VEHICLE CONTROL UNIT FOR ELECTRIC VEHICLES: TRACTION CONTROL AND REGENERATIVE BRAKING / LOCKUP CONTROL SYSTEM

Abstract

The invention relates to a system that enables traction control and regenerative braking lock-up control in electric vehicles using hybrid algorithms in the Vehicle Control Unit (VCU), without the need for expensive control units such as ABS and ESP.

Description

1 TARIFF VEHICLE CONTROL UNIT FOR TRACTION OF ELECTRIC VEHICLES CONTROL AND REGENERATIVE BRAKING LOCKUP CONTROL SYSTEM Technical Field to Which the Invention Relates The invention offers a solution to the high-cost control units such as ABS and ESP in electric land vehicles. without the need for further assistance, using hybrid algorithms in the Vehicle Control Unit (VCU) Traction control and regenerative braking lock-up control in electric land vehicles. It is related to a system that enables this to happen. State of the Art To improve driving safety in electric vehicles and minimize damage to the motor and mechanical components. Various control systems are being developed to prevent them from seeing. Today, ABS (Anti-lock Braking System) is used especially in vehicles with internal combustion engines. Systems like ESP (Electronic Stability Program) help the vehicle during braking. It improves road grip and driving safety by preventing the wheels from locking. These systems provide data from the wheel speed sensors on the vehicle. Using this, we calculate the slip ratios in the wheels and during braking. To regulate brake fluid / pneumatic pressure or regenerative braking torque. By controlling it, it prevents the wheels from locking up and in case of acceleration. by controlling the acceleration torque applied to the wheels from the drive system It provides traction control to the wheels. However, systems like ABS and ESP 20 They are generally expensive, but their use is economical, especially in micromobility vehicles. And it is not technically efficient. Traction control systems in electric vehicles prevent excessive wheel slippage. It improves the vehicle's handling by regulating engine torque in order to prevent this. In current micromobility vehicle systems, traction control is typically achieved by turning the accelerator pedal 25 inches away. This is achieved by connecting directly to the inverter or the vehicle control unit (VCU). It is managed via. The direct connection of the gas pedal to the inverter allows the wheels to... This can cause sudden slips, especially on low-friction surfaces. (For example, snow, ice, wet ground) can make it difficult to control the vehicle, affecting the engine and wheels. This can lead to wear on the bearings, inverter failures, and system damage. 30 2 Regenerative braking systems utilize kinetic energy in electric vehicles. It helps to recharge the battery by recovering energy. However, current Is there any slipping or locking of the wheels in regenerative braking systems? Since it cannot be detected, when the brake is applied or the foot is taken off the gas pedal wheels locking, or even electric motors starting to run in reverse 5 Serious problems such as these can occur. This situation affects vehicle dynamics. this creates imbalance and threatens driving safety, especially in micromobility vehicles. is doing. For traction control and regenerative braking blockage control in existing systems. High-cost equipment is required, and therefore micromobility vehicles in particular 10 Its applicability is limited in low-cost segments such as these. In this context, The need arose to develop a low-cost but effective control system. Brief Description and Objectives of the Invention The invention provides an alternative to costly control units such as ABS and ESP in electric land vehicles. without the need for further assistance, 15 with hybrid algorithms used in the Vehicle Control Unit (VCU). Traction control and regenerative braking lock-up control in electric land vehicles. It is related to a system that enables this to happen. The invention aims to provide alternatives to costly control units such as ABS and ESP in electric vehicles. traction control and regenerative braking blockage control without the need for additional equipment. It is a verification. 20 Another purpose of the invention is to provide traction on low-friction surfaces (snow, ice, wet roads, etc.). to improve driving safety by preventing wheels from slipping and skidding It is a verification. Another aim of the invention is to prevent the wheels from locking during regenerative braking and Preventing the engine from flipping over, thus maintaining vehicle dynamics and ensuring safety. 25 Its purpose is to enable braking. Another purpose of the invention is to prevent overloading and high loads on motor and wheel bearings. Its purpose is to prevent mechanical failures that may occur at high speeds. 