CN106274872B - A kind of cooperative control device of simulated automotive braking - Google Patents

Abstract

The embodiment of the present invention discloses a coordinated control device for simulating automobile braking, including: a pedal stroke acquisition unit, an electronically controlled hydraulic braking system, an electric power system, a control system, a flywheel, a disc brake, and an acquisition unit arranged at a predetermined position ; The control system is used to output the initial torque and calculate the total braking torque based on the pedal displacement change rate; the control system is also used to distribute the total braking torque based on the total braking torque and each acquisition signal and output the electronically controlled hydraulic pressure respectively braking torque and motor braking torque; power system for rotating the shaft based on the received initial torque to simulate the initial velocity of the car brake; and for rotating the shaft based on the motor braking torque speed control; an electrohydraulic braking system for receiving and controlling the disc brakes to brake the flywheel based on the electrohydraulic braking torque. The invention can coordinately control the brake of the automobile based on the electronically controlled hydraulic brake and the regenerative brake of the motor.

Description

A coordinated control device for simulating automobile braking

technical field

The invention relates to the technical field of automobile braking control, in particular to a coordinated control device for simulating automobile braking.

Background technique

At present, energy shortage and environmental pollution are serious problems faced by countries all over the world. According to the current speed of use, the oil on the earth can only last for about 40 years, that is to say, the traditional cars that use cheap oil as the power source will inevitably be eliminated in the future. universal. In order to improve energy utilization efficiency, current engineers and technicians are devoted to the research of hybrid electric motor regenerative braking energy recovery technology.

At present, scholars at home and abroad have conducted a lot of research on hybrid electric motor regenerative braking energy recovery and brake-by-wire technology, and proposed a variety of regenerative braking and hydraulic braking matching control strategies and methods. However, no matter what kind of matching form it is, the realization should be based on the flexible control of hydraulic braking force, and the pressure coordination control in the regenerative braking process can be realized through the electronically controlled hydraulic braking (EHB) hydraulic adjustment mechanism, so that both The regenerative braking system can be simplified, and the cost of the regenerative braking system can be reduced.

However, in the prior art, the driver usually starts or stops coasting energy feedback charging manually, which does not reflect the situation of regenerative braking and conventional hydraulic braking, resulting in the braking torque depending on the vehicle speed and the SOC state of the battery, and the operation is cumbersome. It can reflect the regenerative braking function, the feedback energy is small and the switching transition fluctuation is large. Therefore, the hydraulic braking system of electronically controlled hydraulic braking (EHB) is modified to realize flexible hydraulic braking force control. It is very necessary to improve the recovery rate of the braking energy of the hybrid electric vehicle and improve the braking performance of the hybrid electric vehicle.

Contents of the invention

The purpose of the present invention is to provide a coordinated control device for simulating automobile braking, which combines the motor regenerative braking and electronically controlled hydraulic braking of the power system, and simulates the coordinated control of hybrid electric motor regenerative braking and electronically controlled hydraulic braking. On the basis of ensuring the safety of vehicle braking, the regenerative braking energy can be recovered efficiently, which can provide a real test environment for the research on energy recovery and braking force distribution strategy of hybrid electric vehicles.

According to one aspect of the present invention, a coordinated control device for simulating automobile braking is provided, including: a control system, an electro-hydraulic braking system, an electric system, a disc brake, a flywheel, a brake pedal, a pedal stroke acquisition unit, and The first acquisition module;

Preferably, the first collection module includes: a first rotational speed sensor disposed at the flywheel for collecting the flywheel rotational speed signal, a current sensor disposed at the power system for collecting the current signal of the battery, and a A voltage sensor that collects the voltage signal of the battery;

Preferably, the pedal stroke acquisition unit is connected to the brake pedal and the control system respectively, so as to collect the pedal stroke signal of the brake pedal and send it to the control system;

Preferably, the control system is respectively connected to the electro-hydraulic braking system and the electric system to calculate the rate of change of pedal displacement based on the pedal travel signal, and calculate the total braking torque based on the rate of change of pedal displacement, and distributing the total braking torque based on the flywheel speed signal, the current signal and the voltage signal, and outputting electro-hydraulic braking torque and motor braking torque respectively;

Preferably, the power system is connected to a rotating shaft, the rotating shaft is connected to the flywheel, and the electric system transmits the received braking torque of the motor to the flywheel through the rotating shaft;

Preferably, the electro-hydraulic brake system is connected to the disc brake, forms brake pressure based on the received electro-hydraulic braking torque and outputs it to the disc brake;

Preferably, the disc brake is connected to the flywheel through a rotating shaft to brake the flywheel based on the braking pressure.

