CN104442767A - Hydraulic braking system having energy feedback and ESP functions and control method of hydraulic braking system - Google Patents
Hydraulic braking system having energy feedback and ESP functions and control method of hydraulic braking system Download PDFInfo
- Publication number
- CN104442767A CN104442767A CN201410811684.3A CN201410811684A CN104442767A CN 104442767 A CN104442767 A CN 104442767A CN 201410811684 A CN201410811684 A CN 201410811684A CN 104442767 A CN104442767 A CN 104442767A
- Authority
- CN
- China
- Prior art keywords
- valve
- brake
- controller
- pressure
- normal close
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- 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
- B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
- B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
-
- 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
- B60T8/343—Systems characterised by their lay-out
- B60T8/344—Hydraulic 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
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/30—ESP control system
-
- 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
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/60—Regenerative braking
- B60T2270/613—ESP features related thereto
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Regulating Braking Force (AREA)
Abstract
The invention relates to a hydraulic braking system having energy feedback and ESP functions and a control method of the hydraulic braking system. Two oil paths arranged in an X shape in a pressure regulating module in the hydraulic system are provided with identical devices and have the identical control mode, and only the first oil path is taken as an example and is characterized in that a first pedal simulator, a third normally-open valve and a first hydraulic branch are arranged on a pipeline between a first normally-closed valve and an inlet of a first oil pump, one end of the first pedal simulator is connected with one end of the first normally-closed valve, the other end of the first pedal simulator is connected with the inlet of the first oil pump through the third normally-open valve and the first hydraulic branch in sequence; a first orifice, a third one-way valve, a first oil storage tank and a third normally-closed valve are sequentially arranged on the first hydraulic branch. A fourth one-way valve is arranged on a pipeline between the first normally-closed valve and a first pressure increasing valve, and a fourth normally-open valve is arranged on a pipeline between a first normally-open valve and the first pressure increasing valve.
Description
Technical field
The present invention relates to a kind of vehicle hydraulic stabilitrak and method, particularly about a kind of hydraulic brake system and the control method thereof with energy feedback and ESP function.
Background technology
Brake energy feedback system can reclaim the mechanical energy of automobile in car deceleration process, is the important technology improving electric automobile whole energy economy.But meanwhile, the intervention of motor regenerative braking braking traveling comfort to car load under normal and extreme damped condition, braking safety can bring impact.Therefore for the requirement of Regenerative Braking in Electronic Vehicle, the basis of original brake system is researched and developed energy feedback type hydraulic brake system, become the focus that current well-known car company in the world and parts producer competitively develop.Energy feedback type hydraulic brake system is the key factor determining electric automobile whole braking safety, braking traveling comfort and Brake energy recovery efficiency, becomes a Key Common Technologies of electronlmobil and a kind of core competitiveness parts product.
At present, the hydraulic brake system with braking energy feedback function of external proposition mainly can be divided three classes: the first kind is the feed-back type hydraulic brake system based on EHB (EHB), and the representational product of most is the ECB system of Toyota.Equations of The Second Kind is based on traditional Full Vehicle Dynamics control system (ESP, Electronic StabilityProgram, electronic stability program) feed-back type hydraulic brake system, the representational product of most is the ESP-hev of Bosch and the MK100 system of Continental AG.3rd class is the feed-back type hydraulic brake system based on novel master cylinder, and the representational product of most is the EDiB system of Nissan.Above system all can realize energy recovery function, ensures braking traveling comfort and safety preferably simultaneously.But these systems have all carried out redesign in various degree to conventional hydraulic brake system, add the parts that the requirement of the accuracy of manufacture such as high pressure accumulator, electromagnetic proportional valve is higher, manufacture difficulty is comparatively large, and cost is higher.
Summary of the invention
For the problems referred to above, under the object of this invention is to provide a kind of prerequisite ensureing good pedal sense, the hydraulic brake system with energy feedback and ESP function and the control method thereof of maximum Brake energy recovery and vehicle stabilization control can be realized.
For achieving the above object, the present invention takes following technical scheme: a kind of hydraulic brake system with energy feedback and ESP function, and it comprises brake pedal, master brake cylinder, brake wheel cylinder, pressure adjusting module, brake controller BCU, entire car controller VCU, electric machine controller MCU, drive motor and ESP controller, the pressure of described pressure adjusting module to described brake wheel cylinder that the oil circuit that described master brake cylinder is arranged by X-type and oil circuit are arranged controls, and described pressure adjusting module comprises first, second normal close valve, first, second normally open valve, first, second high-tension damper, first, second oil pump, pump motor, first, second check valve, first, second low pressure accumulator, first, second, 3rd, 4th reducing valve, first, second, 3rd, 4th pressure charging valve, first, second master cylinder pressure sensor, first, second, 3rd, fourth round cylinder pressure transducer, and yaw-rate sensor and lateral acceleration sensor, is characterized in that: the pipeline between described first normal close valve and the first oil pump inlet sets gradually the first pedal simulator, 3rd normally open valve and the first hydraulic branch, one end of described first pedal simulator is connected with one end of described first normal close valve, and its other end is connected with described first oil pump inlet with the first hydraulic branch by described 3rd normally open valve successively, pipeline between described first normal close valve and the first pressure charging valve is arranged the 4th check valve, one end of described 4th check valve is connected with described first normal close valve, and its other end is connected with described first pressure charging valve, pipeline between described first normally open valve and the first pressure charging valve is arranged the 4th normally open valve, one end of described 4th normally open valve is connected with one end of the first normally open valve, and its other end is connected with one end of described first pressure charging valve, pipeline between described second normal close valve and the second oil pump inlet sets gradually the second pedal simulator, 5 constant virtues valve opening and the second hydraulic branch, one end of described second pedal simulator is connected with one end of described second normal close valve, and its other end is connected with the entrance of the second hydraulic branch with described second oil pump by described 5 constant virtues valve opening successively, pipeline between described second normal close valve and the 4th pressure charging valve is arranged the 6th check valve, one end of described 6th check valve is connected with described second normal close valve, and its other end is connected with described 4th pressure charging valve, pipeline between described second normally open valve and the 4th pressure charging valve is arranged the 6th normally open valve, one end of described 6th normally open valve is connected with one end of described second normally open valve, and its other end is connected with one end of described 4th pressure charging valve.
Described first hydraulic branch comprises first segment discharge orifice, the 3rd check valve, the first petrol storage tank and the 3rd normal close valve; One end of described first segment discharge orifice is connected with one end of described 3rd normally open valve, and its other end is connected with described 3rd check valve; The other end of described 3rd check valve is connected with one end of described first petrol storage tank, and the other end of described first petrol storage tank is connected with one end of described 3rd normal close valve, and the other end of described 3rd normal close valve is connected with the entrance of described first oil pump; Described second hydraulic branch comprises second section discharge orifice, the 5th check valve, the second petrol storage tank and the 4th normal close valve, and one end of described second section discharge orifice is connected with one end of described 5 constant virtues valve opening, and its other end is connected with described 5th check valve; The other end of described 5th check valve is connected with one end of described second petrol storage tank, and the other end of described second petrol storage tank is connected with one end of described 4th normal close valve, and the other end of described 4th normal close valve is connected with the entrance of described second oil pump.
