Dual-Interface Brake and Motor Control for EV Slip Stability
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Solution Overview
Problem
Existing electrically powered vehicles lack efficient mechanisms for utilizing the high torque dynamics of electric drives for slip and stability control, particularly during rapid changes in acceleration or torque, which are crucial for enhancing energy efficiency and safety.
Innovation Solution
A system with a brake control unit and an electric motor control unit, each equipped with dual data interfaces, allows for high-speed data exchange and integration of electric motors into slip and stability control, enabling rapid torque changes and redundant data transmission for enhanced safety and efficiency.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Speed
If data exchange between brake control unit and electric motor control unit occurs via the primary CAN bus interface, then system complexity is reduced and ease of operation is maintained, but data transmission rate is insufficient for highly dynamic torque changes required in slip and stability control
Solution Approach 1:
The data interface is segmented into two distinct interfaces: a first data interface (CAN bus) for general communication and a second data interface for high-speed data exchange. This segmentation allows the system to handle different data transmission requirements through appropriate interfaces, enabling rapid torque changes for slip and stability control while maintaining standard communication for other functions.
Solution Approach 2:
The brake control unit and electric motor control unit are equipped with dual data interfaces, making them multi-functional in terms of communication capabilities. The first interface handles standard CAN bus communication, while the second interface provides high-speed data exchange. This multi-functionality allows the same control units to serve both standard and high-performance communication needs.
2Reliability
If electric motors are integrated into slip and stability control with rapid torque changes, then control accuracy and energy efficiency are improved, but the requirement for high-speed data transmission increases system complexity
Solution Approach 1:
The communication system is divided into two segments: the primary CAN bus for standard control signals and a secondary high-speed interface for rapid torque adjustment data. This segmentation enables the system to achieve high reliability in slip and stability control by using the appropriate interface for each type of control action, without requiring the entire system to operate at high speed.
Solution Approach 2:
The second high-speed data interface acts as an intermediary between the brake control unit and electric motor control unit, facilitating rapid data exchange specifically for torque adjustment commands. This intermediary interface handles only the critical high-speed communication needs, leaving the standard CAN bus intact for other functions, thus improving reliability without unnecessarily complicating the entire data transmission system.
3Reliability
If a single data interface is used between control units, then device complexity is minimized, but redundant data transmission for enhanced safety cannot be implemented
Solution Approach 1:
The data transmission path is segmented into two separate interfaces between the brake control unit and electric motor control unit. This allows independent use of each interface for different purposes: the first interface for standard communication and the second interface for redundant high-speed data transmission. This segmentation enables safety-critical redundant communication without forcing the entire system to use complex multi-interface configurations.
Solution Approach 2:
The system changes the parameter of data interface configuration from a single interface to dual interfaces, specifically altering the communication architecture to include a second high-speed interface. This parameter change enables redundant data transmission paths, improving reliability and safety by providing alternative communication channels in case one interface fails or experiences interference.
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
The system improves safety and control accuracy by allowing electric motors to participate in highly dynamic torque changes, optimizing energy recovery and enhancing driving stability through individual wheel control.
Implementation Method 1
The brake control unit and the electric motor control unit each have a primary data interface. This primary data interface is a bus interface, specifically a CAN bus interface
Implementation Method 2
the vehicle control unit also signals the electric motor control unit to assist with braking by means of electromagnetic braking of the electric drive. This allows electrical energy to be generated during the braking maneuver performed with the electric drive through recovered kinetic energy
Implementation Method 3
a signal indicating a negative acceleration request, i.e., a desired braking action, is sent to the braking system, which can also be referred to as the brake control unit. This signal is then implemented via the friction brakes
Data Source
Figure 1
Figure 2~3
AI summary
The invention relates to a system (10) for an electrically driven vehicle (60), the system (10) comprising at least one motor controller (14) for controlling at least one electric motor (18), by means of which at least one driven wheel (64) of the vehicle (60) can be driven. The system (10) further comprises at least one brake controller (12) for controlling friction brakes (58), by means of which each of a plurality of driven wheels (64) and/or non-driven wheels (66) can be braked. The brake controller (12) and the electric motor controller (14) each have a data interface (16a, 16b, 16c), which is a bus interface (17), in particular a CAN bus interface (19). The brake controller (12) and the electric motor controller (14) are configured to transmit and/or to receive data via the first data interfaces (16a, 16b, 16c) at a predefined maximum data transfer rate (23). The brake controller (12) and the electric motor controller (14) each further have a second data interface (38a, 38b, 38c), the second data interface (38a, 38b, 38c) being designed to transmit and/or to receive data at a higher data transfer rate (35) than the maximum data transfer rate (23) of the first data interface (16a, 16b, 16c). The brake controller (12) and the electric motor controller (14) are further configured to exchange data, in particular through the transmission and/or receiving of data, via the second data interfaces (38a, 38b, 38c) at a higher data transfer rate (35) than via the first data interfaces (16a, 16b, 16c). The invention further relates to a vehicle (60) having a system (10) and to a method for operating a vehicle (60) or a system (10).