Preferably, the current sensor is arranged at a converter built in the power system;

The voltage sensor is arranged at the battery installed in the power system.

Preferably, the control system includes: a coordinating controller and a data collector, the data collector is respectively connected with the pedal stroke acquisition unit and the first acquisition module, so as to receive the analog pedal stroke signal and The analog flywheel speed signal, the analog current signal and the analog voltage signal are converted into corresponding digital signals and sent to the coordination controller;

Preferably, the coordinating controller is connected with the data collector to calculate the total braking torque based on the digital pedal travel signal, and distribute the total braking torque based on the digital acquisition signal to obtain the electro-hydraulic braking torque and motor braking torque.

Preferably, the power system includes a motor and a motor controller connected to the motor;

The motor controller, connected to the control system, is used to receive the braking torque of the motor, and form a target speed signal and transmit it to the motor;

The motor is connected to the flywheel through a rotating shaft, so as to transmit the received target rotational speed signal to the flywheel.

Preferably, the power system further includes a converter and a battery;

The converter, connected to the motor, is used to receive the alternating current generated by the motor, convert the alternating current into direct current and send it to the battery;

The battery, connected to the converter, is used to store the direct current, and send the stored direct current to the electric motor to provide electric power.

Preferably, the electro-hydraulic braking system includes an electro-hydraulic controller and an electro-hydraulic actuator module connected to the electro-hydraulic controller;

Wherein, the electronically controlled hydraulic actuator module includes a hydraulic control unit, a solenoid valve, an accumulator, an oil storage cup and a wheel cylinder;

Preferably, a wheel cylinder pressure sensor is provided at the wheel cylinder, the wheel cylinder pressure sensor is connected to the electronically controlled hydraulic controller, and the wheel cylinder pressure sensor is used to collect the actual pressure of the wheel cylinder;

Preferably, the electro-hydraulic controller is used to calculate the target pressure of the electro-hydraulic braking system based on the electro-hydraulic braking torque, and make a judgment based on the actual pressure and the target pressure;

If the actual pressure is less than the target pressure, the electro-hydraulic controller outputs a first boost control signal to the hydraulic control unit;

If the actual pressure is equal to the target pressure, the electro-hydraulic controller outputs a pressure maintaining control signal to the hydraulic control unit;

If the actual pressure is greater than the target pressure, the electro-hydraulic controller outputs a first decompression control signal to the hydraulic control unit.

Preferably, the solenoid valve includes: a pressure boost solenoid valve, a decompression solenoid valve;

The hydraulic control unit is connected to the electronically controlled hydraulic controller, boost solenoid valve, and decompression solenoid valve, so as to control the boost solenoid valve to open to increase the hydraulic pressure in the wheel cylinder; when receiving the first decompression control signal, control the decompression solenoid valve to open to reduce the hydraulic pressure in the wheel cylinder; when receiving the pressure maintaining control signal, control the The boost solenoid valve and the decompression solenoid valve are simultaneously closed to maintain the hydraulic pressure in the wheel cylinder;

The boost solenoid valve is connected to the accumulator and the wheel cylinder respectively, so that the brake fluid in the accumulator enters the wheel cylinder in the open state to realize the hydraulic pressure in the wheel cylinder; or in the closed state down, and when the decompression solenoid valve is in the closed state, the hydraulic pressure in the wheel cylinder remains unchanged;

The decompression solenoid valve is respectively connected to the accumulator, the wheel cylinder and the oil storage cup, so that the brake fluid in the wheel cylinder flows into the oil storage cup in the open state to realize the The hydraulic pressure in the wheel cylinder is decompressed; or in the closed state, and when the boost solenoid valve is in the closed state, the hydraulic pressure in the wheel cylinder remains unchanged.

Preferably, the electronically controlled hydraulic actuator module further includes a hydraulic pump, the oil storage cup is connected to the accumulator through a hydraulic pump, and a safety valve is provided on the accumulator, so that when the accumulator When the middle brake fluid pressure is lower than the minimum pressure value, the safety valve is closed and the brake fluid is injected into the accumulator through the hydraulic pump until the brake fluid pressure of the accumulator reaches the safety pressure; and when the When the brake fluid pressure in the accumulator is higher than the maximum pressure value, the safety valve is triggered to open to release the pressure of the accumulator until the brake fluid pressure in the accumulator is lower than or equal to the maximum pressure value.

Preferably, the collection unit further includes: a second rotational speed sensor, connected to the motor controller, for collecting an actual rotational speed signal and sending it to the motor controller;

The motor controller is configured to monitor whether the motor is working normally based on the target speed signal and the actual speed signal, wherein, when the motor is working normally, the target speed signal and the actual speed signal The difference is within a first error range.