Based on a described control method with the hydraulic brake system of energy feedback and ESP function, it comprises following content: the 1) implementation process that controls of Brake energy recovery and ESP function integration; According to the pressure of the yaw velocity α, lateral acceleration and the master brake cylinder that receive, ESP controller judges whether vehicle breaks away, and whether entire car controller VCU occurs to break away according to vehicle is selected to adopt regenerative braking or adopt traditional E SP to control; 2) implementation process of braking energy recovering function; Brake controller BCU control presssure adjustment module, electric machine controller MCU control drive motor and realize braking energy recovering function; 3) implementation process of ESP function; ESP controller control presssure adjustment module realizes ESP function.
Described step 1) in, whether entire car controller VCU occurs to break away according to vehicle is selected to adopt regenerative braking or adopt traditional E SP to control, it specifically comprises: in vehicle travel process, yaw-rate sensor detects the yaw velocity α of car load and transfers to ESP controller, lateral acceleration sensor detects the lateral acceleration of car load and transfers to ESP controller, and first, second master cylinder pressure sensor all detects the pressure of master brake cylinder and transfers to ESP controller; ESP controller calculates nominal yaw velocity α by observation algorithm
nO, nominal side slip angle β
nOand actual side slip angle β; ESP controller is incited somebody to action | α-α
nO| with | β-β
nO| respectively with the threshold value α of yaw velocity preset
limwith the threshold value of side slip angle
limcompare, when | α-α
nO| < α
limand | β-β
nO| < β
limtime, entire car controller VCU selects to adopt regenerative braking; When | α-α
nO| > α
limor | β-β
nO| > β
limtime, entire car controller VCU selects to adopt traditional E SP to control.
Described step 2) in, brake controller BCU control presssure adjustment module realizes braking energy recovering function, it specifically comprises: the first and second master cylinder pressure sensors all detect the pressure value P of master brake cylinder and pressure change rate Δ P/ Δ t, and the result detected is transferred to brake controller BCU, brake controller BCU calculates the total braking force square T needed for the near front wheel and off front wheel according to pressure value P
totalwith regenerative braking torque command value T, and send to entire car controller VCU by CAN, entire car controller VCU calculates by current motor rotating speed, battery SOC data the maximum Return moment T that drive motor can provide
1, entire car controller VCU8 is by maximum Return moment value T
1absolute value and the absolute value of regenerative braking torque command value T compare, get both smaller values as motor feedback torque command value T
reg_cmd, regenerative braking torque command value T is sent to electric machine controller MCU, electric machine controller MCU controls the actual Return moment value T of drive motor output according to the regenerative braking torque command value T received
act, as the total braking force square T needed for the near front wheel and off front wheel
totalbe less than the actual Return moment value T that drive motor exports
acttime, brake controller BCU is controlled second, third reducing valve by Duty ratio control method, the wheel cylinder braking liquid of the near front wheel flows in the first low pressure accumulator by the second reducing valve, the wheel cylinder braking liquid of off front wheel flows in the second low pressure accumulator by the 3rd reducing valve, and brake controller BCU is by carrying out the decompression of Duty ratio control realization to front-wheel wheel cylinder different rates to second, third reducing valve, as the total braking force square T needed for the near front wheel and off front wheel
totalbe greater than the actual Return moment value T that drive motor exports
acttime, brake controller BCU controls the 3rd to the 6th normally open valve, and the 3rd to the 4th normal close valve powers on, and control pump machine operation, first oil pump is by the braking liquid in the first petrol storage tank and the first low pressure accumulator, pump into the near front wheel wheel cylinder by the first high-tension damper and the second pressure charging valve successively, in the first petrol storage tank and the first low pressure accumulator, the pressure of braking liquid is used for compensating the total braking force square T needed for the near front wheel
totalthe actual Return moment value T exported with drive motor
actdifference, second oil pump is by the braking liquid in the second petrol storage tank and the second low pressure accumulator, pump into off front wheel wheel cylinder by the second high-tension damper and the 3rd pressure charging valve successively, in the second petrol storage tank and the second low pressure accumulator, the pressure of braking liquid is used for compensating the total braking force square T needed for off front wheel
totalthe actual Return moment value T exported with drive motor
actdifference, brake controller BCU controls the 3rd normal close valve and pump motor by Duty ratio control method, realize the control to the near front wheel wheel cylinder rate of pressurization, brake controller BCU controls the 4th normal close valve and pump motor by Duty ratio control method, realizes the control to off front wheel wheel cylinder rate of pressurization, along with the speed of a motor vehicle reduces, the Return moment that drive motor produces diminishes gradually, entire car controller VCU controls regenerative braking moment and is reduced to zero with certain reduction slope from currency, while Return moment reduces gradually, brake controller BCU adopts Duty ratio control method to control the 3rd, 4th normal close valve, pump motor, second, 3rd pressure charging valve, the braking liquid in the first petrol storage tank and the first low pressure accumulator is made to enter in the near front wheel wheel cylinder, the braking liquid in the second petrol storage tank and the second low pressure accumulator is made to enter in off front wheel wheel cylinder, to reduce with Return moment the pressure that identical slope increases front axle wheel cylinder, until stop, brake controller BCU resets the first to the 6th normally open valve, first to fourth normal close valve, first to fourth pressure charging valve, first to fourth reducing valve and pump motor.
Described step 3) in, ESP controller control presssure adjustment module realizes ESP function, it specifically comprises: when needs carry out supercharging to off hind wheel, brake controller BCU adopts the method for Duty ratio control to control pump motor and the first pressure charging valve, and the braking liquid in master brake cylinder is pumped into off hind wheel by pump motor successively after the first normal close valve, the 3rd normally open valve, the first oil pump, the first high-tension damper, the 4th normally open valve and the first pressure charging valve; When needs carry out supercharging to the near front wheel, brake controller BCU adopts the method for Duty ratio control to control pump motor and the second pressure charging valve, and the braking liquid in master brake cylinder is pumped into the near front wheel by pump motor successively after the first normal close valve, the 3rd normally open valve, the first oil pump, the first high-tension damper and the second pressure charging valve.
