Intelligent electromagnetic braking system and method

Abstract

The invention discloses an intelligent electromagnetic braking system and method.The braking system is used for braking a movable carrier with a wheel structure and comprises a plurality of coils arranged in the wheel structure and a plurality of metal inductors arranged on the road surface and in short circuit with one another; the outer cambered surface of the wheel structure is divided into a plurality of induction areas in the circumferential direction of the wheel structure, and each induction area corresponds to at least one coil. When the mobile carrier sends out a brake signal, the coil is configured to respond to the corresponding induction area to make contact with the road surface to generate a magnetic field. The magnetic field passes through the metal inductor and generates varying magnetic flux. Therefore, the intelligent electromagnetic braking system can reduce the heat generated by the coil and does not affect the trafficability of the mobile carrier.

Description

Technical Field

[0001] This disclosure generally relates to the new energy vehicle industry, and specifically to an intelligent electromagnetic braking system and method. Background Technology

[0002] Currently, most vehicles (such as automobiles) use hydraulic braking systems. However, when driving on roads with low friction coefficients, such as icy or snowy surfaces, hydraulic braking often presents significant safety hazards. While the hydraulic system can mechanically lock the wheels, the friction coefficient between the tires and the road surface is significantly reduced due to ice and snow. This means the tires cannot provide sufficient braking force, causing the car to continue sliding due to its own inertia, significantly increasing the risk of loss of control, rear-end collisions, or rollovers. Furthermore, the reduced friction between the tires and the road surface on slippery surfaces also increases the risk of loss of control. To address these braking safety issues under low friction coefficient conditions, the industry typically employs two solutions: one is to install snow chains on the tires, which improve grip through mechanical engagement with the icy or snowy surface; the other is to replace regular tires with specialized snow tires with snow grip properties to enhance friction and adhesion between the tires and icy or snowy surfaces.

[0003] While the aforementioned solutions can improve braking performance on icy and snowy roads by increasing the frictional adhesion between the tires and the road surface, the significant inertia of the vehicle itself makes it difficult to substantially enhance braking performance on such roads, especially given the large vehicle mass, high speed, and slippery surface. In response, Patent Document 1 (CN109263617A) discloses a vehicle deceleration device based on electromagnetic induction repulsion. This device places an electromagnetic induction coil in the vehicle chassis. When energized, the coil generates electromagnetic repulsion with permanent magnets laid on the road surface, thus decelerating the vehicle.

[0004] However, in practical applications, due to the typically large gap between the car chassis and the road surface (e.g., ranging from 11 cm to 20 cm), there is often a significant distance between the electromagnetic induction coil mounted on the chassis and the permanent magnet mounted on the road surface. In this case, to generate sufficient electromagnetic repulsion, a large current needs to be supplied to the electromagnetic induction coil, resulting in excessive heat generation due to excessive power consumption, posing a safety hazard. Although Patent Document 1 describes fixing the electromagnetic induction coil to a retractable device securely connected to the car chassis, allowing the coil to be closer to the permanent magnet on the road surface, this is equivalent to installing a protruding piece of hardware on the car chassis, which obviously affects the vehicle's passability and is detrimental to driving safety. Summary of the Invention

[0005] This disclosure is made in view of the above-mentioned situation, and its purpose is to provide an intelligent electromagnetic braking system and method that can reduce the heat generated by the coil without affecting the passability of the mobile vehicle.

[0006] To this end, the first aspect of this disclosure provides an intelligent electromagnetic braking system for braking a mobile vehicle with a wheel structure, comprising: a plurality of coils disposed inside the wheel structure and a plurality of metal inductors disposed on the road surface and short-circuited to each other; the outer arc surface of the wheel structure is divided into a plurality of sensing zones along its circumference, each sensing zone corresponding to at least one of the coils; when the mobile vehicle issues a braking signal, the coil is configured to generate a magnetic field in response to its corresponding sensing zone contacting the road surface, the magnetic field passing through the plurality of metal inductors and generating a changing magnetic flux.

[0007] In the first aspect of this disclosure, when a mobile vehicle travels on a road surface, at least one sensing area of ​​the wheel structure contacts the road surface due to the rotation of the wheel structure. When the mobile vehicle brakes, at least one coil corresponding to the sensing area in contact with the road surface generates a magnetic field (also called a first magnetic field). The first magnetic field passes through a metal inductor disposed on the road surface and generates a change in magnetic flux, causing the metal inductor to generate eddy currents. This, in turn, generates another magnetic field (also called a second magnetic field). According to Lenz's law, the interaction of the two magnetic fields can generate eddy current braking force (i.e., electromagnetic resistance). Furthermore, since multiple metal inductors on the road surface are short-circuited, when the wheel structure passes over multiple metal inductors in sequence, the multiple metal inductors can continuously generate eddy currents and the second magnetic field, thereby continuously generating eddy current braking force. Further, the eddy current braking force is transmitted to the mobile vehicle through multiple wheel structures, applying a force opposite to the direction of travel to the entire mobile vehicle, thereby braking the mobile vehicle. This significantly improves the braking effect of the mobile vehicle when traveling on roads with low friction coefficients (such as icy or snowy roads). Furthermore, by placing multiple coils inside the wheel structure, compared to placing the coils in the chassis of the mobile vehicle, the coils can be positioned as close as possible to the metal inductor on the road surface without affecting the vehicle's passability. This allows for a larger eddy current braking force to be obtained with a smaller current, thereby reducing the heat generated by the coils inside the wheel structure. Moreover, instead of continuously energizing a single coil to generate a magnetic field, which would cause heat to concentrate on that coil, in this disclosure, the magnetic field is generated by the coil corresponding to the induction area in contact with the road surface. In other words, the multiple coils inside the wheel structure are alternately energized and generate a magnetic field as the wheel structure rotates. This prevents heat from concentrating on a single coil, reducing heat concentration and improving coil heat dissipation.