Preferably, the acquisition unit further includes: a first torque sensor and a second torque sensor;

Preferably, the first torque sensor is arranged at the flywheel, and is used to collect the torque signal of the flywheel and send it to the control system;

Preferably, the second torque sensor is arranged at the disc brake, and is used to collect the torque signal of the disc brake and send it to the control system;

Preferably, the control system is connected with the first torque sensor, and is used for judging whether the electro-hydraulic braking system and the electric system can control the performing normal braking on the flywheel, wherein, during normal braking, the difference between the total braking force torque and the flywheel torque is within a second error range;

Preferably, the control system is also connected to the second torque sensor, and is used for judging whether the electronically controlled hydraulic braking system can perform normal braking based on the electronically controlled hydraulic braking torque and the brake torque, Wherein, when the electronically controlled hydraulic braking system performs normal braking, the difference between the electronically controlled hydraulic braking torque and the braking torque is within the third error range.

The beneficial effects of the present invention are: since the present invention is provided with the pedal stroke acquisition unit and the first speed sensor for collecting the vehicle speed signal arranged at the flywheel, the coordination controller calculates the braking force according to the pedal displacement signal collected by the pedal stroke acquisition unit. The required total braking torque can ensure the effective braking of the vehicle and ensure the safety of the vehicle braking; moreover, the coordination controller comprehensively considers the total braking torque based on the pedal displacement signal, voltage signal, motor speed signal and current signal. The dynamic torque is reasonably distributed and the electronically controlled hydraulic braking torque and motor braking torque are respectively output, which can ensure the coordinated control of the electronically controlled hydraulic braking system and the electric system, and effectively guarantee the basis of the vehicle's braking safety. It provides the driver with a good braking experience, and the regenerative braking of the electric system can recover braking energy. Therefore, the present invention can realize the coordinated control of electronically controlled hydraulic braking and regenerative braking, can use the regenerative braking of the motor to recover braking energy, and improve energy utilization efficiency under the premise of ensuring vehicle stability and braking safety.

Description of drawings

Fig. 1 is the structural representation of the coordinated control device of the simulated automobile braking that the present invention provides;

Fig. 2 is a schematic structural diagram of the electro-hydraulic braking system provided by the present invention.

Description of drawings:

1. Control system, 11. Coordinating controller, 12. Data collector, 2-Electronic hydraulic brake system, 21. Electronic hydraulic controller, 22. Electronic hydraulic executive module, 221. Hydraulic control unit, 222, Solenoid valve, 223, accumulator, 224, oil storage cup, 225, wheel cylinder, 226, hydraulic pump, 3, power system, 31, motor controller, 32, motor, 33, converter, 34, battery, 4 , disc brake, 5, flywheel, 6, brake pedal, 71, pedal stroke acquisition unit, 72, first rotational speed sensor, 73, wheel cylinder pressure sensor, 74, second rotational speed sensor, 75, current sensor, 76 , voltage sensor, 77, first torque sensor, 78, second torque sensor, 8, rotating shaft.

Detailed ways

In order to make the object, technical solution and advantages of the present invention clearer, the present invention will be further described in detail below in combination with specific embodiments and with reference to the accompanying drawings. It should be understood that these descriptions are exemplary only, and are not intended to limit the scope of the present invention. Also, in the following description, descriptions of well-known structures and techniques are omitted to avoid unnecessarily obscuring the concept of the present invention.

As shown in Figure 1, the coordinated control device for simulating automobile braking provided by the present invention includes: a control system 1, an electronically controlled hydraulic braking system 2, an electric system 3, a disc brake 4, a flywheel 5, a brake pedal 6, Pedal stroke acquisition unit 71, and the first acquisition module;

The first collection module includes: a first speed sensor 72 arranged at the flywheel 5 for collecting the flywheel speed signal, a current sensor 75 arranged at the power system 3 for collecting the current signal of the battery 34 and A voltage sensor 76 for collecting the voltage signal of the battery 34;

The pedal stroke acquisition unit 71 is connected to the brake pedal 6 and the control system 1 respectively, so as to collect the pedal stroke signal of the brake pedal 6 and send it to the control system 1;

The control system 1 is connected to the electro-hydraulic braking system 2 and the electric system 3 respectively, so as to calculate the rate of change of pedal displacement based on the pedal stroke signal, and calculate the total braking torque based on the rate of change of pedal displacement, and distributing the total braking torque based on the flywheel speed signal, the current signal and the voltage signal, and outputting electro-hydraulic braking torque and motor braking torque respectively;

The power system 3 is connected to a rotating shaft 8, the rotating shaft 8 is connected to the flywheel 5, and the power system 3 transmits the received motor braking torque to the flywheel 5 through the rotating shaft 8;

The electronically controlled hydraulic braking system 2 is connected to the disc brake 4, and forms braking pressure based on the received electronically controlled hydraulic braking torque and outputs it to the disc brake 4;

The disc brake 4 is connected to the flywheel 5 through a rotating shaft 8 to brake the flywheel 5 based on the braking pressure.