The present invention is owing to taking above technical scheme, it has the following advantages: 1, the present invention is owing to improving pressure adjusting module in conventional hydraulic brake system, pipeline between the first normal close valve and the first oil pump inlet sets gradually the first pedal simulator, the 3rd normally open valve and the first hydraulic branch, pipeline between the first normal close valve and the first pressure charging valve is arranged the 3rd check valve, the pipeline between the first normally open valve and the first pressure charging valve is arranged the 4th normally open valve, pipeline between the second normal close valve and the second oil pump inlet sets gradually the second pedal simulator, 5 constant virtues valve opening and the second hydraulic branch, pipeline between the second normal close valve and the 4th pressure charging valve is arranged the 5th check valve, the pipeline between the second normally open valve and the 4th pressure charging valve is arranged the 6th normally open valve, front-wheel hydraulic braking of the present invention and drive motor regenerative braking co-ordination, and in regenerative braking process, master brake cylinder does not produce with front wheel brake and is mechanically connected, and be connected with pedal simulator and fluid reservoir, so while drive motor completes energy feedback, the pedal sense of stretcher can not be affected, and braking energy can be reclaimed to greatest extent, also can realize ABS (Anti-lockBrakeSystem simultaneously, anti-skid brake system), TCS (Traction Control System, anti-slip regulation) and the function such as ESP, the safety of vehicle is ensure that while improving electro-motive vehicle energy economy.2, the present invention only needs the ESP pressure regulator in motor vehicle braking system in prior art simply to transform, and without the need to redesigning, avoids the parts using the manufacture difficulty such as high pressure accumulator, electromagnetic proportional valve larger simultaneously; To the function that in hybrid power or pure electro-motive vehicle controller, software carries out rationally, Reliable Design can realize energy feedback, ABS, TCS and ESP; Less to hydraulic brake system transformation, Brake energy recovery efficiency is higher, brake pedal feel is good, the present invention can realize Brake energy recovery and ESP overall-in-one control schema, do not affect the driving habit of chaufeur, deceleration and stopping performance meets laws and regulations requirement, improves vehicle economy, reduce the cost of development of motor vehicle driven by mixed power, pure electric vehicle system, improve energy recovery efficiency in braking procedure.Based on above advantage, the present invention can be widely used in electro-motive vehicle.
Accompanying drawing explanation
Fig. 1 is the structural representation of hydraulic tubing in traditional Full Vehicle Dynamics control system;
Fig. 2 is the integral structure schematic diagram that the present invention has the hydraulic brake system of energy feedback and ESP function; Wherein ,-represent mechanical connection,---represent that signal connects.
Detailed description of the invention
Below in conjunction with drawings and Examples, the present invention is described in detail.
As shown in Figure 1, the hydraulic tubing in traditional Full Vehicle Dynamics control system is primarily of compositions such as oil cabinet 1, vacuum booster 2, brake pedal 3, master brake cylinder 4, brake wheel cylinder 5 and pressure adjusting modules 6.The pressure of pressure adjusting module 6 pairs of brake wheel cylinders 5 that the oil circuit that master brake cylinder 4 is arranged by X-type and oil circuit are arranged controls.Wherein, brake wheel cylinder 5 comprises off hind wheel wheel cylinder 51, the near front wheel wheel cylinder 52, off front wheel wheel cylinder 53 and left rear wheel wheel cylinder 54.Master brake cylinder 4 is controlled off hind wheel wheel cylinder 51 and the near front wheel wheel cylinder 52 respectively by the first oil circuit, is controlled respectively by the second oil circuit to off front wheel wheel cylinder 53 and left rear wheel wheel cylinder 54.
Wherein, pressure adjusting module 6 comprises first, second normal close valve 601, 602, first, second normally open valve 603, 604, first, second high-tension damper 605, 606, first, second oil pump 607, 608, pump motor 609, first, second check valve 610, 611, first, second low pressure accumulator 612, 613, first, second, 3rd, 4th reducing valve 614, 615, 616, 617, first, second, 3rd, 4th pressure charging valve 618, 619, 620, 621, first, second master cylinder pressure sensor 622, 623, first, second, 3rd, fourth round cylinder pressure transducer 624, 625, 626, 627, and yaw-rate sensor (not shown) and lateral acceleration sensor (not shown).Wherein, first master cylinder pressure sensor 622 is arranged on the first oil outlet place of master brake cylinder 6, second master cylinder pressure sensor 623 is arranged on the second oil outlet place of master brake cylinder 6, and first, second, third, fourth Wheel cylinder pressure sensors 624,625,626,627 is successively set on the entrance of off hind wheel wheel cylinder 51, the near front wheel wheel cylinder 52, off front wheel wheel cylinder 53 and left rear wheel wheel cylinder 54.First, second oil pump 607,608 is all connected with pump motor 609.
The device arranged in the oil circuit that pressure adjusting module 6 is arranged at two X-types is all identical with mode, is only described for the first oil circuit.
In pressurization, when realizing ESP function, first oil outlet of master brake cylinder 6 is connected with off hind wheel wheel cylinder 51 with the first pressure charging valve 618 by the first normal close valve 601, first oil pump 607, first high-tension damper 605 successively, is connected successively by the first normal close valve 601, first oil pump 607, first high-tension damper 605 with the second pressure charging valve 619 with the near front wheel wheel cylinder 52 simultaneously; When realizing conventional brake, the first oil outlet of master brake cylinder 6 is connected with off hind wheel wheel cylinder 51 with the first pressure charging valve 618 by the first normally open valve 603 successively, is connected successively by the first normally open valve 603 with the second pressure charging valve 619 with the near front wheel wheel cylinder 52 simultaneously.
In decompression process, off hind wheel wheel cylinder 51 is connected with the first oil outlet of master brake cylinder 6 with the first normally open valve 603 by the first reducing valve 614, first low pressure accumulator 612, first check valve 610, first oil pump 607, first high-tension damper 605 successively.The near front wheel wheel cylinder 52 passes through the first oil outlet of the second reducing valve 615, first low pressure accumulator 612, first check valve 610, first oil pump 607, first high-tension damper 605 and the first normally open valve 603 and master brake cylinder 6 successively.
Shown in Fig. 2, the difference of hydraulic brake system and hydraulic brake system of the prior art that the present invention has energy feedback and ESP function is the transformation to pressure adjusting module 6.The device arranged in two oil circuits that improved pressure adjusting module 6 is arranged at X-type is all identical with mode, and it specifically comprises:
Pipeline between the first normal close valve 601 and the first oil pump 607 entrance sets gradually the first pedal simulator 628, the 3rd normally open valve 629 and the first hydraulic branch 630, one end of first pedal simulator 628 is connected with one end of the first normal close valve 601, and its other end is connected with the first oil pump 607 entrance with the first hydraulic branch 630 by the 3rd normally open valve 629 successively.
