CN109606125B - New energy commercial vehicle braking energy recovery system and control method - Google Patents
New energy commercial vehicle braking energy recovery system and control method Download PDFInfo
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- CN109606125B CN109606125B CN201811570181.6A CN201811570181A CN109606125B CN 109606125 B CN109606125 B CN 109606125B CN 201811570181 A CN201811570181 A CN 201811570181A CN 109606125 B CN109606125 B CN 109606125B
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- 238000011084 recovery Methods 0.000 title claims abstract description 149
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- 238000004891 communication Methods 0.000 claims abstract description 15
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- 238000012937 correction Methods 0.000 claims description 4
- 230000005611 electricity Effects 0.000 claims description 4
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
- B60L7/26—Controlling the braking effect
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/26—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
- B60T8/28—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels responsive to deceleration
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/36—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
- B60T8/3615—Electromagnetic valves specially adapted for anti-lock brake and traction control systems
- B60T8/362—Electromagnetic valves specially adapted for anti-lock brake and traction control systems in pneumatic systems
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- Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Power Engineering (AREA)
- Fluid Mechanics (AREA)
- Regulating Braking Force (AREA)
Abstract
The invention relates to a new energy commercial vehicle braking energy recovery system and a control method; the recovery system comprises a mechanical braking system, a driving motor and control system, a power battery and control system, a whole vehicle controller and CAN communication system and an energy recovery and control system; the mechanical braking system comprises an air storage cylinder, a braking pedal, an ABS system and a braking air chamber, wherein the braking pedal is provided with a braking depth acquisition device and a braking valve; the driving motor and the control system comprise a driving motor and a motor controller; the energy recovery and control system comprises a gas chamber pressure sensor, a front and rear shaft gas circuit control valve and a recovery system controller. Through the novel structural design, the energy recovery system is compatible with the existing vehicle braking and ABS system, has practical feasibility, solves the problem of influencing the vehicle braking economy in the prior art, and has positive technical significance.
Description
Technical Field
The invention relates to a new energy commercial vehicle braking energy recovery system and a control method, and belongs to the technical field of automobile parts.
Background
The braking energy recovery is one of the important methods for energy conservation of new energy automobiles, namely, the kinetic energy of the automobile is converted into electric energy by preferentially using the braking of a driving motor on the premise of ensuring the safety in the decelerating or braking process of the automobile, and the electric energy is stored in a power battery. And the abrasion of a braking device caused by mechanical braking is reduced while the economy of the whole vehicle is improved.
Due to the mechanical mechanism, in the brake system of the conventional vehicle, when the brake pedal reaches a certain depth, mechanical brake is applied to the front axle and the rear axle of the vehicle according to a certain proportion, which is not beneficial to brake energy recovery. In order to improve the braking energy recovery rate, it is necessary to design a braking energy recovery system with adjustable mechanical braking and electric recovery braking proportion and a method thereof. The braking safety is directly influenced by the front and rear axle braking force distribution proportion, and the energy recovery system with the adjustable front and rear axle braking moment has important significance.
In patent document publication No. CN106043263a, a brake control system is disclosed. Although having a theoretical energy recovery function, the method has no practical significance under the current technical conditions. The brake control system adopts a method for replacing the existing brake system, utilizes an own ABS electromagnetic valve to realize the ABS function, and needs to make subversion change on the original brake system of the vehicle, which is contrary to the requirements of the existing technical specifications. The current specifications are very demanding in terms of the independence and integrity of the braking and ABS system, and if the braking energy recovery system is to be of practical value, the braking and ABS system of the vehicle must be kept independent from the architecture, and the implementation must be independent from the braking and ABS system.
Therefore, designing a new energy commercial vehicle braking energy recovery system that can keep independent operation with the vehicle braking and ABS system is a problem that needs to be solved by those skilled in the art.
Disclosure of Invention
In the prior art, the existing design scheme of the braking energy recovery system cannot independently operate with the existing braking system and ABS system, needs to be realized in an alternative mode, contradicts the existing technical specifications, and is difficult to truly implement; or when the ABS is used, the electric recovery brake is withdrawn, so that the recovery rate of brake energy is reduced. In order to solve the problem, the invention provides a new energy commercial vehicle braking energy recovery system, which is compatible with the existing vehicle braking and ABS system through a new structural design and has practical feasibility.
