CN104442767B - 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
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- CN104442767B CN104442767B CN201410811684.3A CN201410811684A CN104442767B CN 104442767 B CN104442767 B CN 104442767B CN 201410811684 A CN201410811684 A CN 201410811684A CN 104442767 B CN104442767 B CN 104442767B
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- valve
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- normally open
- esp
- normal close
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/343—Systems characterised by their lay-out
- B60T8/344—Hydraulic systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/30—ESP control system
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/60—Regenerative braking
- B60T2270/613—ESP features related thereto
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, especially with regard to one kind, there is energy feedback
Brake fluid system and its control method with esp function.
Background technology
Brake energy feedback system can reclaim the mechanical energy of automobile during car deceleration, is to improve electric automobile whole
One important technology of energy economy.But meanwhile, the intervention of motor regenerative braking can be to the normal and extreme braking of car load
Braking comfortableness under operating mode, braking safety bring impact.Therefore it is directed to the requirement of Regenerative Braking in Electronic Vehicle, former
Research and develop energy feedback type brake fluid system on the basis of having brakes, become current well-known in the world motor corporation and zero
The focus that part producer competitively develops.Energy feedback type brake fluid system is to determine electric automobile whole braking safety, braking
Comfortableness and the key factor of Brake energy recovery efficiency, the Key Common Technologies and a kind of core that become electric automobile are competing
Strive power parts product.
At present, the external brake fluid system with braking energy feedback function proposing can be largely classified into three classes: the
One class is the feed-back type brake fluid system based on EHB (ehb), and most representational product is Toyota
Ecb system.Equations of The Second Kind is based on traditional Full Vehicle Dynamics control system (esp, electronic stabilityprogram, electricity
Sub- stability program) feed-back type brake fluid system, most representational product is the esp-hev of Bosch and Continental AG
Mk100 system.3rd class is the feed-back type brake fluid system based on new master cylinder, and most representational product is that daily output is public
The edib system of department.System above all enables energy recovery function, ensures preferably to brake comfortableness and safety simultaneously.
But these systems have all carried out different degrees of redesign to conventional hydraulic brakes, increased high pressure accumulator, electromagnetism
The accuracies of manufacture such as proportioning valve require higher part, and manufacture difficulty is larger, relatively costly.
Content of the invention
For the problems referred to above, it is an object of the invention to provide one kind is on the premise of ensureing good pedal sense, Neng Goushi
The now brake fluid system with energy feedback and esp function of maximum Brake energy recovery and vehicle stabilization control
And its control method.
For achieving the above object, the present invention takes a kind of technical scheme below: hydraulic pressure with energy feedback and esp function
Brakes, it includes brake pedal, master cylinder, wheel cylinder, pressure adjusting module, brake monitor bcu, full-vehicle control
Device vcu, electric machine controller mcu, motor and esp controller, on the oil circuit and oil circuit that described master cylinder is arranged by x type
The described pressure adjusting module of setting is controlled to the pressure of described wheel cylinder, described pressure adjusting module includes 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, third, fourth air relief valve, first, second, third, fourth supercharging
Valve, first, second master cylinder pressure sensor, first, second, third, fourth Wheel cylinder pressure sensors, and yaw velocity pass
Sensor and lateral acceleration sensor it is characterised in that: on the pipeline between described first normal close valve and the first oil pump inlet according to
Secondary setting the first pedal simulator, the 3rd normally open valve and the first hydraulic branch, one end of described first pedal simulator with described
One end of first normal close valve connects, and its other end passes sequentially through described 3rd normally open valve and the first hydraulic branch and described first oil
Pump intake connects；On pipeline between described first normal close valve and the first pressure charging valve, the 4th check valve is set, the described 4th is unidirectional
One end of valve is connected with described first normal close valve, and its other end is connected with described first pressure charging valve；Described first normally open valve and
4th normally open valve is arranged on the pipeline between one pressure charging valve, one end of described 4th normally open valve is connected with one end of the first normally open valve
Connect, 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
On set gradually the second pedal simulator, the 5th normally open valve and the second hydraulic branch, one end of described second pedal simulator with
One end of described second normal close valve connects, and its other end passes sequentially through described 5th normally open valve and the second hydraulic branch and described the
The entrance of two oil pumps connects；6th check valve arranged on the pipeline between described second normal close valve and the 4th pressure charging valve, described the
One end of six check valves is connected with described second normal close valve, and its other end is connected with described 4th pressure charging valve；Described second is normally opened
6th normally open valve, one end of described 6th normally open valve and described second normally open valve are arranged on the pipeline between valve and the 4th pressure charging valve
One end connect, its other end is connected with one end of described 4th pressure charging valve.
Described first hydraulic branch includes first segment discharge orifice, the 3rd check valve, the first oil storage tank and the 3rd normal close valve；Described
One end of 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；Described
The other end of the 3rd check valve is connected with one end of described first oil storage tank, the other end of described first oil storage tank and the described 3rd
One end of normal close valve connects, and the other end of described 3rd normal close valve is connected with the entrance of described first oil pump；Described second hydraulic pressure
Branch road includes the second throttle orifice, the 5th check valve, the second oil storage tank and the 4th normal close valve, one end of described second throttle orifice and institute
The one end stating the 5th normally open valve connects, and its other end is connected with described 5th check valve；The other end of described 5th check valve with
One end of described second oil storage tank connects, and the other end of described second oil storage tank is connected with one end of described 4th normal close valve, institute
The other end stating the 4th normal close valve is connected with the entrance of described second oil pump.