[0008] Furthermore, in the intelligent electromagnetic braking system disclosed in the first aspect, optionally, the areas of each of the sensing zones are the same and the number of coils corresponding to each sensing zone is equal. In this case, on the one hand, the mass distribution of the wheel structure can be made uniform, thereby ensuring the balance of the wheel structure rotation and improving the stability of the mobile vehicle. On the other hand, the magnetic field strength generated by the coils corresponding to the sensing zones can be made substantially the same, thereby making the eddy current braking force on the wheel structure during rotation more consistent, which helps the mobile vehicle maintain stability during braking.

[0009] Furthermore, in the intelligent electromagnetic braking system disclosed in the first aspect, the sensing area may optionally be determined by the area of ​​the outer arc surface of the wheel structure in contact with the road surface. In this case, since different types of mobile vehicles have different masses, the corresponding wheel structure contact area with the road surface also varies. By determining the sensing area based on the area of ​​the outer arc surface of the wheel structure in contact with the road surface, the division of the sensing area can be made universally applicable. In addition, since the area of ​​the wheel structure in contact with the road surface is usually fixed, the convenience and accuracy of obtaining the sensing area can be improved.

[0010] Furthermore, in the intelligent electromagnetic braking system disclosed in the first aspect of this invention, optionally, the central axis of the coil points towards the center of the wheel structure. In this case, when the sensing area corresponding to the coil contacts the road surface, the first magnetic field generated by the coil can be made perpendicular to the metal inductor on the road surface, thereby increasing the change in magnetic flux and thus increasing the strength of the second magnetic field generated by the metal inductor, thereby increasing the eddy current braking force generated by the interaction of the two magnetic fields.

[0011] Furthermore, in the intelligent electromagnetic braking system according to the first aspect of this disclosure, optionally, the wheel structure includes a rim, and the plurality of coils are fixedly connected to the rim. In this case, the rigid connection between the coils and the rim improves the stability of the coil installation. Additionally, it facilitates the dissipation of heat generated by the coils through the rim's heat conduction, reducing heat accumulation inside the tire.

[0012] Furthermore, in the intelligent electromagnetic braking system according to the first aspect of this disclosure, optionally, the wheel structure includes a tire, and a plurality of the coils are embedded within the rubber layer of the tire. In this case, the distance between the coils and the metal inductor can be further reduced, and the robustness of the coil mounting can be improved, reducing the impact of wheel structure vibration on the coils.

[0013] Furthermore, in the intelligent electromagnetic braking system disclosed in the first aspect, optionally, a plurality of said metal sensors are arranged along the direction extending from the road surface, and the distance between two adjacent metal sensors is not greater than the length of the sensing area. In this case, when the wheel structure passes over the plurality of metal sensors in sequence, it is convenient for the plurality of metal sensors to continuously cut the first magnetic field generated by the coil corresponding to each sensing area, thereby causing the plurality of metal sensors to continuously generate eddy currents and a second magnetic field, and thus continuously generate eddy current braking force.

[0014] Furthermore, in the intelligent electromagnetic braking system disclosed in the first aspect, the metal sensor may optionally be a metal wire frame. This reduces the cost of the metal sensor.

[0015] In addition, in the intelligent electromagnetic braking system disclosed in the first aspect, the direction in which the road surface extends is a first direction, the width direction of the road surface is a second direction, the outline of the metal wire frame is rectangular, the short side of the metal wire frame extends along the first direction, and the long side of the metal wire frame extends along the second direction.

[0016] A second aspect of this disclosure provides an intelligent electromagnetic braking method for braking a mobile vehicle with a wheel structure. The wheel structure contains multiple coils, and its outer arc surface is divided into multiple sensing zones along its circumference. Each sensing zone corresponds to at least one coil. The braking method includes: acquiring a sensing signal generated when the sensing zone contacts the road surface; responding to the braking signal of the mobile vehicle and the sensing signal, causing the coil corresponding to the sensing zone in contact with the road surface to generate a magnetic field; and causing the magnetic field to pass through multiple short-circuited metal inductors disposed on the road surface to generate a varying magnetic flux.

[0017] According to this disclosure, an intelligent electromagnetic braking system and method can be provided that can reduce the heat generated by the coil without affecting the passability of the mobile vehicle. Attached Figure Description

[0018] This disclosure will now be explained in further detail by way of example only with reference to the accompanying drawings.

[0019] Figure 1 This is a schematic diagram illustrating an application scenario of the intelligent electromagnetic braking system involved in the examples of this disclosure.

[0020] Figure 2 This is a block diagram illustrating the composition of the intelligent electromagnetic braking system described in this disclosure example.

[0021] Figure 3 This is a cross-sectional view of the wheel structure involved in the example of this disclosure.

[0022] Figure 4This is a schematic diagram showing multiple metal sensors disposed on the road surface as described in the example of this disclosure.

[0023] Figure 5 This is a schematic diagram showing the passage of a first magnetic field through a metallic inductor, as illustrated in the example of this disclosure.

[0024] Figure 6 This is a block diagram illustrating another embodiment of the intelligent electromagnetic braking system involved in the examples of this disclosure.

[0025] Figure 7 This is a cross-sectional view showing another embodiment of the wheel structure involved in the examples of this disclosure.

[0026] Figure 8 This is a schematic diagram illustrating the relationship between the metal sensor and the sensing area involved in the example of this disclosure.