3 Another aim of the invention is to connect the gas pedal directly to the inverter in micromobility vehicles. Instead of connecting it, optimized torque is delivered via the vehicle control unit (VCU). It is about establishing control. Explanation of the Figures Figure 1. This drawing shows a schematic representation of the system that is the subject of the invention. 5 Figure 2. This drawing shows a schematic representation of the system that is the subject of the invention. Explanation of References in Figures 1. Wheel speed calculation module 2. Wheel speed difference calculation module 3. Wheel slip ratio calculation module 10 4. Traction control and regenerative braking control decision-making module 5. Vehicle control unit torque control module 6. Traction control and braking control arbitration module A. Vehicle control unit B. Non-driven wheel 15 C. Wheel speed sensor warning ring D. Non-driven wheel speed sensor E. Gas pedal F. Gear information sensor G. Drive wheel 20 H. Drive wheel speed sensor J. Electric Motor Driver M. Differential 4 Detailed Description of the Invention This invention provides wheel slip control and wheel speed control for electric and hybrid land vehicles. fuzzy logic control theory enables differential control algorithms to work together. a control system that relies on and makes decisions by evaluating the outputs of these algorithms It relates to traction control in electric vehicles in particular. enabling the optimization of regenerative braking systems It is a system. The invention utilizes improved drive control and regenerative braking control to create a slippery surface. on surfaces where the force that can be transmitted to the road is low, with drive wheels Hybrid algorithms and decision-making developed by examining non-driven wheel speeds 10 with its transmission mechanisms, it provides optimal wheel drive torque and optimal regenerative braking. It presents its performance. Vehicle control unit (A); manages all traction control and braking systems of the vehicle. It is a central unit. It receives information from wheel speed sensors, accelerator pedal, and gear shift. It processes the data it receives from its sensor. Traction control and reverse 15 It makes decisions regarding regenerative braking systems (PID). Optimize torque control using a control mechanism and fuzzy logic algorithm. It also sends torque commands to the electric motor driver. The non-driven wheel (B) is used as the vehicle's speed reference. Wheel speed Working in conjunction with its sensors, it provides data to determine the vehicle's true speed. 20 It is used as a reference for calculating the slip ratio of the drive wheels. Slip It plays an important role in control and speed difference calculations. Wheel speed sensor warning ring (C); Enables the correct operation of the wheel sensors. It is the magnetic or gear structure required for the wheel speed sensor to detect wheel speed. It is a mechanical part that forms a cavity structure so that it can be read. 25 from speed sensors. By determining the frequency of the incoming digital signal, it is possible to calculate the wheel speed. It makes it possible. Non-driven wheel speed sensor (D); speed of non-driven wheels It measures and is used to determine the reference value of vehicle speed. (Propulsion) It provides data to determine wheel slippage and speed differences. Also 30 It provides input to slip control and traction control algorithms. The accelerator pedal (E) determines the driver's torque requirement. The accelerator pedal engagement ratio determines the traction. It is used as a direct input to the control algorithm. Slip control and speed. In differential calculations, it is an important parameter for controlling the motor torque output. Signals from the accelerator pedal are used to transmit torque commands to the electric motor driver. It is used. 5 The gear information sensor (F) determines the vehicle's gear position (e.g., forward, reverse, or). (park mode). To optimize the torque output of the electric motor, send to the vehicle control unit. It provides information on traction control and regenerative braking algorithms. It is used as data. Traction control and braking during gear changes. It ensures that the systems function correctly. 10 Drive wheels (G); These are the wheels that transmit the vehicle's power to the road. From the electric motor. They rotate with the torque they receive. The speeds of the drive wheels, slip control and speed difference. It plays a decisive role in calculations. Traction control and regenerative braking. It is a component that is directly affected in braking systems. The drive wheel speed sensor (H) measures the speed of the driven wheels. Wheel 15 Slip rates are determined by comparing them to the speeds of the non-driven wheels. It enables control of the torque applied by the electric motor driver. It is a critical data source for slippage control algorithms. The Electric Motor Driver (J) controls the torque output of the electric motor. Vehicle It executes torque commands from the control unit (VCU / ECU). Traction control 20 and by intervening in regenerative braking systems, optimum torque distribution. It prevents