A kind of control method based on the described brake fluid system with energy feedback and esp function, it includes following
Content: the 1) implementation process that Brake energy recovery is controlled with esp function integration；According to the yaw velocity α receiving, laterally
Acceleration and the pressure of master cylinder, esp controller judges whether vehicle breaks away, and entire car controller vcu according to vehicle is
No generation is breakked away and is selected using regenerative braking or controlled using tradition esp；2) implementation process of braking energy recovering function；Braking
Controller bcu control pressure adjustment module, electric machine controller mcu control motor to realize braking energy recovering function；3)esp
The implementation process of function；Esp controller control pressure adjustment module realizes esp function.
Described step 1) in, entire car controller vcu according to whether vehicle occurs to break away selects to adopt regenerative braking or employing
Traditional esp controls, and it specifically includes: in vehicle travel process, yaw-rate sensor detects the yaw velocity α of car load
And transmit to esp controller, lateral acceleration sensor detects the lateral acceleration of car load and transmits to esp controller, first,
The pressure of the second master cylinder pressure sensor equal detection braking master cylinder simultaneously transmits to esp controller；Esp controller passes through observation algorithm
It is calculated nominal yaw velocity αno, nominal side slip angle βnoAnd actual side slip angle β；Esp controller is incited somebody to action | and α-
αno| and | β-βno| threshold value α with default yaw velocity respectivelylimThreshold value with side slip anglelimIt is compared,
When | α-αno| ＜ αlimAnd | β-βno| ＜ βlimWhen, entire car controller vcu selects to adopt regenerative braking；When | α-αno| ＞ αlimOr |
β-βno| ＞ βlimWhen, entire car controller vcu selects to control using traditional esp.
Described step 2) in, brake monitor bcu control pressure adjustment module realizes braking energy recovering function, and it is concrete
Examine including pressure value p all to master cylinder of: the first and second master cylinder pressure sensors and pressure change rate δ p/ δ t
Survey, and the result detecting is transmitted to brake monitor bcu；Brake monitor bcu is calculated the near front wheel according to pressure value p
With the total braking force square t needed for off-front wheeltotalWith regenerative braking torque command value t, and full-vehicle control is sent to by can bus
Device vcu；Entire car controller vcu is calculated, by current motor rotating speed, battery soc data, the maximum that motor can provide
Return moment t1, entire car controller vcu8 is by maximum Return moment value t1Absolute value and regenerative braking torque command value t absolute
Value is compared, and takes both smaller values as motor feedback torque command value treg_cmd, regenerative braking torque command value t is sent out
Give electric machine controller mcu；Electric machine controller mcu controls motor defeated according to regenerative braking torque command value t receiving
Actual Return moment value t going outact；Total braking force square t needed for when the near front wheel and off-front wheeltotalLess than motor output
Actual Return moment value tactWhen, brake monitor bcu is controlled to second, third air relief valve by Duty ratio control method,
The wheel cylinder brake fluid of the near front wheel passes through the second air relief valve and flows in the first low pressure accumulator, and the wheel cylinder brake fluid of off-front wheel passes through the
Three air relief valve flow in the second low pressure accumulator, and brake monitor bcu is by carrying out Duty ratio control to second, third air relief valve
Realize the decompression to front-wheel wheel cylinder different rates；Total braking force square t needed for when the near front wheel and off-front wheeltotalMore than motor
Actual Return moment value t of outputactWhen, brake monitor bcu controls the 3rd to the 6th normally open valve, and the 3rd is normal to the 4th
Close electricity on valve, and control pump motor to work；First oil pump by the brake fluid in the first oil storage tank and the first low pressure accumulator, successively
The near front wheel wheel cylinder is pumped into by the first high-tension damper and the second pressure charging valve, brakes in the first oil storage tank and the first low pressure accumulator
The pressure of liquid is used for compensating the total braking force square t needed for the near front wheeltotalActual Return moment value t with motor outputact's
Difference；Second oil pump by the brake fluid in the second oil storage tank and the second low pressure accumulator, pass sequentially through the second high-tension damper and
3rd pressure charging valve pumps into off-front wheel wheel cylinder, before in the second oil storage tank and the second low pressure accumulator, the pressure of brake fluid is used for compensating the right side
The required total braking force square t of wheeltotalActual Return moment value t with motor outputactDifference；Brake monitor bcu leads to
Cross Duty ratio control method and control the 3rd normal close valve and pump motor, realize the control to the near front wheel wheel cylinder rate of pressurization, braking control
Device bcu processed 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
System；Reduce with speed, the Return moment that motor produces tapers into, entire car controller vcu controls regenerative braking moment
It is reduced to zero with certain reduction slope from currency, while Return moment is gradually reduced, brake monitor bcu adopts duty
Control the three, the 4th normal close valves, pump motor, second, third pressure charging valve than control method, so that the first oil storage tank and the first low pressure is stored
Brake fluid in energy device enters in the near front wheel wheel cylinder, before making the brake fluid in the second oil storage tank and the second low pressure accumulator enter the right side
In wheel wheel cylinder, increase the pressure of front axle wheel cylinder to reduce identical slope with Return moment, until stopping, brake monitor bcu
Reset the first to the 6th normally open valve, first to fourth normal close valve, first to fourth pressure charging valve, first to fourth air relief valve and pump electricity
Machine.