Specifically, the calculation formula of the total braking torque is: total braking torque=mgz; wherein, m is the mass of the vehicle, g is the acceleration due to gravity, and z is the braking strength, and the braking strength is based on the pedal stroke The pedal displacement signal collected by the acquisition unit is calculated; the coordination controller 11 calculates the required total braking torque according to the pedal displacement signal to determine the driver's braking intention, and divides the braking control mode into the first control mode and the second control mode.

Among them, the brake control mode is divided according to the rate of change of the pedal displacement calculated based on the pedal displacement signal: if the rate of change of the pedal displacement is greater than or equal to the predetermined value of the rate of change (for example, 22cm/s, just as an example, but not limited to this), perform For emergency braking, the braking control enters the first braking control mode; if the rate of change of the pedal displacement is less than the predetermined value (22cm/s), the braking control enters the second braking control mode.

When entering the first braking control mode, in order to ensure the lateral or longitudinal stability of the vehicle, the emergency braking mode is adopted. At this time, the required motor braking torque is 0, and the required electronically controlled hydraulic braking torque is the total braking torque. For torque, the coordination controller 11 sends the motor braking torque and the electrohydraulic braking torque to the motor controller 31 and the electrohydraulic controller 21 respectively.

When entering the second braking control mode, the coordinating controller 11 judges the braking mode according to each collected signal, and sends the corresponding motor braking torque signal and electronically controlled hydraulic braking torque signal to the motor controller 31 respectively And electro-hydraulic controller 21.

specific:

①Battery protection mode: that is, the state of charge (SOC) value of the battery is estimated according to the signals collected by the current sensor 75 and the voltage sensor 76, and when the state of charge (SOC) value is greater than a predetermined value (for example, 0.85, it is only used as For example, but not limited to this), when the motor speed is at any value, the control system 1 will start the battery protection mode, which is to ensure that the battery will not be damaged due to overcharging. At this time, the required motor braking torque is 0, and the required electronically controlled hydraulic braking torque bit is the total braking torque.

②Electronic hydraulic brake (EHB) mode: that is, the state of charge (SOC) value of the battery is less than or equal to a predetermined value of 0.85, and the angular velocity of the motor 32 is less than a fixed value (for example, 40rad/s, just as an example, but not limited to this). At this time, because there is not enough kinetic energy to generate high enough electric energy to feed back to the battery, if regenerative braking is used at this stage, the actual energy fed back to the battery is less than the energy consumed in this process, resulting in loss of battery energy. When the required motor 32 braking torque is 0, the required electronically controlled hydraulic braking torque is the total braking torque.

③Electronic hydraulic braking (EHB)+motor regenerative braking mode: that is, the state of charge (SOC) value of the battery is less than or equal to the predetermined value 0.85, and the angular velocity of the motor 32 is greater than or equal to the predetermined value, and the total braking rotation required at the same time The torque is greater than or equal to the maximum motor braking torque that the motor 32 can provide. Wherein, the maximum motor braking torque that the motor 32 can provide is calculated by the coordination controller 11 according to the state of charge (SOC) value of the battery and the current speed signal of the motor 32 . At this time, the motor 32 provides the maximum braking torque that can be provided, and the remaining part is provided by the electronically controlled hydraulic braking system 2, that is, the required motor braking torque is equal to the maximum motor braking torque, and the required electronically controlled hydraulic braking torque is equal to the maximum braking torque. The braking torque is equal to the total braking torque minus the maximum motor braking torque.

④Motor regenerative braking mode: that is, the state of charge (SOC) value of the battery is less than or equal to the predetermined value 0.85, and the angular velocity of the motor 32 is greater than or equal to the predetermined value, and the total braking torque required is less than the maximum that the motor 32 can provide. The motor braking torque, the motor 32 provides all the braking torque, that is, the required motor braking torque is equal to the total braking torque, and the required electronically controlled hydraulic braking torque is equal to zero.

Wherein, the angular velocity of the motor 32 is calculated based on the flywheel rotational speed signal collected by the first rotational speed sensor 72 arranged at the flywheel 5, and the calculation formula is ω=2*π*n/60, wherein, ω is the angular velocity, and n is the rotational speed, namely The number of revolutions of an object per minute.

