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Title:
SPIN-CONTROL SYSTEM AND METHOD OF PERFORMING SPIN-CONTROL FOR ELECTRICAL VEHICLES
Document Type and Number:
WIPO Patent Application WO/2019/053680
Kind Code:
A1
Abstract:
Disclosed is a spin-control system for an electrical vehicle. The electrical vehicle (100) comprises a vehicle frame, a battery arrangement for storing energy, a power control arrangement for controlling an electrical power flow between the battery arrangement, and an electrical motor arrangement (110). The electrical motor arrangement is operable to drive one or more rear wheels of the electrical vehicle. The spin-control system comprises an angular sensor for sensing an angular orientation of the electrical vehicle to provide an angle and/or angular turning rate signal for the spin- control system. The spin-control system is operable to apply a retarding force and/or reverse rotation to one or more of the rear wheels of the electrical vehicle when the angle and/or angular turning rate signal exceeds a threshold value, or a spin-control system for an electrical vehicle. In an alternative, the electrical vehicle comprises an electrical motor arrangement that includes four electrical motors (1120A, 1120B, 1120C, 1120D) for applying torque to drive a pair of front wheels and a pair of rear wheels of the electrical vehicle.

Inventors:
LAM ALBERT (GB)
Application Number:
PCT/IB2018/057121
Publication Date:
March 21, 2019
Filing Date:
September 17, 2018
Export Citation:
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Assignee:
DETROIT ELECTRIC EV TECH ZHEJIANG LIMITED (CN)
International Classes:
B60W30/02; B60K7/00; B60L15/36
Foreign References:
US20030125847A12003-07-03
US20130090829A12013-04-11
US20170028872A12017-02-02
DE102016204444A12016-09-22
US20170210220A12017-07-27
US20170057493A12017-03-02
US20050035676A12005-02-17
Attorney, Agent or Firm:
NORRIS, Timothy (GB)
Download PDF:
Claims:
CLAIMS

1. A spin-control system (112) for an electrical vehicle (100), wherein the electrical vehicle (100) comprises a vehicle frame (102), a battery arrangement (104) for storing energy, a power control arrangement (106) for controlling an electrical power flow between the battery arrangement (104), and an electrical motor arrangement (108), wherein the electrical motor arrangement (108) is operable to drive one or more rear wheels (110) of the electrical vehicle; characterized in that:

(i) the spin-control system (112) comprises an angular sensor (114) for sensing an angular orientation of the electrical vehicle (100) to provide an angle and/or angular turning rate signal for the spin- control system (112); and

(ii) the spin-control system (112) is operable to apply a retarding force and/or reverse rotation to one or more of the rear wheels (110) of the electrical vehicle (100) when the angle and/or angular turning rate signal exceeds a threshold value.

2. A spin-control system (112) of claim 1, characterized in that the threshold value of the angle and/or angular turning rate is varied depending upon a velocity of travel of the electrical vehicle (100).

3. A spin-control system (112) of claim 1 or 2, characterized in that the angular sensor (114) is implemented using at least one of: a resonating Coriolis sensor, an optical gyroscopic sensor, a ring-laser gyro, a differential accelerometer arrangement.

4. A spin-control system (112) of any of the preceding claims, characterized in that the spin-control system (112) is operable to apply iteratively the retarding force and/or reverse rotation to one or more of the rear wheels (110) of the electrical vehicle (100) when the angle and/or angular turning rate signal exceeds the threshold value, as a function of a change in the angle and/or angular turning rate associated with each iteration.

5. A spin-control system (112) of any of the preceding claims, characterized in that the electrical motor arrangement (108) includes one or more hub motors mounted into rear wheels (110) of the electrical vehicle (100).

6. A spin-control system (112) of any of the preceding claims, characterized in that the system further comprises at least one torque sensor operatively coupled to at least of one the rear wheels (110) for determining torque associated with the at least one the rear wheels (110) for detecting loss of traction thereof.

7. A spin-control system (112) of any of the preceding claims, characterized in that the system further comprises an indicator for providing indication of the angle and/or angular turning rate exceeding the threshold value.

8. A method (200) of performing spin-control for an electrical vehicle (100), wherein the electrical vehicle (100) includes a vehicle frame (102), a battery arrangement for storing energy (104), a power control arrangement (106) for controlling an electrical power flow between the battery arrangement (104) and an electrical motor arrangement (108), wherein the electrical motor arrangement (108) is operable to drive one or more rear wheels (110) of the electrical vehicle (100), characterized in that the method (200) comprises:

(i) using an angular sensor (114) for sensing an angular orientation of the electrical vehicle (100) to provide an angle and/or angular turning rate signal; and

(ii) applying a retarding force and/or reverse rotation to one or more of the rear wheels (110) of the electrical vehicle (100) when the angle and/or angular turning rate signal exceeds an threshold value.

9. A method (200) of claim 8, characterized in that the method (200) further comprises indicating exceeding of the threshold value using an indicator.

10. A method (200) of claim 9 or 10, characterized in that the retarding force and/or reverse rotation is applied iteratively to one or more of the rear wheels (110) of the electrical vehicle (100) when the angle and/or angular turning rate signal exceeds the threshold value, as a function of a change in the angle and/or angular turning rate associated with each iteration.

11. A spin-control system for an electrical vehicle, wherein the electrical vehicle comprises a vehicle frame arrangement, a battery arrangement for storing energy, a power control arrangement for controlling an electrical power flow between the battery arrangement and an electrical motor arrangement, wherein the electrical motor arrangement is operable to drive a pair of front wheels and a pair of rear wheels of the electrical vehicle; characterized in that:

(i) the electrical motor arrangement includes four electrical motors for applying in operation torque to the pair of front wheels and rear wheels; wherein the electrical motors are mutually independently controllable by the power control arrangement of the electric vehicle; wherein motors associated with the pair of front wheels are implemented as in-hub electrical motors; and wherein motors associated with the pair of rear wheels are implemented as sprung elements of the vehicle frame arrangement and are coupled via a coupling arrangement to their corresponding wheels; (ii) the spin-control system comprises an angular sensor for sensing an angular orientation of the electrical vehicle to provide an angle and/or angular turning rate signal for the spin-control system; and (iii) the spin-control system is operable to apply a differential torque between at least one wheel located on a right-side and at least one wheel located on a left-side of the electrical vehicle when the electrical vehicle executes turning maneuvers in operation and when the angle and/or angular turning rate signal of the angular sensor exceeds a threshold value.

12. A spin-control system of claim 11, characterized in that the spin-control system is further operable to apply a forwardly-directed traction force to the at least one electrical motor associated with the at least one front wheel of the electrical vehicle and a backwardly- directed retarding traction force to the at least one electrical motors associated with the rear wheel of the electrical vehicle to straighten- up a forward trajectory of the electrical vehicle when the angle and/or angular turning rate signal of the angular sensor exceeds a threshold value. 13. A spin-control system of claim 11, characterized in that each of the motors associated with the pair of front wheels and the pair of rear wheels includes

- a casing;

- a stator mounted on the casing, the stator including one or more planar stator elements extending from the casing, wherein each of the one or more planar stator elements includes a central hole; and

- a rotor including - a rotor shaft that is disposed within the central hole of each of the one or more planar stator elements of the stator; and

- one or more planar rotor elements attached to the shaft; wherein principal planes of the one or more planar stator and rotor elements are arranged mutually to abut with a magnetic separation gap therebetween, and the one or more planar stator elements and the one or more planar rotor elements are arranged to have electrical winding coil arrangements disposed thereon; and

- magnetic bearings coupled to ends of the rotor shaft. 14. A spin-control system of any one of claims 11 to 13, characterized in that the rotor is operable to rotate at a maximum rotation rate in a range of 30000 rotations per minute (r.p.m.) to 100000 rotations per minute (r.p.m.).

