Central Brake Management for Regenerative Torque Vectoring
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Solution Overview
Problem
Existing vehicle dynamics systems lack an optimized central control system for brake interventions that can integrate kinetic energy recuperation via electric motors in electric axle drives, leading to inefficiencies in brake pressure control and reduced reliability in dynamic vehicle operations.
Innovation Solution
A vehicle dynamics system with a central brake management system and slave control units for electric axle drive motors and pressure supply units, allowing for individual brake pressure regulation and deceleration torque generation using electric traction motors, combined with hydraulic brake systems for enhanced control and redundancy.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Measurement precision
If a central brake management system with integrated control for electric motors and hydraulic brakes is implemented, then brake pressure control precision and kinetic energy recuperation are improved, but system complexity increases
Solution Approach 1:
The patent combines the control of electric traction motors and hydraulic wheel brakes into a single central brake management system. The control unit integrates recuperation torque from electric motors with hydraulic brake pressure control, allowing coordinated operation of both braking mechanisms. This merging enables precise brake pressure control by synthesizing electrical and hydraulic control signals, while the integrated architecture manages the complexity through unified control logic rather than separate independent systems.
2Loss of energy
If electric traction motors are used for kinetic energy recuperation during braking, then energy recovery is improved, but brake torque distribution control becomes more complex
Solution Approach 1:
The control unit dynamically adjusts the torque demand parameters for electric traction motors based on vehicle deceleration requirements. By changing the electrical torque parameter in real-time coordination with hydraulic brake pressure, the system optimizes kinetic energy recuperation. The control logic modifies the torque distribution between electric and hydraulic braking mechanisms according to operating conditions, enabling energy recovery while managing control complexity through parameter-based adaptation.
3Stability of the object's composition
If individual brake pressure regulation for each axle is implemented, then vehicle agility and stability are improved, but control system complexity increases
Solution Approach 1:
The brake management system is segmented into independent control channels for different axles, with the control unit capable of individually regulating brake pressure for each axle. This segmentation allows independent optimization of brake torque distribution per axle, improving vehicle stability and agility. The control logic processes deceleration requirements and distributes brake pressure axially independently, managing complexity through modular control architecture that handles each axle as a separate control domain.
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
Enables precise and redundant brake pressure control, optimizing brake torque distribution, improving vehicle agility and stability, and maximizing kinetic energy recuperation, while ensuring high reliability and fault tolerance in various driving conditions.
Implementation Method 1
at least one rear axle with two rear wheels, each with wheel drives, wherein both wheel drives can propel the vehicle or provide regenerative braking
Implementation Method 2
a front axle with two front wheels, each with friction brakes
Data Source
Figure 1
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Figure 1b
AI summary
The invention relates to a vehicle dynamics system with a software module comprising a central brake management system (BM) that controls at least one electric traction motor (TM1, TM2) and a pressure supply unit (DV1) such that, in conjunction with the pressure supply unit (DV1) and the at least one electric traction motor (TM1, TM2), braking deceleration can be individually controlled for at least each axle (A1, A2) and/or for each wheel brake (RB1, RB2, RB3, RB4). The central brake management system (BM) is additionally designed to perform torque vectoring using an electric power steering system (EPS) and using at least one hydraulic wheel brake (RB1, RB2, RB3, RB4); and/or the at least one traction motor (TM).