[0027] Figure 9 This is a schematic diagram illustrating another embodiment of the multiple metal sensors involved in the examples of this disclosure disposed on a road surface.

[0028] Figure 10 This is a flowchart illustrating the intelligent electromagnetic braking method involved in the example of this disclosure.

[0029] Explanation of reference numerals in the attached figures: 1… Intelligent electromagnetic braking system, 10… Coil, 12… Metal sensor, 14… Sensing unit, 16… Control unit, 18… Energy storage unit, 2… Road surface, 20… Mobile vehicle, 22… Wheel structure, 221… Tire, 223… Rim, A… Sensing area, F1… First direction, F2… Second direction. Detailed Implementation

[0030] The technical solutions of the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this disclosure, and not all embodiments. Based on the embodiments of this disclosure, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this disclosure.

[0031] It should be noted that the terms "first," "second," "third," and "fourth," etc., in this disclosure, claims, and the aforementioned drawings are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or devices. In the following description, the same reference numerals are used for the same parts, and repeated descriptions are omitted. Additionally, the drawings are merely schematic diagrams, and the scale of the dimensions of the parts or the shape of the parts may differ from the actual figures.

[0032] The intelligent electromagnetic braking system disclosed herein is a system for braking a mobile vehicle with a wheel structure. When the mobile vehicle travels on a road surface, due to the rotation of the wheel structure, at least one area of ​​the outer arc surface of the wheel structure (i.e., the sensing area) will contact the road surface. When the mobile vehicle brakes, at least one coil corresponding to the sensing area in contact with the road surface generates a magnetic field (also called a first magnetic field). The first magnetic field passes through a metal inductor set on the road surface and generates a change in magnetic flux, causing the metal inductor to generate eddy currents, thereby generating another magnetic field (also called a second magnetic field). According to Lenz's law, the interaction of the two magnetic fields can generate eddy current braking force (i.e., electromagnetic resistance). The eddy current braking force is transmitted to the mobile vehicle through multiple wheel structures, applying a force opposite to the direction of travel to the entire mobile vehicle, thereby braking the mobile vehicle. This significantly improves the braking effect of the mobile vehicle when traveling on roads with low coefficient of friction (such as icy or snowy roads).

[0033] The intelligent electromagnetic braking system disclosed herein may be referred to simply as an electromagnetic braking system, and sometimes also as an electromagnetic braking device, electromagnetic deceleration device, electromagnetic deceleration system, intelligent auxiliary braking system, or intelligent auxiliary deceleration system, etc.

[0034] The intelligent electromagnetic braking system disclosed herein will now be described in conjunction with the accompanying drawings.

[0035] Figure 1 This is a schematic diagram illustrating an application scenario of the intelligent electromagnetic braking system 1 involved in the example of this disclosure.

[0036] In some examples, the intelligent electromagnetic braking system 1 of this disclosure can be used to brake a mobile vehicle 20 having wheel structures 22. Alternatively, the mobile vehicle 20 having wheel structures 22 can refer to a mobile vehicle 20 that displaces itself by rotating a plurality of wheel structures 22 (see [link to relevant documentation]). Figure 1 ).

[0037] In some examples, the mobile vehicle 20 may have multiple wheel structures 22. In some examples, the wheel structures 22 may be inflatable wheel structures. In other examples, the wheel structures 22 may also be non-inflatable wheel structures. In some examples, the wheel structure 22 may include a rim 223 and a tire 221, wherein the tire 221 may be mounted and fixed to the rim 223.

[0038] See in some examples Figure 1 The mobile vehicle 20 can travel on the road surface 2 by rotating multiple wheel structures 22. When the mobile vehicle 20 activates its own braking system, the intelligent electromagnetic braking system 1 of this disclosure can be activated simultaneously to generate eddy current braking force. The eddy current braking force can work together with the braking system of the mobile vehicle 20 to brake the mobile vehicle 20. In some examples, the mobile vehicle 20 may also be referred to as a mobile carrier, mobile device, or vehicle, etc.

[0039] In some examples, the mobile vehicle 20 may include a land vehicle that travels on the road surface 2. Figure 1 The mobile vehicle 20 is schematically shown as a vehicle, such as a car, truck, motorcycle, etc. However, this disclosure is not limited to this; in some examples, the mobile vehicle 20 may also include an aerial vehicle gliding on the road surface 2, such as an airplane, drone, etc. In other examples, the mobile vehicle 20 may also include a wheeled automated mobile vehicle, such as an automated guided vehicle (AGV).

[0040] In some examples, road surface 2 can refer to the surface structure used to support the mobile vehicle 20. See also [other examples]. Figure 1 Surface 2 can refer to the load-bearing surface structure that is artificially treated and used by land vehicles. Examples include roads, highways, and bridges.

[0041] In some examples, road surface 2 can refer to a runway (e.g., an airport runway) used to guide air vehicles to take off and land. In other examples, road surface 2 can also refer to a guidance or navigation path used for AGV movement.

[0042] Additionally, in some examples, road surface 2 can also refer to a section of road that requires deceleration (or braking) in different application scenarios.

[0043] Figure 2 This is a block diagram illustrating the composition of the intelligent electromagnetic braking system 1 as described in this disclosure example. Figure 3 This is a cross-sectional view of the wheel structure 22 involved in the example of this disclosure. Figure 4 This is a schematic diagram showing a plurality of metal sensors 12 disposed on the road surface 2 as described in this disclosure example.

[0044] See in some examples Figure 2 The intelligent electromagnetic braking system 1 may include multiple coils 10 and multiple metal inductors 12. The coils 10 can be used to generate a magnetic field (e.g., the coil 10 generates a magnetic field after current is applied), and the metal inductors 12 can generate eddy currents based on the magnetic field. For example, the metal inductor 12 can generate eddy currents by cutting through the magnetic field generated by the coils 10. In some examples, the coils 10 may also be referred to as excitation coils.