First hydraulic branch 630 is arranged first segment discharge orifice 631, the 3rd check valve 632, first petrol storage tank 633 and the 3rd normal close valve 634.One end of first segment discharge orifice 631 is connected with one end of the 3rd normally open valve 629, and its other end is connected with the 3rd check valve 632; The other end of the 3rd check valve 632 is connected with one end of the first petrol storage tank 633, and the other end of the first petrol storage tank 633 is connected with one end of the 3rd normal close valve 634, and the other end of the 3rd normal close valve 634 is connected with the entrance of the first oil pump 607.
One end pipeline between the first normal close valve 601 and the first pressure charging valve 618 being arranged the 4th check valve the 635, four check valve 635 is connected with the first normal close valve 601, and its other end is connected with the first pressure charging valve 618.
One end pipeline between the first normally open valve 603 and the first pressure charging valve 618 being arranged the 4th normally open valve the 636, four normally open valve 636 is connected with one end of the first normally open valve 603, and its other end is connected with one end of the first pressure charging valve 618.
Pipeline between the second normal close valve 602 and the second oil pump 608 entrance sets gradually the second pedal simulator 637,5 constant virtues valve opening 638 and the second hydraulic branch 639, one end of second pedal simulator 637 is connected with one end of the second normal close valve 602, and its other end is connected with the entrance of the second hydraulic branch 639 with the second oil pump 608 by 5 constant virtues valve opening 638 successively.
Second hydraulic branch 639 is arranged second section discharge orifice 640, the 5th check valve 641, second petrol storage tank 642 and the 4th normal close valve 643.One end of second section discharge orifice 640 is connected with one end of 5 constant virtues valve opening 638, and its other end is connected with the 5th check valve 641; The other end of the 5th check valve 641 is connected with one end of the second petrol storage tank 642, and the other end of the second petrol storage tank 642 is connected with one end of the 4th normal close valve 643, and the other end of the 4th normal close valve 643 is connected with the entrance of the second oil pump 608.
One end pipeline between the second normal close valve 602 and the 4th pressure charging valve 621 being arranged the 6th check valve the 644, six check valve 644 is connected with the second normal close valve 602, and its other end is connected with the 4th pressure charging valve 621.
One end pipeline between the second normally open valve 604 and the 4th pressure charging valve 621 being arranged the 6th normally open valve the 645, six normally open valve 645 is connected with one end of the second normally open valve 604, and its other end is connected with one end of the 4th pressure charging valve 621.
Brake controller BCU7 controls first, second, third, fourth normal close valve 601,602,634,643, first, second, third, fourth, the 5th, the 6th normally open valve 603,604,629,636,638,645, first, second, third, fourth, the 5th, the 6th check valve 610,611,632,635,641,644, first, second, third, fourth reducing valve 614,615,616,617, first, second, third, fourth pressure charging valve 618,619,620,621, and pump motor 609 action.All communication is carried out by CAN network between brake controller BCU7 and entire car controller VCU8, between entire car controller VCU8 and electric machine controller MCU9.Electric machine controller MCU9 controls drive motor 10.Yaw-rate sensor, lateral acceleration sensor and first, second master cylinder pressure sensor 622,623 all by the Signal transmissions that detects to ESP controller 11.
The hydraulic brake system adopting the present invention to have energy feedback and ESP function carries out hydraulic braking, and it specifically comprises following content:
1) implementation process that controls of Brake energy recovery and ESP function integration
Usually, vehicle body sideslip trend is not occurring, brake controller BCU7 detects braking energy feedback on-off signal simultaneously, when namely allowing Brake energy recovery, adopts drive motor 10 to brake, to reach the object of feeding braking energy back to greatest extent as far as possible.When vehicle body has sideslip trend, adopt and remove regenerative braking rapidly, the mode worked by traditional E SP ensures vehicle safety.
In vehicle travel process, yaw-rate sensor detects the yaw velocity α of car load and transfers to ESP controller 11, lateral acceleration sensor detects the lateral acceleration of car load and transfers to ESP controller 11, and first, second master cylinder pressure sensor 622,623 all detects the pressure of master brake cylinder 4 and transfers to ESP controller 11.
ESP controller 11 calculates nominal yaw velocity α by observation algorithm
nO, nominal side slip angle β
nOand actual side slip angle β.
ESP controller 11 is incited somebody to action | α-α
nO| with | β-β
nO| respectively with the threshold value α of yaw velocity preset
limwith the threshold value of side slip angle
limcompare.When | α-α
nO| < α
limand | β-β
nO| < β
limtime, there is not slippage in vehicle, entire car controller VCU8, by the enable energy recovery function of braking energy feedback on-off signal, now can use regenerative braking to improve car load energy economy; When | α-α
nO| > α
limor | β-β
nO| > β
limtime, vehicle generation slippage, entire car controller VCU8 stops energy recovery function by braking energy feedback on-off signal, now exits braking energy feedback function immediately, recovers traditional E SP and controls.
2) implementation process of braking energy recovering function
Adopt front-wheel centralized driving for electro-motive vehicle, when chaufeur steps on brake pedal 1 enforcement braking, brake controller BCU7 detects entire car controller VCU8 and whether sends braking energy feedback on-off signal.When brake controller BCU7 detects braking energy feedback on-off signal, when namely allowing Brake energy recovery, first, second normally open valve 603,604 and first, second normal close valve 601,602 power on, first oil outlet of master brake cylinder 4 is connected with the first pedal simulator 628 by the first normal close valve 601, and the first pedal simulator 628 is connected with the first hydraulic branch 630 by the 3rd normally open valve 629; First oil outlet of master brake cylinder 6 is connected with off hind wheel wheel cylinder with the first pressure charging valve 618 by the first normal close valve 601, the 4th check valve 635 successively simultaneously.Second oil outlet of master brake cylinder 6 is connected with the second pedal simulator 637 by the second normal close valve 602, and the second pedal simulator 637 is connected with the second hydraulic branch 639 by 5 constant virtues valve opening 638; Second oil outlet of master brake cylinder 6 is connected with left rear wheel wheel cylinder with the 4th pressure charging valve 621 by the second normal close valve 602, the 6th check valve 644 successively simultaneously.Otherwise, when brake controller BCU7 does not detect braking energy feedback on-off signal, when namely not allowing Brake energy recovery, first, second normally open valve 603,604 and first, second normal close valve 601,602 times electricity, first oil outlet of master brake cylinder 6 is connected with the near front wheel wheel cylinder with the second pressure charging valve 619 by the first normally open valve 603 successively, is connected successively by the first normally open valve 603, the 4th normally open valve 636 with the first pressure charging valve 618 with off hind wheel wheel cylinder simultaneously; Second oil outlet of master brake cylinder 6 is connected with off front wheel wheel cylinder with the 3rd pressure charging valve 620 by the second normally open valve 604 successively, is connected successively by the second normally open valve 604, the 6th normally open valve 645 with the 4th pressure charging valve 621 with left rear wheel wheel cylinder simultaneously.