skidding by controlling the power delivered to the drive wheels. and increases the vehicle's stability. Vehicle control unit (A), with 6 main modules, controls drive operation and regenerative braking. It provides control. On the vehicle control unit (A), wheel speed calculation 25 module (1), wheel speed difference calculation module (2), wheel slip ratio calculation module (3), traction control and regenerative braking control decision module (4), Vehicle control unit torque control module (5), traction control and braking control arbitration module (6) is being executed. The invention features improved drive control and regenerative braking control for slippery surfaces. on surfaces where the force that can be transmitted to the road is low, with drive wheels 6 Hybrid algorithms and decision-making developed by examining non-driven wheel speeds with its transmission mechanisms, it provides optimal wheel drive torque and optimal regenerative braking. It presents its performance. Wheel speed calculation module (1) calculates the non-driven wheel speeds. By evaluating the frequency of the digital signal from the sensors, the wheel speeds can be determined. It calculates. Wheel speeds in m / s and rpm 𝑉𝑡𝑒𝑘𝑒𝑟 = 𝑓ℎ𝚤𝑧𝑠𝑒𝑛𝑠ö𝑟ü∗𝑙𝑡𝑒𝑘𝑒𝑟𝑙𝑒𝑘 𝑟𝑈𝑦𝑎𝑟𝚤𝑐𝚤𝐻𝑎𝑙𝑘𝑎 or 𝑉𝑡𝑒𝑘𝑒𝑟 = 𝑛𝐸𝑙𝑒𝑘𝑡𝑟𝑖𝑘𝑀𝑜𝑡𝑜𝑟𝑢 ∗ 𝑟𝐸𝑀𝑇𝑒𝑘𝑒𝑟 ∗ 𝑙𝑡𝑒𝑘𝑒𝑟𝑙𝑒𝑘 60 and 𝑛𝑡𝑒𝑘𝑒𝑟𝑟𝑝𝑚 = 𝑓ℎ𝚤𝑧𝑠𝑒𝑛𝑠ö𝑟ü∗60 𝑟𝑈𝑦𝑎𝑟𝚤𝑐𝚤𝐻𝑎𝑙𝑘𝑎 or 𝑛𝑡𝑒𝑘𝑒𝑟𝑟𝑝𝑚 = It is calculated according to the formulas 𝑛𝐸𝑙𝑒𝑘𝑡𝑟𝑖𝑘𝑀𝑜𝑡𝑜𝑟𝑢 ∗ 𝑟𝐸𝑀𝑇𝑒𝑘𝑒𝑟 𝑉𝑡𝑒𝑘𝑒𝑟: Wheel speed m / s, 𝑛𝑡𝑒𝑘𝑒𝑟𝑟𝑝𝑚: Wheel speed rpm, 𝑛𝐸𝑙𝑒𝑘𝑡𝑟𝑖𝑘𝑀𝑜𝑡𝑜𝑟𝑢: Electric Motor 10 rotational speed rpm, 𝑓ℎ𝚤𝑧𝑠𝑒𝑛𝑠ö𝑟ü: Speed ​​sensor digital signal frequency, 𝑙𝑡𝑒𝑘𝑒𝑟𝑙𝑒𝑘: Wheel's circumference, 𝑟𝑈𝑦𝑎𝑟𝚤𝑐𝚤𝐻𝑎𝑙𝑘𝑎: Wheel Actuator ring actuator number, 𝑟𝐸𝑀𝑇𝑒𝑘𝑒𝑟: Electricity The gear ratio between the motor and the wheel. Wheel speed difference calculation module (2), non-driven wheel speed sensor (D) and By comparing the speeds calculated by the drive wheel speed sensor (H), the wheels 15 It calculates the speed difference between them and the information and drive from the drive wheels. By evaluating the information coming from the missing wheels, the vehicle's current speed It calculates. It is calculated according to the formulas 𝑛ℎ𝚤𝑧𝑓𝑎𝑟𝑘𝚤 = 𝑛𝑡𝑎ℎ𝑟𝑖𝑘𝑂𝑙𝑚𝑎𝑦𝑎𝑛𝑇𝑒𝑘𝑒𝑟 − 𝑛𝑡𝑎ℎ𝑟𝑖𝑘𝑇𝑒𝑘𝑒𝑟. Here, 𝑛ℎ𝚤𝑧𝑓𝑎𝑟𝑘𝚤: wheel speed difference, 𝑛𝑡𝑎ℎ𝑟𝑖𝑘𝑂𝑙𝑚𝑎𝑦𝑎𝑛𝑇𝑒𝑘𝑒𝑟: non-driven wheel speed, 20 𝑛𝑡𝑎ℎ𝑟𝑖𝑘𝑇𝑒𝑘𝑒𝑟: represents the rotational speed of the drive wheel. Wheel slip ratio calculation module (3); wheel speed difference calculation module (2) It takes the vehicle's speed calculated by the system and the difference between the wheel speeds as the vehicle's speed. It calculates the slip ratio in the wheels from this ratio. 𝑆𝐾𝑎𝑦𝑚𝑎 = −(𝑉𝐴𝑟𝑎ç− 𝑉𝑇𝑒𝑘𝑒𝑟𝑇𝑒𝑚𝑎𝑠) 𝑉𝑇𝑒𝑘𝑒𝑟𝑇𝑒𝑚𝑎𝑠 It is calculated according to the formulas. 25 Here, 𝑆𝐾𝑎𝑦𝑚𝑎 represents the wheel slip ratio, 𝑉𝐴𝑟𝑎ç represents vehicle speed, and 𝑉𝑇𝑒𝑘𝑒𝑟𝑇𝑒𝑚𝑎𝑠 represents the wheel. It represents the point of contact velocity. 7 Traction control and regenerative braking control decision module (4); wheel speed by difference calculation module (2) and wheel slip ratio calculation module (3) calculated wheel speed differences, wheel slip ratios, throttle pedal clearance, brake By receiving pedal information and gear information, it uses a fuzzy logic-based selection mechanism. It selects which traction control algorithm to implement. Fuzzy Logic 5 vehicle with drive wheels and non-drive wheels based on selection algorithm Depending on the speed, there are slip-based, speed difference-based, and Bang-Bang types. Gain scheduling is based on adaptive coefficient PID control theory. Algorithms are selected and the most ideal one is determined by evaluating the environmental conditions of the vehicle. Control effort is determined. 10 The vehicle control unit torque control module (5) measures the vehicle's traction needs based on the accelerator pedal information. The electric motor calculates using gear information and brake pedal position. It sends the necessary torque commands to the driver. Traction control and braking control arbitration module (6), vehicle control unit torque By checking the torque demand calculated by the control module (5), motor 15 by regulating the torque demand requested from the driver(s), the vehicle's driving It provides performance and control over wheel slip and traction. Traditional CAN communication protocol between ABS, ESP and VCU units in the systems. Data transfer is carried out using this method, and this element integrates all processes in a single center. by eliminating communication delays and providing a faster response time. It analyzes data such as wheel speed differences, slip rates, and road conditions. by implementing fuzzy logic, PID control, gain scheduling, and on / off control. Optimal traction and braking intervention using (Bang-Bang) control strategies. This determines the situation. In this way, it prevents wheel slippage and lockup, thus protecting the vehicle. while increasing stability, it maximizes energy efficiency and improves driving safety to the top 25 It raises the level.