The multiple acquisition units at least include a first acquisition module; the first acquisition module includes: a first rotational speed sensor 72, arranged at the flywheel 5, for collecting the flywheel rotational speed; a voltage sensor 76, arranged at the power system 3 The built-in battery 34 is used to collect the voltage signal of the battery 34 ; the current sensor 75 is arranged at the converter 33 built in the power system 3 and used to collect the current signal of the battery 34 .

The control system 1 includes a data collector 12 and a coordinating controller 11, and the data collector 12 is respectively connected with the pedal stroke acquisition unit 71 and the first acquisition module, so that the received analog pedal stroke signal and a plurality of acquisition signals of analog quantities are converted into digital pedal travel signals and digital acquisition signals, and sent to the coordination controller 11; the coordination controller 11 is connected with the data collector 12 to The total braking torque is calculated based on the digital pedal travel signal, and the total braking torque is distributed based on the digital acquisition signal to obtain the electro-hydraulic braking torque and the motor braking torque.

The power system 3 includes a motor 32 and a motor controller 31 connected to the motor; the motor controller 31 is connected to the control system 1 for receiving the braking torque of the motor and forming a target speed The signal is transmitted to the motor 32 ; the motor 32 is connected to the flywheel 5 through the rotating shaft 8 to transmit the received target speed signal to the flywheel 5 .

The power system 3 also includes a converter 33 and a battery 34; the converter 33 is connected to the motor 32 for receiving the alternating current generated by the motor 32, and converting the alternating current into direct current and sending it to the battery 34; The battery 34 is connected to the converter 33 for storing the direct current, and sending the stored direct current to the motor 32 to provide electric energy.

As shown in FIG. 2 , the electro-hydraulic braking system 2 includes an electro-hydraulic controller 21 and an electro-hydraulic execution module 22 connected to the electro-hydraulic controller 21;

Wherein, the electronically controlled hydraulic actuator module 22 includes a hydraulic control unit 221, a solenoid valve 222, an accumulator 223, an oil storage cup 224 and a wheel cylinder 225;

The wheel cylinder 225 is provided with a wheel cylinder pressure sensor 73, the wheel cylinder pressure sensor 73 is connected to the electronically controlled hydraulic controller 21, and the wheel cylinder pressure sensor 73 is used to collect the actual pressure of the wheel cylinder 225 ;

The electro-hydraulic controller 21 is configured to calculate the target pressure of the electro-hydraulic braking system 2 based on the electro-hydraulic braking torque, and make a judgment based on the actual pressure and the target pressure;

If the actual pressure is less than the target pressure, the electro-hydraulic controller 21 outputs a first boost control signal to the hydraulic control unit 221; if the actual pressure is equal to the target pressure, the electro-hydraulic controller 21 The hydraulic control controller 21 outputs a pressure maintaining control signal to the hydraulic control unit 221; if the actual pressure is greater than the target pressure, the electronically controlled hydraulic controller 21 outputs a first decompression control signal to the hydraulic control unit 221. Unit 221.

The solenoid valve 222 includes a boost solenoid valve and a decompression solenoid valve; the electro-hydraulic controller 21 is used to calculate the target pressure of the electro-hydraulic braking system 2 based on the electro-hydraulic braking torque, And judge based on the actual pressure and the target pressure; the calculation formula of the target pressure is the existing formula, P=T/A*r*friction coefficient, wherein, P is the target pressure, T is the electric control hydraulic control dynamic torque, A is the contact area between the wheel cylinder and the disc brake 4, r is the radius of the brake disc of the disc brake 4; if the actual pressure is less than the target pressure, the electronically controlled hydraulic pressure The controller 21 outputs a first pressurization control signal to the hydraulic control unit; if the actual pressure is equal to the target pressure, the electronically controlled hydraulic controller 21 outputs a pressure maintaining control signal to the hydraulic control unit; If the actual pressure is greater than the target pressure, the electro-hydraulic controller 21 outputs a first decompression control signal to the hydraulic control unit.

As shown in FIG. 2 , the hydraulic control unit 221 is connected to the electro-hydraulic controller 21 , booster solenoid valve, and decompression solenoid valve, so as to control the booster when receiving the first booster control signal. The pressure solenoid valve is opened to increase the hydraulic pressure in the wheel cylinder 225; when the first decompression control signal is received, the decompression solenoid valve is controlled to open to reduce the hydraulic pressure in the wheel cylinder 225; When the pressure maintaining control signal is applied, the boost solenoid valve and the decompression solenoid valve are controlled to be closed simultaneously to maintain the hydraulic pressure in the wheel cylinder 225 .

