CN108944875B - Vehicle braking method, device and equipment and vehicle - Google Patents
Vehicle braking method, device and equipment and vehicle Download PDFInfo
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- CN108944875B CN108944875B CN201810848015.1A CN201810848015A CN108944875B CN 108944875 B CN108944875 B CN 108944875B CN 201810848015 A CN201810848015 A CN 201810848015A CN 108944875 B CN108944875 B CN 108944875B
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- brake
- braking
- current slip
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- braking force
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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
- 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
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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
- 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
Abstract
The invention provides a vehicle braking method, a device, equipment and a vehicle, and relates to the technical field of automobile braking, wherein the method comprises the following steps: monitoring the current slip rate of the vehicle after the braking signal is acquired; and when the current slip rate reaches a first preset value, controlling a driving motor to brake a first brake in a first mode, and controlling a second brake to brake in a second mode by a mechanical brake control structure to enable the current slip rate to be within a preset range. According to the invention, after the monitored current slip rate reaches the first preset value, the driving motor is controlled to brake the first brake in the first mode, the mechanical brake control structure brakes the second brake in the second mode, so that the current slip rate is within the preset range, and the cooperative control of mechanical brake and motor brake can be realized, thereby ensuring the current slip rate to be in the best state, improving the energy recovery efficiency and realizing the reasonable utilization of vehicle brake energy.
Description
Technical Field
The invention relates to the technical field of automobile braking, in particular to a vehicle braking method, device and equipment and a vehicle.
Background
At present, the scheme generally adopted by the electric automobile brake system is to realize the brake effect through the traditional mechanical brake mode. However, the characteristics of the electric vehicle are not fully considered in the implementation mode, and the electric vehicle can realize braking through reverse dragging of the motor, so that the braking energy is fully recovered. Although the driving range of the electric vehicle is improved to a certain extent with the gradual breakthrough of the battery technology, how to further improve the effective utilization rate of the vehicle-mounted electric energy and how to improve the overall energy consumption of the vehicle system under the condition of ensuring the function and safety of the electric vehicle so that the driving range is optimized to the maximum extent is still a problem to be researched and solved urgently.
The electric vehicle driving motor has high response speed, can recover the braking energy of the vehicle, and can realize the recovery of the braking energy by controlling the driving motor. However, the conventional electric vehicle brake system has a low recovery rate of brake energy due to the presence of mechanical braking force, which affects the driving range of the vehicle. Also, in the conventional vehicle brake system, the ABS system is not interworked when the driver's braking demand is weak, and the braking and energy recovery of the vehicle on a low-adhesion road surface are affected.
Therefore, a braking method, a braking device, a braking equipment and a vehicle for a vehicle are needed, which can solve the problem that when the braking requirement of the vehicle is small, the ABS system does not work, so that the braking and energy recovery efficiency of the vehicle is low.
Disclosure of Invention
The embodiment of the invention provides a vehicle braking method, device and equipment and a vehicle, which are used for solving the problem that when the vehicle braking demand is small, an ABS (anti-lock braking system) does not work, so that the vehicle braking and energy recovery efficiency is low.
To solve the above technical problem, an embodiment of the present invention provides a braking method for a vehicle including a drive motor connected to a first brake and a mechanical braking control structure connected to a second brake, the method including:
monitoring the current slip rate of the vehicle after the braking signal is acquired;
when the current slip ratio reaches a first preset value, controlling the driving motor to brake the first brake in a first mode, and controlling the second brake to brake in a second mode by the mechanical brake control structure to enable the current slip ratio to be within a preset range;
the preset range comprises a value which is larger than the first preset value and smaller than or equal to a second preset value.
Preferably, the method further comprises:
monitoring the braking demand of the vehicle before the current slip rate reaches a first preset value;
when the braking demand is smaller than a preset braking demand, outputting a first control signal to the driving motor to enable the driving motor to control the braking force of the first brake to increase in a first corresponding relation along with the increase of braking time;
when the braking requirement is gradually increased to be larger than or equal to the preset braking requirement, the driving motor controls the braking force of the first brake to be increased in a first corresponding relation with the braking time, and meanwhile, a second control signal is output to the mechanical braking control structure, so that the mechanical braking control structure controls the braking force of the second brake to be increased in a second corresponding relation with the increase of the braking time.