First and second master cylinder pressure sensors 622,623 all detect the pressure value P of master brake cylinder 6 and pressure change rate Δ P/ Δ t, and the result detected is transferred to brake controller BCU7, brake controller BCU7 calculates the total braking force square T needed for the near front wheel wheel cylinder 52 and off front wheel wheel cylinder 53 according to pressure value P
totalwith regenerative braking torque command value T, and send to entire car controller VCU8 by CAN.Entire car controller VCU8 calculates by data such as current motor rotating speed, battery SOCs the maximum Return moment T that drive motor 10 can provide
1, entire car controller VCU8 is by maximum Return moment value T
1absolute value and the absolute value of regenerative braking torque command value T compare, get both smaller values as motor feedback torque command value T
reg_cmd, regenerative braking torque command value T is sent to electric machine controller MCU9, and electric machine controller MCU9 controls the actual Return moment value T of drive motor 10 output according to the regenerative braking torque command value T received
act.
As the total braking force square T needed for the near front wheel wheel cylinder 52 and off front wheel wheel cylinder 53
totalbe less than the actual Return moment value T that drive motor 10 exports
acttime, need to reduce the hydraulic braking force to front axle wheel cylinder.Brake controller BCU7 is controlled second, third reducing valve 615,616 by Duty ratio control method, the near front wheel wheel cylinder 52 braking liquid flows in the first low pressure accumulator 612 by the second reducing valve 615, and off front wheel wheel cylinder 53 wheel cylinder braking liquid is flowed in the second low pressure accumulator 613 by the 3rd reducing valve 616.Brake controller BCU7 is by carrying out Duty ratio control to realize the decompression to front-wheel wheel cylinder different rates to second, third reducing valve 615,616.Dutycycle is larger, and decompression rate is faster.
As the total braking force square T needed for the near front wheel wheel cylinder 52 and off front wheel wheel cylinder 53
totalbe greater than the actual Return moment value T that drive motor 10 exports
acttime, drive motor regenerative braking moment cannot meet the brake-pressure of the near front wheel wheel cylinder 52 and off front wheel wheel cylinder 53 completely, now needs to supplement with the pressure of hydraulic pressure to front axle wheel cylinder.Brake controller BCU7 controls the 3rd to the 6th normally open valve 629,636,638,645, and the 3rd to the 4th normal close valve 634,643 powers on, and control pump motor 609 works.First oil pump 607 is by the braking liquid in the first petrol storage tank 633 and the first low pressure accumulator 612, the total braking force square T that the pressure pumping into braking liquid in the near front wheel wheel cylinder 52, first petrol storage tank 633 and the first low pressure accumulator 612 by the first high-tension damper 605 and the second pressure charging valve 619 is successively used for needed for compensation the near front wheel wheel cylinder 52
totalthe actual Return moment value T exported with drive motor 10
actdifference.Second oil pump 2 is by the braking liquid in the second petrol storage tank 642 and the second low pressure accumulator 613, the total braking force square T that the pressure pumping into braking liquid in off front wheel wheel cylinder 53, second petrol storage tank 642 and the second low pressure accumulator 613 by the second high-tension damper 606 and the 3rd pressure charging valve 620 is successively used for needed for compensation off front wheel wheel cylinder 53
totalthe actual Return moment value T exported with drive motor 10
actdifference.
Brake controller BCU7 controls the 3rd normal close valve 634 and pump motor 609 by Duty ratio control method, realize the control to the near front wheel wheel cylinder 52 rate of pressurization, brake controller BCU7 controls the 4th normal close valve 643 and pump motor 609 by Duty ratio control method, realize the control to off front wheel wheel cylinder 53 rate of pressurization, dutycycle is larger, and rate of pressurization is faster.
Along with the speed of a motor vehicle reduces, the Return moment that drive motor 10 produces diminishes (this is determined by motor self character) gradually, entire car controller VCU8 controls regenerative braking moment and is reduced to zero with certain reduction slope from currency, while Return moment reduces gradually, brake controller BCU7 adopts Duty ratio control method to control the 3rd normal close valve 634, 4th normal close valve 643, pump motor 609, second pressure charging valve 619, 3rd pressure charging valve 620, the braking liquid in the first petrol storage tank 633 and the first low pressure accumulator 612 is made to enter in the near front wheel wheel cylinder 52, the braking liquid in the second petrol storage tank 642 and the second low pressure accumulator 613 is made to enter in off front wheel wheel cylinder 53, to reduce with Return moment the pressure that identical slope (referring to slope absolute value herein) increases front axle wheel cylinder, until stop, brake controller BCU7 resets the first to the 6th normally open valve 603, 604, 629, 636, 638, 645, first to fourth normal close valve 601, 602, 634, 643, first to fourth pressure charging valve 618, 619, 620, 621, first to fourth reducing valve 614, 615, 616, 617 and pump motor 609.
In whole braking procedure, brake controller BCU7 by cooperation control regenerative braking power with hydraulic braking force to ensure that total braking force remains consistent with chaufeur desired braking power.
3) implementation process of ESP function
When | α-α
nO| > α
limor | β-β
nO| > β
limtime, for ensureing body gesture and travel safety, ESP controller 11 need be intervened drive motor 10 torque and braking force; The drive motor torque command value T that ESP controller 11 sends
motor_ESPentire car controller VCU8 is passed to, the hydraulic braking moment bid value T that ESP controller 11 sends by CAN network
hyd_ESPbrake controller BCU7 is passed to by CAN.
Below to carry out active boost to off hind wheel wheel cylinder 51 and the near front wheel wheel cylinder 52, the control process of hydraulic coupling in ESP process is described.
When needs carry out supercharging to off hind wheel wheel cylinder 51, brake controller BCU7 adopts the method for Duty ratio control to control pump motor 609 and the first pressure charging valve 618, and the braking liquid in master brake cylinder 6 is pumped into off hind wheel 5 by pump motor 609 successively after the first normal close valve 601, the 3rd normally open valve 629, first oil pump 607, first high-tension damper 605, the 4th normally open valve 636 and the first pressure charging valve 618.
When needs carry out supercharging to the near front wheel wheel cylinder 52, brake controller BCU7 adopts the method for Duty ratio control to control pump motor 609 and the second pressure charging valve 619, and the braking liquid in master brake cylinder 6 pumps into the near front wheel 6 through the first normal close valve 601, the 3rd normally open valve 629, first oil pump 607, first high-tension damper 605 and the second pressure charging valve 619 successively.Wherein, brake controller BCU7 adopts the method for Duty ratio control to regulate pump oil pressure by control pump motor 609, brake controller BCU7 adopts the method for Duty ratio control to regulate off hind wheel wheel cylinder 51 rate of pressurization by control first pressure charging valve 618, and brake controller BCU7 adopts the method for Duty ratio control to regulate the near front wheel wheel cylinder 52 rate of pressurization by control second pressure charging valve 619.