Described step 3) in, esp controller control pressure adjustment module realizes esp function, and it specifically includes: right when needing
When off hind wheel is pressurized, brake monitor bcu is controlled to pump motor and the first pressure charging valve using the method for Duty ratio control
System, the brake fluid in master cylinder is sequentially passed through the first normal close valve, the 3rd normally open valve, the first oil pump, the first high pressure by pump motor
Off hind wheel is pumped into after antivibrator, the 4th normally open valve and the first pressure charging valve；When needing the near front wheel is pressurized, brake monitor
Bcu is controlled to pump motor and the second pressure charging valve using the method for Duty ratio control, and pump motor is by the braking in master cylinder
Liquid pumps into left front after sequentially passing through 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
Wheel.
Due to taking above technical scheme, it has the advantage that the 1, present invention due to braking to conventional hydraulic to the present invention
In system, pressure adjusting module is improved, and the pipeline between the first normal close valve and the first oil pump inlet sets gradually
One pedal simulator, the 3rd normally open valve and the first hydraulic branch, the pipeline between the first normal close valve and the first pressure charging valve sets
Put the 3rd check valve, the pipeline between the first normally open valve and the first pressure charging valve arranges the 4th normally open valve；In the second normal close valve
With second set gradually the second pedal simulator, the 5th normally open valve and the second hydraulic branch on the pipeline between oil pump inlet,
On pipeline between second normal close valve and the 4th pressure charging valve, the 5th check valve is set, between the second normally open valve and the 4th pressure charging valve
Pipeline on arrange the 6th normally open valve；The front-wheel hydraulic braking of the present invention and motor regenerative braking co-ordination, and
During regenerative braking, master cylinder is not produced with front wheel brake and is mechanically connected, and is connected with pedal simulator and fluid reservoir,
So while motor completes energy feedback, the pedal sense of pedal is unaffected, and being capable of maximum limit
The recovery braking energy of degree, also enables abs (anti-lockbrakesystem, anti-lock braking system), tcs simultaneously
The function such as (traction control system, TCS) and esp, is improving electro-motive vehicle energy warp
The safety of vehicle is ensure that while Ji property.2nd, the present invention only needs to the esp pressure in motor vehicle braking system in prior art
Draught control mechanism is simply transformed, and need not be redesigned, and avoids manufacturing using high pressure accumulator, electromagnetic proportional valve etc. simultaneously
The larger parts of difficulty；Software in hybrid power or pure electro-motive vehicle controller is carried out rationally, Reliable Design can be real
Existing energy feedback, the function of abs, tcs and esp；Brake fluid system is transformed less, Brake energy recovery efficiency is higher,
Brake pedal feel is good, and the present invention is capable of Brake energy recovery and esp overall-in-one control schema, does not affect the driving of driver
Custom, braking ability meets laws and regulations requirement, improves vehicle economy, reduces motor vehicle driven by mixed power, pure electric vehicle system
Development cost, improve energy recovery efficiency in braking procedure.Based on above advantage, the composite can be widely applied to electric drive
In vehicle.
Brief description
Fig. 1 is the structural representation of fluid pressure line in traditional Full Vehicle Dynamics control system；
Fig. 2 is the overall structure diagram of the brake fluid system that the present invention has energy feedback and esp function；Its
In, represent and be mechanically connected, --- represent that signal connects.
Specific embodiment
With reference to the accompanying drawings and examples the present invention is described in detail.
As shown in figure 1, the fluid pressure line in traditional Full Vehicle Dynamics control system is mainly by accumulator 1, vacuum booster
2nd, the composition such as brake pedal 3, master cylinder 4, wheel cylinder 5 and pressure adjusting module 6.The oil that master cylinder 4 is arranged by x type
On road and oil circuit, the pressure adjusting module 6 of setting is controlled to the pressure of wheel cylinder 5.Wherein, after wheel cylinder 5 includes the right side
Wheel wheel cylinder 51, the near front wheel wheel cylinder 52, off-front wheel wheel cylinder 53 and left rear wheel wheel cylinder 54.It is right respectively that master cylinder 4 passes through the first oil circuit
Off hind wheel wheel cylinder 51 and the near front wheel wheel cylinder 52 are controlled, by the second oil circuit respectively to off-front wheel wheel cylinder 53 and left rear wheel wheel cylinder
54 are controlled.
Wherein, pressure adjusting module 6 includes 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, third, fourth air relief valve 614,615,616,617, first,
Second, third, the 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 transducer (not shown).Wherein, the first master cylinder pressure sensor 622 is arranged on the first fuel-displaced of master cylinder 4
At mouthful, the second master cylinder pressure sensor 623 is arranged at the second oil-out of master cylinder 4, first, second, third, fourth wheel
Cylinder pressure transducer 624,625,626,627 is successively set on off hind wheel wheel cylinder 51, the near front wheel wheel cylinder 52, off-front wheel wheel cylinder 53 and
The porch of left rear wheel wheel cylinder 54.First, second oil pump 607,608 is all connected with pump motor 609.
Device and control mode all same that pressure adjusting module 6 is arranged in the oil circuit that two x types are arranged, only with first
Illustrate as a example oil circuit.
In pressurization, when realizing esp function, the first oil-out of master cylinder 4 pass sequentially through the first normal close valve 601,
First oil pump 607, the first high-tension damper 605 and the first pressure charging valve 618 are connected with off hind wheel wheel cylinder 51, pass sequentially through simultaneously
One normal close valve 601, the first oil pump 607, the first high-tension damper 605 and the second pressure charging valve 619 are connected with the near front wheel wheel cylinder 52；?