The pressure boost solenoid valve is connected to the accumulator 223 and the wheel cylinder 225 respectively, so that the brake fluid in the accumulator 223 enters the wheel cylinder 225 in an open state to realize boosting of the hydraulic pressure in the wheel cylinder 225 ; or in the closed state, and when the decompression solenoid valve 222 is in the closed state, keep the hydraulic pressure in the wheel cylinder 225 unchanged;

The decompression solenoid valve is respectively connected to the accumulator 223, the wheel cylinder 225 and the oil storage cup 224, so that the brake fluid in the wheel cylinder 225 flows into the oil storage cup in the open state to Realize decompression of the hydraulic pressure in the wheel cylinder 225; or keep the hydraulic pressure in the wheel cylinder 225 unchanged in the closed state and when the boost solenoid valve is in the closed state.

The electronically controlled hydraulic actuator module 22 also includes a hydraulic pump 226, the oil storage cup 224 is connected to the accumulator 223 through the hydraulic pump 226, and the accumulator 223 is provided with a safety valve, so that when the When the brake fluid pressure in the accumulator 223 is lower than the minimum pressure value, the safety valve is closed and the brake fluid is injected into the accumulator 223 through the hydraulic pump 226 until the brake fluid pressure of the accumulator 223 reaches safety pressure; and when the brake fluid pressure in the accumulator 223 is higher than the maximum pressure value, trigger the safety valve to open to release the pressure of the accumulator 223 until the brake fluid pressure in the accumulator 223 lower than or equal to the maximum pressure value.

The acquisition unit also includes: a second rotational speed sensor 74, connected to the motor controller 31, for collecting the actual rotational speed signal, and sending it to the motor controller 31; The target speed signal and the actual speed signal monitor whether the motor 32 is working normally, wherein, when the motor 32 is working normally, the difference between the target speed signal and the actual speed signal is within a first error range .

The collection unit also includes: a first torque sensor 77 and a second torque sensor 78; the first torque sensor 77 is arranged at the flywheel 5 and is used to collect the torque signal of the flywheel 5, and sent to the control system 1; the second torque sensor is arranged at the disc brake 4, and is used to collect the torque signal of the disc brake 4 and send it to the control system 1; The control system 1 is connected with the first torque sensor 77, and is used for judging whether the electronically controlled hydraulic braking system 2 and the electric system 3 can Perform normal braking on the flywheel 5, wherein, during normal braking, the difference between the total braking force torque and the flywheel torque is within a second error range; specifically, the first torque sensor The collected flywheel 5 torque signal is transmitted to the coordination controller 11, and the torque value actually acting on the flywheel 5 can be obtained, that is, the flywheel 5 torque, and theoretically, the flywheel 5 torque should be the electronically controlled hydraulic braking torque. The sum of the braking torque of the motor and the braking torque of the motor is the total braking torque. Comparing the torque of the flywheel 5 acting on the flywheel 5 with the total braking torque, we can know the braking torque of the electronically controlled hydraulic pressure and the braking torque of the electric mechanism. The actual effect of the dynamic torque acting on the flywheel 5, and then the braking effect can be monitored, and then it can be judged whether the electronically controlled hydraulic braking system 2 and the electric system 3 can work normally.

The control system 1 is also connected to the second torque sensor 78, and is used for judging whether the electronically controlled hydraulic braking system 2 can perform normal braking based on the electronically controlled hydraulic braking torque and the braking torque, Wherein, when the electronically controlled hydraulic braking system 2 performs normal braking, the difference between the electronically controlled hydraulic braking torque and the braking torque is within the third error range. Specifically, the second torque sensor 78 transmits the signal to the coordination controller 11, and the torque acting on the disc brake 4, that is, the brake torque, can be obtained. Torque comparison, you can know the braking effect of the electronically controlled hydraulic braking system 2, which can play a monitoring role

The working principle of the present invention is: the pedal stroke acquisition unit collects the analog displacement signal of the brake pedal, sends it to the data collector, converts it into a digital displacement signal by the data collector and sends it to the coordination controller, and the coordination controller according to Calculate the displacement change rate per unit time from the analog displacement signal, and calculate the total braking torque required for automobile braking according to the displacement change rate. Among them, the calculation of the total braking torque is a prior art, and will not be repeated here. . After the total braking torque is calculated, the braking torque is distributed according to the signals collected by other sensors, and the total braking torque is distributed to the electric system and the electronically controlled hydraulic braking system.