[0045] In some examples, multiple coils 10 may be disposed on the mobile vehicle 20. See also: Figure 3 Multiple coils 10 can be disposed inside the wheel structure 22 of the mobile vehicle 20. Figure 3 The diagram schematically shows two coils 10 inside the wheel structure 22. This allows the coils 10 to be positioned as close as possible (or near) to the metal sensor 12 located on the road surface 2. For example, if the mobile vehicle 20 itself has four wheel structures 22, then multiple coils 10 can be installed inside each wheel structure 22.

[0046] In some examples, the plurality of coils 10 disposed inside the wheel structure 22 may be arranged circumferentially along the wheel structure 22. See also [reference needed] for some examples. Figure 3 Multiple coils 10 disposed inside the wheel structure 22 can be arranged at equal intervals along the circumference of the wheel structure 22. In this case, the mass distribution of the wheel structure 22 can be made uniform, thereby improving the rotational balance of the wheel structure 22. In addition, the eddy current braking force experienced by the wheel structure 22 during rotation can also be made more uniform.

[0047] See in some examples Figure 3 The statement that multiple coils 10 are disposed inside the wheel structure 22 can mean that multiple coils 10 are disposed within the inner cavity of the wheel structure 22. For example, multiple coils 10 can be disposed on the rim 223 and enclosed by the tire 221 (described later).

[0048] In some examples, the outer arc surface of the wheel structure 22 can be divided into multiple regions ( Figure 3 Two sensing zones A are schematically marked. For example, the outer arc surface of the wheel structure 22 can be divided into multiple sensing zones A along its circumference (i.e., the circumferential direction). In this case, by dividing the outer arc surface of the wheel structure 22 into zones, it is easy to accurately detect (or sense) the area of ​​the outer arc surface of the wheel structure 22 that contacts the road surface 2.

[0049] In some examples, the outer arc surface of wheel structure 22 can refer to the arcuate profile of the outermost end of the area of ​​wheel structure 22 in contact with road surface 2. That is, the outer arc surface can be an arcuate surface formed by the outer diameter of wheel structure 22. In some examples, the outer arc surface of wheel structure 22 can also refer to the tread of tire 221.

[0050] In some examples, the sensing area A can be a segment of an arc surface on the outer arc surface of the wheel structure 22 (see [reference]). Figure 3 ).

[0051] See in some examples Figure 3 Each sensing area A can correspond to at least one coil 10. That is, for the multiple coils 10 inside the wheel structure 22, each sensing area A can correspond to at least one coil 10. Figure 3 (This schematically illustrates a sensing area A corresponding to a coil 10). In this case, a correspondence can be established between the sensing area A and at least one coil 10. When the sensing area A contacts the road surface 2, it is easy to control the corresponding coil 10 to generate a magnetic field, thereby causing the magnetic field to interact with the metal sensor 12 provided on the road surface 2.

[0052] In some examples, the correspondence between coil 10 and sensing area A can be represented as follows: coil 10 is aligned radially with sensing area A along wheel structure 22 (see...). Figure 3 ).

[0053] In some examples, the metal sensor 12 can refer to a metal component that has conductive properties and can interact with an external magnetic field (such as an external changing magnetic field or a constant magnetic field) to generate an induced current within itself. For example, the metal sensor 12 can be a metal wire frame (i.e., a closed frame made of metal wires).

[0054] See in some examples Figure 4 Multiple metal sensors 12 can be disposed on the road surface 2 (e.g., along the length of the road surface 2), and the multiple metal sensors 12 can be short-circuited to each other. Specifically, the multiple metal sensors 12 disposed on the road surface 2 can act as a metal conductor, and when at least one of the metal sensors 12 interacts with a magnetic field, the metal conductor can generate eddy currents.

[0055] Figure 5 This is a schematic diagram illustrating the passage of the first magnetic field through the metallic inductor 12, as described in this disclosure example. Figure 5 The diagram illustrates the presence of three coils (10).

[0056] In some examples, the braking signal emitted by the mobile vehicle 20 can activate the intelligent electromagnetic braking system 1. In some examples, the braking signal emitted by the mobile vehicle 20 can trigger the coil 10 inside the wheel structure 22 to generate a magnetic field.

[0057] In some examples, the braking signal emitted by the mobile vehicle 20 may refer to a braking signal emitted through the driver's operation. In some examples, the braking signal emitted by the mobile vehicle 20 may refer to a braking signal emitted automatically by the mobile vehicle 20 by detecting surrounding road conditions. Additionally, the braking signal may represent a deceleration signal.

[0058] See in some examples Figure 5 When the mobile vehicle 20 issues a braking signal, the coil 10 can be configured to generate a magnetic field (i.e., a first magnetic field) in response to its corresponding sensing area A contacting the road surface 2. In this case, when the mobile vehicle 20 issues a braking signal, since the wheel structure 22 is usually in a rotating state (i.e., multiple sensing areas A contact the road surface 2 in turn), by energizing the coil 10 corresponding to the sensing area A in contact with the road surface 2 to generate a magnetic field, it is easy for the metal inductor of the road surface 2 to cut the first magnetic field. In addition, multiple coils 10 inside the wheel structure 22 can be energized in turn to generate the first magnetic field as the wheel structure 22 rotates, thereby preventing heat from concentrating on one coil 10, reducing heat concentration, and facilitating heat dissipation of the coil 10.