15. A spin-control system of any one of claims 11 to 14, characterized in that the threshold value of the angle and/or angular turning rate is adaptively varied depending upon a velocity of travel of the electrical vehicle.

16. A spin-control system of any one of claims 11 to 15, characterized in that the angular sensor is implemented using at least one of: a resonating Coriolis sensor, an optical gyroscopic sensor, a ring-laser gyro, a differential accelerometer arrangement.

17. A spin-control system of any one of claims 11 to 16, characterized in that the system further comprises an indicator for providing to a user an indication of the angle and/or angular turning rate exceeding the threshold value.

18. A spin-control system of any one of claims 11 to 17, characterized in that the system is operable to apply iteratively the forwardly- directed traction force and the backwardly-directed retarding traction force when the angle and/or angular turning rate signal exceeds the threshold value, as a function of a change in the angle and/or angular turning rate associated with each iteration. 19. A spin-control system of any one of claims 11 to 18, characterized in that the system further comprises at least one torque sensor operatively coupled to at least of one the rear wheels for determining torque associated with the at least one the rear wheels for detecting loss of traction thereof. 20. A spin-control system of any one of claims 11 to 19, characterized in that each of the motors of the electrical motor arrangement uses at least one of: magnetic bearings, mechanical bearings, a combination of magnetic and mechanical bearings.

21. A method of using a spin-control system for an electrical vehicle, wherein the electrical vehicle comprises a vehicle frame arrangement, a battery arrangement for storing energy, a power control arrangement for controlling an electrical power flow between the battery arrangement and an electrical motor arrangement, wherein the electrical motor arrangement is operable to drive a pair of front wheels and a pair of rear wheels of the electrical vehicle; characterized in that the method includes:

(i) arranging for the electrical motor arrangement to include four electrical motors for applying in operation torque to the pair of front wheels and rear wheels; wherein the electrical motors are mutually independently controllable by the power control arrangement of the electric vehicle; wherein motors associated with the pair of front wheels are implemented as in-hub electrical motors; and wherein motors associated with the pair of rear wheels are implemented as sprung elements of the vehicle frame arrangement and are coupled via a coupling arrangement to their corresponding wheels;

(ii) arranging for the spin-control system to comprise an angular sensor for sensing an angular orientation of the electrical vehicle to provide an angle and/or angular turning rate signal for the spin- control system; and

(iii) operating the spin-control system to apply a differential torque between at least one wheel located on a right-side and at least one wheel located on a left-side of the electrical vehicle when the electrical vehicle executes turning maneuvers in operation and when the angle and/or angular turning rate signal of the angular sensor exceeds a threshold value.

Description:
SPIN-CONTROL SYSTEM AND METHOD OF PERFORMING SPIN-CONTROL FOR ELECTRICAL VEHICLES

TECHNICAL FIELD The present disclosure relates generally to traction control in electrical vehicles, and specifically to a spin-control system for an electrical vehicle. Moreover, the present disclosure is concerned with method of performing spin-control for an electrical vehicle.

BACKGROUND

In recent years, advances in batteries and energy management technologies, concerns about increasing oil prices, and a need to reduce greenhouse gas emissions, have led to an unprecedented boost in manufacture of electrical vehicles. Typically, such electrical vehicles include performance vehicles which support large motors and provide brisk accelerations when in operation, for example, an acceleration performance from 0 km/hour to 100 km/hour within 5 seconds. For several reasons, most performance vehicles rely on a rear wheel drive (RWD), because it is difficult to cope with transmitting large drive-train torque simultaneously with providing for steering. Rear wheel drive (RWD) offers a better initial acceleration, because weight is transferred to a rear portion of a given electrical vehicle upon accelerating, thus boosting traction. Additionally, by keeping a part of a drivetrain in a rear of a given electrical vehicle, such a rear wheel drive (RWD) usually results in an optimal weight distribution, improving the given vehicle's overall balance and handling. However, a significant disadvantage of rear wheel drive (RWD) vehicles is that they are more susceptible to spinning due to loss of traction on slippery surfaces, such as wet or muddy roads, black ice or loose gravel. It is well known that while driving a rear wheel drive (RWD) vehicle, it is feasible to control and recover from a spin by applying breaks and steering the vehicle in the intended direction of the vehicle. Such manual means depend greatly on the driver's skill, experience, and perception. For these reasons, use of rear wheel drive (RWD) vehicles may not be preferred in unfavorable conditions, for example when driving in aforementioned slippery surfaces and at high speeds. Moreover, even with modern traction control capabilities, rear wheel drive (RWD) vehicles remain prone to spinning out of control due to loss of traction.

Recently, there has been an increased interest in manufacture of electrical vehicles. Typically, such interest has focused on dealing with various issues, for example, reducing emissions of greenhouse gas, coping with increasing fuel oil prices by reducing use of oil products, and so forth. Furthermore, contemporary electrical vehicles include performance vehicles which support powerful electrical motors and provide brisk accelerations when in operation. Generally, the performance vehicles rely on a rear wheel drive (RWD), because such rear wheel drive (RWD) it is capable of providing a better initial acceleration by transferring a weight to a rear portion of a given electrical vehicle. Moreover, providing high torque to front wheels of an electrical vehicle while simultaneously also accommodating for steering front wheels is, from an engineering perspective, difficult to achieve.

However, use of such performance vehicles involves various difficulties. Firstly, such performance vehicles are more susceptible to spinning due to loss of traction on slippery surfaces, such as wet or muddy roads, black ice or loose gravel. Secondly, a driver of such performance vehicle has to apply breaks and operate a steering to control the direction traversed by the vehicle and recover from a spin. Consequently, the driver is solely dependent on his/her driving skills, experience, and perception to operate such a vehicle while the vehicle is in a spinning condition. Furthermore, even with modern traction control capabilities, such vehicles remain prone to spinning out of control due to loss of traction. Thus, use of such vehicles may not be preferred in unfavorable conditions, for example when driving in aforementioned slippery surfaces and at high speeds.

Therefore, in light of the foregoing discussion, there exists a need to address, for example to overcome, the aforementioned drawbacks associated with the conventional spin-control system of electrical vehicles.

SUMMARY

The present disclosure seeks to provide an improved spin-control system for an electrical vehicle.

The present disclosure also seeks to provide an improved method of spin-control for an electrical vehicle.

According to a first aspect, an embodiment of the present disclosure provides a spin-control system for an electrical vehicle, wherein the electrical vehicle comprises a vehicle frame, a battery arrangement for storing energy, a power control arrangement for controlling an electrical power flow between the battery arrangement and an electrical motor arrangement, wherein the electrical motor arrangement is operable to drive one or more rear wheels of the electrical vehicle, characterized in that: (i) the spin-control system comprises an angular sensor for sensing an angular orientation of the electrical vehicle to provide an angle and/or angular turning rate signal for the spin-control system, and

(ii) the spin-control system is operable to apply a retarding force and/or a reverse rotation to one or more of the rear wheels of the electrical vehicle when the angle and/or angular turning rate signal exceeds a threshold value.

The improved spin-control system provides an efficient spin-control of electrical vehicles, especially on slippery (slick) surfaces, such as wet or muddy roads, black ice or loose gravel; the spin-control is performed efficiently based upon sensing of the angular sensor.

