems of the vehicle, such as heating the cabin, rapid defrosting of ice on the window panes, and the like.
According to some embodiments, at step S2310, reverse-excitation braking subsystem, is for applying rotation torque to at least one wheel of the vehicle (2010, 2110) for rotating in reverse direction to stabilize the vehicle. Such application of torque may accelerate or decelerate the rotation rate of the wheel.
Inventive Concept 1: A vehicle corner module (VCM) system, comprising: a sub-frame of interfacing between the VCM and a vehicle platform; a wheel interface for coupling a wheel to the VCM; one or more of VCM modules, which include mechanical assemblies and electrical units for operating a wheel when assembled on the vehicle; and one or more electrical interfaces for exchanging signals and data between the VCM modules and the vehicle platform.
Inventive Concept 2: A vehicle corner module (VCM) system according to Inventive Concept 1, comprising: one or more sensors for measuring operational data of the one or more VCM modules; a VCM controller in electrical connection with the one or more electrical interfaces and the one or more electrical units of the VCM modules.
Inventive Concept 3: A vehicle corner module (VCM) system according to either one of Inventive Concepts 1 or 2, wherein the VCM modules comprise one or more of: a suspension module, a wheel driving module, a steering module, and a control module, and the wheel driving module comprises one or more of: an electric motor unit, a transmission unit, and a braking unit.
Inventive Concept 4: A VCM system according to any one of Inventive Concepts 1 to 3, wherein one or more VCM modules are located between the wheel interface and the sub-frame.
Inventive Concept 5: A VCM system, according to any one of Inventive Concepts 1 to 4, wherein: the one or more electrical units comprise a VCM module controller; and the VCM module controller comprises integrated circuits having hardware and software that control two or more VCM modules.
Inventive Concept 6: A vehicle having one or more of the VCMs of Inventive Concepts 1 to 5.
Inventive Concept 7: A vehicle according to Inventive Concept 6, comprising a VCM control unit (CSCU); and a platform-VCM bus for communication between the vehicle and one or more of electrical circuits located in the VCMs.
Inventive Concept 8: A vehicle according to Inventive Concept 7, wherein the VCMs are in direct electrical communication, such that data can be exchanged between the VCMs bypassing the CSCU.
Inventive Concept 9: A method of activating a VCM, comprising: mounting the VCM on a vehicle platform; setting a VCM operational profile; and activating the VCM to be operational with the VCM operational profile.
Inventive Concept 10: A method according to Inventive Concept 9, comprising: matching between operational profiles of the VCM and the vehicle platform; and the setting of a VCM operational profile is to a matching operational profile of the VCM.
Inventive Concept 11: A method according to either one of Inventive Concept 9 or 10, comprising: matching between operational profiles of the VCM and the operational profiles of other VCMs coupled to the vehicle platform; and setting the operational profile of one or more of the VCMs coupled to the vehicle platform in accordance to the matching between operational profiles of the one or more of the VCMs.
Inventive Concept 12: A method according to any one of Inventive Concept 9 to 11, comprising: receiving an operational plan defined for the VCM; and setting a VCM operational profile according to the operational plan.
Inventive Concept 13. A method according to any one of Inventive Concept 9 to 12, comprising: recording operational data of the VCM; and outputting operational data to a computing system external to the VCM.
Inventive Concept 14. A method of servicing a vehicle having one or more vehicle corner modules (VCMs), comprising: receiving an indication that servicing of a system located in the VCM is required; halting the operation of the vehicle; de-coupling the VCM from the vehicle; mounting a substituting VCM to the vehicle; and resuming the operation of the vehicle.
Additional examples related to regulating the wheel torque and braking operation of a wheel assembly according to the description elsewhere herein:
A method for regulating wheel rotation torque of at least one wheel assembly of a vehicle, the vehicle including (i) an electric drive system including a drive motor, (ii) a battery, (iii) the at least one wheel assembly, (iv) a controller, and (v) a braking system associated the at least one wheel assembly, the braking system including a frictional brake assembly, a regenerative braking subsystem, and a reverse-excitation braking subsystem, the braking system being functionally associated with the electric drive system, the method including:
The method of example 1, wherein the controller includes a brake-controller forming part of the braking system, and the computing of the brake-operation function is carried out by the brake-controller.
The method of example 1 or example 2, wherein the controller includes a vehicle-controller, and the computing of the brake-operation function is carried out by the vehicle-controller.