The present invention aims to protect a coordinated control device for simulating automobile braking, which combines regenerative braking and electronically controlled hydraulic braking. A speed sensor, and the coordination controller calculates the total braking torque required for braking according to the pedal displacement signal collected by the pedal stroke acquisition unit, which can ensure the effective braking of the vehicle and ensure the safety of the vehicle braking; moreover, the coordination controller is based on The pedal displacement signal, voltage signal, motor speed signal and current signal are comprehensively considered to reasonably distribute the total braking torque and output the electronically controlled hydraulic braking torque and motor braking torque respectively, which can ensure the electronically controlled hydraulic control Coordinated control of the braking system and the electric system effectively ensures that the car provides the driver with a good braking experience on the basis of ensuring braking safety, and the regenerative braking of the electric system can recover braking energy. Therefore, the present invention can realize the coordinated control of electronically controlled hydraulic braking and regenerative braking, can use the regenerative braking of the motor to recover braking energy, and improve energy utilization efficiency under the premise of ensuring vehicle stability and braking safety.

It should be understood that the above specific embodiments of the present invention are only used to illustrate or explain the principles of the present invention, and not to limit the present invention. Therefore, any modification, equivalent replacement, improvement, etc. made without departing from the spirit and scope of the present invention shall fall within the protection scope of the present invention. Furthermore, it is intended that the appended claims of the present invention embrace all changes and modifications that come within the scope and metesques of the appended claims, or equivalents of such scope and metes and bounds.

Claims (10)

