CN115303077B - Braking energy recovery method, system and electric vehicle - Google Patents
Braking energy recovery method, system and electric vehicle Download PDFInfo
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- CN115303077B CN115303077B CN202210940221.1A CN202210940221A CN115303077B CN 115303077 B CN115303077 B CN 115303077B CN 202210940221 A CN202210940221 A CN 202210940221A CN 115303077 B CN115303077 B CN 115303077B
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- 238000011084 recovery Methods 0.000 title claims abstract description 60
- 238000000034 method Methods 0.000 title claims abstract description 24
- 238000004064 recycling Methods 0.000 claims description 4
- 230000005611 electricity Effects 0.000 claims description 2
- 230000008676 import Effects 0.000 claims description 2
- 230000009471 action Effects 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 230000000994 depressogenic effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
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- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
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
- B60L7/10—Dynamic electric regenerative braking
-
- 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
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
-
- 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
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/58—Combined or convertible systems
-
- 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
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
- B60T13/683—Electrical control in fluid-pressure brake systems by electrically-controlled valves in pneumatic systems or parts thereof
-
- 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
- B60T7/00—Brake-action initiating means
- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/04—Brake-action initiating means for personal initiation foot actuated
- B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Power Engineering (AREA)
- Regulating Braking Force (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
本发明公开了一种制动能量回收方法、系统及电动车，涉及电动车制动能量回收技术领域，所述制动能量回收方法包括以下步骤：步骤S10，根据电池的实际温度和实际电量确定电机当前能够使用的制动力矩的最大百分比；步骤S20，根据电机当前能够使用的制动力矩的最大百分比选取预设的电机制动与后桥制动分配曲线，根据选取的预设电机制动与后桥制动分配曲线以及制动踏板实际行程，确定电机实际制动力矩的百分比和后桥制动气压，并以电机实际制动力矩的百分比或/和后桥制动气压进行制动。本发明能将电机制动与后桥制动进行合理分配，充分发挥电机制动能力，提高电机制动能量回收的效率。
The present invention discloses a braking energy recovery method, system and electric vehicle, and relates to the technical field of braking energy recovery of electric vehicles. The braking energy recovery method comprises the following steps: step S10, determining the maximum percentage of braking torque that the motor can currently use according to the actual temperature and actual power of the battery; step S20, selecting a preset motor braking and rear axle braking distribution curve according to the maximum percentage of braking torque that the motor can currently use, determining the percentage of the motor's actual braking torque and the rear axle braking air pressure according to the selected preset motor braking and rear axle braking distribution curve and the actual travel of the brake pedal, and braking with the percentage of the motor's actual braking torque or/and the rear axle braking air pressure. The present invention can reasonably distribute motor braking and rear axle braking, give full play to the motor's braking capacity, and improve the efficiency of motor braking energy recovery.
Description
Technical Field
The invention relates to the technical field of braking energy recovery of electric vehicles, in particular to a braking energy recovery method and system and an electric vehicle.
Background
At present, the anti-lock braking system (antilock brake system) is called ABS for short. The function is to automatically control the braking force of the brake when the automobile brakes, so that the wheels are not locked and are in a rolling and sliding state (the sliding rate is about 20 percent), and the adhesion force between the wheels and the ground is ensured to be at the maximum value. The common four-channel ABS is provided with four wheel speed sensors, and a brake pressure regulator device is respectively arranged in a pipeline leading to four wheel brake cylinder to perform independent control.
In order to improve the energy efficiency of the electric vehicle, the prior art adds an energy recovery function on the electric vehicle, namely, the energy recovery is performed by directly superposing a certain motor brake on the basis of the service brake of an ABS system, and the recovery efficiency is low and the energy efficiency improvement effect of the electric vehicle is not obvious although the certain energy can be recovered.
Disclosure of Invention
The embodiment of the invention provides a braking energy recovery method and system and an electric vehicle, and aims to solve the technical problem of low recovery efficiency in the braking energy recovery process of the existing electric vehicle in the related art.
In a first aspect, a braking energy recovery method is provided, which is characterized by comprising the steps of:
determining the maximum percentage of the braking torque which can be used currently by the motor according to the actual temperature and the actual electric quantity of the battery;
And selecting a preset motor braking and rear axle braking distribution curve according to the maximum percentage of the current braking moment which can be used by the motor, determining the percentage of the actual braking moment of the motor and the rear axle braking air pressure according to the selected preset motor braking and rear axle braking distribution curve and the actual stroke of a braking pedal, and braking according to the percentage of the actual braking moment of the motor and/or the rear axle braking air pressure.