The method of any one of examples 1 to 3, wherein the computing of the brake-operation function includes, when a charge level of the vehicle battery is equal to or greater than a threshold, operating the reverse-excitation braking system.
The method of any one of examples 1 to 4, wherein the computing of the brake-operation function includes predictively computing the brake-operation function, prior to the receipt of the brake input.
The method of any one of examples 1 to 5, wherein the computing includes periodically updating the brake-operation function.
The method of any one of examples 1 to 4, wherein the computing is in response to the receipt of the brake input.
The method of any one of examples 1 to 7, wherein the controller is functionally associated with a location system receiver, and the computing of the brake-operation function is also based on an expected route of travel of the vehicle.
The method of any one of examples 1 to 8, wherein the controller is functionally associated with at least one sensor providing to the controller inputs relating to at least one condition within the vehicle or in the vicinity of the vehicle, and the computing of the brake-operation function is also based on the inputs received from the at least one sensor.
The method of any one of examples 1 to 9, wherein the computing of the brake-operation function includes computing the brake-operation function to reduce at least one of wear of the frictional brake assembly, brake emissions, or heat generated by use of the frictional brake assembly.
The method of any one of examples 1 to 10, the vehicle further including at least two wheel assemblies functionally associated with the braking system, and wherein the computing of the brake-operation function includes, in the brake-operation function, instructing the braking system to operate in a first mode of operation with respect to a first of the at last two wheel assemblies and to operate in a second mode of operation with respect to a second of the at least two wheel assemblies.
The method of example 11, wherein the vehicle includes a steering system functionally associated with the controller, the wheel assembly, and the braking system, and wherein the first and second modes of operation are different modes of operation, both selected from the group consisting of reverse-excitation braking, regenerative braking, frictional braking, and brake by steering.
The method of example 11 or example 12, wherein the computing of the brake-operation function includes computing a separate brake-operation function for each of the at least two wheel assemblies.
The method of example 11 or example 12, wherein the computing of the brake-operation function includes computing a single brake-operation function governing operation the braking system with respect to all of the at least two wheel assemblies.
The method of any one of examples 1 to 14, wherein the computing of the brake-operation function includes, in the brake-operation function, instructing the braking system to work in a mixed mode of operation, the mixed mode of operation including a first, non-zero proportion at which the braking system is to operate the reverse-excitation braking subsystem or the regenerative braking subsystem, and a second proportion at which the braking system is to operate in a second mode of operation to be applied to the at least one wheel assembly, the second mode of operation being different from the first mode of operation.
The method of example 15, wherein the vehicle includes a steering system functionally associated with the controller, the wheel assembly, and the braking system, and wherein the second mode of operation is selected from the group consisting of: reverse-excitation braking, regenerative braking, frictional braking, and brake by steering.
The method of example 15 or example 16, wherein the first proportion is selected based on a heating level of at least one wheel assembly, of the battery, of the motor, or of the controller.
The method of example 15 or example 16, wherein the first proportion is selected based on a rate of charge or rate of discharge of the battery.
The method of example 15 or example 16, wherein the first proportion is selected based on an expected draw, or rate of draw, from the battery.
The method of example 15 or example 16, wherein the first proportion is selected based on a required change in torque of the at least one wheel assembly.
The method of example 15 or example 16, wherein the first proportion is selected based on a rate of rotation of the at least one wheel assembly.
The method of example 15 or example 16, wherein the first proportion is selected based on a rate of rotation of the drive motor.
The method of example 15 or example 16, wherein the first proportion is selected based on a velocity of the vehicle.
The method of any one of examples 1 to 23, wherein the computing of the brake operation function is carried out automatically.
The method of any one of examples 1 to 24, further including, receiving the brake input from a user interface operated by a human operator.
The method of any one of examples 1 to 24, wherein the vehicle is a self-driving vehicle, the method further including generating the brake input based on a signal received from a sensing system of the self-driving vehicle.
The method of example 26, wherein the sensing system is selected from the group consisting of an imaging system, an autonomous perception sensor, radar, lidar, a GPS sensor, an acceleration sensor, a proximity sensor, a temperature sensor, and a pressure sensor.