Claims

8 REQUESTS 1. Traction control and regenerative braking interlock in micromobility vehicles. It is a system that enables control, and its feature is; - works in conjunction with wheel speed sensors to determine the vehicle's true speed. At least one non-driven wheel (B) providing data, 5 - a hollow structure that allows the wheel speed sensor to read the wheel speed. at least one wheel speed sensor warning ring (C), - measuring the speed of the non-driven wheels (B) at least one non-driven wheel speed sensor (D); - at least one accelerator pedal (E) that determines the driver's torque requirement, 10 - at least one gear information sensor (F) that determines the gear position of the vehicle, - at least one drive wheel (G) that transmits the vehicle's power to the road, - at least one drive wheel speed sensor (H) that measures the speed of the driven wheels, - At least one electric unit that executes torque commands from the vehicle control unit (A) Motor driver (J), 15 - non-driven wheel speeds are measured digitally from wheel speed sensors. at least one that calculates wheel speeds by evaluating the frequency of the signal wheel speed calculation module (1 non-driven wheel speed sensor (D) and by comparing the speeds calculated by the drive wheel speed sensor (H) It calculates the speed difference between the wheels and the information from the drive wheels. 20 and by evaluating the information from the non-driven wheels, it determines the vehicle's current speed. Calculating wheel speed difference module (2); wheel speed difference The vehicle speed and wheel speeds calculated by the calculation module (2) calculating the slip ratio of the wheels from the ratio of the difference to the vehicle's speed Wheel slip ratio calculation module (3); wheel speed difference calculation 25 by module (2) and wheel slip ratio calculation module (3) calculated wheel speed differences, wheel slip ratios, throttle pedal clearance, By receiving information about the brake pedal and gear shift, it makes a fuzzy logic-based selection. the mechanism for selecting which traction control algorithm to apply Traction control and regenerative braking control decision-making module (4); 30 The vehicle's traction needs are determined by information from the accelerator pedal, gear shifting, and brake pedal status. by calculating and sending the necessary torque commands to the electric motor driver. vehicle control unit torque control module (5); vehicle control unit torque 9 by checking the torque demand calculated by the control module (5) of the motor by regulating the torque demand requested from the driver, the vehicle's driving performance and Traction control and braking that provides wheel slip and traction control. control arbitration module (6); including calculations on the microprocessor at least one 5-year-old operator who manages all traction control and braking systems of the vehicle. vehicle control unit (A); It includes.