In some embodiments, the step of selecting a preset motor brake and rear axle brake distribution curve according to the maximum percentage of the brake torque that the motor can currently use, determining the percentage of the actual brake torque of the motor and the rear axle brake air pressure according to the selected preset motor brake and rear axle brake distribution curve and the actual travel of the brake pedal, and braking according to the percentage of the actual brake torque of the motor or/and the rear axle brake air pressure includes:
When the maximum percentage of the current available braking moment of the motor is larger than 0, determining the percentage of the actual braking moment of the motor and the actual travel of a brake pedal according to a selected preset motor braking and rear axle braking distribution curve, and determining the braking air pressure of the rear axle, braking by using the motor until the percentage of the actual braking moment of the motor reaches the maximum percentage of the current available braking moment of the motor, and then jointly braking by using the rear axle and the motor;
When the maximum percentage of the current braking moment which can be used by the motor is 0, the braking air pressure of the rear axle is determined according to the selected preset motor braking and rear axle braking distribution curve and the actual stroke of the brake pedal, and only the rear axle is used for braking.
In some embodiments, the step of determining the maximum percentage of the braking torque that the motor is currently capable of using according to the actual temperature and the actual amount of electricity of the battery includes:
when the actual electric quantity of the battery is not less than the preset electric quantity of the battery or the actual temperature of the battery is not less than the preset battery temperature, determining that the maximum percentage of the braking torque which can be used currently by the motor is a%, and taking 0 as a%;
When the actual electric quantity of the battery is smaller than the preset electric quantity of the battery and the actual temperature of the battery is not smaller than the preset battery temperature, determining that the maximum percentage of the braking torque which can be used by the motor currently is b%,0<b% is less than or equal to 100% according to the actual temperature of the battery.
In some embodiments, before the step of determining the maximum percentage of the braking torque that the motor can currently use according to the actual temperature and the actual electric quantity of the battery, the method includes:
and determining the braking torque which can be used currently by the motor according to a preset motor braking torque and rotating speed curve and the current rotating speed of the motor.
In a second aspect, a braking energy recovery system is provided, comprising an ABS controller and a motor controller, wherein the motor controller is electrically connected with the ABS controller;
The motor controller is used for determining the maximum percentage of the braking torque which can be used by the motor currently according to the actual temperature and the actual electric quantity of the battery;
The ABS controller is used for selecting a preset motor braking and rear axle braking distribution curve according to the maximum percentage of the current braking moment which can be used by the motor, determining the percentage of the actual braking moment of the motor and the rear axle braking air pressure according to the selected preset motor braking and rear axle braking distribution curve and the actual stroke of a brake pedal, and braking according to the percentage of the actual braking moment of the motor or/and the rear axle braking air pressure.
In some embodiments, when the maximum percentage of the braking torque that the motor can currently use is greater than 0, the ABS controller is configured to determine, according to the selected preset motor braking and rear axle braking distribution curve and the actual travel of the brake pedal, the percentage of the actual braking torque of the motor and the rear axle braking air pressure, first use the motor to perform braking until the percentage of the actual braking torque of the motor reaches the maximum percentage of the braking torque that the motor can currently use, and then use the rear axle and the motor to perform braking together;
When the maximum percentage of the braking torque which can be used by the motor at present is 0, the ABS controller is used for determining the braking air pressure of the rear axle according to the selected preset motor braking and rear axle braking distribution curve and the actual stroke of a brake pedal, and only the rear axle is used for braking.
In some embodiments, when the actual electric quantity of the battery is not less than the preset electric quantity of the battery or the actual temperature of the battery is not less than the preset battery temperature, the motor controller is configured to determine that the maximum percentage of the braking torque that can be currently used by the motor is a%, where a% is 0;
When the actual electric quantity of the battery is smaller than the preset battery electric quantity and the actual temperature of the battery is not smaller than the preset battery temperature, the motor controller is used for determining that the maximum percentage of the braking torque which can be used by the motor currently is b percent, 0<b percent is less than or equal to 100 percent according to the actual temperature of the battery.
In some embodiments, the braking energy recovery system further comprises:
and the travel sensor is arranged on the brake pedal and is electrically connected with the ABS controller, and the travel sensor is used for collecting the travel of the brake pedal.