Preferably, after the current slip ratio reaches a first preset value, the driving motor is controlled to brake the first brake in a first manner, the mechanical brake control structure brakes the second brake in a second manner, and the step of enabling the current slip ratio to be within a preset range includes:
and when the current slip ratio reaches a first preset value, the driving motor controls the increase of the braking force of the first brake in a first corresponding relation with the braking time, and simultaneously outputs a third control signal to the mechanical brake control structure, so that the mechanical brake control structure controls the braking force of the second brake to be kept unchanged.
Preferably, after the current slip ratio reaches a first preset value, controlling the driving motor to brake the first brake in a first manner, and controlling the mechanical brake control structure to brake the second brake in a second manner, so that the current slip ratio is within a preset range further includes:
when the current slip ratio reaches a second preset value, the mechanical brake control structure is enabled to control the braking force of the second brake to be kept unchanged, meanwhile, a fourth control signal is output to the driving motor, the driving motor is enabled to control the braking force of the first brake to be kept at a constant value or zero, and the current slip ratio is adjusted to be located between the preset ranges;
the constant braking force value is the braking force of the first brake when the current slip rate reaches a second preset value.
Preferably, after the current slip ratio reaches a first preset value, controlling the driving motor to brake the first brake in a first manner, and controlling the mechanical brake control structure to brake the second brake in a second manner, so that the current slip ratio is within a preset range further includes:
when the current slip ratio is changed from being within a preset range to be smaller than or equal to a first preset value or larger than a second preset value, the driving motor is enabled to control the braking force of the first brake to be kept at a constant value or zero, meanwhile, a fifth control signal is output to the mechanical brake control structure, the mechanical brake control structure is enabled to control the braking force of the second brake, and the current slip ratio is adjusted to be within the preset range.
Embodiments of the present invention also provide a braking apparatus for a vehicle, where the vehicle includes a driving motor connected to a first brake and a mechanical braking control structure connected to a second brake, the apparatus including:
the first monitoring module is used for monitoring the current slip rate of the vehicle after the braking signal is acquired;
the first control module is used for controlling the driving motor to brake the first brake in a first mode after the current slip ratio reaches a first preset value, and the mechanical brake control structure brakes the second brake in a second mode to enable the current slip ratio to be within a preset range;
the preset range comprises a value which is larger than the first preset value and smaller than or equal to a second preset value.
Preferably, the apparatus further comprises:
the second monitoring module is used for monitoring the braking demand of the vehicle before the current slip rate reaches a first preset value;
the second control module is used for outputting a first control signal to the driving motor when the braking demand is smaller than a preset braking demand, so that the driving motor controls the braking force of the first brake to increase in a first corresponding relation along with the increase of braking time;
and the third control module is used for enabling the driving motor to control the increase of the braking force of the first brake in a first corresponding relation with the braking time and simultaneously outputting a second control signal to the mechanical brake control structure after the braking requirement is gradually increased to be more than or equal to the preset braking requirement, so that the mechanical brake control structure controls the increase of the braking force of the second brake in a second corresponding relation with the increase of the braking time.
Preferably, the first control module includes:
and the first control unit is used for enabling the driving motor to control the increase of the braking force of the first brake in a first corresponding relation with the braking time after the current slip ratio reaches a first preset value, and meanwhile, outputting a third control signal to the mechanical brake control structure to enable the mechanical brake control structure to control the braking force of the second brake to be kept unchanged.
Preferably, the first control module further comprises:
the second control unit is used for enabling the mechanical brake control structure to control the braking force of the second brake to be kept unchanged and outputting a fourth control signal to the driving motor when the current slip rate reaches a second preset value, enabling the driving motor to control the braking force of the first brake to be kept at a constant braking force value or zero, and adjusting the current slip rate to be within the preset range;
the constant braking force value is the braking force of the first brake when the current slip rate reaches a second preset value.
Preferably, the first control module further comprises:
and the third control unit is used for enabling the driving motor to control the braking force of the first brake to be kept at a constant value or zero while outputting a fifth control signal to the mechanical brake control structure when the current slip ratio is changed from being within a preset range to be smaller than or equal to the first preset value or larger than the second preset value, enabling the mechanical brake control structure to control the braking force of the second brake, and adjusting the current slip ratio to be within the preset range.
An embodiment of the present invention further provides a braking apparatus for a vehicle, including: memory, a processor and a computer program stored on the memory and executable on the processor, the processor implementing any of the steps of the braking method of the vehicle as described above when executing the computer program.
The embodiment of the invention also provides a vehicle, which comprises the braking device of the vehicle.