According to a second aspect, an embodiment of the present disclosure provides a method of performing spin-control for an electrical vehicle, wherein the electrical vehicle comprises a vehicle frame, a battery arrangement for storing energy, a power control arrangement for controlling an electrical power flow between the battery arrangement and an electrical motor arrangement, wherein the electrical motor arrangement is operable to drive one or more rear wheels of the electrical vehicle, characterized in that the method comprises:

(i) using an angular sensor for sensing an angular orientation of the electrical vehicle to provide an angle and/or angular turning rate signal; and

(ii) applying a retarding force and/or reverse rotation to one or more of the rear wheels of the electrical vehicle when the angle and/or angular turning rate signal exceeds a threshold value.

It will be appreciated that features of the present disclosure are susceptible to being combined in various combinations without departing from the scope of the present disclosure as defined by the appended claims.

The present disclosure additionally seeks to provide an improved spin-control system for an electrical vehicle.

According to a third aspect, an embodiment of the present disclosure provides a spin-control system for an electrical vehicle, wherein the electrical vehicle comprises a vehicle frame arrangement, a battery arrangement for storing energy, a power control arrangement for controlling an electrical power flow between the battery arrangement and an electrical motor arrangement, wherein the electrical motor arrangement is operable to drive a pair of front wheels and a pair of rear wheels of the electrical vehicle; characterized in that:

(i) the electrical motor arrangement includes four electrical motors for applying in operation torque to the pair of front wheels and rear wheels; wherein the electrical motors are mutually independently controllable by the power control arrangement of the electric vehicle; wherein motors associated with the pair of front wheels are implemented as in-hub electrical motors; and wherein motors associated with the pair of rear wheels are implemented as a sprung element of the vehicle frame arrangement and coupled via a coupling arrangement to their corresponding wheels;

(ii) the spin-control system comprises an angular sensor for sensing an angular orientation of the electrical vehicle to provide an angle and/or angular turning rate signal for the spin- control system; and

(iii) the spin-control system is operable to apply differential torque between at least one wheel located on a right-side and at least one wheel located on a left-side of the electrical vehicle when the electrical vehicle executes turning maneuvers in operation and when the angle and/or angular turning rate signal of the angular sensor exceeds a threshold value. The present disclosure also seeks to provide an improved spin-control system for providing an efficient spin-control of electrical vehicles, especially on slippery (slick) surfaces, such as wet or muddy roads, black ice or loose gravel; the spin-control is performed efficiently based on the sensing of the angular sensor. It will be appreciated that features of the present disclosure are susceptible to being combined in various combinations without departing from the scope of the present disclosure as defined by the appended claims.

The present invention is included in the general business context, which aims to substitute vehicles powered by traditional fuels, for example gasoline or diesel, by electric vehicles. In particular, the present invention is intended for use in electric vehicles used within cities, which can be highly beneficial to the local environment due to significant reduction of gaseous emissions as well as significant reduction of noise. Overall environmental benefits can also be significant when electric vehicles are charged from renewable energy sources.

DESCRIPTION OF THE DRAWINGS

The summary above, as well as the following detailed description of illustrative embodiments, is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the present disclosure, exemplary constructions of the disclosure are shown in the drawings. However, the present disclosure is not limited to specific methods and instrumentalities disclosed herein. Moreover, those in the art will understand that the drawings are not to scale. Wherever possible, like elements have been indicated by identical numbers.

Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams wherein:

FIG. 1 is a schematic illustration of an electrical vehicle having a spin- control system, in accordance with an embodiment of the present disclosure; and

FIG. 2 is an illustration of steps for a method of performing spin- control for an electrical vehicle, in accordance with an embodiment of the present disclosure. FIG. 3 is a schematic illustration of a spin-control system for an electrical vehicle, in accordance with another embodiment of the present disclosure.

In the accompanying drawings, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non- underlined number to the item. When a number is non-underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item at which the arrow is pointing. DESCRIPTION OF EMBODIMENTS

In overview, embodiments of the present disclosure are concerned with a spin-control system for electrical vehicles, and specifically, for rear wheel driven electrical vehicles. The spin-control system operates by at least one of:

(a) momentarily driving the rear wheels in reverse; and

(b) applying a rotation retarding (drag) force to the rear wheels.

Optionally, the spin-control system employs (a) or (b), or a combination of (a) and (b) ; for example, the spin-control system switches temporally between (a) and (b) depending upon temporal properties of the angle and/or angular turning rate signal for the spin- control system. Optionally, in an event that the electrical vehicles have independently-controllable electrical motors for each of the rear wheels of the electrical vehicles, momentary reversing and/or retarding of the rear wheels are applied in a mutually different manner to each of the rear wheels.

Referring to FIG. 1, shown is a schematic illustration of an electrical vehicle 100 having a spin-control system 102, in accordance with an embodiment of the present disclosure. As shown, the electrical vehicle 100 comprises a vehicle frame 104, a battery arrangement 106 for storing energy, a power control arrangement 108 for controlling an electrical power flow between the battery arrangement 106 and an electrical motor arrangement 110. The electrical motor arrangement 110 is operable to drive one or more rear wheels 112 of the electrical vehicle 100. Optionally, the electrical motor arrangement 110 is implemented as a single electrical motor that is coupled via a differential gear to the one or more rear wheels 112. Alternatively, the electrical motor arrangement 110 is implemented as a plurality of electrical motors, for example two electrical motors, that is coupled to their respective rear wheels 112.

In an embodiment, the vehicle frame 104 may include a body frame, a chassis, doors and the like. In an embodiment, the battery arrangement 106 may be configured to provide electrical power to the electrical motor arrangement 110. Furthermore, the electrical motor arrangement 110 may be used to provide motive power to the electrical vehicle 100 through its rear wheels 112, as aforementioned. According to an embodiment, the present disclosure applies to rear wheel driven (RWD) vehicles, such as the electrical vehicle 100 driven by the rear wheels 112 with the help of electrical motor arrangement 110. In an embodiment, as aforementioned, the electrical motor arrangement 110 includes a single electrical motor operable to drive the rear wheels 112 via a driveshaft 120 linked to a rear axle 122 by a rear differential 124. Alternatively, the electrical motor arrangement 110 may comprise multiple motors, i.e. individual motors operatively coupled each to the rear wheels 112. In one embodiment, the electrical motor arrangement 110 comprises one or more hub motors mounted into the rear wheels 112 of the electrical vehicle 100. In such an embodiment, the one or more rear wheels 112 mounted with hub motors may be controlled independently, and may be driven at mutually varying rates by the power control arrangement 108. The spin-control system 102 includes an angular sensor 130 for sensing an angular orientation of the electrical vehicle 100 to provide an angle and/or angular turning rate signal for the spin-control system. The spin-control system 102 is operable to prevent the electrical vehicle 100 from going into spin due to loss of traction at high speeds and/or slippery (slick) surfaces, such as wet or muddy roads, black ice or loose gravel. The spin-control system 102 relies on the angular sensor 130 for sensing the angular orientation 6>of the electrical vehicle 100 about a vertical axis through its center of gravity. Furthermore, based upon the sensed angular orientation Θ, the spin-control system 102 provides an angle and/or angular turning rate signal which represents the rate of angular rotation of the electrical vehicle 100 about the vertical axis. Additionally, the angle and/or angular turning rate signal, in reference to the speed of the vehicle, indicates whether or not the electrical vehicle 100 is in a condition of excessive spin.