When realizing conventional brake, the first oil-out of master cylinder 4 passes sequentially through the first normally open valve 603 and the first pressure charging valve 618 and the right side
Trailing wheel wheel cylinder 51 connects, and passes sequentially through the first normally open valve 603 simultaneously and the second pressure charging valve 619 is connected with the near front wheel wheel cylinder 52.
In decompression process, off hind wheel wheel cylinder 51 passes sequentially through the first air relief valve 614, first low pressure accumulator the 612, first list
Connect to valve 610, the first oil pump 607, the first high-tension damper 605 and the first normally open valve 603 and the first oil-out of master cylinder 4
Connect.The near front wheel wheel cylinder 52 passes sequentially through the second air relief valve 615, the first low pressure accumulator 612, the first check valve 610, the first oil pump
607th, the first oil-out of the first high-tension damper 605 and the first normally open valve 603 and master cylinder 4.
Shown in Fig. 2, the present invention has the brake fluid system of energy feedback and esp function and hydraulic pressure system of the prior art
The difference of dynamic system is the transformation to pressure adjusting module 6.Arrange in x type two of improved pressure adjusting module 6
The device of setting and control mode all same in oil circuit, it specifically includes:
The first pedal simulator is set gradually on pipeline between the first normal close valve 601 and the first oil pump 607 entrance
628th, the 3rd normally open valve 629 and the first hydraulic branch 630, one end of the first pedal simulator 628 and the one of the first normal close valve 601
End connects, and its other end passes sequentially through the 3rd normally open valve 629 and the first hydraulic branch 630 is connected with the first oil pump 607 entrance.
Setting first segment discharge orifice 631, the 3rd check valve 632, the first oil storage tank 633 and the 3rd on first hydraulic branch 630
Normal close valve 634.One end of first segment discharge orifice 631 is connected with one end of the 3rd normally open valve 629, its other end and the 3rd check valve
632 connections；The other end of the 3rd check valve 632 is connected with one end of the first oil storage tank 633, the other end of the first oil storage tank 633
It is connected with one end of the 3rd normal close valve 634, the other end of the 3rd normal close valve 634 is connected with the entrance of the first oil pump 607.
On pipeline between the first normal close valve 601 and the first pressure charging valve 618, the 4th check valve 635 is set, the 4th is unidirectional
One end of valve 635 is connected with the first normal close valve 601, and its other end is connected with the first pressure charging valve 618.
On pipeline between the first normally open valve 603 and the first pressure charging valve 618, the 4th normally open valve 636 is set, the 4th is normally opened
One end of 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.
The second pedal simulator is set gradually on pipeline between the second normal close valve 602 and the second oil pump 608 entrance
637th, the 5th normally open valve 638 and the second hydraulic branch 639, one end of the second pedal simulator 637 and the one of the second normal close valve 602
End connects, and its other end passes sequentially through the 5th normally open valve 638 and the second hydraulic branch 639 is connected with the entrance of the second oil pump 608.
Second throttle orifice 640, the 5th check valve 641, the second oil storage tank 642 and the 4th are arranged on the second hydraulic branch 639
Normal close valve 643.One end of second throttle orifice 640 is connected with one end of the 5th normally open valve 638, its other end and the 5th check valve
641 connections；The other end of the 5th check valve 641 is connected with one end of the second oil storage tank 642, the other end of the second oil storage tank 642
It is connected with one end of the 4th normal close valve 643, the other end of the 4th normal close valve 643 is connected with the entrance of the second oil pump 608.
Pipeline between second normal close valve 602 and the 4th pressure charging valve 621 arranges the 6th check valve 644, the 6th is unidirectional
One end of valve 644 is connected with the second normal close valve 602, and its other end is connected with the 4th pressure charging valve 621.
Pipeline between second normally open valve 604 and the 4th pressure charging valve 621 arranges the 6th normally open valve 645, the 6th is normally opened
One end of 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 monitor bcu7 control first, second, third, fourth normal close valve 601,602,634,643, first, second,
Three, the four, the five, the 6th normally open valves 603,604,629,636,638,645, first, second, third, fourth, the 5th,
Six check valves 610,611,632,635,641,644, first, second, third, fourth air relief valve 614,615,616,617, the
First, second, third, the 4th pressure charging valve 618,619,620,621, and pump motor 609 action.Brake monitor bcu7 and car load
Between controller vcu8, all communicated by can network between entire car controller vcu8 and electric machine controller mcu9.Motor control
Device mcu9 processed controls motor 10.Yaw-rate sensor, lateral acceleration sensor and first, second master cylinder pressure
Force transducer 622,623 is all by the signal transmission detecting to esp controller 11.
Energy feedback is had using the present invention and the brake fluid system of esp function carries out hydraulic braking, it specifically includes
Herein below:
1) implementation process that Brake energy recovery is controlled with esp function integration
Generally, not there is vehicle body sideslip trend, brake monitor bcu7 detects braking energy feedback switch simultaneously
Signal, that is, when allowing Brake energy recovery, be braked using motor 10, to reach regenerative braking energy to greatest extent as far as possible
The purpose of amount.When vehicle body has sideslip trend, using removing rapidly regenerative braking, the mode being worked by traditional esp is to vehicle
Safety is ensured.
In vehicle travel process, yaw-rate sensor detects the yaw velocity α of car load and transmits to esp control
Device 11, lateral acceleration sensor detects the lateral acceleration of car load and transmits to esp controller 11, first, second master cylinder pressure
Force transducer 622, the pressure of 623 equal detection braking master cylinders 4 simultaneously transmit to esp controller 11.