Compared with the prior art, the vehicle braking method, the vehicle braking device, the vehicle braking equipment and the vehicle provided by the embodiment of the invention at least have the following beneficial effects:
after the monitored current slip rate reaches a first preset value, the driving motor is controlled to brake the first brake in a first mode, the mechanical brake control structure brakes the second brake in a second mode, and the current slip rate is within a preset range, so that cooperative control of mechanical brake and motor brake can be realized, the current slip rate is in an optimal state, the energy recovery efficiency is improved, and reasonable utilization of vehicle brake energy is realized.
Drawings
FIG. 1 is a flow chart of a method for braking a vehicle according to an embodiment of the present invention;
FIG. 2 is a detailed flowchart of a braking method for a vehicle according to an embodiment of the present invention;
fig. 3 is a block diagram showing a structure of a braking apparatus for a vehicle according to an embodiment of the present invention;
FIG. 4 is an internal connection diagram of a vehicle provided by an embodiment of the present invention;
FIG. 5 is a graph of braking force versus slip ratio provided by an embodiment of the present invention;
description of reference numerals:
1-a first monitoring module, 2-a first control module, 21-a first control unit, 22-a second control unit, 23-a third control unit, 3-a second monitoring module, 4-a second control module, 5-a third control module.
Detailed Description
In order to make the technical problems, technical solutions and advantages of the present invention more apparent, the following detailed description is given with reference to the accompanying drawings and specific embodiments. In the following description, specific details such as specific configurations and components are provided only to help the full understanding of the embodiments of the present invention. Thus, it will be apparent to those skilled in the art that various changes and modifications may be made to the embodiments described herein without departing from the scope and spirit of the invention. In addition, descriptions of well-known functions and constructions are omitted for clarity and conciseness.
It should be appreciated that reference throughout this specification to "one embodiment" or "an embodiment" means that a particular feature, structure or characteristic described in connection with the embodiment is included in at least one embodiment of the present invention. Thus, the appearances of the phrases "in one embodiment" or "in an embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.
In various embodiments of the present invention, it should be understood that the sequence numbers of the following processes do not mean the execution sequence, and the execution sequence of each process should be determined by its function and inherent logic, and should not constitute any limitation to the implementation process of the embodiments of the present invention.
An embodiment of the present invention provides a braking method for a vehicle, as shown in fig. 1, the method including:
step S1, after the braking signal is obtained, monitoring the current slip rate of the vehicle;
step S2, when the current slip ratio reaches a first preset value, controlling a driving motor to brake a first brake in a first mode, and controlling a mechanical brake control structure to brake a second brake in a second mode to enable the current slip ratio to be within a preset range; the preset range comprises a value which is larger than the first preset value and smaller than or equal to a second preset value.
Wherein the vehicle includes a driving motor for connecting with a first brake and a mechanical brake control structure for connecting with a second brake, as shown in fig. 4, the vehicle has a structure including: the whole vehicle integrated controller is respectively connected with the hydraulic control unit (namely, a mechanical brake control structure) and the driving motor and is used for controlling the driving motor and the hydraulic control unit so as to realize the cooperative braking of mechanical braking and motor braking.
According to the embodiment of the invention, after the monitored current slip ratio reaches the first preset value, the driving motor is controlled to brake the first brake in the first mode, the mechanical brake control structure brakes the second brake in the second mode, so that the current slip ratio is in the preset range, and the cooperative control of mechanical brake and motor brake can be realized, so that the current slip ratio is in the best state, the energy recovery efficiency is improved, and the reasonable utilization of vehicle brake energy is realized.
As shown in fig. 2, the following describes a specific implementation process of the above scheme with reference to a specific flow:
in step S11, a brake signal of the vehicle, i.e., a signal that the brake pedal is depressed is acquired.
And step S12, after the braking signal is acquired, monitoring the current slip ratio of the vehicle.
Wherein, the slip ratio refers to the proportion of slip components in the wheel movement, namely the slip ratio generated between the tire mark and the road surface when the tire brakes or accelerates in straight running; when the slip ratio of the vehicle is in the preset range, the slip ratio of the vehicle is in the optimal state, namely the grip performance of the vehicle is optimal.
Step S13, judging whether the slip ratio is larger than a first preset value; if not, go to step S14; if so, the process proceeds to step S17.
Wherein, the first preset value refers to a minimum limit value when the current slip ratio of the vehicle is in an optimal state.