The braking energy feedback solution that the present invention proposes can obtain the brake pedal feel identical with traditional vehicle, this is because:
(1) through the ESP pressure regulator 6 of transformation, the near front wheel wheel cylinder 52, off front wheel wheel cylinder 53 brake circuit when braking energy feedback and brake pedal 1 complete mechanically decoupled, and first, second pedal simulator 628,637 set up and first, second fluid reservoir 633,642, the braking liquid of the master brake cylinder 6 when stepping on brake pedal 1 can being made to flow in first, second pedal simulator 628,637, making to step on brake pedal 1 and feeling identical with traditional vehicle;
(2) in braking energy feedback process, when needs carry out supercharging to front axle wheel cylinder, 3rd, 5 constant virtues valve opening 629, 638 power on, brake controller BCU7 passes through Duty ratio control method to the 3rd, 4th normal close valve 634, 643 control, ESP pump motor 609 is by pumping in the near front wheel 6 wheel cylinder by the braking liquid in the first petrol storage tank 633 and the first low pressure accumulator 612, ESP pump motor 609 is by pumping in off front wheel 7 wheel cylinder by the braking liquid in the second petrol storage tank 642 and the second low pressure accumulator 613, master brake cylinder 6 pressure is unaffected, ensure good pedal sense.
Therefore, through improved hydraulic brake system, in Brake energy recovery process, the brake pedal feel that hydraulic braking force in the imperceptible energy feedback process of chaufeur can be made to regulate bring is uncomfortable.
The various embodiments described above are only for illustration of the present invention; wherein the structure of each parts, connection mode and method step etc. all can change to some extent; every equivalents of carrying out on the basis of technical solution of the present invention and improvement, all should not get rid of outside protection scope of the present invention.
Claims (6)
1. one kind has the hydraulic brake system of energy feedback and ESP function, it comprises brake pedal, master brake cylinder, brake wheel cylinder, pressure adjusting module, brake controller BCU, entire car controller VCU, electric machine controller MCU, drive motor and ESP controller, the pressure of described pressure adjusting module to described brake wheel cylinder that the oil circuit that described master brake cylinder is arranged by X-type and oil circuit are arranged controls, described pressure adjusting module comprises first, second normal close valve, first, second normally open valve, first, second high-tension damper, first, second oil pump, pump motor, first, second check valve, first, second low pressure accumulator, first, second, 3rd, 4th reducing valve, first, second, 3rd, 4th pressure charging valve, first, second master cylinder pressure sensor, first, second, 3rd, fourth round cylinder pressure transducer, and yaw-rate sensor and lateral acceleration sensor, it is characterized in that:
Pipeline between described first normal close valve and the first oil pump inlet sets gradually the first pedal simulator, the 3rd normally open valve and the first hydraulic branch, one end of described first pedal simulator is connected with one end of described first normal close valve, and its other end is connected with described first oil pump inlet with the first hydraulic branch by described 3rd normally open valve successively; Pipeline between described first normal close valve and the first pressure charging valve is arranged the 4th check valve, one end of described 4th check valve is connected with described first normal close valve, and its other end is connected with described first pressure charging valve; Pipeline between described first normally open valve and the first pressure charging valve is arranged the 4th normally open valve, one end of described 4th normally open valve is connected with one end of the first normally open valve, and its other end is connected with one end of described first pressure charging valve;
Pipeline between described second normal close valve and the second oil pump inlet sets gradually the second pedal simulator, 5 constant virtues valve opening and the second hydraulic branch, one end of described second pedal simulator is connected with one end of described second normal close valve, and its other end is connected with the entrance of the second hydraulic branch with described second oil pump by described 5 constant virtues valve opening successively; Pipeline between described second normal close valve and the 4th pressure charging valve is arranged the 6th check valve, one end of described 6th check valve is connected with described second normal close valve, and its other end is connected with described 4th pressure charging valve; Pipeline between described second normally open valve and the 4th pressure charging valve is arranged the 6th normally open valve, one end of described 6th normally open valve is connected with one end of described second normally open valve, and its other end is connected with one end of described 4th pressure charging valve.
2. there is the hydraulic brake system of energy feedback and ESP function as claimed in claim 1, it is characterized in that: described first hydraulic branch comprises first segment discharge orifice, the 3rd check valve, the first petrol storage tank and the 3rd normal close valve; One end of described first segment discharge orifice is connected with one end of described 3rd normally open valve, and its other end is connected with described 3rd check valve; The other end of described 3rd check valve is connected with one end of described first petrol storage tank, and the other end of described first petrol storage tank is connected with one end of described 3rd normal close valve, and the other end of described 3rd normal close valve is connected with the entrance of described first oil pump; Described second hydraulic branch comprises second section discharge orifice, the 5th check valve, the second petrol storage tank and the 4th normal close valve, and one end of described second section discharge orifice is connected with one end of described 5 constant virtues valve opening, and its other end is connected with described 5th check valve; The other end of described 5th check valve is connected with one end of described second petrol storage tank, and the other end of described second petrol storage tank is connected with one end of described 4th normal close valve, and the other end of described 4th normal close valve is connected with the entrance of described second oil pump.
3., based on a control method as described in any one of claim 1 or 2 with the hydraulic brake system of energy feedback and ESP function, it comprises following content:
1) implementation process that controls of Brake energy recovery and ESP function integration;
According to the pressure of the yaw velocity α, lateral acceleration and the master brake cylinder that receive, ESP controller judges whether vehicle breaks away, and whether entire car controller VCU occurs to break away according to vehicle is selected to adopt regenerative braking or adopt traditional E SP to control;
2) implementation process of braking energy recovering function;
Brake controller BCU control presssure adjustment module, electric machine controller MCU control drive motor and realize braking energy recovering function;
3) implementation process of ESP function;
ESP controller control presssure adjustment module realizes ESP function.
4. there is the control method of the hydraulic brake system of energy feedback and ESP function as claimed in claim 3, it is characterized in that: described step 1) in, whether entire car controller VCU occurs to break away according to vehicle is selected to adopt regenerative braking or adopt traditional E SP to control, and it specifically comprises:
In vehicle travel process, yaw-rate sensor detects the yaw velocity α of car load and transfers to ESP controller, lateral acceleration sensor detects the lateral acceleration of car load and transfers to ESP controller, and first, second master cylinder pressure sensor all detects the pressure of master brake cylinder and transfers to ESP controller;
ESP controller calculates nominal yaw velocity α by observation algorithm
nO, nominal side slip angle β
nOand actual side slip angle β;
ESP controller is incited somebody to action | α-α
nO| with | β-β
nO| respectively with the threshold value α of yaw velocity preset
limwith the threshold value of side slip angle
limcompare, when | α-α
nO| < α
limand | β-β
nO| < β
limtime, entire car controller VCU selects to adopt regenerative braking; When | α-α
nO| > α
limor | β-β
nO| > β
limtime, entire car controller VCU selects to adopt traditional E SP to control.
