Clutch + Brake Power (CBP)
129. The Clutch + Brake Power circuit in Diagram 20 uses the E-C, E-B, C2W and C4W signals that it receives from the E-Clutch + E-Brake (E-C-E-B) part of the circuit as well as the CP1 and BP1 voltage signals that it receives from the Man Machine Interface (MMI) and the Main Signal Processor (MSP) to directly influence the activity of the Clutch and the Brake that are mounted on the axles of the electric motors.
130. When Electronic Brake Power (E-BP) is activated ON by the driver or the Main Signal Processor, the power to the electric motors are turned OFF for the period that the brake is active, therefore the power that is on it's way from the Power Supply (PS) to the Man Machine Interface (MMI) and from there on to the electric motors pass through the power switches that are in the Clutch + Brake Power (CBP) circuit so that it can turn that power OFF at the required times for the required period of times. The same thing is done by the Brake Pedal (BP) in the Man Machine Interface (MMI). The Main Signal Processor (MSP) can influence brake power by the same 30% that it is allowed to influence frequency in the Power Supply (PS) and E-C pulse width in the Electronic Clutch + Electronic Brake (E-C-E-B) part of the circuit. Having the same function in the Clutch + Brake Power (CBP) circuit means that, including the Timer Relay (RL), the MSP has 4 ways of dynamically removing power from the wheels of the electric vehicle described in this text.
131. In this design, the Main Signal Processor (MSP) does not operate on the steering wheel, but it gets it's angular position from it's Component Controller over the STW-SL connection. This information allows the MSP to select the correct method of temporarily braking a vehicle so that for example, it will not skid around corners on wet roads.
132. If for example, the Main Signal Processor (MSP) is trying to avoid an head on collision, it may well apply all the methods available one after the other in order to override incorrect driver activity. This can be achieved, if it needs to recalculate the 30% control value based on a present value, because god forbid, the driver fell asleep with his/her foot down on the gas pedal.
133. Each Component Controller is given it's own serial connection with the Main Signal Processor so that errors can be identified and are not multiplied or cross over into other parts of the circuit while they are being propagated back to the Main Signal Processor. That means that it will be more reasonable to expect the Main Signal Processor to detect and understand an error that has come in on a specific serial line as it would be to detect the same error on a time division multiplexed line. This method of connection adds to the fail safe characteristic of this electric vehicle design.
134. The main reason for the Main Signal Processor (MSP) in the Electric Drive circuit is to facilitate the Distance Controller functions that allow the vehicles to operate in a safer way.
135. The Electromagnetic Clutch (EMC) and Electromagnetic Brake (EMB) are driven by pulse width modulators. In Diagram 20, The modulators are supplied by the six voltages that are also used to generate the UVW voltage. The three negative UVW battery voltages supply the electromagnetic clutch and the three positive UVW battery voltages supply the electromagnetic brake. The three voltages are used so that one or two defect batteries of the same potential will not affect the operation of the said components and the normal power drain will be more balanced across the three phases. There is no documentation available that state that battery voltage increases when they become faulty.
136. The component controller in the Power Supply (PS) and the Clutch + Brake Power (CBP) circuits track the voltages that are supplied by the batteries/generator.
137. It is noted here that the minimum environment temperature in which a vehicle can operate will depend on the minimum temperature at which the batteries will operate.
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