Optionally, the angular sensor 130 is implemented using at least one of: a resonating Coriolis sensor, an optical gyroscopic sensor, a ring- laser gyro, a differential accelerometer arrangement. Generally, a gyroscopic sensor senses an angular orientation and/or changes in angular orientation and/or movement with respect to a fixed axis. For example, when the angular sensor 130 includes a resonating Coriolis sensor, the angle and/or angular turning rate is detected by a vibrating planar ring mounted on a flexible frame. The resonating Coriolis sensor vibrates in a particular direction according to Coriolis forces, and any deviations from the particular direction can be detected to measure the angle and/or angular turning rate. In another example, the angular sensor 130 includes an optical gyroscopic sensor, which senses the angle and/or angular turning rate of an object based on the interference of light which has passed through a very long coil of optical fibre. Similarly, in additional embodiments, the angular sensor 130 may be a ring-laser gyroscope, or a differential accelerometer operable to measure the angle and/or angular turning rate. The spin-control system 102 is operable to apply a retarding force and/or a reverse rotation to one or more of the rear wheels 112 of the electrical vehicle 100 when the angle and/or angular turning rate signal, namely the angle Θ, exceeds a threshold value. In an embodiment, the retarding force and/or reverse rotation is applied to the rear wheels 112 of the electrical vehicle 100 by the interaction of the spin control system 102 with the power control arrangement 108. The power control arrangement 108, which controls the electric power flow between the battery arrangement 106 and the electrical motor arrangement 110, drives the electrical motor arrangement 110 in a reverse direction. Furthermore, the electrical motor arrangement 110, when driven in a reverse direction has the effect of retarding the forward rotation of one or more rear wheels 112. Additionally, the electrical motor arrangement 110 driven in a reverse direction also has the effect of rotating one or more rear wheels 112 in a reverse direction momentarily.

According to an embodiment, the spin-control system 102 is operable to apply iteratively the retarding force and/or reverse rotation to one or more of the rear wheels 112 of the electrical vehicle 100 when the angle and/or angular turning rate signal exceeds the threshold value, as a function of a change in turning rate associated with each iteration. In an embodiment, the application of a momentary retarding force and/or reverse rotation to one or more rear wheels 112 by the electrical motor arrangement 110 has the effect of counter-acting the spin of the electrical vehicle 100. In a scenario where the electrical vehicle 100 is in a state of spin, the spin-control system 102 operates to apply a retarding force and/or reverse rotation to one or more rear wheels 112. Furthermore, if the angular sensor 130 detects a reduction in the angle and/or angular turning rate of the electrical vehicle 100, the spin-control system 102 continues to operate iteratively in a temporal manner of retarding force and/or reverse rotation of the rear wheels 112. The temporal manner of retarding force and/or reverse rotation by the spin-control system 102 is dependent upon the change in the angle and/or angular turning rate associated with each preceding iteration. Therefore, the spin-control system 102 continues to operate until the spin of the vehicle 100 is controlled and recovered from. For example, the spin-control system 100 may continue to operate until the angle and/or angular turning rate signal from the angular sensor 130 falls below the threshold value. Optionally, the threshold value is varied dynamically as the vehicle recovers from a given spin.

In an embodiment, the threshold value is a calculated (or predetermined) value of the magnitude of an angle and/or angular turning rate, exceeding which, the electrical vehicle 100 is approaching a state of excessive spin. In one embodiment, the threshold value of the angle and/or angular turning rate is varied depending upon a velocity of travel of the electrical vehicle 100. For example, while making a turn, the electrical vehicle 100 may have an optimal angular turning rate in order to change the angular orientation of the electrical vehicle 100 in accordance to a radius of the turn. Furthermore, the angular turning rate may be greater when the vehicle 100 is moving at a higher velocity, and lesser when the vehicle 100 is moving at a lower velocity. In such an embodiment, a threshold value of the angle and/or angular turning rate may be calculated based on the optimal turning rate at a particular velocity of movement. In another embodiment, calculation of threshold value of the angle and/or angular turning rate may also consider the intended steering angle of the vehicle 100.

Optionally, the spin-control system 102 may further comprise an indicator for providing indication of the angle and/or angular turning rate exceeding the threshold value. In an embodiment, an indicator may be installed at the vehicle console so as to be easily visible to the driver. Furthermore, the aforementioned indicator may comprise an indicating light, and a sound alert audible to the driver. Additionally, the indicator may be configured to indicate whenever the angle and/or angular turning rate exceed the threshold value. Such an indication is necessary as a safety-critical feature to alert the driver of the spin situation. Optionally, the indication is provided to the driver as an audio warning signal, so as not to distract the driver visually when making a complex manoeuver.

In an embodiment, the spin-control system 102 may comprise additional sensing equipment to aid the angular sensor 130 to determine the state of spin of the electrical vehicle 100. Optionally, the system may further comprise at least one torque sensor operatively coupled to at least one the rear wheels 112 for determining torque associated therewith for detecting loss of traction thereof. Typically, the rear wheels 112 may be associated with a predetermined value of torque, exceeding which may cause loss of traction for the rear wheels 112. Furthermore, the torque sensors are communicably linked with the power control arrangement 108. The torque sensors determine the torque transmitted to the rear wheels 112 as well as their individual rotational speeds. Using the data provided by the torque sensors, the spin-control system may more efficiently detect spinning of the vehicle 100 due to loss of traction at the rear wheels 112. Therefore, the action of the spin- control system 102 to apply a retarding force/and or reverse rotation to one or more rear wheels 112 may be correlated with the detection of loss of traction.

In one embodiment, the spin-control system also includes a data processor (not shown). The data processor receives the angle and/or angular turning rate of the vehicle 100 from the angular sensor 130. Additionally, the data processor compares the received angle and/or angular turning rate of the vehicle 100 to a calculated threshold value. Furthermore, the data processor is communicably linked to the power control arrangement 108. In such an embodiment, the data processor is operable to communicate the angle and/or angular turning rate signal to the power control arrangement 108 to apply a retarding force and/or reverse rotation to the rear wheels 112. Moreover, the data processor is operable to receive data provided by the torque sensors to enable the spin-control system to detect loss of traction at the rear wheels 112.

According to an embodiment, in use, the spin-control system 102 measures an angular orientation of the vehicle 100 in terms of an angle and/or angular turning rate. Furthermore, the spin-control system 102 compares the measured angular orientation of the vehicle 100 with a threshold value of angle and/or angular turning rate. The threshold value may be dependent upon the speed of the vehicle 100. If the aforementioned threshold value is exceeded, the spin-control system 102 communicates an angle and/or angular turning rate signal to the power control arrangement 108 indicating that the vehicle 100 is approaching a condition of excessive spin. In order to counter-act and prevent the aforesaid spin condition, the power control arrangement 108 operates to drive the electrical motor arrangement 110 in a reverse direction. The electrical motor arrangement 108 being driven in reverse has the effect of providing a retarding force and/or reverse rotation to the rear wheels 112 of the electrical vehicle 100. Optionally, the aforesaid retarding force and/or reverse rotation of the rear wheels 112 may be applied in an iterative manner depending upon measured change in angle and/or angular turning rate of the vehicle 100 during the preceding iterations. Furthermore, the spin-control system 102 in conjunction with the power control arrangement 108 and the electrical motor arrangement 110 continues to operate till the spin of the vehicle 100 is controlled and/or recovered. For example, the spin-control system 100 may continue to operate till the angle and/or angular turning rate signal from the angular sensor 130 falls below the threshold value.

Referring to FIG. 2, illustrated are steps for a method 200 of performing spin-control for an electrical vehicle, in accordance with an embodiment of the present disclosure. The method 200 of spin- control may be performed on the electrical vehicle, such as electrical vehicle 100, as shown in FIG. 1. Accordingly, the electrical vehicle includes a vehicle frame, a battery arrangement for storing energy, a power control arrangement for controlling an electrical power flow between the battery arrangement and an electrical motor arrangement. The electrical motor arrangement is operable to drive one or more rear wheels of the electrical vehicle.