In some embodiments, the braking energy recovery system further comprises:
The rear axle control valve group, the rear axle control valve group is equipped with first interface, second interface, third interface, fourth interface, cavity, first solenoid valve, second solenoid valve and third control valve, first interface is connected with the import and the cavity of gas storage cabin, second solenoid valve, the fourth interface with foot brake valve and the access connection of first solenoid valve, the second interface with the export and the ABS valve of cavity are connected, the third interface communicates with the external world, the export and the cavity of first solenoid valve and the access connection of third control valve, the export and the access connection of third control valve of second solenoid valve, the export of third control valve with third interface connection.
In a third aspect, an electric vehicle is provided comprising the aforementioned braking energy recovery system.
The technical scheme provided by the invention has the beneficial effects that:
The embodiment of the invention provides a braking energy recovery method, a braking energy recovery system and an electric vehicle, which are characterized in that firstly, the maximum percentage of the current braking moment which can be used by a motor is determined according to the actual temperature and the actual electric quantity of a battery, then a preset motor braking and rear axle braking distribution curve is selected according to the maximum percentage of the current braking moment which can be used by the motor, and determining the percentage of the actual braking moment of the motor and the braking air pressure of the rear axle according to the selected preset motor braking and rear axle braking distribution curve and the actual stroke of a brake pedal, and braking according to the percentage of the actual braking moment of the motor and/or the braking air pressure of the rear axle. The invention reasonably distributes motor braking and rear axle braking, fully exerts the motor braking capability and improves the efficiency of motor braking energy recovery.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for the description of the embodiments will be briefly described below, and it is apparent that the drawings in the following description are only some embodiments of the present invention, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a flow chart of a braking energy recovery method according to an embodiment of the present invention;
FIG. 2 is a graph showing a preset motor brake versus rear axle brake distribution curve according to an embodiment of the present invention;
FIG. 3 is a graph illustrating another predetermined motor brake versus rear axle brake distribution curve provided by an embodiment of the present invention;
FIG. 4 is a graph illustrating still another predetermined motor brake and rear axle brake distribution curve according to an embodiment of the present invention;
FIG. 5 is a schematic diagram of a braking energy recovery system according to an embodiment of the present invention;
FIG. 6 is a schematic illustration of a foot brake valve provided in an embodiment of the present invention;
Fig. 7 is a schematic diagram of a rear axle control valve set according to an embodiment of the present invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
The embodiment of the invention provides a braking energy recovery method which can solve the technical problem of low recovery efficiency in the braking energy recovery process of the existing electric vehicle.
Referring to fig. 1, an embodiment of the present invention provides a braking energy recovery method, including the steps of:
step S10, determining the maximum percentage of the braking torque which can be used by the motor currently according to the actual temperature and the actual electric quantity of the battery.
Specifically, the step of determining the maximum percentage of the braking torque that the motor can currently use according to the actual temperature and the actual electric quantity of the battery comprises the following steps:
when the actual electric quantity of the battery is not smaller than the preset electric quantity of the battery or the actual temperature of the battery is not smaller than the preset battery temperature, determining that the maximum percentage of the braking torque which can be used by the motor currently is a%, and taking 0 as a%. When the actual electric quantity of the battery is not less than the preset electric quantity of the battery, the electric quantity of the battery is enough, and the brake recovery charging is not recommended. When the actual temperature of the battery is greater than the preset battery temperature, the potential safety hazard may be brought by the fact that the braking recovery charging is resumed, and the braking recovery charging is not recommended.
When the actual electric quantity of the battery is smaller than the preset battery electric quantity and the actual temperature of the battery is smaller than the preset battery temperature, determining that the maximum percentage of the braking torque which can be used by the motor currently is b%,0<b% is less than or equal to 100% according to the actual temperature of the battery. When the actual electric quantity of the battery is smaller than the preset electric quantity of the battery and the actual temperature of the battery is smaller than the preset battery temperature, the situation that the electric quantity of the battery is insufficient and the battery temperature is proper is indicated, the requirement of braking recovery charging is met, and the maximum percentage of the braking torque which can be used currently by the motor can be determined according to the actual temperature of the battery. For example, when the actual temperature of the battery is 50 ℃, the maximum percentage of the braking torque which can be used by the motor is determined to be 50%, when the actual temperature of the battery is 40 ℃, the maximum percentage of the braking torque which can be used by the motor is determined to be 70%, and when the actual temperature of the battery is lower than 30 ℃, the maximum percentage of the braking torque which can be used by the motor is determined to be 100%, and the method can be determined according to multiple test calibration.