A controller for control of a braking system of a vehicle, the braking system being functionally associated with at least one wheel assembly of the vehicle and including (i) a frictional brake assembly, (ii) a regenerative braking subsystem, and (iii) a reverse-excitation braking subsystem, the vehicle further including (I) an electric drive system including a drive motor, functionally associated with the braking system, and (II) a battery, the controller including:
The controller of example 28, including a brake-controller forming part of the braking system.
The controller of example 28, including a vehicle-controller.
The controller of any one of examples 28 to 30, wherein the instructions to compute includes instructions to assign, within brake-operation function, operation of the reverse-excitation braking subsystem when a charge level of the battery is equal to or greater than a threshold.
The controller of any one of examples 28 to 31, wherein the instructions to compute the brake-operation function include instructions to predictively compute the brake-operation function, prior to the receipt of the brake input.
The controller of any one of examples 28 to 32, wherein the instructions to compute include instructions to periodically update the brake-operation function.
The controller of any one of examples 28 to 31, wherein the instructions to compute include instructions to be executed is in response to the receipt of the brake input.
The controller of any one of examples 28 to 34, functionally associated with a location system receiver, wherein the instructions to computing include instructions to compute the brake-operation function also based on an expected route of travel of the vehicle.
The controller of any one of examples 28 to 35, functionally associated with at least one sensor adapted to provide to the controller inputs relating to at least one condition within the vehicle or in the vicinity of the vehicle, wherein the instructions to compute include instructions to compute of the brake-operation function also based on the inputs received from the at least one sensor.
The controller of any one of examples 28 to 36, wherein the instructions to compute the brake-operation function include instructions to compute the brake-operation function to reduce at least one of wear of the frictional brake assembly, brake emissions, or heat generated by use of the frictional brake assembly.
The controller of any one of examples 28 to 37, the vehicle further including at least two wheel assemblies functionally associated with the braking system, wherein the instruction to compute include instruction to compute the brake operation function such that, in the brake-operation function, the braking system is instructed to operate in a first mode of operation with respect to a first of the at last two wheel assemblies and to operate in a second mode of operation with respect to a second of the at least two wheel assemblies.
The controller of example 38, functionally associated with a steering system of the vehicle, and wherein the first and second modes of operation are different modes of operation, both selected from the group consisting of reverse-excitation braking, regenerative braking, frictional braking, and brake by steering.
The controller of example 38 or example 39, wherein the instruction to compute the brake-operation function include instructions to compute a separate brake-operation function for each of the at least two wheel assemblies.
The controller of example 38 or example 39, wherein the instruction to compute include instructions to compute a single brake-operation function governing operation the braking system with respect to all of the at least two wheel assemblies.
The controller of any one of examples 28 to 41, wherein the instructions to compute includes instructions to select a first, non-zero proportion at which the braking system is to operate the reverse-excitation braking subsystem or the regenerative braking subsystem, and instructions to select a second proportion at which the braking system is to operate in a second mode of operation to be applied to the at least one wheel assembly, the second mode of operation being different from the first mode of operation.
The controller of example 42, functionally associated with a steering system of the vehicle, and wherein the second mode of operation is selected from the group consisting of: reverse-excitation braking, regenerative braking, frictional braking, and brake by steering.
The controller of example 42 or example 43, wherein the instructions to select the first proportion include instructions to select the first proportion based on a heating level of at least one wheel assembly, of the battery, of the motor, or of the controller.
The controller of example 42 or example 43, wherein the instructions to select the first proportion include instructions to select the first proportion based on a rate of charge or rate of discharge of the battery.
The controller of example 42 or example 43, wherein the instructions to select the first proportion include instructions to select the first proportion based on an expected draw, or rate of draw, from the battery.
The controller of example 42 or example 43, wherein the instructions to select the first proportion include instructions to select the first proportion based on a required change in torque of the at least one wheel assembly.
The controller of example 42 or example 43, wherein the instructions to select the first proportion include instructions to select the first proportion based on a rate of rotation of the at least one wheel assembly.
The controller of example 42 or example 43, wherein the instructions to select the first proportion include instructions to select the first proportion based on a rate of rotation of the drive motor.
The controller of example 42 or example 43, wherein the instructions to select the first proportion include instructions to select the first proportion based on a velocity of the vehicle.
The controller of any one of examples 28 to 50, the non-transitory computer medium further having stored instructions to receive the brake input from a user interface operated by a human operator.