At a step 202, an angular sensor is used for sensing and angular orientation of the electrical vehicle to provide an angle and/or angular turning rate signal. At a step 204, there is applied a retarding force and/or reverse rotation to one or more of the rear wheels of the electrical vehicle when the angle and/or angular turning rate signal exceeds a threshold value.

The steps 202 to 204 are only illustrative and other alternatives can also be provided where one or more steps are added, one or more steps are removed, or one or more steps are provided in a different sequence without departing from the scope of the claims herein. For example, the method 200 may comprise indicating exceeding of the threshold value using an indicator. In another example, the retarding force and/or reverse rotation may be applied iteratively to one or more of the rear wheels of the electrical vehicle when the angle and/or angular turning rate signal exceeds the threshold value, as a function of a change in turning rate associated with each iteration. Additionally, embodiments of the present disclosure are concerned with a spin-control system for electrical vehicles, and specifically, for both the front and rear wheel driven electrical vehicles.

Referring to FIG. 3, there is shown a schematic illustration of a spin- control system 1100 for an electrical vehicle 1102 in accordance with an embodiment of the present disclosure. The electrical vehicle 1102 comprise a vehicle frame arrangement 1104, a battery arrangement 1114 for storing energy, a power control arrangement 1116 for controlling an electrical power flow between the battery arrangement 1114 and an electrical motor arrangement 1120. The electrical motor arrangement 1120 is operable to drive a pair of front wheels 1106-1108 and a pair of rear wheels 1110-1112 of the electrical vehicle 1102. Furthermore, the electrical motor arrangement 1120 includes four electrical motors 1120A-D for applying in operation torque to the pair of front wheels 1106 to 1108 and rear wheels 1110 to 1112, respectively.

Throughout the present disclosure, the term ^spin-control system' as used herein relates to an arrangement and/or a module that is configured to enable a user to control of one or more operations of a vehicle. The spin-control system 1100 is operable to control the direction in which the electrical vehicle 1102 moves. Additionally, the spin-control system 1100 is operable to manipulate the operation of the one or more components of the electrical vehicle 1102 for manoeuvring the electrical vehicle 1102 in a preferred direction. Throughout the present disclosure, the term ^electrical vehicle' as used herein relates to a motorized vehicle, such as a car, van, truck or the like, in which an individual, might ride in as a driver and/or a passenger. Furthermore, the vehicle includes a vehicle frame arrangement 1104. Optionally, the term ^vehicle frame arrangement' as used herein relates to a body structure of the vehicle that provides a platform on which various parts of the vehicle such as motors, batteries, engines, doors, windshields, sun-visors and so forth, are arranged . Optionally, the vehicle frame arrangement 1104 provides a structure of the vehicle cabin. Additionally, the vehicle cabin relates to an interior of the vehicle that allows a driver to be properly supported on a seat for operating the vehicle. It will be appreciated that the driver is an individual that is operating the vehicle. Furthermore, the vehicle frame arrangement 1104 includes a plurality of wheels 1106 to 1112 for supporting the electrical vehicle 1102 on a road surface. Additionally, the plurality of wheels 1106 to 1112 includes a left-side front wheel 1106, a right-side front wheel 1108, a left-side rear wheel 1110, and a right-side rear wheel 1112. Consequently, the left-side front wheel 1106, and the right-side front wheel 1108 form the pair of front wheels for the electrical vehicle 1102 and the left-side rear wheel 1110, and the right-side rear wheel 1112 form the pair of rear wheels for the electrical vehicle 1102. Additionally, the left-side front wheel 1106 and the left-side rear wheel 1110 form the pair of wheels on the left side of the electrical vehicle 1102, and the right-side front wheel 1108 and the right-side rear wheel 1112 form the pair of wheels on the right side of the electrical vehicle 1102.

Throughout the present disclosure, the term ^battery arrangement' relates to a group of battery modules arranged in a manner that is operable to provide power to a vehicle (such as the electrical vehicle 1102). For example, the battery arrangement 1114 employs a plurality of battery modules including Lithium Iron Phosphate gel battery cells. Optionally, the battery arrangement 1114 is implemented as a floor-mounted flat battery unit. Alternatively, the battery arrangement 1114 is implemented as an L-shaped battery unit mounted behind seats of the cabin. The battery arrangement 1114 is operable to store energy. Furthermore, the battery arrangement 1114 is configured to provide electric power to the various components of the electrical vehicle 1102, for example, the electrical motors used in the electrical vehicle 1102 to propel the electrical vehicle 1102.

The electrical vehicle 1102 includes a power control arrangement 1116 for controlling an electrical power flow between the battery arrangement 1114 and an electrical motor arrangement 1120. Throughout the present disclosure, the term ^ power control arrangement' as used herein relates to an arrangement and/or a module including programmable and non-programmable components that is configured to control the flow of electric power from the battery arrangement 1114 and the electrical motor arrangement 1120. Furthermore, the power control arrangement 1116 is operable to control operation of the electrical motor arrangement 1120 (described herein later) by controlling the amount of the power transfer from the battery arrangement 1114. Optionally, the power control arrangement 1116 comprises electronic components, such as a processer, memory, a network adapter an input means, an output means and so forth. Optionally, the power control arrangement 1116 includes device-functionality software and/or operating system software configured to execute other application programs for controlling the amount of power transferred to the electrical motor arrangement 1120 thereby controlling the operation of the electrical motor arrangement 1120. Optionally, the power control arrangement 1116 is operated by the driver from a carputer of the electrical vehicle 1102.

Throughout the present disclosure, the term ^electrical motor arrangement' as used herein relates to a group of one or more electrical motors organized in a manner that the arrangement is operable to motive power to the one or more wheels of the electrical vehicle 1102. Furthermore, the electrical motor arrangement 1120 includes a plurality of motors. The electrical motor arrangement 1120 includes four electrical motors 1120A to 1120D for applying in operation torque to the pair of front wheels 1106 and 1108 and rear wheels 1110 and 1112, respectively.

Optionally, each of the four electrical motors 1120 A to 1120D that is associated with the pair of front wheels 1106 and 1108 and the pair of rear wheels 1110 and 1112, respectively, includes a casing . Furthermore, the casing is operable to accommodate components of the at least one electrical motor, as described herein later. In one example, the casing is implemented as a hollow cylindrical structure that is operable to accommodate the components of the at least one electrical motor. In another example, the casing is implemented as a hollow cylindrical structure including a plurality of portions, for example two semi-cylindrical halves. In such an instance, the semi- cylindrical halves are operable to be arranged along mutually abutting surface thereof, for example a planar surface thereof, to provide the casing .

Optionally, the each of the four electrical motors 1120 A to 1120D includes a stator mounted on the casing . The stator is a stationary component of the at least one electrical motor. Furthermore, the stator is operable to provide a magnetic field to enable operation of one or more components of the at least one electrical motor (such as a rotor). The stator includes one or more planar, for example radial plate-like, stator elements extending from the casing, wherein each of the one or more planar stator elements includes a central hole. In one example, the one or more planar stator elements are fabricated using fiberglass, carbon fiber or a fiber-reinforced composite material. Furthermore, the one or more planar stator elements are attached to an inside of the casing.

