Blended Brake Force Distribution via Regenerative Control
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Solution Overview
Problem
Bidirectional vehicles with symmetric wheel components face challenges in differential braking, leading to wheel lock-up and loss of control during stability system failures or uneven friction surfaces, as traditional brake force distribution methods rely on hydraulic pressure and regenerative braking which can be insufficient or unavailable in certain conditions.
Innovation Solution
Implementing a blended mechanical and regenerative braking system that applies different forces to each wheel assembly, using regenerative braking to supplement mechanical braking on the front wheels and reduce braking force on the rear wheels, thereby optimizing brake force distribution to prevent wheel lock-up and maintain control.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If traditional hydraulic pressure and regenerative braking are used for brake force distribution, then brake force can be applied to wheel assemblies, but wheel lock-up and loss of control occur during stability system failures or uneven friction surfaces
Solution Approach 1:
The brake system is segmented into independent wheel assembly controllers that can individually control braking force at each wheel. This allows differential braking where each wheel can have customized brake force application, preventing wheel lock-up on uneven friction surfaces while maintaining overall vehicle control stability even when stability systems fail
Solution Approach 2:
The system dynamically changes braking parameters (force magnitude, application timing) based on real-time conditions detected at each wheel assembly. By monitoring wheel speed, acceleration, and friction conditions, the controller adjusts brake force parameters to prevent lock-up while maintaining control, resolving the contradiction between reliable brake force application and wheel control stability
2Ease of manufacture
If symmetric wheel components are used in bidirectional vehicles, then manufacturing complexity is reduced, but differential braking capability is lost leading to wheel lock-up
Solution Approach 1:
The symmetric wheel assemblies are designed with universal components that can perform multiple functions. Each wheel assembly includes sensors, actuators, and control logic that enable it to function independently for differential braking while maintaining physical symmetry for ease of manufacture. The control system provides the differential braking capability that the symmetric hardware alone cannot achieve
Solution Approach 2:
The patent replaces mechanical asymmetry (different sized brakes front vs rear) with an electronic control system that achieves differential braking through intelligent force distribution. The symmetric mechanical components are supplemented with electronic sensors and actuators that dynamically adjust braking force, eliminating the need for asymmetric mechanical design while maintaining differential braking reliability
3Productivity
If regenerative braking is used to supplement mechanical braking, then stopping distances are reduced, but wheel lock-up can occur when regenerative braking is unavailable (e.g., batteries fully charged)
Solution Approach 1:
The braking system dynamically switches between regenerative and mechanical braking modes based on real-time battery state and vehicle conditions. When batteries are fully charged or regenerative braking is unavailable, the system automatically transitions to mechanical braking with adjusted force distribution to maintain stopping efficiency. This dynamic adaptability ensures continuous braking reliability regardless of regenerative braking availability
Solution Approach 2:
The system monitors battery charge state in advance and prepares alternative braking strategies before regenerative braking becomes unavailable. By detecting when batteries are approaching full charge, the control system pre-adjusts braking force distribution to ensure smooth transition to mechanical braking, preventing wheel lock-up and maintaining stopping efficiency without abrupt changes in braking performance
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This approach reduces stopping distances and prevents wheel lock-up, providing redundancy in case of stability system malfunctions and allowing for effective braking even when regenerative braking is not available, such as when batteries are fully charged.
Implementation Method 1
converting the kinetic energy association with motion of the vehicle into electrical energy that can be used immediately or stored for future use
Data Source
AI summary
Brake force distribution via a combination of mechanical braking and regenerative braking techniques is described. In an example, a brake system of a vehicle can detect a braking action and can cause a first negative force to be distributed across two or more wheel assemblies associated with the vehicle. A control system of the vehicle can send a command to at least a power system of the vehicle to cause the power system to affect a second negative force on a first wheel assembly and a positive force on a second wheel assembly to cause an uneven distribution of brake force between the first wheel assembly and the second wheel assembly. As a result, a combined net braking force is applied to the front wheels—the wheels with the most grip—and a reduced net braking force to is applied to the rear wheels to prevent rear-wheel lock-up.