The controller of any one of examples 28 to 50, wherein the vehicle is a self-driving vehicle, the non-transitory computer medium further having stored instructions to generate the brake input based on a signal received from a sensing system of the self-driving vehicle.
The controller of example 52, wherein the sensing system is selected from the group consisting of an imaging system, an autonomous perception sensor, radar, lidar, a GPS sensor, an acceleration sensor, a proximity sensor, a temperature sensor, and a pressure sensor.
A system for regulation rotation torque of at least one wheel assembly of a vehicle, the vehicle including an electric drive system including a drive motor, and a battery, the system including:
The system of example 54, wherein the controller is, or includes, a brake-controller forming part of the braking system.
The system of example 54, wherein the controller is, or includes, a vehicle controller.
The system of any one of examples 54 to 56, wherein the controller is adapted to assign, within the brake-operation function, operation of the reverse-excitation braking subsystem when a charge level of the battery is equal to or greater than a threshold.
The system of any one of examples 54 to 57, wherein the controller is adapted to predictively compute the brake-operation function, prior to the receipt of the brake input.
The system of any one of examples 54 to 58, wherein the controller is adapted to periodically update the brake-operation function.
The system of any one of examples 54 to 57, wherein the controller is adapted to compute the brake-operation function in response to the receipt of the brake input.
The system of any one of examples 54 to 60, wherein the controller is functionally associated with a location system receiver, and is adapted to compute the brake-operation function also based on an expected route of travel of the vehicle.
The system of any one of examples 54 to 61, wherein the controller is functionally associated with at least one sensor adapted to provide to the controller inputs relating to at least one condition within the vehicle or in the vicinity of the vehicle, and wherein the controller is adapted to compute the brake-operation function also based on the inputs received from the at least one sensor.
The system of any one of examples 54 to 62, wherein the controller is adapted to compute the brake-operation function to reduce at least one of wear of the frictional brake assembly, brake emissions, or heat generated by use of the frictional brake assembly.
The system of any one of examples 54 to 63, the vehicle including at least two wheel assemblies functionally associated with the system, wherein the controller is adapted to compute the brake operation function such that, in the brake-operation function, the system is instructed to operate in a first mode of operation with respect to a first of the at last two wheel assemblies and to operate in a second mode of operation with respect to a second of the at least two wheel assemblies.
The system of example 64, functionally associated with a steering system of the vehicle, wherein the first and second modes of operation are different modes of operation, both selected from the group consisting of reverse-excitation braking, regenerative braking, frictional braking, and brake by steering.
The system of example 64 or example 65, wherein controller is adapted to compute a separate brake-operation function for each of the at least two wheel assemblies.
The system of example 64 or example 65, wherein the controller is adapted to compute a single brake-operation function governing operation the braking system with respect to all of the at least two wheel assemblies.
The system of any one of examples 54 to 67, wherein the controller is adapted to select a first, non-zero proportion at which the braking system is to operate the reverse-excitation braking subsystem or the regenerative braking subsystem, and to select a second proportion at which the braking system is to operate in a second mode of operation to be applied to the at least one wheel assembly, the second mode of operation being different from the first mode of operation.
The system of example 67, functionally associated with a steering system of the vehicle, and wherein the second mode of operation is selected from the group consisting of: reverse-excitation braking, regenerative braking, frictional braking, and brake by steering.
The system of example 68 or example 69, wherein the controller is adapted to select the first proportion based on a heating level of at least one wheel assembly, of the battery, of the motor, or of the controller.
The system of example 68 or example 69, wherein the controller is adapted to select the first proportion based on a rate of charge or rate of discharge of the battery.
The system of example 68 or example 69, wherein the controller is adapted to select the first proportion based on an expected draw, or rate of draw, from the battery.
The system of example 68 or example 69, wherein the controller is adapted to select the first proportion based on a required change in torque of the at least one wheel assembly.
The system of example 68 or example 69, wherein the controller is adapted to select the first proportion based on a rate of rotation of the at least one wheel assembly.
The system of example 68 or example 69, wherein the controller is adapted to select the first proportion based on a rate of rotation of the drive motor.
The system of example 68 or example 69, wherein the controller is adapted to select the first proportion based on a velocity of the vehicle.
The system of any one of examples 54 to 76, wherein the controller is further adapted to receive the brake input from a user interface operated by a human operator.
The system of any one of examples 54 to 76, wherein the vehicle is a self-driving vehicle, and wherein the controller is adapted to generate the brake input based on a signal received from a sensing system of the self-driving vehicle.
The system of example 78, wherein the sensing system is selected from the group consisting of an imaging system, an autonomous perception sensor, radar, lidar, a GPS sensor, an acceleration sensor, a proximity sensor, a temperature sensor, and a pressure sensor.
A vehicle, including:
The vehicle of example 80, wherein the at least one motion assembly includes at least one wheel assembly and the motion element includes a wheel.
The vehicle of example 80, wherein the at least one motion assembly includes at least one track assembly and the motion element includes a track or a wheel on which a track is moved.
The vehicle of any one of examples 80 to 82, wherein the controller includes a brake-controller forming part of the braking system, the brake-controller being adapted to compute the brake-operation function.
The vehicle of any one of examples 80 to 82, wherein the controller includes a vehicle-controller forming part of the braking system, the vehicle-controller being adapted to compute the brake-operation function.
The vehicle of any one of examples 80 to 84, wherein the controller is adapted to assign, within the brake-operation function, operation of the reverse-excitation braking subsystem when a charge level of the battery is equal to or greater than a threshold.
The vehicle of any one of examples 80 to 85, wherein the controller is adapted to predictively compute the brake-operation function, prior to the receipt of the brake input.
The vehicle of any one of examples 80 to 86, wherein the controller is adapted to periodically update the brake-operation function.
The vehicle of any one of examples 80 to 85, wherein the controller is adapted to compute the brake-operation function in response to the receipt of the brake input.
The vehicle of any one of examples 80 to 88, further including a location system receiver functionally associated with the controller, wherein the controller is adapted to compute the brake-operation function also based on an expected route of travel of the vehicle.
The vehicle of any one of examples 80 to 89, further including at least one sensor adapted to provide to the controller inputs relating to at least one condition within the vehicle or in the vicinity of the vehicle, wherein the controller is adapted to compute the brake-operation function also based on the inputs received from the at least one sensor.
The vehicle of any one of examples 80 to 90, wherein the controller is adapted to compute the brake-operation function to reduce at least one of wear of the frictional brake assembly, brake emissions, or heat generated by use of the frictional brake assembly.
The vehicle of any one of examples 80 to 91, wherein the at least one motion assembly includes at least two motion assemblies functionally associated with the braking system, wherein the controller is adapted to compute the brake operation function such that, in the brake-operation function, the braking system is instructed to operate in a first mode of operation with respect to a first of the at last two motion assemblies and to operate in a second mode of operation with respect to a second of the at least two motion assemblies.
The vehicle of example 92, further including a steering system functionally associated with the controller, the at least two motion assemblies, and the braking system, and wherein the first and second modes of operation are different modes of operation, both selected from the group consisting of reverse-excitation braking, regenerative braking, frictional braking, and brake by steering.
The vehicle of example 92 or example 93, wherein controller is adapted to compute a separate brake-operation function for each of the at least two motion assemblies.
The vehicle of example 92 or example 93, wherein the controller is adapted to compute a single brake-operation function governing operation the braking system with respect to all of the at least two motion assemblies.
The vehicle of any one of examples 80 to 95, wherein the controller is adapted to select a first, non-zero proportion at which the braking system is to operate the reverse-excitation braking subsystem or the regenerative braking subsystem, and to select a second proportion at which the braking system is to operate in a second mode of operation to be applied to the at least one motion assembly, the second mode of operation being different from the first mode of operation.
The vehicle of example 96, further including a steering system functionally associated with the controller, the at least two motion assemblies, and the braking system, and wherein the second mode of operation is selected from the group consisting of: reverse-excitation braking, regenerative braking, frictional braking, and brake by steering.
The vehicle of example 96 or example 97, wherein the controller is adapted to select the first proportion based on a heating level of the at least motion assembly, of the battery, of the motor, or of the controller.
The vehicle of example 96 or example 97, wherein the controller is adapted to select the first proportion based on a rate of charge or a rate of discharge of the battery.
The vehicle of example 96 or example 97, wherein the controller is adapted to select the first proportion based on an expected draw, or rate of draw, from the battery.
The vehicle of example 96 or example 97, wherein the controller is adapted to select the first proportion based on a required change in torque of the at least one motion assembly.
The vehicle of example 96 or example 97, wherein the controller is adapted to select the first proportion based on a rate of rotation of the at least motion assembly.