[0059] Specifically, see Figure 5 In response to a braking signal emitted by the mobile vehicle 20 and a sensing signal indicating that the sensing area A contacts the road surface 2, at least one coil 10 corresponding to the sensing area A can be energized with current to generate a first magnetic field. Further, the first magnetic field can pass through multiple metal sensors 12 disposed on the road surface 2 and generate a varying magnetic flux, wherein the multiple metal sensors 12 can be short-circuited. In this case, eddy currents can be generated in the metal sensors 12, thereby generating another magnetic field (i.e., a second magnetic field). According to Lenz's law, the interaction of the two magnetic fields can generate eddy current braking force (i.e., electromagnetic resistance). Since the multiple metal sensors 12 on the road surface 2 are short-circuited, as the wheel structure 22 passes over the multiple metal sensors 12 sequentially, the multiple metal sensors 12 can continuously generate eddy currents and a second magnetic field, thereby continuously generating eddy current braking force. The eddy current braking force is transmitted to the moving vehicle 20 through multiple wheel structures 22, applying a force opposite to the direction of travel to the entire moving vehicle 20, thereby braking the moving vehicle 20. This significantly improves the braking effect of the moving vehicle 20 when traveling on a road surface 2 with a low coefficient of friction.

[0060] In some examples, the magnetic field generated by at least one coil 10 can pass through multiple metal sensors 12 and produce varying magnetic flux. Specifically, due to the movement of the mobile vehicle 20, multiple sensing areas A can take turns contacting the road surface 2, thereby allowing current to be passed through at least one coil 10 corresponding to each sensing area A in turn to generate a first magnetic field. Furthermore, as the wheel structure 22 moves along the direction of travel, the first magnetic field can sequentially pass through the multiple metal sensors 12 on the road surface 2 and produce varying magnetic flux. This enables the multiple metal sensors 12 to continuously generate eddy currents and a second magnetic field, thereby continuously generating eddy current braking force to brake the mobile vehicle 20.

[0061] In some examples, the eddy current braking force can be positively correlated with the magnetic field strength of the first magnetic field.

[0062] In some examples, after multiple metal inductors 12 disposed on the road surface 2 continuously generate eddy currents, the eddy currents can generate heat due to the thermal effect of the current. This heat can be used to melt the snow on the road surface 2. As a result, the coefficient of friction of the road surface 2 can be increased.

[0063] In some examples, the changing magnetic flux can refer to the change in magnetic flux caused by the movement of the coil 10 inside the wheel structure 22 relative to the metal inductor 12 on the road surface 2, which cuts the magnetic field lines of the first magnetic field.

[0064] In some examples, the changing magnetic flux can refer to the change in magnetic flux produced by the first magnetic field being a variable magnetic field. Alternatively, a variable magnetic field refers to a linear change in the magnetic field strength of the first magnetic field, where the strength gradually decreases (or gradually increases) from strong to weak.

[0065] In some examples, the changing magnetic flux can also refer to the change in magnetic flux produced when the metallic inductor 12 cuts the magnetic field lines of the first magnetic field and the first magnetic field is a variable magnetic field.

[0066] In the intelligent electromagnetic braking system 1 disclosed herein, by arranging multiple coils 10 inside the wheel structure 22, compared to arranging the coils 10 in the chassis (or body of the mobile vehicle 20), the coils 10 can be brought as close as possible to the metal inductor 12 of the road surface 2 without affecting the mobility of the mobile vehicle. As a result, a larger eddy current braking force can be obtained by passing a smaller current through the coils 10, thereby reducing the heat generated by the coils 10 inside the wheel structure 22.

[0067] Figure 6 This is a block diagram illustrating another embodiment of the intelligent electromagnetic braking system 1 involved in the examples of this disclosure. Figure 7 This is a cross-sectional view showing another embodiment of the wheel structure 22 involved in the examples of this disclosure.

[0068] See in some examples Figure 6 The intelligent electromagnetic braking system 1 may include a sensing unit 14, which may be configured to generate a sensing signal by detecting contact between the sensing area A and the road surface 2. In some examples, the sensing unit 14 may be, for example, a pressure sensor, a strain sensor, or a capacitive sensor.

[0069] In some examples, there can be multiple sensing units 14, with one sensing unit 14 corresponding to each sensing area A. For details, see [link to documentation]. Figure 7 Multiple sensing units 14 can be arranged inside the wheel structure 22, and each sensing area A can correspond to one sensing unit 14. Figure 7 The schematic diagram shows that one of the sensing areas A corresponds to one sensing unit 14.

[0070] In some examples, each sensing zone A may correspond to a sensing unit 14 and at least one coil 10. In this case, for each sensing zone A, the sensing unit 14 can be associated with at least one coil 10, and when the sensing unit 14 detects that the sensing zone A is in contact with the road surface 2, it can accurately control the current flowing into the corresponding coil 10 to generate a first magnetic field.

[0071] However, this disclosure is not limited to this. In other examples, the number of sensing units 14 and coils 10 corresponding to each sensing area A can be equal. In this case, the sensing units 14 corresponding to sensing area A can be redundantly configured, thereby improving the reliability and accuracy of detecting the contact between sensing area A and road surface 2, and further improving the accuracy of controlling the current flowing into the corresponding coil 10.

[0072] See in some examples Figure 7 The sensing unit 14 can be embedded within the tread rubber layer of the tire 221. This improves the sensitivity of the sensing unit 14 in detecting the contact between the sensing area A and the road surface 2.

[0073] See in some examples Figure 6 The intelligent electromagnetic braking system 1 may further include a control unit 16, which may be configured to control the current flowing into the coil 10 corresponding to the target sensing area based on the braking signal emitted by the mobile vehicle 20 and the induction signal generated by the sensing unit 14. The target sensing area may refer to the sensing area A in contact with the road surface 2.