The invention adopts the following technical scheme:
a new energy commercial vehicle braking energy recovery system, comprising: mechanical braking system, driving motor and control system, power battery and control system, whole car controller and CAN communication system, energy recuperation and control system, its characterized in that:
the mechanical braking system comprises an air storage cylinder, a brake pedal, an ABS system and a brake air chamber, wherein the brake pedal is provided with a braking depth acquisition device in signal connection with the whole vehicle controller;
the driving motor and the control system comprise a driving motor for generating recovery torque and a motor controller for receiving instructions of the whole vehicle controller and controlling the driving motor;
the energy recovery and control system comprises a gas chamber pressure sensor, a front and rear shaft gas circuit control valve and a recovery system controller; the air chamber pressure sensor is arranged on the brake air chamber and is used for measuring the air chamber pressure of the front axle and the rear axle of the vehicle and transmitting a measuring signal to the recovery system controller; the air inlet ends of the front and rear shaft air circuit control valves are connected with a brake pedal, and the air outlet ends of the front and rear shaft air circuit control valves are connected with an ABS system electromagnetic valve.
Preferably, the power battery and control system comprises a power battery for storing recovered energy and a battery controller communicated with the whole vehicle controller;
the vehicle controller and the CAN communication system comprise a vehicle controller and a CAN communication system for signal transmission;
the braking depth acquisition device is an angle sensor for acquiring the rotation angle of the pedal rotating shaft;
the front and rear shaft gas circuit control valve is a long-pass electromagnetic valve, and the brake pedal is long-pass with the ABS valve when the system is not controlled;
the driving motor is a permanent magnet synchronous motor which can be used as the driving motor and can also recover braking energy.
The control method of the new energy commercial vehicle braking energy recovery system is characterized by comprising the following steps:
s1, a whole vehicle controller collects the depth of a brake pedal;
s2, analyzing the required total braking torque according to the pedal depth by the recovery system controller;
s3, dividing the braking torque into a recovery torque and a mechanical braking torque according to a braking torque distribution strategy by the recovery system controller, wherein the mechanical braking torque is divided into a front axle mechanical braking torque and a rear axle mechanical braking torque;
s4, the whole vehicle controller corrects the recovery torque according to the battery state and the ABS state of the vehicle;
s5, the recovery system controller dynamically adjusts the mechanical braking torque according to the corrected recovery torque.
Preferably, in the step S2, the specific method for analyzing the total braking torque required is as follows:
1) A relation curve of the pedal depth and the pressure of the front and rear axle air chambers is formulated; according to the curve, the pressure of the air chamber required by a certain pedal depth is obtained, and the curve is the data of the ideal braking force distribution relation of the front axle and the rear axle reflected on the air chambers of the front axle and the rear axle;
2) According to a functionCalculating front axle +.>Rear axle->The corresponding braking torque;
wherein T is the friction torque Nm of the brake; p-chamber pressure pa; s-the effective membranous area of the air chamber is square meter; i-lever ratio, r-radius of action m of brake drum or brake disk;-a brake factor;
3) According toCalculating the total braking moment required at a certain pedal depth>。
Preferably, in the step S3, a recovery torque threshold is formulated, and distribution of electric recovery torque and mechanical torque and distribution of mechanical braking of the front and rear axles are calculated according to different intervals of the total braking torque falling on the threshold, so that braking energy is recovered to the maximum extent under the condition of ensuring braking safety.