2. Traction control and regenerative braking in micromobility vehicles conforming to Claim 1. It is a system that enables locking control, and its feature is; wheel speed. 𝑉𝑡𝑒𝑘𝑒𝑟 = in m / s 𝑓ℎ𝚤𝑧𝑠𝑒𝑛𝑠ö𝑟ü∗𝑙𝑡𝑒𝑘𝑒𝑟𝑙𝑒𝑘 𝑟𝑈𝑦𝑎𝑟𝚤𝑐𝚤𝐻𝑎𝑙𝑘𝑎 or 𝑉𝑡𝑒𝑘𝑒𝑟 = 𝑛𝐸𝑙𝑒𝑘𝑡𝑟𝑖𝑘𝑀𝑜𝑡𝑜𝑟𝑢 ∗ 𝑟𝐸𝑀𝑇𝑒𝑘𝑒𝑟 ∗10 𝑙𝑡𝑒𝑘𝑒𝑟𝑙𝑒𝑘 60 It contains a wheel speed calculation module (1) which calculates with the formula.

3. Traction control and regenerative braking in micromobility vehicles conforming to Claim 1. It is a system that enables locking control, and its feature is; wheel speed 𝑛𝑡𝑒𝑘𝑒𝑟𝑟𝑝𝑚 in rpm = 𝑓ℎ𝚤𝑧𝑠𝑒𝑛𝑠ö𝑟ü∗60 𝑟𝑈𝑦𝑎𝑟𝚤𝑐𝚤𝐻𝑎𝑙𝑘𝑎 or 𝑛𝑡𝑒𝑘𝑒𝑟𝑟𝑝𝑚 = 𝑛𝐸𝑙𝑒𝑘𝑡𝑟𝑖𝑘𝑀𝑜𝑡𝑜𝑟𝑢 ∗ 𝑟𝐸𝑀𝑇𝑒𝑘𝑒𝑟 It includes the wheel speed calculation module (1) which calculates with the formula. 15 4. Traction control and regenerative braking in micromobility vehicles conforming to Claim 1. It is a system that enables lock control, and its feature is; 𝑛ℎ𝚤𝑧𝑓𝑎𝑟𝑘𝚤 = The equation 𝑛𝑡𝑎ℎ𝑟𝑖𝑘𝑂𝑙𝑚𝑎𝑦𝑎𝑛𝑇𝑒𝑘𝑒𝑟 − 𝑛𝑡𝑎ℎ𝑟𝑖𝑘𝑇𝑒𝑘𝑒𝑟 calculates the difference in vehicle speed. It includes a wheel speed difference calculation module (2).

5. Traction control and regenerative braking in micromobility vehicles conforming to Claim 1 20 It is a system that enables lock control, and its feature is; 𝑆𝐾𝑎𝑦𝑚𝑎 = −(𝑉𝐴𝑟𝑎ç− 𝑉𝑇𝑒𝑘𝑒𝑟𝑇𝑒𝑚𝑎𝑠) 𝑉𝑇𝑒𝑘𝑒𝑟𝑇𝑒𝑚𝑎𝑠 The wheel that calculates the slip ratio in the wheels using the equation It includes the slip ratio calculation module (3).

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