Esp controller 11 is calculated nominal yaw velocity α by observation algorithmno, nominal side slip angle βnoAnd
Actual side slip angle β.
Esp controller 11 is incited somebody to action | α-αno| and | β-βno| threshold value α with default yaw velocity respectivelylimWith barycenter side
The threshold value of drift anglelimIt is compared.When | α-αno| ＜ αlimAnd | β-βno| ＜ βlimWhen, there is not sliding, full-vehicle control in vehicle
Device vcu8 enables energy recovery function by braking energy feedback switching signal, now can improve car load using regenerative braking
Energy economy；When | α-αno| ＞ αlimOr | β-βno| ＞ βlimWhen, there is sliding in vehicle, entire car controller vcu8 passes through braking
Energy feedback switching signal stops energy recovery function, now immediately exits from braking energy feedback function, recovers traditional esp control
System.
2) implementation process of braking energy recovering function
Adopted as a example front-wheel centralized driving by electro-motive vehicle, when driver's brake pedal 1 implements braking, braking
Whether controller bcu7 detection entire car controller vcu8 sends braking energy feedback switching signal.When brake monitor bcu7 detection
To braking energy feedback switching signal, that is, when allowing Brake energy recovery, first, second normally open valve 603,604 and first, the
Electricity on two normal close valves 601,602, the first oil-out of master cylinder 4 passes through the first normal close valve 601 and the first pedal simulator 628
It is connected, the first pedal simulator 628 is connected with the first hydraulic branch 630 by the 3rd normally open valve 629；Master cylinder simultaneously
4 the first oil-out passes sequentially through the first normal close valve 601, the 4th check valve 635 and the first pressure charging valve 618 with off hind wheel wheel cylinder even
Connect.Second oil-out of master cylinder 4 is connected with the second pedal simulator 637 by the second normal close valve 602, the second pedal mould
Intend device 637 to be connected with the second hydraulic branch 639 by the 5th normally open valve 638；Second oil-out of master cylinder 4 is successively simultaneously
It is connected with left rear wheel wheel cylinder by the second normal close valve 602, the 6th check valve 644 and the 4th pressure charging valve 621.Otherwise, when braking control
Device bcu7 processed is not detected by braking energy feedback switching signal, when not allowing Brake energy recovery, first, second normally open valve
603rd, 604 and first, second normal close valve 601,602 times electricity, the first oil-out of master cylinder 4 passes sequentially through the first normally open valve
603 and second pressure charging valve 619 be connected with the near front wheel wheel cylinder, pass sequentially through the first normally open valve 603, the 4th normally open valve 636 and simultaneously
First pressure charging valve 618 is connected with off hind wheel wheel cylinder；Second oil-out of master cylinder 4 passes sequentially through the second normally open valve 604 and
Three pressure charging valves 620 are connected with off-front wheel wheel cylinder, pass sequentially through the second normally open valve 604, the 6th normally open valve 645 and the 4th supercharging simultaneously
Valve 621 is connected with left rear wheel wheel cylinder.
Pressure value p all to master cylinder 4 for first and second master cylinder pressure sensors 622,623 and pressure change rate δ p/
δ t is detected, and the result detecting is transmitted to brake monitor bcu7, and brake monitor bcu7 counts according to pressure value p
Calculate the total braking force square t obtaining needed for the near front wheel wheel cylinder 52 and off-front wheel wheel cylinder 53totalWith regenerative braking torque command value t, and
Entire car controller vcu8 is sent to by can bus.Entire car controller vcu8 passes through the data such as current motor rotating speed, battery soc
It is calculated the maximum Return moment t that motor 10 can provide1, entire car controller vcu8 is by maximum Return moment value t1's
Absolute value is compared with the absolute value of regenerative braking torque command value t, takes both smaller values to order as motor feedback torque
Make value treg_cmd, regenerative braking torque command value t is sent to electric machine controller mcu9, electric machine controller mcu9 is according to receiving
Regenerative braking torque command value t control motor 10 output actual Return moment value tact.
Total braking force square t needed for when the near front wheel wheel cylinder 52 and off-front wheel wheel cylinder 53totalLess than motor 10 output
Actual Return moment value tactWhen, need to reduce the hydraulic braking force to front axle wheel cylinder.Brake monitor bcu7 passes through dutycycle control
Method processed is controlled to second, third air relief valve 615,616, and the near front wheel wheel cylinder 52 brake fluid is flowed by the second air relief valve 615
Enter in the first low pressure accumulator 612, off-front wheel wheel cylinder 53 wheel cylinder brake fluid flows into the second low pressure accumulation of energy by the 3rd air relief valve 616
In device 613.Brake monitor bcu7 is realized to front-wheel by carrying out Duty ratio control to second, third air relief valve 615,616
The decompression of wheel cylinder different rates.Dutycycle is bigger, and decompression rate is faster.
Total braking force square t needed for when the near front wheel wheel cylinder 52 and off-front wheel wheel cylinder 53totalMore than motor 10 output
Actual Return moment value tactWhen, motor regenerative braking moment cannot fully meet the near front wheel wheel cylinder 52 and off-front wheel wheel cylinder
53 brake pressure, now needs with hydraulic pressure, the pressure of front axle wheel cylinder to be supplemented.Brake monitor bcu7 control the 3rd to
6th normally open valve 629,636,638,645, and electricity on the 3rd to the 4th normal close valve 634,643, and control pump motor 609 work
Make.First oil pump 607, by the brake fluid in the first oil storage tank 633 and the first low pressure accumulator 612, passes sequentially through the first high pressure drag
Buddhist nun's device 605 and the second pressure charging valve 619 pump into the near front wheel wheel cylinder 52, brake in the first oil storage tank 633 and the first low pressure accumulator 612
The pressure of liquid is used for compensating the total braking force square t needed for the near front wheel wheel cylinder 52totalActual feedback force with motor 10 output
Square value tactDifference.Second oil pump 2, by the brake fluid in the second oil storage tank 642 and the second low pressure accumulator 613, passes sequentially through
Second high-tension damper 606 and the 3rd pressure charging valve 620 pump into off-front wheel wheel cylinder 53, the second oil storage tank 642 and the second low pressure accumulation of energy
In device 613, the pressure of brake fluid is used for compensating the total braking force square t needed for off-front wheel wheel cylinder 53totalWith motor 10 output
Actual Return moment value tactDifference.
Brake monitor bcu7 controls the 3rd normal close valve 634 and pump motor 609 by Duty ratio control method, realizes to a left side
The control of front-wheel wheel cylinder 52 rate of pressurization, brake monitor bcu7 controls the 4th normal close valve 643 He by Duty ratio control method
Pump motor 609, realizes the control to off-front wheel wheel cylinder 53 rate of pressurization, and dutycycle is bigger, and rate of pressurization is faster.
Reduce with speed, the Return moment that motor 10 produces tapers into that (this is to be determined by motor self character
), entire car controller vcu8 control regenerative braking moment be reduced to zero with certain reduction slope from currency, Return moment by
While decrescence little, brake monitor bcu7 adopt Duty ratio control method control the 3rd normal close valve 634, the 4th normal close valve 643,
Pump motor 609, the second pressure charging valve 619, the 3rd pressure charging valve 620, make in the first oil storage tank 633 and the first low pressure accumulator 612
Brake fluid enters in the near front wheel wheel cylinder 52, before making the brake fluid in the second oil storage tank 642 and the second low pressure accumulator 613 enter the right side
In wheel wheel cylinder 53, increase the pressure of front axle wheel cylinder to reduce identical slope (referred to herein as slope absolute value) with Return moment
Power, until stop, brake monitor bcu7 reset the first to the 6th normally open valve 603,604,629,636,638,645, first to
4th normal close valve 601,602,634,643, first to fourth pressure charging valve 618,619,620,621, first to fourth air relief valve
614th, 615,616,617 and pump motor 609.
In whole braking procedure, brake monitor bcu7 passes through to coordinate to control regenerative braking power and hydraulic braking force to protect
Demonstrate,prove total brake force always consistent with driver's desired braking power.
3) implementation process of esp function
When | α-αno| ＞ αlimOr | β-βno| ＞ βlimWhen, for ensureing body gesture and travel safety, esp controller
11 need to intervene to motor 10 torque and brake force；The motor torque command value that esp controller 11 sends
tmotor_espEntire car controller vcu8 is passed to by can network, the hydraulic braking moment bid value that esp controller 11 sends
thyd_espBrake monitor bcu7 is passed to by can.
Below so that active boost is carried out to off hind wheel wheel cylinder 51 and the near front wheel wheel cylinder 52 as a example, illustrate during esp
The control process of hydraulic coupling.
When needing off hind wheel wheel cylinder 51 is pressurized, brake monitor bcu7 adopts the method for Duty ratio control to pump
Motor 609 and the first pressure charging valve 618 are controlled, and it is the normally off that the brake fluid in master cylinder 4 is sequentially passed through first by pump motor 609
Valve 601, the 3rd normally open valve 629, the first oil pump 607, the first high-tension damper 605, the 4th normally open valve 636 and the first pressure charging valve
Off hind wheel 5 is pumped into after 618.
When needing the near front wheel wheel cylinder 52 is pressurized, brake monitor bcu7 adopts the method for Duty ratio control to pump
Motor 609 and the second pressure charging valve 619 are controlled, and the brake fluid in master cylinder 4 sequentially passes through the first normal close valve the 601, the 3rd
Normally open valve 629, the first oil pump 607, the first high-tension damper 605 and the second pressure charging valve 619 pump into the near front wheel 6.Wherein, braking control
Device bcu7 processed adopts the method for Duty ratio control to pass through to control pump motor 609 to adjust pump oil pressure, and brake monitor bcu7 adopts
The method of Duty ratio control is passed through to control the first pressure charging valve 618 to adjust off hind wheel wheel cylinder 51 rate of pressurization, brake monitor bcu7
Pass through to control the second pressure charging valve 619 to adjust the near front wheel wheel cylinder 52 rate of pressurization using the method for Duty ratio control.
Braking energy feedback solution proposed by the present invention can obtain and traditional vehicle identical brake pedal feel, this
It 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 are in Brake Energy
Complete mechanically decoupled during amount feedback with brake pedal 1, and first, second pedal simulator 628,637 and first set up,
Second fluid reservoir 633,642, so that the brake fluid of master cylinder 4 flows into first, second pedal in brake pedal 1
In simulator 628,637, make to step on brake pedal 1 sensation identical with traditional vehicle；
(2) during braking energy feedback, when needing front axle wheel cylinder is pressurized, the three, the 5th normally open valves
629th, electricity on 638, brake monitor bcu7 is controlled to the three, the 4th normal close valves 634,643 by Duty ratio control method,
Esp pump motor 609 is by pumping into the near front wheel 6 wheel cylinder by the brake fluid in the first oil storage tank 633 and the first low pressure accumulator 612
In, esp pump motor 609 is taken turns by the brake fluid in the second oil storage tank 642 and the second low pressure accumulator 613 is pumped into off-front wheel 7
In cylinder, master cylinder 4 pressure unaffected it is ensured that good pedal sense.