Preferably, in the step S3, the braking torque distribution strategy specifically includes:
1) Setting a recovery moment threshold value:、/>、/>the recovery moment threshold value setting principle is as follows: />Total braking moment for braking the single rear axle of the vehicle close to locking +.>The front axle is mechanically braked, the rear axle is electrically braked, and the rear axle is close to the total braking moment of locking; />The front axle is braked mechanically, the rear axle is braked electrically and mechanically together, and the rear axle is braked in a critical locking way to obtain a total braking moment;
2) When (when)When giving priority to electric brake recuperation, the braking torque is provided by the drive motor of the rear axle, i.e. +.>（/>An electricity recovery torque);
3) When (when)When giving priority to electric braking, the remaining braking energy is recovered electrically, absorbed by front axle mechanical braking, i.e.>（/>Motor recovery torque->
Mechanical braking moment for the front axle);
4) When (when)In this case, the remaining braking energy is recovered electrically and absorbed by the mechanical braking of the front and rear axles, i.e. +.>（/>Motor recovery torque->For the mechanical braking moment of the front axle->Mechanical braking moment for the rear axle);
5) When braking momentWhen the electric brake is withdrawn, the braking moment is provided by mechanical braking of the front and rear axles, i.e。
Preferably, in the step S4, when the battery power SOC is lower than the set threshold lower limit a, full-power electric brake recovery is performed; when the SOC is not higher than the set threshold upper limit B and not lower than the threshold lower limit A, reducing power and electrically braking for recovery, and correcting the recovery moment; when the SOC is higher than the set threshold upper limit B, electric brake recovery is not performed; if the ABS electromagnetic valve does not act, namely the vehicle is free from locking phenomenon, the recovery moment is not corrected;
setting two critical values H > L; when the ABS electromagnetic valve acts and the pressure of the air chamber is more than or equal to H, the recovery moment is not corrected; when the ABS electromagnetic valve acts and the pressure of the air chamber is larger than L and smaller than H, the derating correction recovery moment is carried out; when the ABS electromagnetic valve acts and the pressure of the air chamber is less than or equal to L, the recovery moment is 0.
Preferably, in the step S5, the recovery system controller adjusts the mechanical braking torque by adjusting the air chamber pressure according to the relation curve between the pedal depth and the air chamber pressure of the front and rear axles; the electromechanical braking is coordinated with each other, so that the total braking torque is ensured to be unchanged; the ideal front and rear axle braking force distribution relationship is ensured through the mechanical mutual coordination of the front axle and the rear axle.
Preferably, in step S5, the recovery system controller dynamically adjusts the mechanical braking torque according to the corrected recovery torque, and the method includes:
the recovery moment of the forehead part is reduced according to the front axleRear axle->Is realized by controlling the electromagnetic valves of the front and rear axle recovery systems.
The invention has the following advantages:
(1) By independently arranging the mechanical braking system, the invention can be compatible with the existing braking system, thereby not only being easier to meet the requirements of technical specifications, but also being convenient for fully utilizing the existing components in the implementation process; the implementation of the invention is premised on ensuring safety;
(2) The braking energy recovery efficiency can be improved by dynamically adjusting the distribution ratio of the electric recovery braking moment and the mechanical braking moment;
(3) By setting a threshold value and adopting intelligent control, the electric recovery brake is not immediately withdrawn when the ABS is started, so that the energy recovery rate is improved; when the vehicle state does not meet the braking energy recovery condition, the electric recovery braking is not started, and only mechanical braking is used for ensuring the driving safety.
Drawings
FIG. 1 is a schematic diagram of the architecture of an embodiment of the present invention;
FIG. 2 is a flow chart of a control method according to an embodiment of the present invention;
FIG. 3 is a graphical representation of pedal depth versus front and rear axle chamber pressure for an embodiment of the present invention;
wherein: 1. the system comprises a brake pedal, a front axle gas circuit control valve, a rear axle gas circuit control valve, a right front gas chamber, a right rear gas chamber, a front axle brake gas reservoir, a rear axle brake gas reservoir, a 8 ABS controller, a 9 drive motor, a 10 recovery system controller, a 11 motor controller, a 12 battery controller, a 13 whole vehicle controller, a 14 power battery, a 15 left rear ABS solenoid valve, a 16 rear axle relay valve, a 17 right rear ABS solenoid valve, a 18 left front gas chamber, a 19 left front ABS solenoid valve, a 20 front axle quick release valve, a 21 right front ABS solenoid valve, a 24 front gas chamber pressure sensor and a 25 rear gas chamber pressure sensor.
Detailed Description
The invention will be further described with reference to the drawings and examples.
As shown in fig. 1, this embodiment is a braking energy recovery system of a new energy commercial vehicle, including: the system comprises a mechanical braking system, a driving motor and a control system, a power battery and a control system, a whole vehicle controller, a CAN communication system and an energy recovery and control system;
the mechanical braking system applies the existing complete braking system, only changes in wiring connection are made, and the original structure and the working principle are not changed; comprises an air cylinder, a brake pedal 1, an ABS system and a brake air chamber; the brake pedal 1 is provided with a brake depth acquisition device in signal connection with the whole vehicle controller 13.