[0074] In some examples, the control unit 16 may also be configured to control the magnitude of the current flowing through the coil 10 based on the weight and speed of the mobile vehicle 20, so as to adjust the magnetic field strength of the first magnetic field, thereby generating a precise eddy current braking force to provide a matching eddy current braking force for braking of the mobile vehicle 20.

[0075] See in some examples Figure 6 The intelligent electromagnetic braking system 1 may also include an energy storage unit 18, which may be configured to store electrical energy and supply power to a plurality of coils 10. In some examples, the energy storage unit 18 may store electrical energy and, under the control of the control unit 16, supply current to the coils 10 inside the wheel structure 22.

[0076] Figure 8 This is a schematic diagram showing the relationship between the metal sensor 12 and the sensing area A as described in this disclosure example.

[0077] As described above, the sensing area A can be a segment of the arc surface on the outer arc surface of the wheel structure 22. In some examples, the sensing area A can be determined by the area of ​​the outer arc surface of the wheel structure 22 in contact with the road surface 2. In other words, the sensing area A can be obtained based on the area of ​​the outer arc surface of the wheel structure 22 in contact with the road surface 2.

[0078] It should be noted that, since different types of mobile vehicles 20 have different masses, the corresponding wheel structure 22 has different contact area with the road surface 2. This disclosure determines the sensing area A by using the area of ​​the outer arc surface of the wheel structure 22 in contact with the road surface 2, which makes the division of the sensing area A universal. In addition, since the area of ​​the wheel structure 22 in contact with the road surface 2 is usually fixed, the convenience and accuracy of obtaining the sensing area A can be improved.

[0079] See in some examples Figure 7 or Figure 8 The area where the outer arc surface of the wheel structure 22 contacts the road surface 2 can be used as the sensing area A. In this case, the coil 10 and the sensing unit 14 corresponding to the sensing area A can be arranged more reasonably inside the wheel structure 22, so that the detection range of the sensing unit 14 can accurately match the area where the wheel structure 22 contacts the road surface 2. In addition, it also allows the first magnetic field generated by the coil 10 when the wheel structure 22 rotates to accurately pass through the metal sensor 12 on the road surface 2.

[0080] In some examples, the area of ​​the outer arc surface of the wheel structure 22 that contacts the road surface 2 can be divided into multiple arc surfaces in the circumferential direction, and these arc surfaces can be used as multiple sensing areas A. Figure 8 The diagram schematically illustrates dividing the area of ​​the outer arc surface of the wheel structure 22 in contact with the road surface 2 into three equal arc segments, each segment serving as a sensing area A (i.e., the first sensing area A1, the second sensing area A2, and the third sensing area A3). In this configuration, multiple sensing areas A can be divided within the area of ​​the wheel structure 22 in contact with the road surface 2, enabling redundant configuration of the coil 10 and the sensing unit 14, thereby enhancing the fault tolerance and reliability of the intelligent electromagnetic braking system 1.

[0081] See in some examples Figure 7or Figure 8 The wheel structure 22 may include a tire 221, and the sensing area A may be determined by the area where the outer arc surface of the tire 221 contacts the road surface 2. That is, the sensing area A may be determined based on the area where the outer arc surface (i.e., the tread) of the tire 221 contacts the road surface 2.

[0082] In some examples, the area where the outer arc surface of the tire 221 contacts the road surface 2 can be used as the sensing area A. In other examples, the area where the outer arc surface of the tire 221 contacts the road surface 2 can be divided circumferentially into multiple arc segments, and these arc segments can be used as multiple sensing areas A. See in some examples Figure 7 The areas of each sensing zone A can be the same, and the number of coils 10 corresponding to each sensing zone A is equal. In this case, on the one hand, the mass distribution of the wheel structure 22 can be uniform, thereby ensuring the balance of the wheel structure 22's rotation and improving the stability of the mobile vehicle 20. On the other hand, the magnetic field strength generated by the coils 10 corresponding to the sensing zones A can be basically the same, thereby making the eddy current braking force experienced by the wheel structure 22 during rotation more consistent, which helps the mobile vehicle 20 maintain stability during braking.

[0083] As described above, each sensing area A may correspond to at least one coil 10. In some examples, at least one coil 10 may be arranged along the width direction of the wheel structure 22. Figure 8 (The diagram schematically illustrates the arrangement of three coils 10 along the width direction of the wheel structure 22). In this case, by reducing the volume of the coils 10 within a limited area so that multiple coils 10 are arranged along the width direction of the wheel structure 22, it is possible to enhance the magnetic field strength of the first magnetic field while keeping the current flowing through the coils 10 constant, thereby increasing the eddy current braking force.

[0084] In some examples, multiple coils 10 can be embedded within the rubber layer of the tire 221. That is, multiple coils 10 are disposed inside the wheel structure 22 in such a way that they are embedded within the rubber layer of the tire 221. In this case, the distance between the coils 10 and the metal inductor 12 can be further reduced, and the robustness of the coil 10 installation can be improved, reducing the impact of the vibration of the wheel structure 22 on the coils 10.

[0085] In some examples, multiple coils 10 may be embedded or secured between the tire crown and the ply of the tire 221 by a high-strength adhesive. In some examples, multiple coils 10 may be embedded in the rubber matrix of the tire 221 and completely covered by the rubber matrix.

[0086] See in some examples Figure 7The wheel structure 22 may include a rim 223, and multiple coils 10 may be fixedly connected to the rim 223 (e.g., multiple coils 10 are rigidly connected to the rim 223 respectively). In this case, the rigid connection between the coils 10 and the rim 223 can improve the stability of the coil installation. In addition, it is easier to dissipate the heat generated by the coils 10 through the rim 223, reducing the accumulation of heat inside the tire 221.

