Nobody in this thread can spell brakes it seems.
The regenerative braking is done in the electric motor, not the calliper/disc. Nothing has changed there.
The regenerative braking is done in the electric motor, not the calliper/disc. Nothing has changed there.
In case you're thinking the hydraulics would have to account for regen braking, I'm not so sure that's true. In my Tesla the brake pedal only controls the brakes. Regen braking is done by letting off the accelerator.
You can't always use regen either btw even if it was powerful enough. If the battery is too cold or is fully charged it can't be used much if at all—that energy has to go somewhere.
Tesla is riding hard for brake pedal == friction braking, which is certainly conceptually simple. Lift off accelerator and you get regen braking. Press brake and you get friction braking. Tesla did take away the options about regen strength (at least on my model 3) and now it's only highest. I bought my tesla this winter and it was extremely noticeable how much regen was affected by a cold battery. I had to be very careful not to assume too much regen and after a whole spring/summer/fall cycle of consistency I'm slightly worried about being too one pedal complacent.
Hyundai/Kia has repurposed steering wheel paddles to add or remove regen strength on the fly and now ionic 5 will dynamically adjust the regen using the front facing cameras to slow you down as smoothly as possible.
Most of the euro brands are all embracing D/B modes on the shifter, with D being limited or no regen and B turning it on (and often with strength settings from there).
Porsche has gone full blend, with the ability to freewheel the rear axle and only the brake pedal being used to slow down. The first amount of travel is regen only, then they slowly blend in friction brakes.
I'm sure there are other patterns out there. It's been a long time since something so fundamental to driving has been open for new concepts, so it'll be interesting to see what wins.
I haven't tried the other methods, they sound worse to me but perhaps I'm just used to the Tesla approach.
In snow, if sliding starts due to braking, the best solution to regain control is to stop braking. Completely.
With manual transmission this is simple, deploy the clutch. With an classic automatic, no gas = mild drag due to engine.
But to add regen braking automatically, hmm. It means that in some circumstances, you have zero control, and the car is essentially actively working to mess up your day.
There are ways to detect slide, I wonder, does regen cease if slide is detected... just as with normal brakes and ABS studder (which doesn't reduce braking distance, but provides for steering when slide + braking)?
The energy can easily go somewhere. You can just put it through larger resistors or UltraCaps.
I said the brakes are the same, not the accelerator.
Are you sure about that? I have a hybrid that has paddles to adjust the deceleration resulting from letting off the gas, but using that or the brake pedal I'm pretty certain uses the regen the same way. The only difference I think is when exactly the brake lights go on.
I'm surprised if EVs are different, because it kind of applies an arbitrary semantic distinction between gas and brake pedals.
If the brake pedal only applies the friction brakes, then does that mean that moderate to heavy regen braking doesn't make your brake lights go on? That seems like a questionable design.
Once you stop thinking of the right pedal as 'gas' and start thinking of it as the 'accelerator' it makes perfect sense. You press down to accelerate, hold steady to maintain a speed (zero acceleration), and lift off to decelerate. The amount you press or lift off determines how much positive or negative acceleration you get. Then the brake is just there for a rare time regen isn't enough (and I go weeks without touching the brake).
If by 'Motors to wheels' you mean hub motors, I don't see those being a thing. That's a huge amount of unsprung mass (which affects handling and ride comfort more than 10x sprung mass). Broken wheels are also already massively expensive and increasingly common due to poorly maintained roads and automakers obsession with giant wheels and no tire sidewall. Having to replace a motor along with a wheel would be awful.
I do think we'll see plenty of one motor per wheel designs. Rivian has the pattern I think will be common: motors inboard and use small axles and CV joints. Not a very expensive setup and way fewer downsides than hub motors.
Current 4x4 designs with transfer cases, locking differentials and long, heavy driveshafts will certainly be going away. Jeep's 4xe PHEV Wranger has comically awful consumption since it retains the exact same driveline as any other Wrangler. The fact it's as aerodynamic as a brick doesn't help at highway speeds, but all the losses through the mechanical couplings hurts all the time.