5. there is the control method of the hydraulic brake system of energy feedback and ESP function as claimed in claim 3, it is characterized in that: described step 2) in, brake controller BCU control presssure adjustment module realizes braking energy recovering function, and it specifically comprises:
First and second master cylinder pressure sensors all detect the pressure value P of master brake cylinder and pressure change rate Δ P/ Δ t, and the result detected is transferred to brake controller BCU; Brake controller BCU calculates the total braking force square T needed for the near front wheel and off front wheel according to pressure value P
totalwith regenerative braking torque command value T, and send to entire car controller VCU by CAN; Entire car controller VCU calculates by current motor rotating speed, battery SOC data the maximum Return moment T that drive motor can provide
1, entire car controller VCU8 is by maximum Return moment value T
1absolute value and the absolute value of regenerative braking torque command value T compare, get both smaller values as motor feedback torque command value T
reg_cmd, regenerative braking torque command value T is sent to electric machine controller MCU; Electric machine controller MCU controls the actual Return moment value T of drive motor output according to the regenerative braking torque command value T received
act;
As the total braking force square T needed for the near front wheel and off front wheel
totalbe less than the actual Return moment value T that drive motor exports
acttime, brake controller BCU is controlled second, third reducing valve by Duty ratio control method, the wheel cylinder braking liquid of the near front wheel flows in the first low pressure accumulator by the second reducing valve, the wheel cylinder braking liquid of off front wheel flows in the second low pressure accumulator by the 3rd reducing valve, and brake controller BCU is by carrying out the decompression of Duty ratio control realization to front-wheel wheel cylinder different rates to second, third reducing valve;
As the total braking force square T needed for the near front wheel and off front wheel
totalbe greater than the actual Return moment value T that drive motor exports
acttime, brake controller BCU controls the 3rd to the 6th normally open valve, and the 3rd to the 4th normal close valve powers on, and control pump machine operation; First oil pump is by the braking liquid in the first petrol storage tank and the first low pressure accumulator, pump into the near front wheel wheel cylinder by the first high-tension damper and the second pressure charging valve successively, in the first petrol storage tank and the first low pressure accumulator, the pressure of braking liquid is used for compensating the total braking force square T needed for the near front wheel
totalthe actual Return moment value T exported with drive motor
actdifference; Second oil pump is by the braking liquid in the second petrol storage tank and the second low pressure accumulator, pump into off front wheel wheel cylinder by the second high-tension damper and the 3rd pressure charging valve successively, in the second petrol storage tank and the second low pressure accumulator, the pressure of braking liquid is used for compensating the total braking force square T needed for off front wheel
totalthe actual Return moment value T exported with drive motor
actdifference;
Brake controller BCU controls the 3rd normal close valve and pump motor by Duty ratio control method, realize the control to the near front wheel wheel cylinder rate of pressurization, brake controller BCU controls the 4th normal close valve and pump motor by Duty ratio control method, realizes the control to off front wheel wheel cylinder rate of pressurization;
Along with the speed of a motor vehicle reduces, the Return moment that drive motor produces diminishes gradually, entire car controller VCU controls regenerative braking moment and is reduced to zero with certain reduction slope from currency, while Return moment reduces gradually, brake controller BCU adopts Duty ratio control method to control the 3rd, 4th normal close valve, pump motor, second, 3rd pressure charging valve, the braking liquid in the first petrol storage tank and the first low pressure accumulator is made to enter in the near front wheel wheel cylinder, the braking liquid in the second petrol storage tank and the second low pressure accumulator is made to enter in off front wheel wheel cylinder, to reduce with Return moment the pressure that identical slope increases front axle wheel cylinder, until stop, brake controller BCU resets the first to the 6th normally open valve, first to fourth normal close valve, first to fourth pressure charging valve, first to fourth reducing valve and pump motor.
6. there is the control method of the hydraulic brake system of energy feedback and ESP function as claimed in claim 3, it is characterized in that: described step 3) in, ESP controller control presssure adjustment module realizes ESP function, and it specifically comprises:
When needs carry out supercharging to off hind wheel, brake controller BCU adopts the method for Duty ratio control to control pump motor and the first pressure charging valve, and the braking liquid in master brake cylinder is pumped into off hind wheel by pump motor successively after the first normal close valve, the 3rd normally open valve, the first oil pump, the first high-tension damper, the 4th normally open valve and the first pressure charging valve;
When needs carry out supercharging to the near front wheel, brake controller BCU adopts the method for Duty ratio control to control pump motor and the second pressure charging valve, and the braking liquid in master brake cylinder is pumped into the near front wheel by pump motor successively after the first normal close valve, the 3rd normally open valve, the first oil pump, the first high-tension damper and the second pressure charging valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201410811684.3A CN104442767B (en) | 2014-12-23 | 2014-12-23 | Hydraulic braking system having energy feedback and ESP functions and control method of hydraulic braking system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201410811684.3A CN104442767B (en) | 2014-12-23 | 2014-12-23 | Hydraulic braking system having energy feedback and ESP functions and control method of hydraulic braking system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN104442767A true CN104442767A (en) | 2015-03-25 |
| CN104442767B CN104442767B (en) | 2017-01-18 |
Family
ID=52889749
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201410811684.3A Active CN104442767B (en) | 2014-12-23 | 2014-12-23 | Hydraulic braking system having energy feedback and ESP functions and control method of hydraulic braking system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN104442767B (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105383462A (en) * | 2015-12-03 | 2016-03-09 | 浙江亚太机电股份有限公司 | Automobile electronic stability program control system and automobile electronic stability program control method |