[0087] See in some examples Figure 5 or Figure 7 The central axis of coil 10 can point to the center of wheel structure 22. Specifically, the central axes of multiple coils 10 inside wheel structure 22 can all point to the center of wheel structure 22. In this case, when the sensing area A corresponding to coil 10 contacts road surface 2, the first magnetic field generated by coil 10 can be made perpendicular to the metal inductor 12 on road surface 2, thereby increasing the change in magnetic flux and thus increasing the strength of the second magnetic field generated by metal inductor 12, thereby increasing the eddy current braking force generated by the interaction of the two magnetic fields.

[0088] Additionally, in some examples, coil 10 may include a winding, the extension direction of which may point towards the center of wheel structure 22 (see [reference]). Figure 7 It should be noted that the effect of the winding extending towards the center of the wheel structure 22 is the same as the effect of the coil 10's central axis pointing towards the center of the wheel structure 22, which will not be elaborated here.

[0089] Figure 9 This is a schematic diagram illustrating another embodiment of a plurality of metal sensors 12 disposed on a road surface 2, as described in this disclosure example.

[0090] See in some examples Figure 9 Multiple metal sensors 12 installed on the road surface 2 can be arranged along the direction in which the road surface 2 extends. Figure 9 One of the metal sensors 12 is schematically marked.

[0091] In some examples, multiple metal sensors 12 can be configured to be buried at a preset depth below the road surface 2. The preset depth can be between 2 cm and 5 cm. For example, the preset depth can be 2 cm, 3 cm, 4 cm, or 5 cm, etc. Furthermore, the preset depth can be set according to actual conditions, and this disclosure does not limit it.

[0092] See in some examples Figure 8The distance d between two adjacent metal sensors 12 can be no greater than the length C of the sensing area A. That is, the distance d between two adjacent metal sensors 12 on the road surface 2 is less than or equal to the length C of the sensing area A. In this case, when the wheel structure 22 passes over multiple metal sensors 12 in sequence, the multiple metal sensors 12 can continuously cut the first magnetic field generated by the coil 10 corresponding to each sensing area A, thereby enabling the multiple metal sensors 12 to continuously generate eddy currents and a second magnetic field, and thus continuously generate eddy current braking force. In some examples, the length C of the sensing area A can refer to the arc length of the sensing area A.

[0093] Additionally, see Figure 9 Let the direction in which the road surface 2 extends be the first direction F1, and the width direction of the road surface 2 be the second direction F2, with the first direction F1 and the second direction F2 being perpendicular. In some examples, the length L1 of the metal sensor 12 disposed on the road surface 2 along the first direction F1 can be less than the length L2 of the metal sensor 12 along the second direction F2 (see...). Figure 9 Therefore, it is possible to reduce the size of the metal sensor 12 and thus reduce costs while ensuring that the metal sensor 12 covers the road surface 2 to the maximum extent.

[0094] See in some examples Figure 8 The length L1 of the metal sensor 12 along the first direction F1 can be no greater than the length C of the sensing area A. In this case, when the wheel structure 22 rotates, the metal sensor 12 can easily cut the first magnetic field generated by the coil 10 corresponding to the sensing area A, thereby improving the response speed of obtaining the eddy current braking force.

[0095] As described above, the metal sensor 12 can be a metal wireframe. This reduces the cost of the metal sensor 12.

[0096] See in some examples Figure 9 The outline of the metal wire frame can be rectangular, and the short side of the metal wire frame can extend along the first direction F1, while the long side of the metal wire frame can extend along the second direction F2. That is, the short side of the metal wire frame set on the road surface 2 can be parallel to the length direction of the road surface 2 (i.e., the first direction F1), and the long side can be parallel to the width direction of the road surface 2 (i.e., the second direction F2).

[0097] In some examples, road surface 2 may include multiple lanes ( Figure 9(Two lanes are schematically shown). Multiple metal sensors 12 installed in each lane can be short-circuited, or the metal sensors 12 installed in different lanes can be left unconnected. That is, the multiple metal sensors 12 installed in each lane can act as an independent metal conductor to generate eddy currents. In this case, when multiple moving vehicles 20 brake in different lanes, the second magnetic fields generated by the metal sensors 12 in different lanes can be prevented from interfering with each other and affecting the stability of the eddy current braking force, especially when different lanes correspond to different driving directions.

[0098] In some examples, the number of turns of the metal wire frame can be determined based on the traffic signs on the road surface 2. Specifically, the number of turns of the metal wire frame embedded in the road surface 2 can be set according to the road surface 2 that requires deceleration (or braking) in different application scenarios. In this case, with the magnetic field strength of the first magnetic field remaining unchanged (e.g., the current flowing through coil 10 remaining unchanged), the magnetic field strength of the second magnetic field can be selectively enhanced for a specific road surface 2 to improve the eddy current braking force, thereby improving the braking performance of the mobile vehicle 20 on that specific road surface 2. For example, for road surfaces 2 with traffic signs such as deceleration, speed limit, sharp turn, and pedestrian warning, the number of turns of the metal wire frame embedded in that road surface 2 can be increased.

[0099] Figure 10 This is a flowchart illustrating the intelligent electromagnetic braking method involved in the example of this disclosure.

[0100] Furthermore, this disclosure also relates to an intelligent electromagnetic braking method (also known as an intelligent electromagnetic deceleration method, an intelligent auxiliary deceleration method, or an intelligent auxiliary braking method, etc.), which is a method for braking a mobile vehicle 20 having a wheel structure 22. Specifically, the intelligent electromagnetic braking method is a method for braking a mobile vehicle 20 that travels on a road surface 2 by rotating the wheel structure 22, wherein a plurality of coils 10 may be provided inside the wheel structure 22, and a plurality of interconnected metal inductors 12 may be provided on the road surface 2.