Therefore, through improved brake fluid system, during Brake energy recovery, driver can be made to feel not
To during energy feedback, hydraulic braking force adjusts brought brake pedal feel discomfort.
The various embodiments described above are merely to illustrate the present invention, and the structure of wherein each part, connected mode and method and step etc. are all
Can be varied from, every equivalents carrying out on the basis of technical solution of the present invention and improvement, all should not exclude
Outside protection scope of the present invention.
Claims (6)
1. a kind of brake fluid system with energy feedback and esp function, it includes brake pedal, master cylinder, braked wheel
Cylinder, pressure adjusting module, brake monitor bcu, entire car controller vcu, electric machine controller mcu, motor and esp control
Device, on the oil circuit that described master cylinder is arranged by x type and oil circuit, the described pressure adjusting module of setting is to described wheel cylinder
Pressure be controlled, described pressure adjusting module includes 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,
2nd, the three, the 4th air relief valve, first, second, third, fourth pressure charging valve, first, second master cylinder pressure sensor, first,
2nd, the 3rd, fourth round cylinder pressure transducer, and yaw-rate sensor and lateral acceleration sensor it is characterised in that:
First pedal simulator, the 3rd normally open valve are set gradually on the pipeline between described first normal close valve and the first oil pump inlet
With the first hydraulic branch, one end of described first pedal simulator is connected with one end of described first normal close valve, and described first steps on
The plate simulator other end passes sequentially through described 3rd normally open valve and the first hydraulic branch is connected with described first oil pump inlet；Described
4th check valve, one end of described 4th check valve and described the are arranged on the pipeline between the first normal close valve and the first pressure charging valve
One normal close valve connects, and the described 4th check valve other end is connected with described first pressure charging valve；Described first normally open valve and the first increasing
4th normally open valve is arranged on the pipeline between pressure valve, one end of described 4th normally open valve is connected with one end of the first normally open valve, institute
The one end stating the 4th normally open valve other end with described first pressure charging valve is connected；
Second pedal simulator, the 5th normally open valve are set gradually on the pipeline between described second normal close valve and the second oil pump inlet
With the second hydraulic branch, one end of described second pedal simulator is connected with one end of described second normal close valve, and described second steps on
The plate simulator other end passes sequentially through described 5th normally open valve and the second hydraulic branch is connected with the entrance of described second oil pump；Institute
State on the pipeline between the second normal close valve and the 4th pressure charging valve setting the 6th check valve, one end of described 6th check valve with described
Second normal close valve connects, and the described 6th check valve other end is connected with described 4th pressure charging valve；Described second normally open valve and the 4th
6th normally open valve is arranged on the pipeline between pressure charging valve, one end of described 6th normally open valve is connected with one end of described second normally open valve
Connect, the described 6th normally open valve other end is connected with one end of described 4th pressure charging valve.
2. there is the brake fluid system of energy feedback and esp function as claimed in claim 1 it is characterised in that: described
One hydraulic branch includes first segment discharge orifice, the 3rd check valve, the first oil storage tank and the 3rd normal close valve；The one of described first segment discharge orifice
End is connected with one end of described 3rd normally open valve, and the described first segment discharge orifice other end is connected with described 3rd check valve；Described
The other end of three check valves is connected with one end of described first oil storage tank, and the other end of described first oil storage tank is normal with the described 3rd
The one end closing valve connects, and the other end of described 3rd normal close valve is connected with the entrance of described first oil pump；Described second hydraulic pressure props up
Road includes the second throttle orifice, the 5th check valve, the second oil storage tank and the 4th normal close valve, one end of described second throttle orifice with described
One end of 5th normally open valve connects, and the described second throttle orifice other end is connected with described 5th check valve；Described 5th check valve
The other end be connected with one end of described second oil storage tank, the one of the other end of described second oil storage tank and described 4th normal close valve
End connects, and the other end of described 4th normal close valve is connected with the entrance of described second oil pump.
3. a kind of control based on the brake fluid system as described in claim 1 or 2 any one with energy feedback and esp function
Method processed, it includes herein below:
1) implementation process that Brake energy recovery is controlled with esp function integration；
According to the pressure of yaw velocity α, lateral acceleration and the master cylinder receiving, whether esp controller judges vehicle
Break away, whether entire car controller vcu occurs to break away according to vehicle is selected using regenerative braking or controlled using traditional esp；
2) implementation process of braking energy recovering function；
Brake monitor bcu control pressure adjustment module, electric machine controller mcu control motor to realize Brake energy recovery work(
Energy；
3) implementation process of esp function；
Esp controller control pressure adjustment module realizes esp function.
4. there is the control method of the brake fluid system of energy feedback and esp function as claimed in claim 3, its feature exists
In: whether described entire car controller vcu occurs sideslip to select using regenerative braking or using traditional esp control according to vehicle, its
Specifically include:
In vehicle travel process, yaw-rate sensor detects the yaw velocity α of car load and transmits to esp controller,
Lateral acceleration sensor detects the lateral acceleration of car load and transmits to esp controller, first, second master cylinder pressure sensor
The pressure of equal detection braking master cylinder simultaneously transmits to esp controller；
Esp controller is calculated nominal yaw velocity α by observation algorithmno, nominal side slip angle βnoAnd actual matter
Heart lateral deviation angle beta；
Esp controller is incited somebody to action | α-αno| and | β-βno| threshold value α with default yaw velocity respectivelylimWith side slip angle
Threshold valuelimIt is compared, when | α-αno| ＜ αlimAnd | β-βno| ＜ βlimWhen, entire car controller vcu selects to adopt feedback system
Dynamic；When | α-αno| ＞ αlimOr | β-βno| ＞ βlimWhen, entire car controller vcu selects to control using traditional esp.