| CN105818803A (en) * | 2016-04-22 | 2016-08-03 | 北京理工大学 | Torque control system and method for drive device of hybrid power railway vehicle |
| CN106608201A (en) * | 2015-10-26 | 2017-05-03 | 比亚迪股份有限公司 | Electric vehicle and active safety control system and method thereof |
| CN108422986A (en) * | 2018-05-09 | 2018-08-21 | 董红芳 | A kind of intelligence control system for automobile brake |
| CN108536120A (en) * | 2018-03-12 | 2018-09-14 | 天津英创汇智汽车技术有限公司 | New E SP system multimodes cooperate with testboard |
| WO2021208594A1 (en) * | 2020-04-13 | 2021-10-21 | 华为技术有限公司 | Hydraulic regulation unit for braking system in automobile, braking system and control method |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102007010188A1 (en) * | 2007-03-02 | 2008-09-04 | Robert Bosch Gmbh | Recovery of electrical energy in a motor vehicle, with an electric machine and hydraulic braking, shuts down one wheel brake during braking with braking moment compensation from the electric machine |
| CN101837773A (en) * | 2010-05-19 | 2010-09-22 | 清华大学 | Brake energy recovery hydraulic braking system based on VDC (Vehicle Dynamics Control)/VSC (Vehicle Stability Control)/ESP (Electronic Stability Program) pressure regulator |
| CN101844518A (en) * | 2010-05-19 | 2010-09-29 | 清华大学 | Brake energy feedback system based on improvement brake pedal feel |
| CN201792847U (en) * | 2010-08-27 | 2011-04-13 | 浙江亚太机电股份有限公司 | Energy feedback braking and antilock brake system (ABS) integrated hydraulic unit of electric automobile |
| CN102114834A (en) * | 2011-02-15 | 2011-07-06 | 清华大学 | X-type pipeline layout energy feedback type hydraulic antilock brake system for electric vehicle |
| JP2012051455A (en) * | 2010-09-01 | 2012-03-15 | Hitachi Automotive Systems Ltd | Hydraulic brake control device |
| CN102897157A (en) * | 2012-09-29 | 2013-01-30 | 浙江亚太机电股份有限公司 | Automobile anti-skid braking system with energy recovery function |
| CN103895634A (en) * | 2014-04-16 | 2014-07-02 | 吉林大学 | Hydraulic device for automobile braking energy recovery |
-
2014
- 2014-12-23 CN CN201410811684.3A patent/CN104442767B/en active Active
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102007010188A1 (en) * | 2007-03-02 | 2008-09-04 | Robert Bosch Gmbh | Recovery of electrical energy in a motor vehicle, with an electric machine and hydraulic braking, shuts down one wheel brake during braking with braking moment compensation from the electric machine |
| CN101837773A (en) * | 2010-05-19 | 2010-09-22 | 清华大学 | Brake energy recovery hydraulic braking system based on VDC (Vehicle Dynamics Control)/VSC (Vehicle Stability Control)/ESP (Electronic Stability Program) pressure regulator |
| CN101844518A (en) * | 2010-05-19 | 2010-09-29 | 清华大学 | Brake energy feedback system based on improvement brake pedal feel |
| CN201792847U (en) * | 2010-08-27 | 2011-04-13 | 浙江亚太机电股份有限公司 | Energy feedback braking and antilock brake system (ABS) integrated hydraulic unit of electric automobile |
| JP2012051455A (en) * | 2010-09-01 | 2012-03-15 | Hitachi Automotive Systems Ltd | Hydraulic brake control device |
| CN102114834A (en) * | 2011-02-15 | 2011-07-06 | 清华大学 | X-type pipeline layout energy feedback type hydraulic antilock brake system for electric vehicle |
| CN102897157A (en) * | 2012-09-29 | 2013-01-30 | 浙江亚太机电股份有限公司 | Automobile anti-skid braking system with energy recovery function |
| CN103895634A (en) * | 2014-04-16 | 2014-07-02 | 吉林大学 | Hydraulic device for automobile braking energy recovery |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106608201A (en) * | 2015-10-26 | 2017-05-03 | 比亚迪股份有限公司 | Electric vehicle and active safety control system and method thereof |
| CN106608201B (en) * | 2015-10-26 | 2019-04-19 | 比亚迪股份有限公司 | Electric vehicle and its active safety control system and method |
| CN105383462A (en) * | 2015-12-03 | 2016-03-09 | 浙江亚太机电股份有限公司 | Automobile electronic stability program control system and automobile electronic stability program control method |
| CN105383462B (en) * | 2015-12-03 | 2018-06-19 | 浙江亚太机电股份有限公司 | A kind of electronic stability program of automobile control system and control method |
| CN105818803A (en) * | 2016-04-22 | 2016-08-03 | 北京理工大学 | Torque control system and method for drive device of hybrid power railway vehicle |
| CN105818803B (en) * | 2016-04-22 | 2018-05-08 | 北京理工大学 | The moment controlling system and method for hybrid power rail vehicle driving device |
| CN108536120A (en) * | 2018-03-12 | 2018-09-14 | 天津英创汇智汽车技术有限公司 | New E SP system multimodes cooperate with testboard |
| CN108422986A (en) * | 2018-05-09 | 2018-08-21 | 董红芳 | A kind of intelligence control system for automobile brake |
| WO2021208594A1 (en) * | 2020-04-13 | 2021-10-21 | 华为技术有限公司 | Hydraulic regulation unit for braking system in automobile, braking system and control method |
Also Published As
| Publication number | Publication date |
|---|---|
| CN104442767B (en) | 2017-01-18 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN102529925B (en) | Braking force control system | |
| US9707944B2 (en) | Braking force control system | |
| CN105150858B (en) | A kind of regeneration brake system and its control method based on ESC hardware | |
| CN104442767A (en) | Hydraulic braking system having energy feedback and ESP functions and control method of hydraulic braking system | |
| CN102114834B (en) | X-type pipeline layout energy feedback type hydraulic antilock brake system for electric vehicle | |
| CN102991486A (en) | Brake control apparatus | |
| US20120161505A1 (en) | Brake control apparatus | |
| US20140084673A1 (en) | Brake Control Apparatus | |
| US9457669B2 (en) | Brake control device and brake control method | |
| CN110614921B (en) | Braking energy recovery system of electric commercial vehicle and control method | |
| CN103253146A (en) | Pedal decoupling type electro-hydraulic composite braking system for integrated pedal displacement measurement | |
| JP5699044B2 (en) | Brake control device | |
| JP5814158B2 (en) | Brake control device | |
| CN102837687A (en) | Braking device for vehicle | |
| CN103231705A (en) | Brake pedal feel flexibly settable electro-hydraulic composite braking system | |
| CN105015528B (en) | A kind of electro-motive vehicle hydraulic braking apparatus for adjusting force | |
| JP5797542B2 (en) | Brake device | |
| CN106564486A (en) | Full-hydraulic ABS braking system based on hybrid power and braking method thereof | |
| CN103786703B (en) | Electro-hydraulic composite braking system hierarchical control structure and method of integrated braking cylinder | |
| CN107097768A (en) | The brake apparatus of electric automobile | |
| CN103153724A (en) | Electric vehicle brake control device | |
| CN101844518B (en) | Brake energy feedback system based on improvement brake pedal feel | |
| CN102133891B (en) | H-shaped pipeline layout energy-feedback type hydraulic anti-lock brake system for electric vehicles | |
| CN101927703B (en) | Electric vehicle hydraulic brake system according with brake energy recovery and having ABS/ESP function | |
| JP2012051455A (en) | Hydraulic brake control device |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant |