CN108032848B - Braking energy recovery device and control method thereof - Google Patents

Braking energy recovery device and control method thereof Download PDF

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Publication number
CN108032848B
CN108032848B CN201810013955.9A CN201810013955A CN108032848B CN 108032848 B CN108032848 B CN 108032848B CN 201810013955 A CN201810013955 A CN 201810013955A CN 108032848 B CN108032848 B CN 108032848B
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China
Prior art keywords
simulator
master cylinder
wheel
front axle
brake
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CN201810013955.9A
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Chinese (zh)
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CN108032848A (en
Inventor
初亮
许炎武
徐静怡
李亚丽
王引航
姜雲崧
于鑫洋
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Jilin University
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Jilin University
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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
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/24—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
    • B60T13/46—Vacuum systems
    • B60T13/52—Vacuum systems indirect, i.e. vacuum booster units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/58—Combined or convertible systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • 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
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • 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
    • B60T8/40—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 comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input
    • B60T8/409—Systems with stroke simulating devices for driver input characterised by details of the stroke simulating device
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Abstract

The invention discloses a braking energy recovery device and a control method thereof, which aim to solve the problems that the prior art has complex structure, large control difficulty, inconsistent pedal feel with the traditional vehicle and difficult joint development with ABS and ESP manufacturers, and comprise a braking control mechanism, an active pedal stroke simulator and a hydraulic adjusting unit; the brake control mechanism comprises a liquid storage tank and a brake master cylinder; the liquid outlet f and the liquid outlet r of the liquid storage tank are connected with the liquid inlet of the front cavity and the liquid inlet of the rear cavity of the brake master cylinder through pipelines, and the brake control mechanism is connected with the interface C of the active pedal stroke simulator through the liquid outlet e of the liquid storage tank through a hose; the invention further provides a control method of the braking energy recovery device.

Description

Braking energy recovery device and control method thereof
Technical Field
The present invention relates to a braking energy recovery system for a hybrid vehicle and a pure electric vehicle, and more particularly, to a braking energy recovery device and a control method thereof.
Background
Under the background of the increasing shortage of non-renewable energy sources worldwide, various manufacturers have put forward braking energy recovery technologies for improving the driving range of new energy automobiles and reducing the energy consumption. The braking energy recovery is an important way for realizing energy conservation and emission reduction of hybrid electric vehicles and pure electric vehicles. In the braking process, braking safety needs to be ensured, pedal feel is ensured, braking force is reasonably distributed, and the braking force is accurately controlled. The existing braking system cannot meet the requirements, so that the existing braking system is required to be improved, and a braking force coordination function and a pedal feel simulation function in the regenerative braking process are realized.
Several patent applications are searched for that are relevant to the present invention:
chinese patent publication No. CN201856653U, publication No. 2011.06.08, entitled "coordinated control device of regenerative brake System and Hydraulic brake System for automobile", application No. 201020564251.X. The coordination control device designed by the invention comprises a braking mode switching controller, a working mode switching valve, a pipeline hydraulic simulator, an ABS hydraulic adjusting unit and the like. During braking, the braking energy recovery is realized by controlling the working mode switching valve to control the flow direction of the brake fluid. The invention has the defects that the ABS hydraulic adjusting unit cannot actively boost the pressure of the wheel cylinder, the pipeline hydraulic simulator can simulate the feedback feeling of the pedal only under the condition of small-intensity braking, and a certain amount of brake fluid is stored. Under the condition of high-strength braking, only the traditional hydraulic braking mode can be adopted, and the energy recovery capability is limited.
Chinese patent publication No. CN103241228A, publication No. 2013.08.14, entitled "brake energy recovery System with pedal travel simulator and control method therefor". The invention discloses a braking energy recovery system with a pedal travel simulator and a control method thereof, and aims to solve the problem that when the braking energy recovery system of an electric vehicle and a pure electric vehicle recovers energy, the pedal feel is inconsistent with that of a traditional vehicle. The invention has the defects that the electromagnetic valves needing to be controlled are more, the control difficulty is high, the pedal feel is inconsistent under different motor braking capacities, and ESP manufacturers are required to cooperatively develop.
Disclosure of Invention
The invention aims to solve the technical problems of complex structure, high control difficulty, inconsistent pedal feel with the traditional vehicle and difficult joint development with ABS and ESP manufacturers in the prior art, and provides a braking energy recovery device with an active pedal stroke simulator and a control method thereof.
In order to solve the technical problems, the invention is realized by adopting the following technical scheme: the braking energy recovery device comprises a braking control mechanism, an active pedal stroke simulator and a hydraulic adjusting unit;
The brake control mechanism comprises a liquid storage tank and a brake master cylinder;
the liquid outlet f and the liquid outlet r of the liquid storage tank are respectively connected with the liquid inlet of the front cavity and the liquid inlet of the rear cavity by adopting pipelines and the liquid inlet of the front cavity of the brake master cylinder, and the brake control mechanism is connected with the interface C of the active pedal stroke simulator by adopting a brake hose through the liquid outlet e of the liquid storage tank; the front cavity liquid outlet A of the brake master cylinder in the brake control mechanism and the interface D of the active pedal stroke simulator are connected with a liquid inlet E of the hydraulic adjusting unit through a brake pipeline, and the rear cavity liquid outlet B of the brake master cylinder in the brake control mechanism is connected with a liquid inlet F of the hydraulic adjusting unit through a brake pipeline;
the control method of the braking energy recovery device comprises the following steps:
1) Calculating the front axle demand braking moment T req The brake controller receives pedal displacement signals transmitted by a pedal displacement sensor, obtains total required brake moment under corresponding pedal displacement according to a relation curve of traditional automobile pedal displacement and required brake moment measured through a test, and obtains front axle required brake moment T according to a front axle and rear axle brake force distribution curve req ；
2) Brake controller jointMotor maximum braking moment signal T sent by vehicle controller motmax If the motor has the maximum braking torque T motmax Is greater than or equal to the front axle demand braking moment T req Step 3) is entered; if the motor has the maximum braking torque T motmax Is smaller than the front axle required braking moment T req Step 4) is entered;
3) Maximum braking moment T of motor motmax Is greater than or equal to the front axle demand braking moment T req When the front axle pure electric brake is started, the front axle liquid inlet electromagnetic valve is closed, the simulator liquid inlet electromagnetic valve is opened, the front axle brake liquid completely enters the pedal simulator, pedal feel is completely provided by the pedal simulator and the rear axle brake wheel cylinder, in order to improve the service lives of the plunger pump of the simulator, the motor of the simulator and the pressure-increasing electromagnetic valve, all the three are not operated at the moment, in order to enable the pedal feel to be consistent with the traditional brake pedal feel, parameters of a first spring, a second spring, a first piston and a second piston of the pedal simulator are required to be matched, so that the pedal simulator can accurately simulate the pressure volume characteristic of the front axle wheel cylinder, the pedal feel is ensured, the front axle brake force is completely provided by the motor brake force at the moment, and the whole vehicle controller receives a front axle demand brake moment signal T obtained in the step 1) by the brake controller req And adjusting the motor braking moment to be equal to the front axle required braking moment T req The braking energy of the front axle is completely recovered, the braking force of the rear axle is not controlled, and is consistent with the traditional braking system, and the braking force of the rear axle is not controlled in the whole control process and is completely provided by the hydraulic braking force;
4) Maximum braking moment T of motor motmax Is smaller than the front axle required braking moment T req When the front axle motor hydraulic pressure common braking process is started, the front axle target motor braking moment T is obtained through the braking force distribution module reg And front axle wheel cylinder target pressure P tar Wherein the front axle target motor braking torque T reg Equal to the maximum braking torque T of the motor motmax Front axle wheel cylinder target pressure P tar According to the demand braking moment T of the front axle req And front axle target motor braking torque T reg The calculation formula is as follows:
wherein: d is the diameter of a front wheel brake cylinder, R f For the effective radius of action of the front wheel, K bf Is the front wheel braking efficiency factor;
5) The brake controller receives master cylinder pressure signals P sent by a master cylinder pressure sensor, a left front wheel pressure sensor and a right front wheel pressure sensor Master cylinder And front axle wheel cylinder pressure signal P Wheel cylinder If the master cylinder pressure P Master cylinder Is greater than the front axle wheel cylinder pressure P Wheel cylinder Step 6) is entered; if the master cylinder pressure P Master cylinder Is smaller than or equal to the front axle wheel cylinder pressure P Wheel cylinder Step 9) is entered;
6) Master cylinder pressure P Master cylinder Is greater than the front axle wheel cylinder pressure P Wheel cylinder At the time, if the front axle wheel cylinder pressure P Wheel cylinder Is smaller than the target pressure P of the front axle wheel cylinder tar Step 7) is entered; otherwise, front axle wheel cylinder pressure P Master cylinder Is greater than or equal to the front axle wheel cylinder target pressure P tar Step 8) is entered;
7) Master cylinder pressure P Master cylinder Is greater than the front axle wheel cylinder pressure P Wheel cylinder And front axle wheel cylinder pressure P Wheel cylinder Is smaller than the target pressure P of the front axle wheel cylinder tar When the front axle wheel cylinder is pressurized, the front axle liquid inlet electromagnetic valve is opened, and the whole vehicle controller enables the motor braking moment to be equal to the front axle target motor braking moment T determined in the step 4) reg Simultaneously, the active pedal stroke simulator is controlled to maintain the master cylinder pressure P under the current pedal displacement in real time Master cylinder To target master cylinder pressure P Master cylinder tar The control method of the active pedal stroke simulator comprises the following steps:
(1) Calculating a target master cylinder pressure P Master cylinder tar The brake controller receives pedal displacement signals transmitted by a pedal displacement sensor, and obtains target master cylinder pressure P under corresponding pedal displacement according to a relation curve of traditional automobile pedal displacement and master cylinder pressure measured by a test Master cylinder tar ；
(2) The brake controller receives master cylinder pressure transmissionActual master cylinder pressure signal P sent by sensor Master cylinder act If the actual master cylinder pressure P Master cylinder act Less than the target master cylinder pressure P Master cylinder tar Step (3) is entered; if the actual master cylinder pressure P Master cylinder act Greater than target master cylinder pressure P Master cylinder tar Step (4) is entered; otherwise, the actual master cylinder pressure P Master cylinder act Equal to the target master cylinder pressure P Master cylinder tar Step (5) is entered;
(3) Actual master cylinder pressure P Master cylinder act Less than the target master cylinder pressure P Master cylinder tar When the pedal simulator enters a pressurizing process, an electromagnetic valve of a liquid inlet valve of the simulator is opened, the pressurizing electromagnetic valve is closed, a motor of the simulator works to drive a plunger pump of the simulator to extract brake liquid from a liquid storage tank, the brake liquid enters an active pressurizing cavity of the simulator through an internal thread through hole K1 and an internal thread through hole K2 to generate hydraulic pressure for preventing movement of a piston and a spring of the simulator, and the pressure of a master cylinder under the same pedal displacement is increased along with the increase of the pressure of the active pressurizing cavity of the simulator;
(4) Actual master cylinder pressure P Master cylinder act Greater than target master cylinder pressure P Master cylinder tar When the pedal simulator enters a decompression process, at the moment, a liquid inlet electromagnetic valve of the simulator is opened, a pressurizing electromagnetic valve is opened, a simulator motor and a plunger pump of the simulator do not work, brake liquid flows out of a p port of the pressurizing electromagnetic valve and returns to a liquid storage tank, the pressure of an active pressurizing cavity of the simulator is reduced, and the pressure of a master cylinder under the same pedal displacement is also reduced.