1. a coordinated control device for simulating automobile braking is characterized in that it comprises: control system (1), electro-hydraulic braking system (2), power system (3), disc brake (4), flywheel ( 5), a brake pedal (6), a pedal stroke acquisition unit (71), and a first acquisition module; The first collection module includes: a first speed sensor (72) arranged at the flywheel (5) for collecting the flywheel speed signal, a battery (34) arranged at the power system (3) for collecting The current sensor (75) of the current signal and the voltage sensor (76) for collecting the voltage signal of the battery (34); The pedal travel acquisition unit (71) is respectively connected to the brake pedal (6) and the control system (1), to collect the pedal travel signal of the brake pedal (6) and send it to the control system (1); The control system (1) is respectively connected to the electro-hydraulic braking system (2) and the electric system (3), to calculate the pedal displacement change rate based on the pedal stroke signal, and calculate the total pedal displacement change rate based on the pedal displacement change rate. braking torque, and distribute the total braking torque based on the flywheel speed signal, the current signal and the voltage signal, and respectively output the electronically controlled hydraulic braking torque and the motor braking torque; The power system (3) is connected with a rotating shaft (8), and the rotating shaft (8) is connected to the flywheel (5), and the electric system (3) brakes the received motor to rotate through the rotating shaft (8). Torque transmission to flywheel (5); The electronically controlled hydraulic braking system (2), connected to the disc brake (4), forms a braking pressure based on the received electronically controlled hydraulic braking torque and outputs it to the disc brake (4); The disc brake (4) is connected to the flywheel (5) through a rotating shaft (8) to brake the flywheel (5) based on the braking pressure. 2. The device according to claim 1, characterized in that, The current sensor (75) is arranged at the converter (33) built in the power system (3); The voltage sensor (76) is arranged at the battery (34) built in the power system (3). 3. device according to claim 1, is characterized in that, described control system (1) comprises: coordination controller (11) and data collector (12), and described data collector (12) is respectively connected with described The pedal stroke acquisition unit (71) is connected to the first acquisition module to convert the received analog pedal stroke signal and analog flywheel speed signal, the analog current signal and the analog voltage signal are digital signals corresponding to each, and sent to the coordination controller (11); The coordination controller (11) is connected with the data collector (12) to calculate the total braking torque based on the digital pedal stroke signal, and calculate the total braking torque based on the digital quantity of the flywheel speed signal, the current signal Distributing the total braking torque with the voltage signal to obtain electronically controlled hydraulic braking torque and motor braking torque. 4. The device according to claim 1, characterized in that, the power system (3) comprises a motor (32) and a motor controller (31) connected to the motor; The motor controller (31), connected to the control system (1), is used to receive the braking torque of the motor, and form a target speed signal and transmit it to the motor (32); The motor (32) is connected to the flywheel (5) through a rotating shaft (8), so as to transmit the received target speed signal to the flywheel (5). 5. The device according to claim 4, characterized in that the power system (3) further comprises a converter (33) and a battery (34); The converter (33), connected to the motor (32), is used to receive the alternating current generated by the motor (32), and convert the alternating current into direct current and send it to the battery (34); The battery (34), connected to the converter (33), stores the direct current, and sends the stored direct current to the electric motor (32) to provide electrical energy. 6. The device according to claim 1, characterized in that, the electro-hydraulic brake system (2) comprises an electro-hydraulic controller (21) and an electric motor connected to the electro-hydraulic controller (21). Control hydraulic pressure executive module (22); Wherein, the electronically controlled hydraulic actuator module (22) includes a hydraulic control unit (221), a solenoid valve (222), an accumulator (223), an oil storage cup (224) and a wheel cylinder (225); The wheel cylinder (225) is provided with a wheel cylinder pressure sensor (73), the wheel cylinder pressure sensor (73) is connected to the electronically controlled hydraulic controller (21), and the wheel cylinder pressure sensor (73) is used to collect the actual pressure of the wheel cylinder (225); The electro-hydraulic controller (21) is used to calculate the target pressure of the electro-hydraulic braking system (2) based on the electro-hydraulic braking torque, and perform the operation based on the actual pressure and the target pressure judge; If the actual pressure is less than the target pressure, the electro-hydraulic controller (21) outputs a first boost control signal to the hydraulic control unit (221); If the actual pressure is equal to the target pressure, the electro-hydraulic controller (21) outputs a pressure maintaining control signal to the hydraulic control unit (221); If the actual pressure is greater than the target pressure, the electro-hydraulic controller (21) outputs a first decompression control signal to the hydraulic control unit (221). 7. The device of claim 6, wherein: Described solenoid valve (222) comprises: boost solenoid valve, decompression solenoid valve; The hydraulic control unit (221) is connected to the electronically controlled hydraulic controller (21), boost solenoid valve, and decompression solenoid valve, so as to control the boost solenoid valve when receiving the first boost control signal. The valve is opened to increase the hydraulic pressure in the wheel cylinder (225); when receiving the first decompression control signal, the decompression solenoid valve is controlled to open to reduce the hydraulic pressure in the wheel cylinder (225); When receiving the pressure maintaining control signal, control the boost solenoid valve and the pressure relief solenoid valve to close simultaneously to maintain the hydraulic pressure in the wheel cylinder (225); The boost solenoid valve is connected to the accumulator (223) and the wheel cylinder (225) respectively, so that the brake fluid in the accumulator enters the wheel cylinder (225) in the open state to realize the wheel cylinder (225) 225) to pressurize the hydraulic pressure; or in the closed state, and when the decompression solenoid valve is in the closed state, keep the hydraulic pressure in the wheel cylinder (225) unchanged; The decompression solenoid valve is respectively connected to the accumulator (223), the wheel cylinder (225) and the oil storage cup (224), so that in the open state, the wheel cylinder (225) The brake fluid flows into the oil storage cup (224) to realize decompression of the hydraulic pressure in the wheel cylinder (225); or in the closed state, and when the boost solenoid valve is in the closed state, the wheel cylinder ( 225) hydraulic pressure remains unchanged. 8. The device according to claim 7, characterized in that, the electro-hydraulic actuator module (22) further comprises a hydraulic pump (226), and the oil storage cup (224) is connected to the hydraulic pump (226) The accumulator (223), the accumulator (223) is provided with a safety valve, so that when the brake fluid pressure in the accumulator (223) is lower than the minimum pressure value, the safety valve is closed and passed The hydraulic pump injects brake fluid into the accumulator (223) until the brake fluid pressure in the accumulator (223) reaches a safe pressure; and when the brake fluid pressure in the accumulator (223) When the pressure is higher than the maximum pressure value, the safety valve is triggered to open to release the pressure of the accumulator (223) until the brake fluid pressure in the accumulator (223) is lower than or equal to the maximum pressure value. 9. The device according to claim 4, characterized in that, the acquisition unit further comprises: a second rotational speed sensor (74), connected to the motor controller (31), for collecting the actual rotational speed signal, and sending to said motor controller (31); The motor controller (31) is configured to monitor whether the motor (32) is working normally based on the target speed signal and the actual speed signal, wherein, when the motor (32) is working normally, the target The difference between the rotational speed signal and the actual rotational speed signal is within a first error range. 10. The device according to claim 1, wherein the acquisition unit further comprises: a first torque sensor and a second torque sensor; The first torque sensor (77) is arranged at the flywheel (5), and is used to collect the torque signal of the flywheel (5) and send it to the control system (1); The second torque sensor (78), arranged at the disc brake (4), is used to collect the torque signal of the disc brake (4) and send it to the control system (1); The control system (1) is connected with the first torque sensor (77), and is used for judging the electronically controlled hydraulic braking system ( 2) and whether the power system (3) can perform normal braking on the flywheel (5), wherein, during normal braking, the difference between the total braking force torque and the flywheel torque is within the second error within the scope; The control system (1) is also connected to the second torque sensor (78), and is used for judging the electronically controlled hydraulic braking system (2) based on the electronically controlled hydraulic braking torque and the brake torque Whether normal braking is possible, wherein, when the electronically controlled hydraulic braking system (2) performs normal braking, the difference between the electronically controlled hydraulic braking torque and the brake torque is within the third error range.