Moreover, the at least one electrical motor includes a rotor. The rotor is a rotatable component of the at least one electrical motor that enables to generate torque, for example, for rotating one or more wheels associated with the electrical vehicle. In an embodiment, the rotor is operable to rotate at a maximum rotation rate in a range of 30000 rotations per minute (rpm) to 100000 rotations per minute (rpm). It will be appreciated that such a high rotation rate of the rotor enables a high-speed operation of the at least one electrical motor, and enables the at least one electrical motor to be fabricated in a very compact and light-weight manner.

The rotor includes a rotor shaft that is disposed within the central hole of each of the one or more planar stator elements of the stator. For example, the rotor shaft is implemented as a cylindrical structure that is operable to rotate around an axis (such as an axis passing through center of the cylindrical rotor shaft). Furthermore, the rotor includes one or more planar, for example radial plate-like, rotor elements attached to the rotor shaft. In one example, the one or more planar rotor elements are fabricated using fiberglass carbon fiber or fiber-reinforced composite material. Furthermore, the one or more planar rotor elements are attached to the rotor shaft along the axis thereof. Moreover, principal planes of the one or more planar stator elements and rotor elements are arranged mutually to abut with a magnetic separation gap therebetween. For example, the one or more planar rotor elements are attached to the rotor shaft such that the one or more planar rotor elements are positioned alternately with the one or more planar stator elements of the stator. In such an instance, it will be appreciated that the one or more planar stator elements do not obstruct the rotation of the rotor as the one or more planar rotor elements of the rotor are disposed in a gap formed by two adjacent planar stator elements. Furthermore, such an arrangement of the one or more planar stator elements and the one or more planar rotor elements enables formation of the magnetic separation gap therebetween. For example, the magnetic separation gap is defined by distance between principal surface planes of the one or more planar stator elements and the one or more planar stator elements (such as, planes passing through center and along flat planes of the one or more planar stator elements and the one or more planar rotor elements). According to an embodiment, the magnetic separation gap is in a range of 0.3 mm to 10 mm, more optionally in a range of 0.5 mm to 5.0 mm. In one example, the magnetic separation gap is 1.0 mm. In another example, the magnetic separation gap is 4.5 mm.

Moreover, the one or more planar stator elements and the one or more planar rotor elements are arranged to have electrical winding coil arrangements disposed thereon. In one example, the one or more planar stator elements are arranged to have electrical winding coil arrangements disposed thereon. Such electrical winding coil arrangements enable to provide the magnetic field to enable the rotation of the rotor. In an embodiment, the electrical winding coil arrangements are implemented using printed circuit board conductive tracks. For example, the one or more planar stator elements is implemented as a printed circuit board that is fabricated using fiberglass. In such an instance, the electrical winding coil arrangements are implemented as copper conductive tracks that are lithographically (for example, using optical lithography) printed or fabricated using lithographically-defined etching processes onto the printed circuit board.

In an example, the one or more planar rotor elements are arranged to have electrical winding coil arrangements disposed thereon. According to an embodiment, the electrical winding coil arrangements are implemented using printed circuit board conductive tracks. For example, the one or more planar rotor elements are implemented as printed circuit boards that are fabricated using fiberglass. In such an instance, the electrical winding coil arrangements are implemented as conductive tracks that are lithographically printed or fabricated using lithographically-defined etching processes onto the printed circuit board. In one example, the printed circuit board includes copper conductive tracks.

The at least one electrical motor includes magnetic bearings coupled to ends of the rotor shaft. For example, the rotor is operable to rotate at high maximum rotation rates, such as, in a range of 30000 rotations per minute (rpm) to 100000 rotations per minute (rpm). In such an instance, the magnetic bearings are operable to prevent physical contact between the rotor shaft and one or more other components of the at least one motor, such as, the one or more planar stator elements. Furthermore, the electrical motor arrangement 1120 is devoid of rare-earth permanent magnets for torque generating purposes when in operation; however, the one or more planar stator elements and the one or more planar rotor elements are beneficially provided with paramagnetic cores, for example implemented using ferrite materials and/or laminated ferromagnetic materials (for example, laminate silicon steel sheets as contemporarily employed in electrical transformers). Optionally, the at least one electrical motor includes mechanical bearings. Furthermore, the magnetic bearings are backed up with the mechanical bearings (for example ball-race ball bearing arrangements, or roller ball-race bearing arrangements), in an event that the rotor of the motors is subject to extreme forces in operation that cause the magnetic bearing to "bottom out" so that mechanical bearing then supports high revolution rates of the rotor under heavy load conditions.

Optionally, at least one electrical motor of the plurality of electrical motors 1120 A to 1120D is coupled to at least one wheel of the plurality of wheels 1106 to 1112 of the electrical vehicle 1102. Specifically, the electrical motor 1120 A is coupled with left-side front wheel 1106, the motor 1120B coupled with right-side front wheel 1108, the electrical motor 1120C coupled with left-side rear wheel 1110, and the electrical motor 1120D coupled with right-side rear wheel 1112. Furthermore, the plurality of electrical motors 1120A to 1120D acquires electrical power from the battery arrangement 1114 to provide a rotational force to the plurality of wheels 1106 to 1112 to produce a rotational motion therein. Optionally, an output shaft of at least one electrical motor is coupled via a corresponding gear arrangement to wheel axles of the electrical vehicle 1102.

The electrical motors 1120 A and 1120B associated with the pair of front wheels 1106 and 1108 is implemented as an in-hub electrical motor (commonly known as wheel hub motors, wheel motor, wheel hub drive, hub motor or in-wheel motor). Optionally, the electrical motors 1120A and 1120B are provided for applying the torque to the two front wheels 1106 and 1108. Specifically, the electrical motors 1120 A and 1120B are provided at a hub of the front wheels 1106 and 1108. It will be appreciated that the electrical motors 1120 A and 1120B are incorporated into the hub of the front wheels 1106 and 1108 and rotate the wheels directly. The electrical motors 1120 A and 1120B are operable to apply, in operation, torque to the corresponding wheels. For example, the electrical motors 1120A and 1120B are operable to provide in operation torque to the pair of front wheels 1106 and 1108 when mounted thereupon. Optionally, size of the electrical motors 1120 A and 1120B is relatively smaller than the size of other electrical motors (for example, such as electrical motors 1120C and D).

The electrical motors 1120C and 1120D associated with the pair of rear wheels 1110 and 1112 are implemented as a sprung element of the vehicle frame arrangement 1104 and coupled via a coupling arrangement to its corresponding wheels 1110 and 1112. Throughout the present disclosure the term "sprung element of the vehicle frame arrangement", used herein, relates to an element, mass of which is supported by wheel suspensions. Furthermore, the electrical motors 1120C and 1120D are mounted on the vehicle frame arrangement 1104. Since mass of the vehicle frame arrangement 1104 is supported by the wheel suspensions or spring and damper arrangement, the mass of the electrical motors 1120C and 1120D are supported by the wheel suspensions or spring and damper arrangement. Throughout the present disclosure the term "coupling arrangement", used herein, relates to a set of elements configured to transmit the torque generated by the electrical motors 1120C and 1120D to corresponding wheels 1110 and 1112. Optionally, the coupling arrangement includes a clutch member and a gear box arrangement. The output shaft of the electrical motors 1120C and 1120D is coupled to the clutch member. The clutch member is further coupled to a gearbox arrangement, wherein the gearbox arrangement is configured for providing a geared output torque. The gearbox arrangement includes an output shaft for propelling the electrical vehicle 1102 when in operation. Furthermore, the plurality of electrical motors 1120A to 1120D includes an output shaft. Specifically, the output shaft is coupled to a rotor shaft of the plurality of electrical motors 1120A to 1120D such that the rotational movement of the rotor shaft is transmitted to the output shaft.