(5) Actual master cylinder pressure P Master cylinder act Equal to the target master cylinder pressure P Master cylinder tar When the pedal simulator enters a pressure maintaining process, at the moment, a liquid inlet electromagnetic valve of the simulator is opened, a pressure increasing electromagnetic valve is closed, a simulator motor and a plunger pump of the simulator do not work, and the pressure of a master cylinder under the same pedal displacement is maintained;
8) Master cylinder pressure P Master cylinder Is greater than the front axle wheel cylinder pressure P Wheel cylinder And front axle wheel cylinder pressure P Wheel cylinder Is greater than or equal to the front axle wheel cylinder target pressure P tar When the front axle wheel cylinder is used for maintaining pressure, the front axle liquid inlet electromagnetic valve is closed, and meanwhile, the active pedal stroke simulator is controlled, and the control process is shown in the steps (1) - (5) in the step 7); manufacturing processThe dynamic controller is used for controlling the pressure P of the front axle wheel cylinder at the moment Wheel cylinder And the front axle demand braking torque T reg Target braking moment T of motor reg Correcting, namely correcting the target braking torque T of the motor reg ' is:
wherein: d is the diameter of a front wheel brake cylinder, R f For the effective radius of action of the front wheel, K bf Is the front wheel braking efficiency factor; the corrected motor target braking moment meets the pressure P of the front axle wheel cylinder Wheel cylinder Invariable front axle demand braking moment T req The braking controller is required to correct the target motor braking torque T reg ' transmitting the braking torque to a whole vehicle controller (15), and controlling a driving motor by the whole vehicle controller to obtain a target motor braking torque;
9) Master cylinder pressure P Master cylinder Is smaller than or equal to the front axle wheel cylinder pressure P Wheel cylinder When the front axle wheel cylinder is depressurized, the motor braking moment is completely withdrawn, the braking system is similar to the traditional braking process, the front axle liquid inlet electromagnetic valve is opened, and meanwhile, the active pedal stroke simulator works, and the working process is shown in the steps (1) - (5) in the step 7); the simulator active pressurizing cavity) is enough to keep the simulator piston at an initial position, and front axle brake fluid flows out from the front axle fluid inlet electromagnetic valve and the front axle one-way valve and cannot enter the simulator fluid inlet cavity, and is directly returned to the brake master cylinder;
when the braking energy recovery device disclosed by the invention fails, the active pedal stroke simulator and the hydraulic regulating unit are not controlled, and similar to a traditional braking system, braking fluid enters each braking wheel cylinder from a braking main cylinder through a front axle fluid inlet electromagnetic valve, a left front wheel fluid inlet electromagnetic valve, a right front wheel fluid inlet electromagnetic valve, a left rear wheel fluid inlet electromagnetic valve and a right rear wheel fluid inlet electromagnetic valve to generate braking force; therefore, the braking device can still realize the braking function when the electrical system fails, and meets the requirement of regulations.
The technical scheme is that the brake control mechanism comprises a brake pedal, a pedal displacement sensor, a vacuum booster and an electric vacuum pump; the brake pedal is arranged below the front part of a driver in a carriage, the top end of a rotating part in the brake pedal is fixed on a pedal support through a pin shaft, the pedal support is fixed on a vehicle body through a bolt, the left side surface of the middle end of the rotating part in the brake pedal is in contact connection with the right end surface of a front end ejector rod of a vacuum booster in a vacuum booster, a pedal displacement sensor is fixed on the pedal support connected with the vehicle body, a movable arm of the pedal displacement sensor is connected with the rotating part in the brake pedal, the vacuum booster is fixed on the vehicle body through a flange plate, an electric vacuum pump is arranged in an engine cabin, a port p of the electric vacuum pump is connected with a vacuum port of the vacuum booster through a vacuum hose, a port a of the electric vacuum pump is connected with the atmosphere, a liquid storage tank is arranged above the brake master cylinder, and a liquid outlet f and a liquid outlet r of the liquid storage tank are respectively connected with a liquid inlet of a front cavity of the brake master cylinder through a pipeline and a liquid inlet of a rear cavity.
The active pedal stroke simulator comprises a simulator liquid inlet electromagnetic valve, a first spring, a second spring, an end cover, a simulator one-way valve, a simulator plunger pump, a simulator motor, a pressurizing electromagnetic valve, a rubber block, a second spring seat, a second piston, a first spring seat, a first piston, a simulator cylinder body and a master cylinder pressure sensor; the p port of the simulator check valve is connected with the C port of the active pedal stroke simulator through a hydraulic pipeline, the p port of the simulator plunger pump is connected with the a port of the simulator check valve through a hydraulic pipeline, the a port of the simulator plunger pump is connected with an internal thread through hole K1 and an internal thread through hole K2 of the simulator active pressurizing cavity through a hydraulic pipeline, the a port of the pressurizing electromagnetic valve is connected with the p port of the simulator check valve through a pipeline, the p port of the pressurizing electromagnetic valve is connected with the a port of the simulator plunger pump through a hydraulic pipeline, the a port of the simulator liquid inlet electromagnetic valve is connected with the right hole K3 of the simulator cylinder body through a hydraulic pipeline, the master cylinder pressure sensor is connected with the p port of the simulator liquid inlet electromagnetic valve through a hydraulic pipeline, the simulator motor is connected with the simulator plunger pump through a coupling, the first piston and the second piston are sequentially arranged in the middle hole and the left hole, the first spring seat and the second spring seat are respectively welded with the centers of the first piston and the second piston, and the rotation axes of the first spring seat, the first piston and the second spring seat and the second piston are collinear; the first spring and the second spring are respectively arranged on the first spring seat and the second spring seat, the left end face of the first spring is contacted with the right end face of the second piston, the right end face of the first spring is contacted with the left end face of the first piston, the left end face of the second spring is contacted with the right end face of the end cover, the right end face of the second spring is contacted with the left end face of the second piston, the right end face of the rubber block is connected with the right end face of the end cover through a thermal adhesive, and the rubber block is collinear with the rotation axis of the second spring seat.
According to the technical scheme, the simulator cylinder body is a cylindrical structural member, a three-section cylindrical stepped hole is machined along the central axis of the simulator cylinder body, the diameters of the three-section stepped hole decrease in sequence from left to right, wherein the right hole K3 is an oil inlet and outlet hole of the simulator cylinder body and is machined into an inner threaded hole; four uniformly distributed cylindrical internal threaded holes for connecting the fixed end cover are processed on the left end face of the simulator cylinder body; two cylindrical internal thread through holes K1 and K2 for oil inlet and outlet of the simulator active pressurizing cavity are machined at the left end and the right end of the hole wall of the left hole of the simulator cylinder body.