The braking depth acquisition device is an angle sensor for acquiring the rotation angle of the pedal rotating shaft, and a common direct-pedal type brake master valve is adopted in the embodiment. The brake valve is driven by a brake pedal 1 and comprises four ports a1, a2, b1 and b2, wherein the four ports are a rear axle brake air inlet, a front axle brake air inlet, a rear axle brake air outlet and a front axle brake air outlet respectively; the common WG8710360003 model is adopted in the embodiment.
The driving motor and control system comprises a driving motor 9 for generating recovery torque (also called electric braking torque) and a motor controller 11 for receiving instructions of the whole vehicle controller 13 and controlling the driving motor 9; the driving motor 9 is a permanent magnet synchronous motor which can be used as a driving motor and can also recover braking energy;
the power battery and control system comprises a power battery 14 for storing recovered energy and a battery controller 12 which is communicated with a whole vehicle controller 13;
the vehicle controller and CAN communication system comprises a vehicle controller 13 and a CAN communication system for signal transmission; the whole vehicle controller 13 adopts the existing general model of a commercial vehicle, and in the embodiment, WG8711710040 is adopted; the method is mainly used for: collecting a brake pedal 1 signal and sending the signal to a recovery system controller; receiving the electric quantity signal of the battery controller 12 and the valve action signal of the ABS controller 8, correcting the recovery torque signal sent by the recovery system controller, and sending the corrected braking recovery torque to the motor controller 11 and the recovery system controller; the whole vehicle controller 13 and each connected component perform signal transmission through a CAN communication system.
The energy recovery and control system comprises a gas chamber pressure sensor, a front and rear shaft gas circuit control valve 3 and a recovery system controller; the air chamber pressure sensor is arranged on the brake air chamber and is used for measuring the air chamber pressure of the front axle and the rear axle of the vehicle and outputting the pressure to the recovery system controller; the air inlet end of the front and rear shaft air passage control valve 3 is connected with the brake pedal 1, and the air outlet end is connected with an electromagnetic valve of an ABS system. The recovery system controller adopts the same model of product of the whole vehicle controller, is used for analyzing the total braking torque corresponding to the depth of the brake pedal 1, distributing the electric recovery torque and the mechanical braking torque, and receiving the corrected recovery torque fed back according to the battery state for dynamic adjustment. The electric recovery torque is sent to the motor controller 11 through the whole vehicle controller 13 to control the motor recovery torque to be executed, and the mechanical braking torque is controlled by the control valve to control the gas circuit to be opened and closed.
The front and rear shaft gas circuit control valve 3 is a long-pass type electromagnetic valve, and the brake pedal 1 is communicated with the ABS valve in a long way when the system is not controlled;
the air outlet end of the front axle braking air cylinder 6 is connected with an a2 port of the braking pedal 1 through an air pipe; the port b2 of the brake pedal 1 is connected with the air inlet end of the front axle air passage control valve 2 through an air pipe; the air outlet end of the front axle air channel control valve 2 is connected with the air inlet end of the front axle quick release valve 20 through an air pipe; the air outlet end of the front axle quick release valve 20 is connected with the air inlet ends of the front axle ABS electromagnetic valves (19, 21) through air pipes; the air outlet ends of the front ABS electromagnetic valves (19, 21) are connected with the air inlet ends of the front brake chambers (4, 18) through air pipes; the air outlet end of the rear axle braking air cylinder 7 is connected with the opening of the braking pedal 1a1 through an air pipe; the port b1 of the brake master cylinder is connected with the air inlet end of the rear axle air passage control valve 3 through an air pipe; the air outlet end of the rear axle air channel control valve 3 is connected with the control end of the rear axle relay valve 16 through an air pipe; the other air outlet end of the rear axle braking air cylinder 7 is connected with the air inlet end of the rear axle relay valve 16 through an air pipe; the air outlet end of the rear shaft relay valve 16 is connected with the air inlet ends of the rear ABS electromagnetic valves (15, 17) through air pipes; the air outlet ends of the rear ABS electromagnetic valves (15, 17) are connected with the air inlet ends of the rear brake chambers (5, 19) through air pipes.
The ABS controller 8 is in signal connection with the ABS control valves (15, 17, 19, 21) to control the actions of the ABS control valves, and is in communication connection with the whole vehicle controller 13 through CAN.
Wherein the recovery system controller 10 is connected with the air chamber pressure sensors (24, 25) to collect the air chamber pressure; is connected with the whole vehicle controller 13 through CAN communication; and front and rear shaft gas circuit control valves 3 (2, 3).
Wherein the motor controller 11 is connected with a power motor and a power battery 14 in high-voltage electricity; and the motor controller 11 is connected with the whole vehicle controller 13 through CAN communication.
Wherein the battery controller 12 is in CAN communication connection with the whole vehicle controller 13.
Specifically, when the driver presses the brake pedal 1, the whole vehicle controller 13 collects a signal of the brake pedal 1 and sends the signal to the recovery system controller, the recovery system controller distributes mechanical braking and electric braking torque, the electric braking torque is sent to the whole vehicle controller 13, the whole vehicle controller 13 sends the braking torque to the motor controller 11, the driving motor 9 applies braking torque to brake, and the braking recovery electric energy is stored in the power battery 14. The front shaft and the rear shaft of the recovery system control valve are used for controlling the recovery system control valve to be opened and closed according to the allocated mechanical braking moment, and a pressure closed loop control is formed by taking a gas chamber pressure sensor as a feedback signal in the control process.
Along with the increase of the battery SOC, the whole vehicle controller 13 carries out derating correction on the recovery torque, and meanwhile, the recovery system controller controls the opening and closing of a control valve of the recovery system according to the derating of the electric recovery torque, and increases the pressure of a corresponding air chamber to supplement, so that the brake torque is ensured to be unchanged.
Similarly, according to the ABS state and the air chamber pressure, the whole vehicle controller 13 performs derating treatment on the electric recovery torque, and the derating amount is controlled by the recovery system to control the valve action, and the corresponding air chamber pressure is increased to supplement, so as to ensure that the braking torque is unchanged.
The control method of the new energy commercial vehicle braking energy recovery system according to the embodiment is characterized by comprising the following steps:
s1, a whole vehicle controller 13 collects the depth of a brake pedal 1;
because the brake depth acquisition device is an angle sensor for acquiring the rotation angle of the pedal rotating shaft, the acquired pedal depth is measured in terms of angle (°).
S2, analyzing the required total braking torque according to the pedal depth by the recovery system controller;
s3, dividing the braking torque into a recovery torque and a mechanical braking torque according to a braking torque distribution strategy by the recovery system controller, wherein the mechanical braking torque is divided into a front axle mechanical braking torque and a rear axle mechanical braking torque;
s4, the whole vehicle controller 13 corrects the recovery torque according to the battery state and the ABS state of the vehicle;
s5, the recovery system controller dynamically adjusts the mechanical braking torque according to the corrected recovery torque.
In the step S2, the specific method for analyzing the required total braking torque is as follows:
1) A relation curve of the pedal depth and the pressure of the front and rear axle air chambers is formulated; according to the curve, the pressure of the air chamber required by a certain pedal depth is obtained, and the curve is the data of the ideal braking force distribution relation of the front axle and the rear axle reflected on the air chambers of the front axle and the rear axle;
2) According to a functionCalculating front axle +.>Rear axle->The corresponding braking torque;
wherein T is the friction torque Nm of the brake; p-chamber pressure pa; s-the effective membranous area of the air chamber is square meter; i-lever ratio, r-radius of action m of brake drum or brake disk;-a brake factor;
3) According toCalculating the total braking moment required at a certain pedal depth>。
In the step S3, a recovery torque threshold value is formulated, and distribution of electric recovery torque and mechanical torque and distribution of mechanical braking of front and rear axles are calculated according to different intervals of the total braking torque falling on the threshold value, so that braking energy is recovered to the maximum extent under the condition of ensuring braking safety.
In this step, the braking torque distribution strategy specifically includes:
1) Setting a recovery moment threshold value:、/>、/>the recovery moment threshold value setting principle is as follows: />Total braking moment for braking the single rear axle of the vehicle close to locking +.>The front axle is mechanically braked, the rear axle is electrically braked, and the rear axle is close to the total braking moment of locking; />The front axle is braked mechanically, the rear axle is braked electrically and mechanically together, and the rear axle is braked in a critical locking way to obtain a total braking moment;
2) When (when)When giving priority to electric brake recuperation, the braking torque is provided by the drive motor of the rear axle, i.e. +.>（/>An electricity recovery torque);
3) When (when)When giving priority to electric braking, the remaining braking energy is recovered electrically, absorbed by front axle mechanical braking, i.e.>（/>Motor recovery torque->
Mechanical braking moment for the front axle);
4) When (when)In this case, the remaining braking energy is recovered electrically and absorbed by the mechanical braking of the front and rear axles, i.e. +.>（/>Motor recovery torque->For the mechanical braking moment of the front axle->Mechanical braking moment for the rear axle);
5) When braking momentWhen the electric brake is withdrawn, the braking moment is provided by mechanical braking of the front and rear axles, i.e。
In the step S4, when the battery power SOC is lower than the set threshold lower limit a, full power (the maximum power allowed by the motor controller) electric brake recovery is performed; when the SOC is not higher than the set threshold upper limit B and not lower than the threshold lower limit A, reducing power and electrically braking for recovery, and correcting the recovery moment; when the SOC is higher than the set threshold upper limit B, electric brake recovery is not performed; if the ABS electromagnetic valve does not act, namely the vehicle is free from locking phenomenon, the recovery moment is not corrected; (in this example, the threshold A is 75% and the threshold B is 98%)
Setting two critical values H > L; when the ABS electromagnetic valve acts and the pressure of the air chamber is greater than or equal to a set value H, the recovery torque is not corrected; when the ABS electromagnetic valve acts and the pressure of the air chamber is larger than a set value L and smaller than a set value H, the derating correction recovery moment is carried out; when the ABS electromagnetic valve acts and the pressure of the air chamber is smaller than or equal to a set value L, the recovery torque is 0. (in this example, the H set point was 4bar and L was 1.5 bar)
In the step S5, the recovery system controller dynamically adjusts the mechanical braking torque according to the corrected recovery torque, and the method comprises the following steps:
the recovery system controller adjusts mechanical braking torque by adjusting the pressure of the air chambers according to the relation curve of the depth of the pedal and the pressure of the air chambers of the front shaft and the rear shaft; the electromechanical braking is coordinated with each other, so that the total braking torque is ensured to be unchanged; the front axle and the rear axle are mechanically coordinated with each other, so that an ideal front axle and rear axle braking force distribution relationship is ensured;
the recovery moment of the forehead part is reduced according to the front axleRear axle->Is realized by controlling the solenoid valves of the recovery system of the front and rear shafts.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to the embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention, and the parts not described in detail and shown in partial detail may be applied to the prior art and are not described in detail herein. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and features disclosed herein.
Claims (1)
1. The utility model provides a new forms of energy commercial car braking energy recovery control method which characterized in that includes a new forms of energy commercial car braking energy recovery system, the system includes: a mechanical braking system, a driving motor and a control system, a power battery and a control system, a whole vehicle controller and a CAN communication system, an energy recovery and control system,
the mechanical braking system comprises an air cylinder, a brake pedal (1), an ABS system and a brake air chamber, wherein the brake pedal (1) is provided with a brake depth acquisition device in signal connection with a whole vehicle controller (13);
the driving motor and control system comprises a driving motor (9) for generating recovery torque and a motor controller (11) for receiving instructions of a whole vehicle controller (13) and controlling the driving motor (9);
the energy recovery and control system comprises a gas chamber pressure sensor, a front and rear shaft gas circuit control valve and a recovery system controller (10); the air chamber pressure sensor is arranged on the brake air chamber and is used for measuring the air chamber pressure of the front axle and the rear axle of the vehicle and transmitting a measuring signal to the recovery system controller (10); the air inlet end of the front and rear shaft air circuit control valve is connected with a brake pedal (1), and the air outlet end of the front and rear shaft air circuit control valve is connected with an ABS system electromagnetic valve;
the power battery and control system comprises a power battery (14) for storing recovered energy and a battery controller (12) communicated with a whole vehicle controller (13);
the vehicle controller and the CAN communication system comprise a vehicle controller (13) and a CAN communication system for signal transmission;
the braking depth acquisition device is an angle sensor for acquiring the rotation angle of the pedal rotating shaft;
the front and rear shaft gas circuit control valve is a long-pass electromagnetic valve, and the brake pedal (1) is communicated with the ABS valve in a long way when the system is not controlled;
the driving motor (9) is a permanent magnet synchronous motor which can be used as the driving motor (9) and can also recover braking energy;
the method comprises the following steps:
s1, a whole vehicle controller collects the depth of a brake pedal;
s2, analyzing the required total braking torque according to the pedal depth by the recovery system controller; in the step S2, the specific method for analyzing the required total braking torque is as follows:
1) A relation curve of the pedal depth and the pressure of the front and rear axle air chambers is formulated; according to the curve, the pressure of the air chamber required by a certain pedal depth is obtained, and the curve is the data of the ideal braking force distribution relation of the front axle and the rear axle reflected on the air chambers of the front axle and the rear axle;
2) According to the function t=f (P, S, i, r, b f ) Calculating the front axleRear axle->The corresponding braking torque;
wherein T is the friction torque Nm of the brake; p-chamber pressure pa; s-air chamber effective coating area m 2 The method comprises the steps of carrying out a first treatment on the surface of the i-lever ratio, r-radius of action m of brake drum or brake disk; b f -a brake factor;
3) According toCalculating the total braking torque required at a certain pedal depth>
S3, dividing the braking torque into a recovery torque and a mechanical braking torque according to a braking torque distribution strategy by the recovery system controller, wherein the mechanical braking torque is divided into a front axle mechanical braking torque and a rear axle mechanical braking torque; in the step S3, a recovery torque threshold value is formulated, and distribution of electric recovery torque and mechanical torque and distribution of mechanical braking of front and rear axles are calculated according to the difference that the total braking torque falls in a threshold value interval, so that braking energy is recovered to the maximum extent under the condition of ensuring braking safety;
the braking torque distribution strategy specifically comprises the following steps:
1) Setting a recovery moment threshold value: t (T) a 、T b 、T c The recovery moment threshold value setting principle is as follows: t (T) a For the total braking moment of the single rear axle of the vehicle, T b The front axle is mechanically braked, the rear axle is electrically braked, and the rear axle is close to the total braking moment of locking; t (T) c The front axle is braked mechanically, the rear axle is braked electrically and mechanically together, and the rear axle is braked in a critical locking way to obtain a total braking moment;
2) When (when)When giving priority to electric brake recuperation, the braking torque is provided by the drive motor of the rear axle, i.e. +.>(T mot An electricity recovery torque);
3) When (when)When giving priority to electric braking, the remaining braking energy is recovered electrically, absorbed by front axle mechanical braking, i.e.>(T mot Motor recovery torque->Mechanical braking moment for the front axle);
4) When (when)When the brake energy is recovered, the rest brake energy is absorbed by the front axle and the rear axle together, namely(T mot Motor recovery torque->For the mechanical braking moment of the front axle->Mechanical braking moment for the rear axle);
5) When braking momentWhen the electric brake is withdrawn, the braking moment is provided by mechanical braking of the front and rear axles, i.e
S4, the whole vehicle controller corrects the recovery torque according to the battery state and the ABS state of the vehicle; in the step S4, when the battery power SOC is lower than the set threshold lower limit a, full-power electric brake recovery is performed; when the SOC is not higher than the set threshold upper limit B and not lower than the threshold lower limit A, reducing power and electrically braking for recovery, and correcting the recovery moment; when the SOC is higher than the set threshold upper limit B, electric brake recovery is not performed; if the ABS electromagnetic valve does not act, namely the vehicle is free from locking phenomenon, the recovery moment is not corrected;
setting two critical values H & gtL; when the ABS electromagnetic valve acts and the pressure of the air chamber is more than or equal to H, the recovery moment is not corrected; when the ABS electromagnetic valve acts and the pressure of the air chamber is larger than L and smaller than H, the derating correction recovery moment is carried out; when the ABS electromagnetic valve acts and the pressure of the air chamber is less than or equal to L, the recovery moment is 0;
s5, the recovery system controller dynamically adjusts the mechanical braking torque according to the corrected recovery torque; in the step S5, the recovery system controller adjusts mechanical braking torque by adjusting the pressure of the air chambers according to the relation curve of the depth of the pedal and the pressure of the air chambers of the front axle and the rear axle; the electromechanical braking is coordinated with each other, so that the total braking torque is ensured to be unchanged; the front axle and the rear axle are mechanically coordinated with each other, so that an ideal front axle and rear axle braking force distribution relationship is ensured;
the recovery system controller dynamically adjusts the mechanical braking torque according to the corrected recovery torque, and the method comprises the following steps: the recovery moment of the forehead part is reduced according to the front axle Is realized by controlling the electromagnetic valves of the front and rear axle recovery systems.
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