The plurality of electrical motors 1120 A to 1120D are mutually independently controllable by the power control arrangement 1116 of the electric vehicle 1102. Furthermore, the plurality of electrical motors 1120 A to 1120D is mutually independently controllable from the power control arrangement 1116 of the electric vehicle 1102. The power control arrangement 1116 is operable to control the operation of the plurality of electrical motors 1120 A to 1120D mutually independently. For example, the power control arrangement 1116 provides different electrical power to each of the plurality of electrical motors 1120 A to 1120D, based on the requirement of the electrical vehicle 1102. Furthermore, the power control arrangement 1116 of the electrical vehicle 1102 is operable to control the torque provided by the plurality of electrical motors 1120 A to 1120D to the wheels 1106 to 1112. Optionally, the power control arrangement 1116 includes a rotor excitation unit and a switching control unit.

Optionally, in this regard, the power control arrangement 1116 includes a rotor excitation unit to couple electrical power from a battery arrangement 1114 of the electrical vehicle 1102 to a resonant inductive power coupling arrangement, wherefrom the electrical power is coupled wirelessly to a rotor of the at least one electrical motor for generating a rotor magnetic field that is operable to interact in operation with a commutated magnetic field of a stator of the at least one electrical motors.

Optionally, in this regard, the power control arrangement 1116 includes a switching control unit. Furthermore, the switching control arrangement comprises a plurality of switching elements. Moreover, a negative connection of the rotor excitation arrangement is coupled via phase coils and their respective switches to a negative terminal of the battery arrangement 1114. Additionally, the power control arrangement 1116 controls the functioning of the plurality of switching elements of the switching arrangement. Furthermore, the plurality of switching elements is beneficially implemented by way of silicon carbide transistors, although other types of solid state switching devices are optionally employed, for example silicon D-MOS power transistors, bipolar transistors, SCR's, thyristors and similar. Silicon carbide transistors are capable of switching large currents in an order of 100 Amperes within nanoseconds, while simultaneously being able to withstand applied potentials up to around 1000 Volts.

The spin-control system 1100 includes an angular sensor 1118 for sensing an angular orientation of the electrical vehicle 1102 to provide an angle and/or angular turning rate signal for the spin- control system 1100: optionally, the angular sensor 1118 is implemented as a configuration of angular accelerometers, as a silicon micromachined vibrating gyroscope, an optical fiber gyroscope or similar. The spin-control system 1100 is operable to prevent the electrical vehicle 1102 from going into a spin due to loss of traction at high speeds and/or slippery (slick) surfaces, such as wet or muddy roads, black ice or loose g ravel. The spin-control system 1100 relies on the angular sensor 1118 for sensing the angular orientation (Θ) of the electrical vehicle 1102 about a vertical axis through its center of gravity. Furthermore, based upon the sensed angular orientation (Θ), the spin-control system 1100 provides an angle and/or angular turning rate signal which represent the rate of angular rotation of the electrical vehicle 1102 about the vertical axis. Additionally, the angle and/or angular turning rate signal, in reference to the speed of the vehicle, indicates whether or not the electrical vehicle 1102 is in a condition of excessive spin.

Optionally, for example as aforementioned, the angular sensor 1118 is implemented using at least one of a resonating Coriolis sensor, an optical gyroscopic sensor, a ring-laser gyro, a differential accelerometer arrangement or similar. Generally, a gyroscopic sensor senses an angular orientation and/or changes in angular orientation and/or movement with respect to a fixed axis. For example, when the angular sensor 1118 includes a resonating Coriolis sensor, the angle and/or angular turning rate is detected by a vibrating planar ring mounted on a flexible frame. The resonating Coriolis sensor vibrates in a particular direction according to Coriolis forces, and any deviations from the particular direction can be detected to measure the angle and/or angular turning rate. In another example, the angular sensor 1118 includes an optical gyroscopic sensor, which senses the angle and/or angular turning rate of an object based on the interference of light which has passed through a very long coil of optical fiber, for example over 100 metres in length. Similarly, in additional embodiments, the angular sensor 1118 may be a ring- laser gyroscope, or a differential accelerometer operable to measure the angle and/or angular turning rate.

The spin-control system 1100 is operable to apply differential torque between at least one wheel located on a right-side and at least one wheel located on a left-side of the electrical vehicle 1102 when the electrical vehicle 1102 executes turning maneuvers in operation. Throughout the present disclosure, the term ^differential torque' as used herein relates to providing different amount of toque to the different wheels of the electrical vehicle. Optionally, the power control arrangement 1116 is configured to control the differential torque applied between at least one wheel located on a right-side and at least one wheel located on a left-side of the electrical vehicle 1102 when the electrical vehicle 1102 executes turning maneuvers. Optionally, in an event wherein the electrical vehicle 1102 is manoeuvred in a left direction the power control arrangement 1116 is configured to control the electrical power provided to the left-side front wheel 1106 and the right-side front wheel 1108. In such instance, the power control arrangement 1116 is configured to provide more electrical power to the right-side front wheel 1108 in order to generate more torque therein, as compared to the left-side front wheel 1106. Optionally, in an event wherein the electrical vehicle 1102 is manoeuvred in a right direction the power control arrangement 1116 is configured to control the electrical power provided to the left-side front wheel 1106 and the right-side front wheel 1108. In such instance, the power control arrangement 1116 is configured to provide more electrical power to the left-side front wheel 1106 in order to generate more torque therein, as compared to the right-side front wheel 1108.

Furthermore, spin-control system 1100 is operable to apply differential torque when the angle and/or angular turning rate signal of the angular sensor 1118 exceeds a threshold value. Throughout the present disclosure, the term ^differential torque' relates to a calculated value and/or pre-determined value of the magnitude of an angle and/or angular turning rate, exceeding which, the electrical vehicle 1102 would be approaching a state of excessive spin. Optionally, the threshold value of the angle and/or angular turning rate is varied depending upon a velocity of travel of the electrical vehicle 1102. For example, while making a turn, the electrical vehicle 1102 may have an optimal angular turning rate in order to change the angular orientation of the electrical vehicle 1102 in accordance to a radius of the turn. Furthermore, the angular turning rate may be greater when the vehicle 1102 is moving at a higher velocity, and lesser when the vehicle 1102 is moving at a lower velocity. In such instance, a threshold value of the angle and/or angular turning rate may be calculated based on the optimal turning rate at a particular velocity of movement. Furthermore, a calculation of threshold value of the angle and/or angular turning rate may also consider the intended steering angle of the vehicle 1102.

Optionally, the spin-control system 1100 may further comprise an indicator for providing indication of the angle and/or angular turning rate exceeding the threshold value. In an embodiment, an indicator may be installed at a vehicle console of the electrical vehicle 1102, to be easily visible to the driver. Furthermore, the aforementioned indicator may comprise an indicating light, and a sound alert audible to the driver. Additionally, the indicator may be configured to indicate whenever the angle and/or angular turning rate exceed the threshold value. Such an indication is necessary as a safety-critical feature to alert the driver of the spin situation. Optionally, the indication is provided to the driver as an audio warning signal, so as not to distract the driver visually when making a complex manoeuver.