The hydraulic adjusting unit comprises a left front wheel liquid inlet electromagnetic valve, a left front wheel one-way valve, a front axle low-pressure accumulator, a left front wheel liquid outlet electromagnetic valve, a left front wheel pressure sensor, a front axle oil return plunger pump, a right front wheel one-way valve, a right front wheel liquid inlet electromagnetic valve, a right front wheel liquid outlet electromagnetic valve, a right front wheel pressure sensor, a front axle liquid inlet electromagnetic valve, a front axle one-way valve, an oil return motor, a left rear wheel one-way valve, a left rear wheel liquid inlet electromagnetic valve, a left rear wheel pressure sensor, a left rear wheel liquid outlet electromagnetic valve, a rear axle low-pressure accumulator, a rear axle oil return plunger pump, a right rear wheel pressure sensor, a right rear wheel liquid outlet electromagnetic valve, a right rear wheel one-way valve and a right rear wheel liquid inlet electromagnetic valve;
The port p of the front axle liquid inlet electromagnetic valve and the port a of the front axle one-way valve are connected with an E port hydraulic pipeline of the hydraulic adjusting unit, and the port a of the front axle liquid inlet electromagnetic valve and the port p of the front axle one-way valve are connected with an a port hydraulic pipeline of the front axle oil return plunger pump; the left front wheel liquid inlet electromagnetic valve p port, the left front wheel one-way valve a port, the right front wheel liquid inlet electromagnetic valve p port, the right front wheel one-way valve a port are connected with a front axle oil return plunger pump a port hydraulic pipeline, the left front wheel liquid inlet electromagnetic valve a port, the left front wheel one-way valve p port, the left front wheel pressure sensor are connected with the left front wheel liquid outlet electromagnetic valve a port hydraulic pipeline, the right front wheel liquid inlet electromagnetic valve a port, the right front wheel one-way valve p port, the right front wheel pressure sensor are connected with the right front wheel liquid outlet electromagnetic valve a port hydraulic pipeline, the left front wheel liquid outlet electromagnetic valve p port, the right front wheel liquid outlet electromagnetic valve p port, the front axle low pressure accumulator are connected with the front axle oil return plunger pump p port hydraulic pipeline through the one-way valve; the port p of the left rear wheel liquid inlet electromagnetic valve, the port a of the left rear wheel one-way valve, the port p of the right rear wheel liquid inlet electromagnetic valve and the port a of the right rear wheel one-way valve are connected with a port a hydraulic pipeline of the rear axle oil return plunger pump together; the left rear wheel liquid inlet electromagnetic valve is connected with an a-port hydraulic pipeline of the left rear wheel liquid outlet electromagnetic valve, the left rear wheel one-way valve is connected with a p-port hydraulic pipeline of the left rear wheel liquid outlet electromagnetic valve, the right rear wheel liquid inlet electromagnetic valve is connected with an a-port hydraulic pipeline of the right rear wheel liquid outlet electromagnetic valve, the left rear wheel liquid outlet electromagnetic valve is connected with a p-port hydraulic pipeline of the rear axle oil return plunger pump, and the rear axle low-pressure accumulator is connected with a p-port hydraulic pipeline of the rear axle oil return plunger pump through the one-way valve.
Compared with the prior art, the invention has the beneficial effects that:
1. the braking energy recovery device with the active pedal stroke simulator and the control method thereof have simple hardware structure, and only the active pedal stroke simulator, the electromagnetic valve and the one-way valve are needed to be additionally arranged on the basis of the traditional vehicle braking system with the ABS hydraulic unit. In addition, only a small amount of electromagnetic valves and an active pedal stroke simulator are required to be controlled in the braking energy recovery working process, the electromagnetic valves in the ABS hydraulic adjusting unit are not involved, and the control difficulty is low. Avoiding the technical blockade of ABS manufacturer, being convenient for the joint development with the host factory, and even realizing the braking energy recovery function on the automobile without the ABS hydraulic adjusting unit.
2. According to the braking energy recovery device with the active pedal stroke simulator and the control method thereof, the active pedal stroke simulator is controlled in real time, so that the master cylinder pressure can accurately coincide with the relation curve of the traditional automobile pedal displacement and the master cylinder pressure, the traditional brake pedal feeling is accurately simulated, and a driver does not feel uncomfortable in the driving process.
3. The braking energy recovery device with the active pedal stroke simulator and the control method thereof can be arranged in a braking system of a hybrid electric vehicle and an electric vehicle, hydraulic braking and motor braking can be better matched through accurate braking pressure adjustment, the regenerative braking capacity of the motor can be exerted to the greatest extent, and the warp of the hybrid electric vehicle and the electric vehicle is greatly improved.
Drawings
The invention is further described below with reference to the accompanying drawings:
FIG. 1 is a schematic illustration of a brake energy recovery device with an active pedal travel simulator according to the present invention;
FIG. 2 is a schematic illustration of an active pedal travel simulator configuration in a braking energy recovery device with an active pedal travel simulator in accordance with the present invention;
FIG. 3 is a schematic illustration of the structural components of a hydraulic adjustment unit in a braking energy recovery device with an active pedal travel simulator in accordance with the present invention;
FIG. 4 is a control strategy flow chart for an active pedal travel simulator in a braking energy recovery device with an active pedal travel simulator in accordance with the present invention;
FIG. 5 is a control strategy flow chart of a braking energy recovery device with an active pedal travel simulator in accordance with the present invention;
FIG. 6 is a graph showing the beta curve distribution of front axle braking force and rear axle braking force for a braking energy recovery device with an active pedal travel simulator in accordance with the present invention;
in the figure: 1. the brake system comprises a brake operating mechanism 2, a brake pedal 3, a pedal displacement sensor 4, a vacuum booster 5, a liquid storage tank 6, an electric vacuum pump 7, a brake master cylinder 8, an active pedal stroke simulator 9, a hydraulic regulating unit 10, a left front wheel 11, a right front wheel 12, a left rear wheel 13, a right rear wheel 14, a brake controller 15, a vehicle controller 16, a driving motor 17, a simulator liquid inlet solenoid valve 18, a simulator liquid inlet cavity 19, a first spring 20, a simulator active pressurizing cavity 21, a second spring 22, an end cover 23, a simulator one-way valve 24, a simulator plunger pump 25, a simulator motor 26, a pressurizing solenoid valve 27, a rubber block 28, a second spring seat 29, a second piston 30, a first spring seat 31, a first piston 32 and a simulator cylinder body, the hydraulic system comprises a master cylinder pressure sensor 34, a left front wheel inlet solenoid valve 35, a left front wheel check valve 36, a front axle low pressure accumulator 37, a left front wheel outlet solenoid valve 38, a left front wheel pressure sensor 39, a front axle oil return plunger pump 40, a right front wheel check valve 41, a right front wheel inlet solenoid valve 42, a right front wheel outlet solenoid valve 43, a right front wheel pressure sensor 44, a front axle inlet solenoid valve 45, a front axle check valve 46, an oil return motor 47, a left rear wheel check valve 48, a left rear wheel inlet solenoid valve 49, a left rear wheel pressure sensor 50, a left rear wheel outlet solenoid valve 51, a rear axle low pressure accumulator 52, a rear axle oil return plunger pump 53, a right rear wheel pressure sensor 54, a right rear wheel outlet solenoid valve 55, a right rear wheel check valve 56.
Detailed Description
The invention is described in detail below with reference to the attached drawing figures:
the invention relates to a braking energy recovery device with an active pedal stroke simulator, which comprises a braking control mechanism 1, an active pedal stroke simulator 8 and a hydraulic adjusting unit 9.
Referring to fig. 1, the brake operating mechanism 1 includes a brake pedal 2, a pedal displacement sensor 3, a vacuum booster 4, a reservoir 5, an electric vacuum pump 6, and a brake master cylinder 7.
The brake pedal 2 comprises a rotating part and a pedal bracket, wherein the rotating part is arranged on the pedal bracket through a pin shaft through hole at the top end of the rotating part and is in rotary connection with the pedal bracket by adopting a pin shaft, the pedal bracket is fixed with a vehicle body by adopting a bolt, and the brake pedal 2 amplifies the pedal force of the brake operation of a driver by utilizing the lever principle and can reflect the brake intention of the driver.
The pedal displacement sensor 3 adopts a stay wire type displacement sensor of the German ASM company CLM series, the movable arm on the pedal displacement sensor 3 can be used for measuring the angular displacement of the brake pedal 2, and the angular displacement is fed back to the brake controller 14 for acquiring pedal displacement information of a driver when the brake energy of the automobile is recovered.
The input end of the vacuum booster 4 is a front ejector rod of the vacuum booster, the output end is an output ejector rod in contact connection with a piston ejector rod of the brake master cylinder 7, the negative pressure is utilized to amplify the input force of the brake pedal 2 acting on the front ejector rod of the vacuum booster 4, and the output is carried out through the output ejector rod, so that the acting force of a driver acting on a brake system is increased.
The liquid storage tank 5 generally uses the rigid plastic material, totally three liquid outlets are respectively a liquid outlet f, a liquid outlet e and a liquid outlet r, wherein the liquid outlet f and the liquid outlet r are arranged at the bottom of the liquid storage tank 5, the liquid outlet e is arranged at the middle lower part of the side surface of the liquid storage tank 5, and the liquid storage tank 5 is used for storing brake liquid and detecting the residual quantity of the brake liquid.
The electric vacuum pump 6 is a piston type, is powered by a vehicle-mounted power supply 12V and is used for simulating a negative pressure source of an air inlet pipe of an engine of an original vehicle.
The brake master cylinder 7 adopts a serial double-cavity type, two chambers capable of generating high-pressure brake fluid independently of each other are arranged in the brake master cylinder 7, the two chambers are arranged in series, a mechanical inlet of the brake master cylinder 7 is a piston push rod, a hydraulic outlet is a front cavity liquid outlet A and a rear cavity liquid outlet B, and mechanical energy input by a pedal of a driver can be converted into hydraulic energy.
The position and connection mode of the specific components: the brake pedal 2 is positioned below the front part of a driver in a carriage, the top end of a rotating part of the brake pedal 2 is fixed on a pedal bracket through a pin shaft by means of right foot operation of the driver, the pedal bracket is fixed on a vehicle body through a bolt, and the left side surface of the middle end of the rotating part of the brake pedal 2 is in contact connection with the right end surface of a front ejector rod of a vacuum booster in the vacuum booster 4. The pedal displacement sensor 3 is fixed to a pedal bracket connected to the vehicle body, and a movable arm of the pedal displacement sensor 3 is connected to a rotating portion of the brake pedal 2. The vacuum booster 4 is positioned in the engine compartment and is fixed on the vehicle body through a flange, and the output of the vacuum booster 4 pushes the output push rod through the vacuum booster 4 against the piston push rod of the brake master cylinder 7. The electric vacuum pump 6 is positioned in the engine compartment, the p port of the electric vacuum pump 6 is connected with the vacuum port of the vacuum booster 4 by a vacuum hose, and the a port of the electric vacuum pump 6 is directly connected with the atmosphere by the vacuum hose. The brake master cylinder 7 is positioned at the left side of the vacuum booster 4 in the engine compartment, a front cavity liquid outlet A of the brake master cylinder 7 is connected with an interface D of the active pedal stroke simulator 8 by adopting a brake pipeline, and a rear cavity liquid outlet B of the brake master cylinder 7 is connected with a hydraulic adjusting unit 9 by adopting a brake pipeline. The liquid storage tank 6 is integrated above the brake master cylinder 7, and the liquid outlets of the liquid storage tank 5 are three, wherein the liquid outlet f and the liquid outlet r are respectively connected with a front cavity liquid inlet A and a rear cavity liquid inlet B of the brake master cylinder 7 through pipelines, and the liquid outlet e is connected with an interface C of the active pedal stroke simulator 8 through a brake hose.
Referring to fig. 2, the active pedal stroke simulator 8 includes a simulator fluid inlet solenoid valve 17, a first spring 19, a second spring 21, an end cover 22, a simulator check valve 23, a simulator plunger pump 24, a simulator motor 25, a booster solenoid valve 26, a rubber block 27, a second spring seat 28, a second piston 29, a first spring seat 30, a first piston 31, a simulator cylinder 32, and a master cylinder pressure sensor 33.
The specific specification and functions are as follows: the active pedal travel simulator 8 mainly plays a role in maintaining master cylinder pressure and active pressurization and simulating pedal feel.
The simulator liquid inlet electromagnetic valve 17 is a two-position two-way normally closed electromagnetic valve, can realize the bidirectional flow of brake liquid when being electrified, and is used for controlling the on-off of the brake master cylinder 7 and the active pedal simulator 8.
The simulator check valve 23 adopts a straight-through check valve, the forward opening pressure is 0.04MPa, the simulator check valve 23 is used for controlling the flow direction of brake fluid, and only the brake fluid can flow into the simulator plunger pump 24 from the p port of the simulator check valve 23, but the brake fluid cannot flow back.
The simulator plunger pump 25 adopts an eccentric shaft type radial plunger pump, and can change low-pressure brake fluid flowing into the simulator plunger pump 24 from the liquid storage tank 5 through the simulator one-way valve 23 into high-pressure brake fluid to be supplied to the simulator active pressurizing cavity 20.
The simulator motor 25 adopts a brush direct current permanent magnet motor, and can drive the simulator plunger pump 24 to work to extract brake fluid.
The pressurizing electromagnetic valve 26 is a two-position two-way normally open electromagnetic valve, and is used for depressurizing the simulator active pressurizing cavity 20 when opened and pressurizing the simulator active pressurizing cavity 20 when closed.
The master cylinder pressure sensor 33 is an active pressure sensor with the model 303 manufactured by BOSCH company, and needs to input 5V power supply voltage to measure the pressure of the simulator fluid inlet chamber 18 and the brake master cylinder 7.
The simulator cylinder 32 is a cylindrical structural member, three horizontally arranged cylindrical Kong Jizuo side holes, a middle hole and a right side hole K3 which are communicated are sequentially processed along the central axis of the cylinder, the diameters of the left side hole, the middle hole and the right side hole are gradually decreased from left to right, the rotation axes of the left side hole, the middle hole and the right side hole are collinear, wherein the right side hole K3 is a simulator oil inlet and outlet hole, and an internal threaded hole is processed; two cylindrical internal thread through holes K1 and K2 are processed on the lower side of the cylinder body, and the internal thread through holes K1 and K2 are oil inlet and outlet holes of the simulator active pressurizing cavity 20.
The simulator fluid inlet chamber 18 is used for containing brake fluid flowing into four wheel cylinders during conventional braking.
The first spring 19 adopts a cylindrical spiral spring, has smaller rigidity and mainly simulates the pressure volume characteristic of a wheel cylinder during small-strength braking.
The simulator active plenum 20 is configured to hold liquid pumped by a plunger pump 24.
The second spring 21 adopts a cylindrical spiral spring, has high rigidity and mainly simulates the pressure volume characteristic of a wheel cylinder during high-strength braking.
The end cover 22 is a cylindrical disc type structural member and is used for supporting the second spring 21, the fixed rubber block 27 and the sealing simulator cylinder 32.
The rubber block 27 is a disc structural member made of cylindrical rubber and is used for buffering and damping the second spring seat 28.
The second spring seat 28 and the first spring seat 30 are cylindrical structural members and are respectively used for installing and fixing the second spring 21 and the first spring 19.
The second piston 29 and the first piston 31 are cylindrical disc structural members and play a role in transferring hydraulic pressure.
The positions and the connection modes of the specific components are as follows: the p mouth of the simulator check valve 23 is connected with the C mouth hydraulic pipeline of the active pedal simulator unit 8, the p mouth of the simulator plunger pump 24 is connected with the a mouth hydraulic pipeline of the simulator check valve 23, the a mouth of the simulator plunger pump 24 is connected with the internal thread through hole K1 and the internal thread through hole K2 hydraulic pipeline of the simulator active pressurizing cavity 20, the a mouth of the pressurizing electromagnetic valve 26 is connected with the p mouth pipeline of the simulator check valve 23, the p mouth of the pressurizing electromagnetic valve 26 is connected with the a mouth hydraulic pipeline of the simulator plunger pump 24, the a mouth of the simulator liquid inlet electromagnetic valve 17 is connected with the right hole K3 hydraulic pipeline of the simulator cylinder body 32, and the master cylinder pressure sensor 33 is connected with the p mouth hydraulic pipeline of the simulator liquid inlet electromagnetic valve 17. The simulator motor 25 is connected with the simulator plunger pump 24 through a coupling. The first piston 31 and the second piston 29 are installed in the middle hole and the left hole in succession; the first spring seat 30 and the second spring seat 28 are welded together with the centers of the first piston 31 and the second piston 29 respectively, and have coaxiality requirements; the first spring 19 and the second spring 21 are respectively arranged on the first spring seat 30 and the second spring seat 28, the left end face of the first spring 19 is contacted with the right end face of the second piston 29, the right end face of the first spring 19 is contacted with the left end face of the first piston 31, the left side of the second spring 21 is contacted with the end cover 22, and the right side is contacted with the second piston 29; the rubber block 27 is attached to the end cap 22 by a thermal adhesive, with coaxiality requirements.
Referring to fig. 3, the hydraulic pressure adjusting unit 9 includes a left front wheel intake solenoid valve 34, a left front wheel check valve 35, a front axle low pressure accumulator 36, a left front wheel outlet solenoid valve 37, a left front wheel pressure sensor 38, a front axle oil return plunger pump 39, a right front wheel check valve 40, a right front wheel intake solenoid valve 41, a right front wheel outlet solenoid valve 42, a right front wheel pressure sensor 43, a front axle intake solenoid valve 44, a front axle check valve 45, an oil return motor 46, a left rear wheel check valve 47, a left rear wheel intake solenoid valve 48, a left rear wheel pressure sensor 49, a left rear wheel outlet solenoid valve 50, a rear axle low pressure accumulator 51, a rear axle oil return plunger pump 52, a right rear wheel pressure sensor 53, a right rear wheel outlet solenoid valve 54, a right rear wheel check valve 55, and a right rear wheel intake solenoid valve 56.
The specific specification and functions are as follows: the hydraulic adjusting unit 9 is improved by adding a front axle liquid inlet electromagnetic valve 44 and a front axle one-way valve 45 on the basis of the traditional ABS hydraulic adjusting unit. Besides the function of the traditional ABS hydraulic adjusting unit, the control difficulty can be reduced, and braking energy recovery can be performed without controlling the ABS. The front axle liquid inlet electromagnetic valve 44 is a two-position two-way normally open electromagnetic valve, when braking energy is recovered, the front axle liquid inlet electromagnetic valve 44 is opened, the front axle is pressurized, the front axle liquid inlet electromagnetic valve 44 is closed, and the front axle is pressurized; the front axle check valve 45 is used for discharging brake fluid during the pressure reduction process and also plays a role of overflow. The ABS hydraulic adjusting unit adopts an ABS product of 9.0 edition of BOSCH company, does not work in the process of braking energy recovery, and realizes the anti-lock control of the vehicle when the ABS is triggered. The left front wheel liquid inlet solenoid valve 34, the right front wheel liquid inlet solenoid valve 41, the left rear wheel liquid inlet solenoid valve 48 and the right rear wheel liquid inlet solenoid valve 56 respectively control the pressurization of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel; the left front wheel liquid outlet electromagnetic valve 37, the right front wheel liquid outlet electromagnetic valve 42, the left rear wheel liquid outlet electromagnetic valve 50 and the right rear wheel liquid outlet electromagnetic valve 54 respectively control the decompression of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel; the front axle low pressure accumulator 36 and the rear axle low pressure accumulator 51 may be used to store brake fluid during the depressurization process; the front axle oil return plunger pump 39 and the rear axle oil return plunger pump 52 can be matched with the pressure reducing process of the vehicle through the oil return motor 46, so that the rapid pressure reduction of the wheel cylinder pressure is realized; the left front wheel check valve 35, the right front wheel check valve 40, the left rear wheel check valve 47, and the right rear wheel check valve 55 define that the flow direction of the brake fluid can flow only in one direction. The front left wheel pressure sensor 38, the front right wheel pressure sensor 43, the rear left wheel pressure sensor 49, and the rear right wheel pressure sensor 53 are active pressure sensors of model 303 manufactured by BOSCH corporation, and require 5V of power supply voltage to be input for measuring the wheel cylinder pressures.
The positions and the connection modes of the specific components are as follows: the port p of the front axle liquid inlet electromagnetic valve 44 and the port a of the front axle one-way valve 45 are connected with the port E of the hydraulic adjusting unit 9, and the port a of the front axle liquid inlet electromagnetic valve 44 and the port p of the front axle one-way valve 45 are connected with the port a of the front axle oil return plunger pump 39. The port p of the left front wheel liquid inlet electromagnetic valve 34, the port a of the left front wheel one-way valve 34, the port p of the right front wheel liquid inlet electromagnetic valve 41 and the port a of the right front wheel liquid inlet one-way valve 40 are connected with the port a of the front axle oil return plunger pump 39 together. The port a of the left front wheel liquid inlet electromagnetic valve 34, the port p of the left front wheel one-way valve 35 and the left front wheel pressure sensor 38 are connected with the port a of the left front wheel liquid outlet electromagnetic valve 37 together. The port a of the right front wheel liquid inlet electromagnetic valve 41, the port p of the right front wheel one-way valve 40 and the right front wheel pressure sensor 43 are connected with the port a of the right front wheel liquid outlet electromagnetic valve 42. The p port of the left front wheel liquid outlet electromagnetic valve 37, the p port of the right front wheel liquid outlet electromagnetic valve 42 and the front axle low pressure accumulator 37 are connected with the p port of the front axle oil return plunger pump 39 together (through a one-way valve). The port p of the left rear wheel liquid inlet electromagnetic valve 48, the port a of the left rear wheel one-way valve 47, the port p of the right rear wheel liquid inlet electromagnetic valve 56 and the port a of the right rear wheel one-way valve 55 are connected with the port a of the rear axle oil return plunger pump 52 together. The port a of the left rear wheel liquid inlet electromagnetic valve 48, the port p of the left rear wheel one-way valve 47 and the left rear wheel pressure sensor 49 are connected with the port a of the left rear wheel liquid outlet electromagnetic valve 50. The port a of the right rear wheel liquid inlet electromagnetic valve 56, the port p of the right rear wheel one-way valve 55 and the right rear wheel pressure sensor 53 are connected with the port a of the right rear wheel liquid outlet electromagnetic valve 54. The p port of the left rear wheel liquid outlet electromagnetic valve 50, the p port of the right rear wheel liquid outlet electromagnetic valve 54 and the rear axle low pressure accumulator 51 are connected with the p port of the rear axle oil return plunger pump 52 together (through a one-way valve). The connection is hydraulic pipeline connection. The two output ends of the oil return motor 46 are respectively connected with a front shaft oil return plunger pump 39 and a rear shaft oil return plunger pump 52 by adopting a coupling.
The connection relation among the brake operating mechanism 1 with the brake energy recovery device of the active pedal stroke simulator, the active pedal stroke simulator unit 8 and the hydraulic pressure adjusting unit 9 is as follows: the driver directly controls the brake operating mechanism 1, and finally, the hydraulic adjusting unit 9 controls the wheels to brake, and an active pedal stroke simulator 8 is arranged in parallel between the output end of the brake operating mechanism 1 and the input end of the hydraulic adjusting unit 9. The output end of the brake control mechanism 1 comprises a liquid outlet e of a liquid storage tank 5, a front cavity liquid outlet A of a brake master cylinder 7 and a rear cavity liquid outlet B of the brake master cylinder 7; the active pedal travel simulator unit 8 comprises an interface C, D; the input end of the hydraulic adjusting unit 9 comprises a liquid inlet E, a liquid inlet F, a liquid outlet G, a liquid outlet H, a liquid outlet I and a liquid outlet J. The liquid outlet E of the liquid storage tank 5 of the brake control mechanism 1 is connected with the interface C of the active pedal stroke simulator unit 8 through a brake hose, the front cavity liquid outlet A of the brake master cylinder 7 of the brake control mechanism 1 is connected with the liquid inlet E of the hydraulic adjusting unit 9 through a brake pipeline, the rear cavity liquid outlet B of the brake master cylinder 7 of the brake control mechanism 1 is connected with the liquid inlet F of the hydraulic adjusting unit 9 through a brake pipeline, and the interface D of the active pedal stroke simulator 8 is connected with the liquid inlet E of the hydraulic adjusting unit 9 through a brake pipeline. The liquid outlet G of the hydraulic adjusting unit 9 is connected with a left front wheel 10 brake pipeline, the liquid outlet H of the hydraulic adjusting unit 9 is connected with a right front wheel 11 brake pipeline, the liquid outlet I of the hydraulic adjusting unit 9 is connected with a left rear wheel 12 brake pipeline, and the liquid outlet J of the hydraulic adjusting unit 9 is connected with a right rear wheel 13 brake pipeline.
The brake energy recovery device with the active pedal stroke simulator adjusts the master cylinder pressure in real time through the active pedal stroke simulator 8, so that the master cylinder pressure under each pedal displacement is consistent with the master cylinder pressure under the same pedal displacement of a traditional automobile, and the brake energy recovery device with the active pedal stroke simulator has the same brake pedal feel as the traditional automobile.
Referring to fig. 5, the control method of the braking energy recovery device with the active pedal stroke simulator according to the present invention is as follows:
step one, calculating the required braking moment T of the front axle req The brake controller 14 receives the pedal displacement signal from the pedal displacement sensor 3, and detects the conventional automobile pedal displacement according to the testObtaining total demand braking moment under corresponding pedal displacement according to the relation curve of the demand braking moment and the demand braking moment, and obtaining front axle demand braking moment T according to the front axle braking force distribution line and the rear axle braking force distribution line req The method comprises the steps of carrying out a first treatment on the surface of the Referring to fig. 6, the present invention proposes a general technical solution for controlling the distribution of the front axle braking force and the rear axle braking force into a beta curve;
step two, the brake controller 14 receives a motor maximum brake torque signal T sent by the whole vehicle controller 15 motmax If the motor has the maximum braking torque T motmax Is greater than or equal to the front axle demand braking moment T req Step three is entered; if the motor has the maximum braking torque T motmax Is smaller than the front axle required braking moment T req Step four is entered;
step three, maximum braking moment T of the motor motmax Is greater than or equal to the front axle demand braking moment T req When the front axle pure electric braking process is entered, the front axle liquid inlet electromagnetic valve 44 is closed, the simulator liquid inlet electromagnetic valve 17 is opened, all front axle brake liquid enters the pedal simulator, and the pedal feel is completely provided by the pedal simulator and the rear axle brake wheel cylinder; in order to make the service life of the simulator plunger pump 24, the simulator motor 25 and the boost solenoid valve 26 not work at this time, in order to make the pedal feel consistent with the conventional brake pedal feel, the parameters of the first spring 19, the second spring 21, the first piston 31 and the second piston 29 of the pedal simulator need to be matched, so that the pedal simulator can accurately simulate the pressure volume characteristics of the front axle wheel cylinder, ensure the pedal feel, and the front axle braking force is provided by the motor braking force at this time, the whole vehicle controller 15 receives the front axle demand braking moment signal T obtained by the brake controller 14 in the first step req And adjusting the motor braking moment to be equal to the front axle required braking moment T req The braking energy of the front axle is completely recovered, the braking force of the rear axle is not controlled, and is consistent with the traditional braking system, and the braking force of the rear axle is not controlled in the whole control process and is completely provided by the hydraulic braking force;
Fourth, maximum braking moment T of motor motmax Is smaller than the front axle required braking moment T req When the front axle motor hydraulic pressure common braking process is entered, the front axle is obtained through the braking force distribution moduleTarget motor braking torque T reg And front axle wheel cylinder target pressure P tar Wherein the front axle target motor braking torque T reg Equal to the maximum braking torque T of the motor motmax Front axle wheel cylinder target pressure P tar According to the demand braking moment T of the front axle req And front axle target motor braking torque T reg The calculation formula is as follows:
wherein: d is the diameter of a front wheel brake cylinder, R f For the effective radius of action of the front wheel, K bf Is the front wheel braking efficiency factor.
Fifth step, the brake controller 14 receives the master cylinder pressure signal P transmitted from the master cylinder pressure sensor 33, the left front wheel pressure sensor 38, and the right front wheel pressure sensor 43 Master cylinder And front axle wheel cylinder pressure signal P Wheel cylinder If the master cylinder pressure P Master cylinder Is greater than the front axle wheel cylinder pressure P Wheel cylinder Step six is entered; if the master cylinder pressure P Master cylinder Is smaller than or equal to the front axle wheel cylinder pressure P Wheel cylinder Step nine is entered;
step six, master Cylinder pressure P Master cylinder Is greater than the front axle wheel cylinder pressure P Wheel cylinder At the time, if the front axle wheel cylinder pressure P Wheel cylinder Is smaller than the target pressure P of the front axle wheel cylinder tar Step seven is entered; otherwise, front axle wheel cylinder pressure P Master cylinder Is greater than or equal to the front axle wheel cylinder target pressure P tar Step eight is entered;
seventh step master cylinder pressure P Master cylinder Is greater than the front axle wheel cylinder pressure P Wheel cylinder Time and front axle wheel cylinder pressure P Wheel cylinder Is smaller than the target pressure P of the front axle wheel cylinder tar When the front axle wheel cylinder is pressurized, the front axle liquid inlet electromagnetic valve 44 is opened, and the whole vehicle controller 15 makes the motor braking moment equal to the front axle target motor braking moment T determined in the step four reg At the same time, the active pedal simulator 8 is controlled to maintain the master cylinder pressure P under the current pedal displacement in real time Master cylinder To target master cylinder pressure P Master cylinder tar . Refer to the figureThe control method of the active pedal simulator 8 can be subdivided into the following steps a-e:
step a: calculating a target master cylinder pressure P Master cylinder tar . The brake controller 14 receives the pedal displacement signal from the pedal displacement sensor 3, and obtains the target master cylinder pressure P under the corresponding pedal displacement according to the relation curve of the traditional automobile pedal displacement and the master cylinder pressure measured by the test Master cylinder tar ；
Step b: the brake controller 14 receives an actual master cylinder pressure signal P sent from a master cylinder pressure sensor 33 Master cylinder act If the actual master cylinder pressure P Master cylinder act Less than the target master cylinder pressure P Master cylinder tar Step c is entered; if the actual master cylinder pressure P Master cylinder act Greater than target master cylinder pressure P Master cylinder tar Step d is entered; otherwise, the actual master cylinder pressure P Master cylinder act Equal to the target master cylinder pressure P Master cylinder tar Step e is entered;
step c: actual master cylinder pressure P Master cylinder tar Less than the target master cylinder pressure P Master cylinder tar When the pedal simulator enters a pressurizing process, at the moment, the electromagnetic valve 17 of the liquid inlet valve of the simulator is opened, the electromagnetic valve 26 of the pressurizing valve is closed, the motor 25 of the simulator works to drive the plunger pump 24 of the simulator to extract brake liquid from the liquid storage tank 5, the brake liquid enters the active pressurizing cavity 20 of the simulator through the holes K1 and K2, hydraulic pressure for preventing the movement of a piston and a spring of the simulator is generated, and the pressure of a master cylinder under the same pedal displacement is increased along with the pressure increase of the active pressurizing cavity 20 of the simulator;
step d: actual master cylinder pressure P Master cylinder act Greater than target master cylinder pressure P Master cylinder tar When the pedal simulator enters a decompression process, at the moment, the simulator liquid inlet electromagnetic valve 17 is opened, the pressurizing electromagnetic valve 26 is opened, the simulator motor 25 and the simulator plunger pump 24 do not work, brake liquid flows out of the p port of the pressurizing electromagnetic valve 26 and returns to the liquid storage tank 5, the pressure of the simulator active pressurizing cavity 20 is reduced, and the master cylinder pressure under the same pedal displacement is also reduced.
Step e: actual master cylinder pressure P Master cylinder act Equal to the target master cylinder pressure P Master cylinder tar When the pedal simulator enters the pressure maintaining process, the simulator liquid inlet electromagnetic valve at the moment17 is opened, the pressurizing electromagnetic valve 26 is closed, the simulator motor 25 and the simulator plunger pump 24 do not work, and the master cylinder pressure under the same pedal displacement is maintained;
step eight: master cylinder pressure P Master cylinder Is greater than the front axle wheel cylinder pressure P Wheel cylinder And front axle wheel cylinder pressure P Wheel cylinder Is greater than or equal to the front axle wheel cylinder target pressure P tar And when the front axle wheel cylinder is used, the pressure is maintained. The front axle feed solenoid valve 44 is closed and the active pedal simulator 8 is controlled, see steps a-e of step seven. The brake controller 14 is based on the front axle wheel cylinder pressure P at this time Wheel cylinder And the front axle demand braking torque T req Target braking moment T of motor reg Correcting, namely correcting the target braking torque T of the motor reg ' is:
wherein D is the diameter of a front wheel brake cylinder, R f For the effective radius of action of the front wheel, K bf Is the front wheel braking efficiency factor. The corrected motor target braking moment meets the pressure P of the front axle wheel cylinder Wheel cylinder Invariable front axle demand braking moment T req The brake controller 14 requests the corrected target motor braking torque T reg ' is sent to the whole vehicle controller 15, and the whole vehicle controller 15 controls the motor 16 to obtain a target motor braking torque;
Step nine: master cylinder pressure P Master cylinder Is smaller than or equal to the front axle wheel cylinder pressure P Wheel cylinder When the front axle wheel cylinder is depressurized, the motor braking torque should be completely withdrawn, the brake system is similar to the traditional braking process, the front axle liquid inlet electromagnetic valve 44 is opened, and the active pedal simulator 8 works at the same time, and the working process is divided into steps a-e in the step seven. The pressure of the simulator active pressurizing chamber 20 is enough to keep the simulator piston at the initial position, and the front axle brake fluid flows out of the front axle fluid inlet electromagnetic valve 44 and the front axle one-way valve 45 and cannot enter the simulator fluid inlet chamber 18, and is directly returned to the brake master cylinder 7.
When the braking energy recovery device with the active pedal stroke simulator of the present invention fails, neither the active pedal stroke simulator unit 8 nor the hydraulic pressure adjusting unit 9 controls, and similar to the conventional braking system, brake fluid from the master cylinder 7 enters each brake cylinder through the front axle fluid inlet solenoid valve 44, the left front wheel fluid inlet solenoid valve 34, the right front wheel fluid inlet solenoid valve 41, the left rear wheel fluid inlet solenoid valve 48 and the right rear wheel fluid inlet solenoid valve 56, generating braking force. Therefore, the braking device can still realize the braking function when the electrical system fails, and meets the requirement of regulations.

Claims (5)

1. The braking energy recovery device is characterized by comprising a braking control mechanism (1), an active pedal stroke simulator (8) and a hydraulic adjusting unit (9);
the brake control mechanism (1) comprises a liquid storage tank (5) and a brake master cylinder (7);
the liquid outlet f and the liquid outlet r of the liquid storage tank (5) are respectively connected with a front cavity liquid inlet and a rear cavity liquid inlet of the brake master cylinder (7) by adopting pipelines, and the brake control mechanism (1) is connected with an interface C of the active pedal stroke simulator (8) by adopting a brake hose through the liquid outlet e of the liquid storage tank (5); the front cavity liquid outlet A of a brake master cylinder (7) in the brake control mechanism (1) and the interface D of the active pedal stroke simulator (8) are connected with a liquid inlet E brake pipeline of the hydraulic adjusting unit (9), and the rear cavity liquid outlet B of the brake master cylinder (7) in the brake control mechanism (1) is connected with a liquid inlet F brake pipeline of the hydraulic adjusting unit (9);
the control method of the braking energy recovery device comprises the following steps:
1) Calculating the front axle demand braking moment T req The brake controller (14) receives pedal displacement signals transmitted by the pedal displacement sensor (3), obtains total required brake moment under corresponding pedal displacement according to a relation curve of the traditional automobile pedal displacement and the required brake moment measured through a test, and obtains front axle required brake moment T according to a front axle and rear axle brake force distribution curve req ；
2) The brake controller (14) receives a motor maximum braking torque signal T sent by the whole vehicle controller (15) motmax If the motor is braked to the maximumMoment T motmax Is greater than or equal to the front axle demand braking moment T req Step 3) is entered; if the motor has the maximum braking torque T motmax Is smaller than the front axle required braking moment T req Step 4) is entered;
3) Maximum braking moment T of motor motmax Is greater than or equal to the front axle demand braking moment T req When the front axle pure electric brake process is entered, the front axle liquid inlet electromagnetic valve (44) is closed, the simulator liquid inlet electromagnetic valve (17) is opened, the front axle brake liquid completely enters the pedal simulator, the pedal feel is completely provided by the pedal simulator and the rear axle brake wheel cylinder, in order to improve the service lives of the simulator plunger pump (24), the simulator motor (25) and the pressure-increasing electromagnetic valve (26), all the three are not operated at the moment, in order to make the pedal feel consistent with the traditional brake pedal feel, parameters of the pedal simulator such as a first spring (19), a second spring (21), a first piston (31) and a second piston (29) need to be matched, so that the pedal simulator can accurately simulate the pressure volume characteristic of the front axle wheel cylinder, the pedal feel is ensured, the front axle brake force is completely provided by the motor brake force, and the whole vehicle controller (15) receives the front axle demand brake moment signal T obtained in the step 1) by the brake controller (14) req And adjusting the motor braking moment to be equal to the front axle required braking moment T req The braking energy of the front axle is completely recovered, the braking force of the rear axle is not controlled, and is consistent with the traditional braking system, and the braking force of the rear axle is not controlled in the whole control process and is completely provided by the hydraulic braking force;
4) Maximum braking moment T of motor motmax Is smaller than the front axle required braking moment T req When the front axle motor hydraulic pressure common braking process is started, the front axle target motor braking moment T is obtained through the braking force distribution module reg And front axle wheel cylinder target pressure P tar Wherein the front axle target motor braking torque T reg Equal to the maximum braking torque T of the motor motmax Front axle wheel cylinder target pressure P tar According to the demand braking moment T of the front axle req And front axle target motor braking torque T reg The calculation formula is as follows:
wherein: d is the diameter of a front wheel brake cylinder, R f For the effective radius of action of the front wheel, K bf Is the front wheel braking efficiency factor;
5) The brake controller (14) receives a master cylinder pressure signal P transmitted from a master cylinder pressure sensor (33), a left front wheel pressure sensor (38) and a right front wheel pressure sensor (43) Master cylinder And front axle wheel cylinder pressure signal P The wheel cylinder is rotated by the wheel cylinder, if the master cylinder pressure P Master cylinder Is greater than the front axle wheel cylinder pressure P Wheel cylinder Step 6) is entered; if the master cylinder pressure P Master cylinder Is smaller than or equal to the front axle wheel cylinder pressure P Wheel cylinder Step 9) is entered;
6) Master cylinder pressure P Master cylinder Is greater than the front axle wheel cylinder pressure P Wheel cylinder At the time, if the front axle wheel cylinder pressure P Wheel cylinder Is smaller than the target pressure P of the front axle wheel cylinder tar Step 7) is entered; otherwise, front axle wheel cylinder pressure P Master cylinder Is greater than or equal to the front axle wheel cylinder target pressure P tar Step 8) is entered;
7) Master cylinder pressure P Master cylinder Is greater than the front axle wheel cylinder pressure P Wheel cylinder And front axle wheel cylinder pressure P Wheel cylinder Is smaller than the target pressure P of the front axle wheel cylinder tar When the front axle wheel cylinder is pressurized, the front axle liquid inlet electromagnetic valve (44) is opened, and the whole vehicle controller (15) enables the motor braking moment to be equal to the front axle target motor braking moment T determined in the step 4) reg Simultaneously, an active pedal travel simulator (8) is controlled to maintain the master cylinder pressure P under the current pedal displacement in real time Master cylinder To target master cylinder pressure P Master cylinder tar The control method of the active pedal travel simulator (8) comprises the following steps:
(1) Calculating a target master cylinder pressure P Master cylinder tar The brake controller (14) receives a pedal displacement signal transmitted by the pedal displacement sensor (3), and obtains a target master cylinder pressure P under corresponding pedal displacement according to a relation curve of the traditional automobile pedal displacement and the master cylinder pressure measured by a test Master cylinder tar ；
(2) The brake controller (14) receives the master cylinder pressure sensor (33)Sent actual master cylinder pressure signal P Master cylinder act If the actual master cylinder pressure P Master cylinder act Less than the target master cylinder pressure P Master cylinder tar Step (3) is entered; if the actual master cylinder pressure P Master cylinder act Greater than target master cylinder pressure P Master cylinder tar Step (4) is entered; otherwise, the actual master cylinder pressure P Master cylinder act Equal to the target master cylinder pressure P Master cylinder tar Step (5) is entered;
(3) Actual master cylinder pressure P Master cylinder act Less than the target master cylinder pressure P Master cylinder tar When the pedal simulator enters a pressurizing process, at the moment, a simulator liquid inlet valve electromagnetic valve (17) is opened, a pressurizing electromagnetic valve (26) is closed, a simulator motor (25) works to drive a simulator plunger pump (24) to extract brake liquid from a liquid storage tank (5), the brake liquid enters a simulator active pressurizing cavity (20) through an internal thread through hole K1 and an internal thread through hole K2 to generate hydraulic pressure for preventing movement of a simulator piston and a spring, and the master cylinder pressure under the same pedal displacement is increased along with the increase of the pressure of the simulator active pressurizing cavity (20);
(4) Actual master cylinder pressure P Master cylinder act Greater than target master cylinder pressure P Master cylinder tar When the pedal simulator enters a decompression process, at the moment, a simulator liquid inlet electromagnetic valve (17) is opened, a pressurizing electromagnetic valve (26) is opened, a simulator motor (25) and a simulator plunger pump (24) do not work, brake liquid flows out of a p port of the pressurizing electromagnetic valve (26) and returns into a liquid storage tank (5), the pressure of a simulator active pressurizing cavity (20) is reduced, and the pressure of a master cylinder under the same pedal displacement is also reduced;
(5) Actual master cylinder pressure P Master cylinder act Equal to the target master cylinder pressure P Master cylinder tar When the pedal simulator enters a pressure maintaining process, at the moment, a simulator liquid inlet electromagnetic valve (17) is opened, a pressurizing electromagnetic valve (26) is closed, a simulator motor (25) and a simulator plunger pump (24) do not work, and the master cylinder pressure under the same pedal displacement is maintained;
8) Master cylinder pressure P Master cylinder Is greater than the front axle wheel cylinder pressure P Wheel cylinder And front axle wheel cylinder pressure P Wheel cylinder Is greater than or equal to the front axle wheel cylinder target pressure P tar When the front axle wheel cylinder is used for maintaining pressure, the front axle liquid inlet electromagnetic valve (44) is closed, and meanwhile, the active pedal stroke simulator (8) is used for controlling the pressure of the front axle wheel cylinderPerforming control, wherein the control process is shown in the steps (1) - (5) in the step 7); the brake controller (14) is based on the front axle wheel cylinder pressure P at this time Wheel cylinder And the front axle demand braking torque T reg Target braking moment T of motor reg Correcting, namely correcting the target braking torque T of the motor reg ' is:
wherein: d is the diameter of a front wheel brake cylinder, R f For the effective radius of action of the front wheel, K bf Is the front wheel braking efficiency factor; the corrected motor target braking moment meets the pressure P of the front axle wheel cylinder Wheel cylinder Invariable front axle demand braking moment T req The brake controller (14) requests the corrected target motor braking torque T reg ' transmitting the braking torque to the whole vehicle controller (15), and controlling a driving motor (16) by the whole vehicle controller (15) to obtain a target motor braking torque;
9) Master cylinder pressure P Master cylinder Is smaller than or equal to the front axle wheel cylinder pressure P Wheel cylinder When the front axle wheel cylinder is depressurized, the motor braking moment is completely withdrawn, the braking system is similar to the traditional braking process, the front axle liquid inlet electromagnetic valve (44) is opened, and meanwhile the active pedal stroke simulator (8) works, and the working process is shown in the steps (1) - (5) in the step 7); the pressure of the simulator active pressurizing cavity (20) is enough to keep the simulator piston at the initial position, front axle brake fluid flows out from the front axle fluid inlet electromagnetic valve (44) and the front axle one-way valve (45) and cannot enter the simulator fluid inlet cavity (18), and is directly returned to the brake master cylinder (7);
when the braking energy recovery device disclosed by the invention fails, the active pedal stroke simulator (8) and the hydraulic adjusting unit (9) are not controlled, and similar to a traditional braking system, brake fluid enters each braking wheel cylinder from a braking main cylinder (7) through a front axle liquid inlet electromagnetic valve (44), a left front wheel liquid inlet electromagnetic valve (34), a right front wheel liquid inlet electromagnetic valve (41), a left rear wheel liquid inlet electromagnetic valve (48) and a right rear wheel liquid inlet electromagnetic valve (56) to generate braking force; therefore, the braking device can still realize the braking function when the electrical system fails, and meets the requirement of regulations.
2. A braking energy recovery apparatus according to claim 1, wherein said brake operating mechanism (1) includes a brake pedal (2), a pedal displacement sensor (3), a vacuum booster (4) and an electric vacuum pump (6);
the brake pedal (2) is arranged below the front part of a driver in a carriage, the top end of a rotating part in the brake pedal (2) is fixed on a pedal bracket through a pin shaft, the pedal bracket is fixed on a vehicle body through a bolt, the left side surface of the middle end of the rotating part in the brake pedal (2) is in contact connection with the right end surface of a front end ejector rod of a vacuum booster (4), a pedal displacement sensor (3) is fixed on the pedal bracket connected with the vehicle body, a movable arm of the pedal displacement sensor (3) is connected with the rotating part in the brake pedal (2), the vacuum booster (4) is fixed on the vehicle body through a flange plate, an electric vacuum pump (6) is arranged in an engine cabin, a port of the electric vacuum pump (6) is connected with the atmosphere through a vacuum hose, a port of the electric vacuum pump (6) is arranged above a brake master cylinder (7), and a liquid outlet f and a liquid outlet r of the brake master cylinder (5) are respectively connected with a liquid inlet of a rear cavity of the brake master cylinder (7) through a liquid storage pipeline and a front cavity of the brake master cylinder (7).
3. A braking energy recovery apparatus according to claim 1, wherein the active pedal stroke simulator (8) includes a simulator fluid inlet solenoid valve (17), a first spring (19), a second spring (21), an end cap (22), a simulator check valve (23), a simulator plunger pump (24), a simulator motor (25), a pressurizing solenoid valve (26), a rubber block (27), a second spring seat (28), a second piston (29), a first spring seat (30), a first piston (31), a simulator cylinder (32), and a master cylinder pressure sensor (33);
the p port of the simulator check valve (23) is connected with the C port of the active pedal stroke simulator (8) through a hydraulic pipeline, the p port of the simulator plunger pump (24) is connected with the a port of the simulator check valve (23) through a hydraulic pipeline, the a port of the simulator plunger pump (24) is connected with the internal threaded through hole K1 and the internal threaded through hole K2 of the simulator active pressurizing cavity (20) through a hydraulic pipeline, the a port of the pressurizing electromagnetic valve (26) is connected with the p port of the simulator check valve (23) through a pipeline, the p port of the pressurizing electromagnetic valve (26) is connected with the a port of the simulator plunger pump (24) through a hydraulic pipeline, the a port of the simulator liquid inlet electromagnetic valve (17) is connected with the right port K3 of the simulator cylinder body (32) through a hydraulic pipeline, the master cylinder pressure sensor (33) is connected with the p port of the simulator liquid inlet electromagnetic valve (17) through a hydraulic pipeline, the simulator motor (25) is connected with the simulator plunger pump (24) through a coupler, the first piston (31) and the second piston (29) are sequentially arranged in the middle hole and the left side hole and the first piston spring seat (30), the first piston (29) and the second piston (30) are welded together with the first piston spring seat (30) and the second piston seat (30) are welded together at the center of the first piston seat (30) and the second piston seat (30); the first spring (19) and the second spring (21) are respectively arranged on the first spring seat (30) and the second spring seat (28), the left end face of the first spring (19) is contacted with the right end face of the second piston (29), the right end face of the first spring (19) is contacted with the left end face of the first piston (31), the left end face of the second spring (21) is contacted with the right end face of the end cover (22), the right end face of the second spring (21) is contacted with the left end face of the second piston (29), the rubber block (27) is connected with the right end face of the end cover (22) by adopting a thermal adhesive, and the rubber block (27) is collinear with the rotation axis of the second spring seat (28).
4. A braking energy recovery device according to claim 3, wherein the simulator cylinder (32) is a cylindrical structural member, three-section cylindrical stepped holes are processed along the central axis of the simulator cylinder (32), the diameters of the three-section stepped holes decrease from left to right, and the right hole K3 is an oil inlet and outlet hole of the simulator cylinder (32) and is processed into an internal threaded hole; four uniformly distributed cylindrical internal threaded holes for connecting the fixed end cover (22) are processed on the left end face of the simulator cylinder body (32); two cylindrical internal thread through holes K1 and K2 for oil inlet and outlet of the simulator active pressurizing cavity (20) are machined at the left end and the right end of the hole wall of the left hole of the simulator cylinder body (32).
5. A braking energy recovery apparatus according to claim 1, wherein the hydraulic pressure adjusting unit (9) includes a left front wheel intake solenoid valve (34), a left front wheel check valve (35), a front axle low pressure accumulator (36), a left front wheel outlet solenoid valve (37), a left front wheel pressure sensor (38), a front axle return plunger pump (39), a right front wheel check valve (40), a right front wheel intake solenoid valve (41), a right front wheel outlet solenoid valve (42), a right front wheel pressure sensor (43), a front axle intake solenoid valve (44), a front axle check valve (45), an oil return motor (46), a left rear wheel check valve (47), a left rear wheel intake solenoid valve (48), a left rear wheel pressure sensor (49), a left rear wheel outlet solenoid valve (50), a rear axle low pressure accumulator (51), a rear axle return plunger pump (52), a right rear wheel pressure sensor (53), a right rear wheel outlet solenoid valve (54), a right rear wheel check valve (55), a right rear wheel intake solenoid valve (56);
The port p of the front axle liquid inlet electromagnetic valve (44) and the port a of the front axle one-way valve (45) are connected with an E port hydraulic pipeline of the hydraulic adjusting unit (9), and the port a of the front axle liquid inlet electromagnetic valve (44) and the port p of the front axle one-way valve (45) are connected with an a port hydraulic pipeline of the front axle oil return plunger pump (39); the left front wheel liquid inlet electromagnetic valve (34) is connected with the port p of the left front wheel liquid inlet electromagnetic valve (34), the port a of the left front wheel one-way valve (35), the port p of the right front wheel liquid inlet electromagnetic valve (41) and the port a of the right front wheel one-way valve (40) together by a port a hydraulic pipeline of the front axle oil return plunger pump (39), the port a of the left front wheel liquid inlet electromagnetic valve (34), the port p of the left front wheel one-way valve (35) and the left front wheel pressure sensor (38) are connected with the port a hydraulic pipeline of the left front wheel liquid outlet electromagnetic valve (37), the port a of the right front wheel liquid inlet electromagnetic valve (41), the port p of the right front wheel one-way valve (40) and the port p of the right front wheel pressure sensor (43) are connected with the port a hydraulic pipeline of the right front wheel liquid outlet electromagnetic valve (42), and the port p of the left front wheel liquid outlet electromagnetic valve (37) and the front axle low pressure accumulator (36) are connected with the port p of the front axle oil return plunger pump (39) together by the one-way valve; the port p of the left rear wheel liquid inlet electromagnetic valve (48), the port a of the left rear wheel one-way valve (47), the port p of the right rear wheel liquid inlet electromagnetic valve (56) and the port a of the right rear wheel one-way valve (55) are connected with a port a hydraulic pipeline of the rear axle oil return plunger pump (52); the left rear wheel liquid inlet electromagnetic valve (48) is connected with an a-port hydraulic pipeline of the left rear wheel liquid outlet electromagnetic valve (50) through an a-port hydraulic pipeline, the left rear wheel one-way valve (47) is connected with an a-port hydraulic pipeline of the left rear wheel liquid outlet electromagnetic valve (49), the right rear wheel liquid inlet electromagnetic valve (56) is connected with an a-port hydraulic pipeline of the right rear wheel liquid outlet electromagnetic valve (54) through an p-port hydraulic pipeline of the right rear wheel one-way valve (55), the left rear wheel liquid outlet electromagnetic valve (50) is connected with an p-port hydraulic pipeline of the right rear wheel liquid outlet electromagnetic valve (54) through a one-way valve, and the rear shaft low-pressure accumulator (51) is connected with a p-port hydraulic pipeline of the rear shaft oil return plunger pump (52) through a one-way valve, and two output ends of the oil return motor (46) are respectively connected with input ends of the front shaft oil return plunger pump (39) and the rear shaft oil return plunger pump (52).
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CN108482346A (en) * 2018-05-24 2018-09-04 吉林大学 A kind of brake power recovering device and its control method
CN109606125B (en) * 2018-12-21 2023-10-27 中国重汽集团济南动力有限公司 New energy commercial vehicle braking energy recovery system and control method
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