Step S20, selecting a preset motor braking and rear axle braking distribution curve according to the maximum percentage of the current braking moment which can be used by the motor, determining the percentage of the actual braking moment of the motor and the rear axle braking air pressure according to the selected preset motor braking and rear axle braking distribution curve and the actual stroke of a brake pedal, and braking according to the percentage of the actual braking moment of the motor or/and the rear axle braking air pressure.
Specifically, the step of selecting a preset motor brake and rear axle brake distribution curve according to the maximum percentage of the brake torque that the motor can currently use, determining the percentage of the actual brake torque of the motor and the rear axle brake air pressure according to the selected preset motor brake and rear axle brake distribution curve and the actual travel of a brake pedal, and braking according to the percentage of the actual brake torque of the motor or/and the rear axle brake air pressure comprises the following steps:
When the maximum percentage of the current available braking moment of the motor is larger than 0, determining the percentage of the actual braking moment of the motor and the actual travel of a brake pedal according to the selected preset motor braking and rear axle braking distribution curve, and determining the rear axle braking air pressure, and braking by using the motor until the percentage of the actual braking moment of the motor reaches the maximum percentage of the current available braking moment of the motor, and then jointly braking by using the rear axle and the motor.
When the maximum percentage of the current braking moment which can be used by the motor is 0, the braking air pressure of the rear axle is determined according to the selected preset motor braking and rear axle braking distribution curve and the actual stroke of the brake pedal, and only the rear axle is used for braking.
For example, referring to fig. 2, when the maximum percentage of the braking torque that the motor can currently use is 50%, according to a selected preset motor braking and rear axle braking distribution curve and the actual stroke of the brake pedal, determining the percentage of the actual braking torque of the motor and the braking air pressure of the rear axle, braking by using the motor first, when the actual stroke of the brake pedal reaches about 38mm, the percentage of the actual braking torque of the motor reaches 50% of the maximum percentage of the braking torque that the motor can currently use, then intervening the rear axle, braking by using the rear axle and the motor together, reasonably distributing the motor braking and the rear axle braking, fully playing the braking capability of the motor, improving the recycling efficiency of the braking energy of the motor, and further improving the energy utilization rate of the electric vehicle.
For another example, referring to fig. 3, when the maximum percentage of the braking torque that the motor can currently use is 100%, determining the percentage of the actual braking torque of the motor and the actual travel of the brake pedal according to the selected preset motor braking and rear axle braking distribution curve and the actual travel of the brake pedal, braking by using the motor first, when the actual travel of the brake pedal reaches about 60mm, the percentage of the actual braking torque of the motor reaches 100% of the maximum percentage of the braking torque that the motor can currently use, then intervening the rear axle, braking together by using the rear axle and the motor, reasonably distributing the motor braking and the rear axle braking, exerting the maximum braking capability of the motor at the moment, and recovering the braking energy with the highest efficiency.
Referring to fig. 4, when the maximum percentage of the braking torque that the motor can currently use is 0, the braking air pressure of the rear axle is determined according to the selected preset motor braking and rear axle braking distribution curve and the actual stroke of the brake pedal, and only the rear axle is used for braking, and the motor does not participate in braking, namely, when the motor is not suitable for participating in braking energy recovery, the basic braking capability is ensured to be effective.
According to the braking energy recovery method, firstly, the maximum percentage of the braking moment which can be used by the motor at present is determined according to the actual temperature and the actual electric quantity of the battery, then a preset motor braking and rear axle braking distribution curve is selected according to the maximum percentage of the braking moment which can be used by the motor at present, the percentage of the actual braking moment of the motor and rear axle braking air pressure are determined according to the selected preset motor braking and rear axle braking distribution curve and the actual stroke of a brake pedal, and braking is carried out according to the percentage of the actual braking moment of the motor or/and the rear axle braking air pressure. The invention reasonably distributes motor braking and rear axle braking, fully exerts the motor braking capability and improves the efficiency of motor braking energy recovery.
As an optional implementation manner, before the step of determining the maximum percentage of the braking torque that can be currently used by the motor according to the actual temperature and the actual electric quantity of the battery, the method includes:
and determining the braking torque which can be used currently by the motor according to a preset motor braking torque and rotating speed curve and the current rotating speed of the motor. Specifically, fig. 4 is a preset curve of braking torque and rotation speed of the motor, when the electric vehicle is running, determining the braking torque currently available to the motor at the current rotation speed of the motor according to the curve of fig. 4, and when energy is recovered by braking, finally determining the actual braking torque of the motor according to the percentage of the braking torque currently available to the motor and the actual braking torque of the motor.