[0101] In some examples, the outer arc surface of the wheel structure 22 can be divided into multiple sensing zones A along its circumference, and each sensing zone A can correspond to at least one coil 10. In other words, each sensing zone A can correspond to at least one coil 10. Furthermore, for details regarding the sensing zone A, please refer to the relevant description of sensing zone A in the aforementioned intelligent electromagnetic braking system 1.

[0102] The intelligent electromagnetic braking method described in this disclosure will be referred to as the braking method. It should be noted that, unless there is a contradiction, the above descriptions of the mobile vehicle 20, wheel structure 22, coil 10, sensing area A, road surface 2, and metal sensor 12 also apply to this braking method.

[0103] In some examples, the braking method may include: acquiring the sensing signal generated when the sensing area A contacts the road surface 2 (step S112), causing the coil 10 corresponding to the sensing area A in contact with the road surface 2 to generate a magnetic field (step S114), and causing the magnetic field to pass through a plurality of metal sensors 12 and generate a changing magnetic flux (step S116).

[0104] In some examples, in step S112, the sensing signal generated by the contact between sensing area A and road surface 2 can be acquired. For example, multiple sensing units 14 can be provided inside the wheel structure 22, and each sensing area A can correspond to at least one sensing unit 14. The sensing signal of sensing area A contacting road surface 2 can be acquired through the sensing unit 14. Furthermore, for details regarding the sensing unit 14, please refer to the relevant description of the sensing unit 14 in the above-described intelligent electromagnetic braking system 1.

[0105] In some examples, in step S114, in response to the braking signal and sensing signal of the moving vehicle 20, the coil 10 corresponding to the sensing area A in contact with the road surface 2 generates a magnetic field. For example, the control unit 16 may control the flow of current into the coil 10 corresponding to the sensing area A in contact with the road surface 2 to generate a magnetic field (i.e., a first magnetic field) in response to the braking signal of the moving vehicle 20 and the sensing signal generated by the sensing unit 14. For details, please refer to the relevant description of the control unit 16 in the above-described intelligent electromagnetic braking system 1.

[0106] In some examples, in step S116, the magnetic field is passed through multiple metal sensors 12 disposed on the road surface 2, generating a varying magnetic flux. Specifically, due to the rotation of the wheel structure 22, multiple sensing areas A can take turns contacting the road surface 2, so that the first magnetic field generated by at least one coil 10 can pass through the multiple metal sensors 12 on the road surface 2 and generate a varying magnetic flux. For details, please refer to the relevant descriptions of the first and second magnetic fields in the above-described intelligent electromagnetic braking system 1.

[0107] While the present disclosure has been specifically described above in conjunction with the accompanying drawings and examples, it is to be understood that the foregoing description does not limit the present disclosure in any way. Those skilled in the art can make modifications and variations to the present disclosure as needed without departing from its essential spirit and scope, and all such modifications and variations shall fall within the scope of the present disclosure.

Claims

1. An intelligent electromagnetic braking system for braking a mobile vehicle with wheels. Its features are, Includes: multiple coils disposed inside the wheel structure and multiple metal sensors disposed on the road surface and short-circuited to each other; The outer arc surface of the wheel structure is divided into multiple sensing areas along its circumference, and each sensing area corresponds to at least one coil. When the mobile vehicle issues a braking signal, the coil is configured to generate a magnetic field in response to its corresponding sensing area contacting the road surface. The magnetic field passes through the plurality of metal sensors and generates a varying magnetic flux.

2. The intelligent electromagnetic braking system according to claim 1, characterized in that, Each of the sensing areas has the same area and the number of coils corresponding to each sensing area is equal.

3. The intelligent electromagnetic braking system according to claim 1, characterized in that, The sensing area is determined by the region where the outer arc surface of the wheel structure contacts the road surface.

4. The intelligent electromagnetic braking system according to claim 1, characterized in that, The central axis of the coil points to the center of the wheel structure.

5. The intelligent electromagnetic braking system according to claim 1, characterized in that, The wheel structure includes a rim, and a plurality of the coils are fixedly connected to the rim.

6. The intelligent electromagnetic braking system according to claim 1, characterized in that, The wheel structure includes a tire, and a plurality of the coils are embedded in the rubber layer of the tire.

7. The intelligent electromagnetic braking system according to claim 1, characterized in that, Multiple metal sensors are arranged along the direction of the road surface, and the distance between two adjacent metal sensors is no greater than the length of the sensing area.

8. The intelligent electromagnetic braking system according to claim 1, characterized in that, The metal sensor is a metal wire frame.

9. The intelligent electromagnetic braking system according to claim 8, characterized in that, Let the direction in which the road surface extends be the first direction, and the width direction of the road surface be the second direction. The outline of the metal wire frame is rectangular, with the short side of the metal wire frame extending along the first direction and the long side of the metal wire frame extending along the second direction.

10. An intelligent electromagnetic braking method for braking a mobile vehicle with a wheel structure, wherein, The wheel structure contains multiple coils, and its outer arc surface is divided into multiple sensing zones along its circumference. Each sensing zone corresponds to at least one coil. The braking method includes: Acquire the sensing signal generated when the sensing area contacts the road surface; In response to the braking signal of the moving vehicle and the sensing signal, a magnetic field is generated in the coil corresponding to the sensing area in contact with the road surface; and The magnetic field is passed through multiple short-circuited metal inductors placed on the road surface, generating a changing magnetic flux.

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