The vehicle of example 96 or example 97, wherein the controller is adapted to select the first proportion based on a rate of rotation of the drive motor.
The vehicle of example 96 or example 97, wherein the controller is adapted to select the first proportion based on a velocity of the vehicle.
The vehicle of any one of examples 80 to 104, further including a user interface adapted to be operated by a human operator, and wherein the controller is further adapted to receive the brake input from the user interface.
The vehicle of any one of examples 80 to 104, wherein the vehicle is a self-driving vehicle.
The vehicle of example 106, further including a sensing system, adapted to provide a sensing input to the controller, and wherein the controller is adapted to generate the brake input based on the received sensing input.
The vehicle of example 107, wherein the sensing system is selected from the group consisting of an imaging system, an autonomous perception sensor, radar, lidar, a GPS sensor, an acceleration sensor, a proximity sensor, a temperature sensor, and a pressure sensor.
The vehicle of any one of examples 80 to 104, further including a vehicle platform and at least one vehicle corner module (VCM), each VCM including:
The vehicle of example 109, wherein the controller is a vehicle-controller mounted onto the vehicle platform, the controller being functionally associated with the braking system on the VCM.
The vehicle of example 109, wherein the controller is a VCM-controller disposed on the VCM.
The vehicle of example 111, further including a vehicle-controller, functionally associated with the VCM-controller.
The vehicle of example 112, wherein the at least one VCM includes a plurality of VCMs, each of the plurality of VCMs including a dedicated VCM-controller, each of the dedicated VCM-controllers being functionally associated with the vehicle-controller, wherein the vehicle-controller is adapted to send control instructions to each of the dedicated VCM-controllers.
The vehicle of example 113, wherein the plurality of VCMs are functionally associated with the battery, and wherein the evaluation of charge of the battery is carried out for the shared battery.
The vehicle of any one of examples 109 to 113, wherein the VCM further includes the battery.
The vehicle of example 115, wherein the at least one VCM includes a plurality of VCMs, each of the plurality of VCMs including a dedicated battery.
All references cited herein are incorporated by reference in their entirety. Citation of a reference does not constitute an admission that the reference is prior art.
It is further noted that any of the embodiments described above may further include receiving, sending or storing instructions and/or data that implement the operations described above in conjunction with the figures upon a computer readable medium. Generally speaking, a computer readable medium (e.g. non-transitory medium) may include storage media or memory media such as magnetic or flash or optical media, e.g. disk or CD-ROM, volatile or non-volatile media such as RAM, ROM, etc.
Having thus described the foregoing exemplary embodiments it will be apparent to those skilled in the art that various equivalents, alterations, modifications, and improvements thereof are possible without departing from the scope and spirit of the claims as hereafter recited. In particular, different embodiments may include combinations of features other than those described herein. Accordingly, the claims are not limited to the foregoing discussion.
The present invention has been described using detailed descriptions of embodiments thereof that are provided by way of example and are not intended to limit the scope of the invention. The described embodiments comprise different features, not all of which are required in all embodiments of the invention. Some embodiments of the present invention utilize only some of the features or possible combinations of the features. Variations of embodiments of the present invention that are described and embodiments of the present invention comprising different combinations of features noted in the described embodiments will occur to persons skilled in the art to which the invention pertains.
This patent application is a continuation of PCT Patent Application No. PCT/IB2020/062598, filed Dec. 31, 2020, which claims the benefit of U.S. Provisional Patent Application No. 62/956,358, filed on Jan. 2, 2020. This patent application is a continuation of PCT Patent Application No. PCT/IB2023/052606, filed Mar. 16, 2023, which claims the benefit of U.S. Provisional Patent Application No. 63/321,715, filed on March 2022. PCT Patent Application Nos. PCT/IB2020/062598 and PCT/IB2023/052606, and U.S. Provisional Patent Application No. 62/956,358 are all incorporated herein by reference in their entirety.
| Number | Date | Country | |
|---|---|---|---|
| 62956358 | Jan 2020 | US | |
| 63321715 | Mar 2022 | US |
| Number | Date | Country | |
|---|---|---|---|
| Parent | 17789216 | Jun 2022 | US |
| Child | 18890679 | US | |
| Parent | PCT/IB2023/052606 | Mar 2023 | WO |
| Child | 18890679 | US |