Referring to FIG. 5, an embodiment of the present invention also provides a braking energy recovery system including an ABS controller and a motor controller. Referring to fig. 5, the ABS braking system generally includes an ABS controller 8, a foot brake valve 1, 4 ABS valves 5, 4 brakes 6, 4 wheel speed sensors 7, a plurality of air reservoirs 10, and the like. The invention electrically connects the ABS controller 8 with the motor controller 9.
The motor controller is used for determining the maximum percentage of the braking torque which can be used by the motor currently according to the actual temperature and the actual electric quantity of the battery.
Specifically, when the actual electric quantity of the battery is not less than the preset electric quantity of the battery or the actual temperature of the battery is not less than the preset battery temperature, the motor controller is used for determining that the maximum percentage of the braking torque which can be used by the motor currently is a%, and the a% is 0. When the actual electric quantity of the battery is not less than the preset electric quantity of the battery, the electric quantity of the battery is enough, and the brake recovery charging is not recommended. When the actual temperature of the battery is greater than the preset battery temperature, the potential safety hazard may be brought by the fact that the braking recovery charging is resumed, and the braking recovery charging is not recommended.
When the actual electric quantity of the battery is smaller than the preset battery electric quantity and the actual temperature of the battery is not smaller than the preset battery temperature, the motor controller is used for determining that the maximum percentage of the braking torque which can be used by the motor currently is b percent, 0<b percent is less than or equal to 100 percent according to the actual temperature of the battery. When the actual electric quantity of the battery is smaller than the preset electric quantity of the battery and the actual temperature of the battery is smaller than the preset battery temperature, the situation that the electric quantity of the battery is insufficient and the battery temperature is proper is indicated, the requirement of braking recovery charging is met, and the maximum percentage of the braking torque which can be used currently by the motor can be determined according to the actual temperature of the battery. For example, when the actual temperature of the battery is 50 ℃, the maximum percentage of the braking torque which can be used by the motor is determined to be 50%, when the actual temperature of the battery is 40 ℃, the maximum percentage of the braking torque which can be used by the motor is determined to be 70%, and when the actual temperature of the battery is lower than 30 ℃, the maximum percentage of the braking torque which can be used by the motor is determined to be 100%, and the method can be determined according to multiple test calibration.
The ABS controller is used for selecting a preset motor braking and rear axle braking distribution curve according to the maximum percentage of the current braking moment which can be used by the motor, determining the percentage of the actual braking moment of the motor and the rear axle braking air pressure according to the selected preset motor braking and rear axle braking distribution curve and the actual stroke of a brake pedal, and braking according to the percentage of the actual braking moment of the motor or/and the rear axle braking air pressure.
Specifically, when the maximum percentage of the braking torque which can be used by the motor at present is greater than 0, the ABS controller is configured to determine the percentage of the actual braking torque of the motor and the actual travel of the brake pedal according to the selected preset motor braking and rear axle braking distribution curve, determine the rear axle braking air pressure, and use the motor to perform braking until the percentage of the actual braking torque of the motor reaches the maximum percentage of the braking torque which can be used by the motor at present, and then use the rear axle and the motor to perform braking together.
When the maximum percentage of the braking torque which can be used by the motor at present is 0, the ABS controller is used for determining the braking air pressure of the rear axle according to the selected preset motor braking and rear axle braking distribution curve and the actual stroke of a brake pedal, and only the rear axle is used for braking. Wherein, the ABS controller enables the motor controller to exit from controlling motor braking.
For example, referring to fig. 2, when the maximum percentage of the braking torque that the motor can currently use is 50%, according to a selected preset motor braking and rear axle braking distribution curve and the actual stroke of the brake pedal, determining the percentage of the actual braking torque of the motor and the brake air pressure of the rear axle, braking by using the motor first, when the actual stroke of the brake pedal reaches about 38mm, the percentage of the actual braking torque of the motor reaches 50% of the maximum percentage of the braking torque that the motor can currently use, then intervening the rear axle, braking by using the rear axle and the motor together, reasonably distributing the motor braking and the rear axle braking, fully playing the braking capability of the motor, and improving the efficiency of recycling the electromechanical braking energy.