Optionally, the spin-control system 1100 comprises additional sensing equipment to aid the angular sensor 1118 to determine the state of spin of the electrical vehicle 1102. Optionally, the system 1100 may further comprise at least one torque sensor operatively coupled to at least one the rear wheels 1110 and 1112 for determining torque associated therewith for detecting loss of traction thereof. Typically, the rear wheels 1110 and 1112 are associated with a pre-determined value of torque, exceeding which may cause loss of traction for the rear wheels 1110 and 1112. Furthermore, the torque sensors are communicably linked with the power control arrangement 1116. The torque sensors determine the torque transmitted to the rear wheels 1110 and 1112 as well as their individual rotational speeds. Using the data provided by the torque sensors, the spin-control system 1100 may detect spinning of the vehicle 1102 due to loss of traction at the rear wheels 1110 and 1112 more efficiently. Therefore, the action of the spin-control system 1100 to apply a retarding force/and or reverse rotation to one or more rear wheels 1110 and 1112 may be correlated with the detection of a loss of traction.

Optionally, the spin-control system 1100 also includes a data processor (not shown) . The data processor receives the angle and/or angular turning rate of the vehicle 1102 from the angular sensor 1118. Additionally, the data processor compares the received angle and/or angular turning rate of the vehicle 1102 to a calculated threshold value. Furthermore, the data processor is communicably linked to the power control arrangement 1116. In such an embodiment, the data processor is operable to communicate the angle and/or angular turning rate signal to the power control arrangement 1116 to apply a retarding force and/or reverse rotation to the rear wheels 1110 and 1112. Moreover, the data processor is operable to receive data provided by the torque sensors to enable the spin-control system 1100 to detect loss of traction at the rear wheels 1110 and 1112.

According to an embodiment, in use, the spin-control system 1100 measures an angular orientation of the vehicle 1102 in terms of an angle and/or angular turning rate. Furthermore, the spin-control system 1100 compares the measured angular orientation of the vehicle 1102 with a threshold value of angle and/or angular turning rate. The threshold value may be dependent upon the speed of the vehicle 1102. In an event wherein, the aforementioned threshold value is exceeded, the spin-control system 1100 communicates an angle and/or angular turning rate signal to the power control arrangement 1116 indicating that the vehicle 1102 is approaching a condition of excessive spin. In order to counter-act and prevent the aforesaid spin condition, the power control arrangement 1116 operates to provide a retarding force and/or reverse rotation to the rear wheels 1110 and 1112 of the electrical vehicle 1102. Optionally, the aforesaid retarding force and/or reverse rotation of the rear wheels 1110 and 1112 may be applied in an iterative manner depending upon the measured change in angle and/or angular turning rate of the vehicle 1102 during the preceding iterations.

Furthermore, the spin-control system 1100 in conjunction with the power control arrangement 1116 and the electrical motor arrangement 1120 continues to operate until the spin of the vehicle 1102 is controlled and/or recovered. For example, the spin-control system 1100 may continue to operate until the angle and/or angular turning rate signal from the angular sensor 1118 falls below the threshold value.

The spin-control system 1100 is further operable to apply a forwardly-directed traction force to the at least one electrical motor associated with the at least one front wheel, such as the electrical motors 1120 A and 1120B, of the electrical vehicle 1102 and a backwardly-directed retarding traction force to the at least one electrical motors associated with the rear wheel, such as the electrical motors 1120C and 1120D, of the electrical vehicle 1102 to straighten-up a forward trajectory of the electrical vehicle 1102 when the angle and/or angular turning rate signal of the angular sensor 1118 exceeds a threshold value. Optionally, the spin-control system 1100, based upon the drivers actuation of an accelerator pedal, a brake pedal and (optionally) a gear lever, and steering angle of the steering wheel of the electrical vehicle 1102 selectively delivers electrical power to the electrical motors 1120 A and 1120B to generate forwardly-directed traction force in the front wheel 1106 and 1108. Furthermore, the spin-control system 1100, based upon the drivers actuation of an accelerator pedal, a brake pedal and (optionally) a gear lever, and steering angle of the steering wheel of the electrical vehicle 1102 selectively delivers electrical power to the electrical motors 1120C and 1120D to generate backward ly-directed retarding traction force in the rear wheels 1110 and 1112. For example, in an event wherein the electrical vehicle 1102 is operating in a wet, snowy or icy conditions, the spin-control system 1100 is operable to provide a high electrical power to the electrical motors 1120 A and 1120B associated with the front wheels 1106 and 1108 to generate a forwardly-directed traction force in order to straighten the direction in which the electrical vehicle 1102 is travelling. Furthermore, the high electrical power may be provided to the electrical motors 1120 A and 1120B as the front wheels 1106 and 1108 control steering of the electrical vehicle 1102. In such example, spin-control system 1100, is operable to generate a backwardly-directed retarding traction force (such as drag) in the rear wheels 1110 and 1112 by providing a retarding force and/or reverse using the electrical motors 1120C and 1120D. Optionally, the spin-control system 1100 is operable to selectively apply the forwardly-directed traction force and the backwardly-directed retarding traction force selectively to de-spin the electrical vehicle 1102 while operating on a certain road surfaces, such as wet or slippery road surfaces. Furthermore, the backwardly-directed retarding traction force can be differentially applied to the pair of rear wheels 1110 and 1112 via the respective electrical motors 1120C to 1120D to assist to de-spin the electrical vehicle 1102.

Optionally, the spin-control system 1102 is operable to apply iteratively the forwardly-directed traction force and the backwardly- directed retarding traction force when the angle and/or angular turning rate signal exceeds the threshold value, as a function of a change in turning rate associated with each iteration. Optionally, the application of a momentary forwardly-directed traction force to one or more front wheels 1106 and 1108, and the backwardly-directed traction force to one or more rear wheels 1110 and 1112 by the electrical motor arrangement 1120 has the effect of counter-acting the spin of the electrical vehicle 1102. In a scenario where the electrical vehicle 1102 is in a state of spin, the spin-control system 1100 operates to apply a forwardly-directed traction force to one or more front wheels 1106 and 1108, and a retarding force and/or reverse rotation to one or more rear wheels 1110 and 1112. Furthermore, if the angular sensor 1118 detects a reduction in the angle and/or angular turning rate of the electrical vehicle 1102, the spin-control system 1100 continues to operate iteratively in a temporal manner of providing forwardly-directed traction force to the front wheels 1106 and 1108 and retarding force and/or reverse rotation of the rear wheels 1110 and 1112. The temporal manner of forwardly-directed traction force and retarding force and/or reverse rotation by the spin-control system 1100 is dependent upon the change in the angle and/or angular turning rate associated with each preceding iteration. Therefore, the spin-control system 1100 continues to operate until the spin of the vehicle 1102 is controlled and/or recovered from. For example, the spin-control system 1100 may continue to operate until the angle and/or angular turning rate signal from the angular sensor 1118 falls below the threshold value. Optionally, the threshold value is varied dynamically as the vehicle recovers from a given spin.

The spin-control system and the method of performing spin-control for electrical vehicles as described in the present disclosure is a safety-critical feature aimed at improving road safety on wet and/or slippery road conditions and enhancing steering performance. Beneficially, the system disclosed efficiently prevents loss of traction on slick surfaces, such as wet or muddy roads, black ice or loose gravel. Furthermore, the system and method disclosed are relatively simple to implement and do not depend on driver intervention to control and recover from a spin. Therefore, the disclosed spin-control system has several advantages and enhances the traction control of electrical vehicles in inclement weather conditions, unfavorable surface conditions and high speeds.

Modifications to embodiments of the invention described in the foregoing are possible without departing from the scope of the invention as defined by the accompanying claims. Expressions such as "including", "comprising", "incorporating", "consisting of", "have", "is" used to describe and claim the present invention are intended to be construed in a non-exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural. Numerals included within parentheses in the accompanying claims are intended to assist understanding of the claims and should not be construed in any way to limit subject matter claimed by these claims.