5. there is the control method of the brake fluid system of energy feedback and esp function as claimed in claim 3, its feature exists
In: described brake monitor bcu control pressure adjustment module realizes braking energy recovering function, and it specifically includes:
Pressure value p all to master cylinder for first and second master cylinder pressure sensors and pressure change rate δ p/ δ t detect,
And transmit the result detecting to brake monitor bcu；Brake monitor bcu according to pressure value p be calculated the near front wheel and
Total braking force square t needed for off-front wheeltotalWith regenerative braking torque command value t, and entire car controller is sent to by can bus
vcu；Entire car controller vcu is returned by the maximum that current motor rotating speed, battery soc data are calculated motor and can provide
Feedback moment t1, entire car controller vcu8 is by maximum Return moment value t1Absolute value and regenerative braking torque command value t absolute value
It is compared, take both smaller values as motor feedback torque command value treg_cmd, regenerative braking torque command value t is sent
To electric machine controller mcu；Electric machine controller mcu controls motor output according to regenerative braking torque command value t receiving
Actual Return moment value tact；
Total braking force square t needed for when the near front wheel and off-front wheeltotalActual Return moment value t less than motor outputact
When, brake monitor bcu is controlled to second, third air relief valve by Duty ratio control method, the wheel cylinder braking of the near front wheel
Liquid passes through the second air relief valve and flows in the first low pressure accumulator, and the wheel cylinder brake fluid of off-front wheel passes through the 3rd air relief valve and flows into second
In low pressure accumulator, brake monitor bcu is realized to front-wheel wheel cylinder not by second, third air relief valve is carried out with Duty ratio control
The decompression of same rate；
Total braking force square t needed for when the near front wheel and off-front wheeltotalActual Return moment value t more than motor outputact
When, brake monitor bcu controls electricity on the 3rd to the 6th normally open valve, and the 3rd to the 4th normal close valve, and controls pump motor work
Make；First oil pump, by the brake fluid in the first oil storage tank and the first low pressure accumulator, passes sequentially through the first high-tension damper and
Two pressure charging valves pump into the near front wheel wheel cylinder, and in the first oil storage tank and the first low pressure accumulator, the pressure of brake fluid is used for compensating the near front wheel
Required total braking force square ttotalActual Return moment value t with motor outputactDifference；Second oil pump stores up second
Brake fluid in oil tank and the second low pressure accumulator, passes sequentially through the second high-tension damper and the 3rd pressure charging valve pumps into off-front wheel wheel
In cylinder, the second oil storage tank and the second low pressure accumulator, the pressure of brake fluid is used for compensating the total braking force square t needed for off-front wheeltotal
Actual Return moment value t with motor outputactDifference；
Brake monitor bcu controls the 3rd normal close valve and pump motor by Duty ratio control method, realizes the near front wheel wheel cylinder is increased
The control of pressure speed, brake monitor bcu controls the 4th normal close valve and pump motor by Duty ratio control method, before realizing to the right side
The control of wheel wheel cylinder rate of pressurization；
Reduce with speed, the Return moment that motor produces tapers into, entire car controller vcu controls regenerative braking moment
It is reduced to zero with certain reduction slope from currency, while Return moment is gradually reduced, brake monitor bcu adopts duty
Control the three, the 4th normal close valves, pump motor, second, third pressure charging valve than control method, so that the first oil storage tank and the first low pressure is stored
Brake fluid in energy device enters in the near front wheel wheel cylinder, before making the brake fluid in the second oil storage tank and the second low pressure accumulator enter the right side
In wheel wheel cylinder, increase the pressure of front axle wheel cylinder to reduce identical slope with Return moment, until stopping, brake monitor bcu
Reset the first to the 6th normally open valve, first to fourth normal close valve, first to fourth pressure charging valve, first to fourth air relief valve and pump electricity
Machine.
6. there is the control method of the brake fluid system of energy feedback and esp function as claimed in claim 3, its feature exists
In: described esp controller control pressure adjustment module realizes esp function, and it specifically includes:
When needing off hind wheel is pressurized, brake monitor bcu adopts the method for Duty ratio control to pump motor and first
Pressure charging valve is controlled, and the brake fluid in master cylinder is sequentially passed through the first normal close valve, the 3rd normally open valve, the first oil by pump motor
Off hind wheel is pumped into after pump, the first high-tension damper, the 4th normally open valve and the first pressure charging valve；
When needing the near front wheel is pressurized, brake monitor bcu adopts the method for Duty ratio control to pump motor and second
Pressure charging valve is controlled, and the brake fluid in master cylinder is sequentially passed through the first normal close valve, the 3rd normally open valve, the first oil by pump motor
The near front wheel is pumped into after pump, the first high-tension damper and the second pressure charging valve.
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| 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 |
| 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 |
| 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 |
| CN113525320B (en) * | 2020-04-13 | 2023-03-03 | 华为技术有限公司 | Hydraulic control unit for a brake system in a motor vehicle, brake system and control method |
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