For another example, referring to fig. 3, when the maximum percentage of the braking torque that the motor can currently use is 100%, determining the percentage of the actual braking torque of the motor and the actual travel of the brake pedal according to the selected preset motor braking and rear axle braking distribution curve and the actual travel of the brake pedal, braking by using the motor first, when the actual travel of the brake pedal reaches about 60mm, the percentage of the actual braking torque of the motor reaches 100% of the maximum percentage of the braking torque that the motor can currently use, then intervening the rear axle, braking together by using the rear axle and the motor, reasonably distributing the motor braking and the rear axle braking, exerting the maximum braking capability of the motor at the moment, and recovering the braking energy with the highest efficiency.
Referring to fig. 4, when the maximum percentage of the braking torque that the motor can currently use is 0, the braking air pressure of the rear axle is determined according to the selected preset motor braking and rear axle braking distribution curve and the actual stroke of the brake pedal, and only the rear axle is used for braking, and the motor does not participate in braking, namely, when the motor is not suitable for participating in braking energy recovery, the basic braking capability is ensured to be effective.
According to the braking energy recovery system provided by the embodiment of the invention, the motor braking and the rear axle braking are reasonably distributed, the braking capacity of the motor is fully exerted, and the efficiency of the braking energy recovery of the motor is improved.
In an alternative embodiment, the braking energy recovery system further comprises a travel sensor 16, wherein the travel sensor 16 is arranged on the foot brake valve and is electrically connected with the ABS controller, and the travel sensor 16 is used for collecting the travel of a brake pedal. Specifically, referring to fig. 6, a travel sensor 16 may be integrated inside the foot brake valve 1 to collect the travel of the brake pedal in real time and send the travel data to the ABS controller 8. The travel sensor 16 in fig. 6 may be provided with two circuits that verify the results against each other.
As an alternative implementation manner, referring to fig. 7, in an embodiment of the invention, the braking energy recovery system further includes a rear axle control valve group 3, where the rear axle control valve group is provided with a first interface 31, a second interface 32, a third interface 33, a fourth interface 34, a chamber 35, a first solenoid valve a, a second solenoid valve B, and a third control valve C, the first interface 31 is connected to the air storage compartment 10, an inlet of the second solenoid valve B, and the chamber 35, the fourth interface 34 is connected to the foot brake valve 1 and an inlet of the first solenoid valve a, the second interface 32 is connected to an outlet of the chamber 35 and the ABS valve 5, the third interface 33 is connected to the outside, an outlet of the first solenoid valve a is connected to the chamber 35 and an inlet of the third control valve C, an outlet of the second solenoid valve B is connected to an inlet of the third control valve C, and an outlet of the third control valve C is connected to the third interface 33.
Referring to fig. 5 and 7, in general, the marks 2 and 3 in fig. 5 are a front axle relay valve and a rear axle relay valve, respectively, and in the embodiment of the present invention, the rear axle relay valve is improved to be a rear axle control valve group 3, when the braking energy recovery system does not perform braking energy recovery, the first electromagnetic valve a, the second electromagnetic valve B and the third control valve C do not act, the fourth interface 34 is communicated with the chamber 35, and when the brake pedal is depressed, the foot brake valve 1 outputs air pressure to the chamber 35, and the air pressure of the second interface 32 is equal to the air pressure corresponding to the chamber 35, so as to ensure that the braking function of the whole vehicle is normal. When the pressure of the chamber 35 is higher than the pressure of the second interface 32, the first interface 31 is communicated with the second interface 32, the second interface 32 is disconnected from the third interface 33, the compressed air flows from the first interface 31 to the second interface 32, when the pressure of the chamber 35 is equal to the pressure of the second interface 32, the first interface 31 is disconnected from the second interface 32, the second interface 32 is disconnected from the third interface 33, and when the pressure of the chamber 35 is lower than the pressure of the second interface 32, the first interface 31 is disconnected from the second interface 32, the second interface 32 is communicated with the third interface 33, and the compressed air flows from the third interface 33 to the atmosphere. When the braking energy recovery system carries out braking energy recovery, the first electromagnetic valve A acts, the fourth interface 34 is closed, the second electromagnetic valve B acts, the second electromagnetic valve B leads compressed air to the chamber 35, the compressed air is directly led to the second interface 32 from the first interface 31, when the air pressure sensor senses that the air pressure reaches the required air pressure, the second electromagnetic valve B is closed, the first interface 31 is disconnected from the second interface 32, when the air pressure of the second interface 32 is too high, the third electromagnetic valve C acts, the air pressure of the chamber 35 and the compressed air of the second interface 32 are simultaneously discharged from the third interface 33, and when the air pressure reaches the required pressure, the third control valve C does not act.
