Dual-Actuator EV Control Assembly for Regenerative Braking
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Solution Overview
Problem
Conventional control assemblies for regenerative braking systems in electric vehicles are costly and complex, requiring additional components and complicating the integration with mechanical braking systems.
Innovation Solution
A control assembly for electric vehicles featuring a housing, actuators, biasing members, and position sensors that allow for seamless switching between acceleration and regenerative braking modes, utilizing a dual actuator system with different biasing forces to simplify the control mechanism.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If conventional control assemblies are used for regenerative braking systems, then the system can achieve braking control functionality, but the assembly becomes costly and complex with additional components
Solution Approach 1:
The patent combines the acceleration actuator and regenerative braking actuator into a single integrated control assembly housing, merging two separate control mechanisms into one unified structure. This reduces the number of discrete components while maintaining both acceleration and regenerative braking control functionalities, directly addressing the complexity issue without sacrificing reliability
Solution Approach 2:
The control assembly is designed as a multi-functional unit that can perform both acceleration control and regenerative braking control through a single integrated system. The housing accommodates both actuators and the position sensor, allowing the assembly to handle multiple functions (acceleration, regenerative braking, and mode detection) without requiring separate dedicated components for each function
2Adaptability or versatility
If conventional control assemblies with additional components are used, then comprehensive control functionality can be achieved, but the integration with mechanical braking systems becomes complicated
Solution Approach 1:
By merging the acceleration and regenerative braking actuators into a single housing with a unified position sensor system, the patent creates one integrated control unit that interfaces with the vehicle's controller as a single system. This reduces the number of integration points and communication interfaces required with the mechanical braking system, simplifying overall system integration while maintaining comprehensive control functionality
3Ease of operation
If a dual actuator system with different biasing forces is used, then seamless switching between modes can be achieved, but the mechanism becomes more complex
Solution Approach 1:
The patent employs biasing members (springs) that automatically apply restoring forces to the actuators, enabling them to return to their respective positions without requiring active control input. The first biasing member biases the acceleration actuator toward its initial position, while the second biasing member biases the regenerative braking actuator toward its initial position. This self-service mechanism facilitates seamless mode switching through passive elastic forces rather than complex active control systems
Solution Approach 2:
The patent utilizes changes in the biasing force parameters of the two actuators to enable mode switching. The first biasing member and second biasing member are configured with different biasing forces appropriate to their respective functions. By adjusting these biasing parameters, the system achieves smooth transitions between acceleration and regenerative braking modes without requiring complex control logic or additional components
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 solution provides a cost-effective and simplified control assembly that efficiently switches between motor and generator modes, enhancing the integration of regenerative braking without additional components, and extends the life of the braking system.
Implementation Method 1
The first biasing member is provided between the first actuator and the housing, and biases the first actuator toward the first position
Implementation Method 2
The second biasing member is provided between the second actuator and the housing, and biases the second actuator toward the fourth position
Data Source
AI summary
A control assembly for an electric vehicle includes a housing, first and second actuators, a position sensor, and first and second biasing members. The first actuator is moveable between first, second and third positions, and is biased toward the first position by the first biasing member. The second actuator is moveable between fourth and fifth positions, and is biased toward the fourth position by the second biasing member. In an initial configuration, the second biasing member has a greater biasing effect than the first biasing member, such that the first and second actuators are, respectively, in the second and fourth positions. In response to the second actuator moving toward the fifth position, the first actuator moves toward the first position. The position sensor communicates to a controller that the first actuator is in a brake regeneration mode or an acceleration mode based on a position of the first actuator.