The embodiment of the invention also provides an electric vehicle, which comprises the braking energy recovery system, wherein the braking energy recovery system comprises an ABS controller and a motor controller, and the motor controller is electrically connected with the ABS controller. The motor controller is used for determining the maximum percentage of the braking torque which can be used by the motor currently according to the actual temperature and the actual electric quantity of the battery. The ABS controller is used for selecting a preset motor braking and rear axle braking distribution curve according to the maximum percentage of the current braking moment which can be used by the motor, determining the percentage of the actual braking moment of the motor and the rear axle braking air pressure according to the selected preset motor braking and rear axle braking distribution curve and the actual stroke of a brake pedal, and braking according to the percentage of the actual braking moment of the motor or/and the rear axle braking air pressure. The motor braking and the rear axle braking are reasonably distributed, so that the motor braking capability is fully exerted, and the efficiency of motor braking energy recovery is improved.
In the description of the present invention, it should be noted that the azimuth or positional relationship indicated by the terms "upper", "lower", etc. are based on the azimuth or positional relationship shown in the drawings, and are merely for convenience of describing the present invention and simplifying the description, and are not indicative or implying that the apparatus or element in question must have a specific azimuth, be constructed and operated in a specific azimuth, and thus should not be construed as limiting the present invention. Unless specifically stated or limited otherwise, the terms "mounted," "connected," "coupled," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected, mechanically connected, electrically connected, directly connected, or indirectly connected via an intervening medium, or may be in communication between two elements. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art according to the specific circumstances.
It should be noted that in the present invention, relational terms such as "first" and "second" and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises an element.
The foregoing is only a specific embodiment of the invention to enable those skilled in the art to understand or practice the invention. Various modifications to these 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. 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 novel features of the invention herein.
Claims (6)
1. A braking energy recovery method, characterized by comprising the steps of:
determining the maximum percentage of the braking torque which can be used currently by the motor according to the actual temperature and the actual electric quantity of the battery;
Selecting a preset motor braking and rear axle braking distribution curve according to the maximum percentage of the current braking moment which can be used by the motor, determining the percentage of the actual braking moment of the motor and the rear axle braking air pressure according to the selected preset motor braking and rear axle braking distribution curve and the actual stroke of a braking pedal, and braking according to the percentage of the actual braking moment of the motor or/and the rear axle braking air pressure;
The step of determining the maximum percentage of the braking torque which can be used by the motor currently according to the actual temperature and the actual electric quantity of the battery comprises the following steps:
when the actual electric quantity of the battery is not less than the preset electric quantity of the battery or the actual temperature of the battery is not less than the preset battery temperature, determining that the maximum percentage of the braking torque which can be used currently by the motor is a%, wherein the a% is 0, and at the moment, stopping, recycling and charging are not recommended;
When the actual electric quantity of the battery is smaller than the preset battery electric quantity and the actual temperature of the battery is smaller than the preset battery temperature, determining that the maximum percentage of the braking torque which can be used currently by the motor is b percent, 0<b percent is smaller than or equal to 100 percent according to the actual temperature of the battery, and suggesting braking recovery charging at the moment;
The step of selecting a preset motor braking and rear axle braking distribution curve according to the maximum percentage of the current braking moment that the motor can use, determining the percentage of the actual braking moment of the motor and the rear axle braking air pressure according to the selected preset motor braking and rear axle braking distribution curve and the actual travel of a braking pedal, and braking according to the percentage of the actual braking moment of the motor or/and the rear axle braking air pressure comprises the following steps:
When the maximum percentage of the current available braking moment of the motor is larger than 0, determining the percentage of the actual braking moment of the motor and the actual travel of a brake pedal according to a selected preset motor braking and rear axle braking distribution curve, and determining the braking air pressure of the rear axle, braking by using the motor until the percentage of the actual braking moment of the motor reaches the maximum percentage of the current available braking moment of the motor, and then jointly braking by using the rear axle and the motor;
When the maximum percentage of the current braking moment which can be used by the motor is 0, the braking air pressure of the rear axle is determined according to the selected preset motor braking and rear axle braking distribution curve and the actual stroke of the brake pedal, and only the rear axle is used for braking.
2. The braking energy recovery method according to claim 1, wherein the step of determining the maximum percentage of the braking torque currently usable by the motor based on the actual temperature and the actual amount of electricity of the battery includes:
and determining the braking torque which can be used currently by the motor according to a preset motor braking torque and rotating speed curve and the current rotating speed of the motor.
3. The braking energy recovery system is characterized by comprising an ABS controller and a motor controller, wherein the motor controller is electrically connected with the ABS controller;
The motor controller is used for determining the maximum percentage of the braking torque which can be used by the motor currently according to the actual temperature and the actual electric quantity of the battery;
the ABS controller is used for selecting a preset motor braking and rear axle braking distribution curve according to the maximum percentage of the braking moment which can be used by the motor at present, determining the percentage of the actual braking moment of the motor and the rear axle braking air pressure according to the selected preset motor braking and rear axle braking distribution curve and the actual stroke of a brake pedal, and braking according to the percentage of the actual braking moment of the motor or/and the rear axle braking air pressure;
When the actual electric quantity of the battery is not less than the preset electric quantity of the battery or the actual temperature of the battery is not less than the preset battery temperature, the motor controller is used for determining that the maximum percentage of the braking torque which can be used by the motor currently is a percent, the a percent is 0, and the re-braking, recycling and charging are not recommended at the moment;
When the actual electric quantity of the battery is smaller than the preset battery electric quantity and the actual temperature of the battery is smaller than the preset battery temperature, the motor controller is used for determining that the maximum percentage of the braking torque which can be used by the motor currently is b percent, 0<b percent is smaller than or equal to 100 percent according to the actual temperature of the battery, and braking recovery charging is recommended at the moment;
When the maximum percentage of the current available braking torque of the motor is larger than 0, the ABS controller is used for determining the percentage of the actual braking torque of the motor and the actual travel of a brake pedal according to a selected preset motor braking and rear axle braking distribution curve, and determining the braking air pressure of the rear axle, and braking by using the motor until the percentage of the actual braking torque of the motor reaches the maximum percentage of the current available braking torque of the motor, and then braking by using the rear axle and the motor together;
When the maximum percentage of the braking torque which can be used by the motor at present is 0, the ABS controller is used for determining the braking air pressure of the rear axle according to the selected preset motor braking and rear axle braking distribution curve and the actual stroke of a brake pedal, and only the rear axle is used for braking.
4. The braking energy recovery system according to claim 3, further comprising:
and the travel sensor is arranged on the foot brake valve and is electrically connected with the ABS controller, and the travel sensor is used for collecting the travel of the brake pedal.
5. The braking energy recovery system according to claim 3, further comprising:
The rear axle control valve group, the rear axle control valve group is equipped with first interface, second interface, third interface, fourth interface, cavity, first solenoid valve, second solenoid valve and third control valve, first interface is connected with the import and the cavity of gas storage cabin, second solenoid valve, the fourth interface with foot brake valve and the access connection of first solenoid valve, the second interface with the export and the ABS valve of cavity are connected, the third interface communicates with the external world, the export and the cavity of first solenoid valve and the access connection of third control valve, the export and the access connection of third control valve of second solenoid valve, the export of third control valve with third interface connection.
6. An electric vehicle comprising a braking energy recovery system according to any one of claims 3 to 5.
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| CN104859459A (en) * | 2014-07-30 | 2015-08-26 | 北汽福田汽车股份有限公司 | Method for determining regenerative braking torque |
| CN106004461A (en) * | 2016-06-27 | 2016-10-12 | 成都雅骏新能源汽车科技股份有限公司 | Regenerative braking control method for rear drive electric wagon |
| CN106004463A (en) * | 2016-07-04 | 2016-10-12 | 吉林大学 | Brake control system of pure electric city bus and control method thereof |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN102485563A (en) * | 2010-12-03 | 2012-06-06 | 上海中科深江电动车辆有限公司 | Energy-saving method of electric vehicle for realizing recovery of braking energy by adopting one-way clutch device |
| CN102923128B (en) * | 2012-10-11 | 2015-06-24 | 吉林大学 | Method for controlling four-wheel hub motor to separately drive regenerative braking system of electric vehicle |
| CN109606125B (en) * | 2018-12-21 | 2023-10-27 | 中国重汽集团济南动力有限公司 | New energy commercial vehicle braking energy recovery system and control method |
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Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104859459A (en) * | 2014-07-30 | 2015-08-26 | 北汽福田汽车股份有限公司 | Method for determining regenerative braking torque |
| CN106004461A (en) * | 2016-06-27 | 2016-10-12 | 成都雅骏新能源汽车科技股份有限公司 | Regenerative braking control method for rear drive electric wagon |
| CN106004463A (en) * | 2016-07-04 | 2016-10-12 | 吉林大学 | Brake control system of pure electric city bus and control method thereof |
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