Step S14, before the current slip ratio reaches a first preset value, judging whether the braking demand of the vehicle is smaller than a preset braking demand; if yes, go to step S15; if not, the process proceeds to step S16.
Wherein the braking demand is a demanded braking force corresponding to a magnitude of an opening degree by which a brake pedal of the vehicle is stepped, the braking demand increasing with an increase in the opening degree of the brake pedal.
Step S15, when the braking demand is smaller than a preset braking demand, outputting a first control signal to the driving motor, so that the braking force of the driving motor controlling the first brake increases in a first corresponding relationship with the increase of the braking time, and at this time, the mechanical braking control structure controls the braking force of the second brake to be zero.
Step S16, when the braking demand gradually increases to be larger than or equal to the preset braking demand and does not reach the first preset value, the driving motor controls the braking force of the first brake to be increased in a first corresponding relation with the braking time, and simultaneously outputs a second control signal to the mechanical braking control structure, so that the mechanical braking control structure controls the braking force of the second brake to be increased in a second corresponding relation with the increase of the braking time.
Wherein, the first corresponding relation refers to that the braking force and the braking time of the first brake are in a linear relation; the second corresponding relation refers to that the braking force and the braking time of the second brake are in another linear relation.
And step S17, when the current slip ratio reaches a first preset value and the current slip ratio is smaller than or equal to a second preset value, the driving motor controls the increase of the braking force of the first brake and the braking time in a first corresponding relation, and simultaneously outputs a third control signal to the mechanical brake control structure, so that the mechanical brake control structure controls the braking force of the second brake to be kept unchanged.
Wherein, the second preset value refers to the maximum limit value when the current slip ratio of the vehicle is in the optimal state.
Step S18, judging whether the slip ratio is larger than a second preset value; if not, go to step S17; if so, the process proceeds to step S19.
Step S19, when the current slip ratio reaches a second preset value, the mechanical brake control structure outputs a fourth control signal to the driving motor while keeping the braking force of the second brake unchanged, so that the driving motor controls the braking force of the first brake to be a constant braking force or zero, and the current slip ratio is adjusted to be within the preset range;
the constant braking force value is the braking force of the first brake when the current slip rate reaches a second preset value.
Step S20, judging whether the current slip ratio is changed from being in a preset range to being smaller than or equal to a first preset value; if yes, go to step S22; if not, the process proceeds to step S17.
Step S21, judging whether the current slip ratio is changed from being in a preset range to being larger than a second preset value; if yes, go to step S22; if not, the process proceeds to step S19.
Step S22, when the current slip ratio is changed from being in a preset range to being smaller than or equal to a first preset value or being larger than a second preset value, enabling the driving motor to control the braking force of the first brake to be kept at a constant value or zero, and meanwhile, outputting a fifth control signal to the mechanical brake control structure to enable the mechanical brake control structure to control the braking force of the second brake, and adjusting the current slip ratio to be in the preset range; the preset range comprises a value which is larger than the first preset value and smaller than or equal to a second preset value.
An embodiment of the present invention provides a braking apparatus for a vehicle, as shown in fig. 3, wherein the vehicle includes a driving motor for connecting with a first brake and a mechanical braking control structure for connecting with a second brake, the apparatus including:
the first monitoring module 1 is used for monitoring the current slip rate of the vehicle after the braking signal is obtained;
the first control module 2 is used for controlling the driving motor to brake the first brake in a first mode after the current slip ratio reaches a first preset value, and the mechanical brake control structure brakes the second brake in a second mode to enable the current slip ratio to be within a preset range;
the preset range comprises a value which is larger than the first preset value and smaller than or equal to a second preset value.
According to the embodiment of the invention, after the monitored current slip ratio reaches the first preset value, the driving motor is controlled to brake the first brake in the first mode, the mechanical brake control structure brakes the second brake in the second mode, so that the current slip ratio is in the preset range, and the cooperative control of mechanical brake and motor brake can be realized, so that the current slip ratio is in the best state, the energy recovery efficiency is improved, and the reasonable utilization of vehicle brake energy is realized; wherein the mechanical brake control structure may be a hydraulic control unit.
In an embodiment of the present invention, the apparatus further includes: the second monitoring module 3 is used for monitoring the braking demand of the vehicle before the current slip rate reaches a first preset value; the second control module 4 is configured to output a first control signal to the driving motor when the braking demand is smaller than a preset braking demand, so that the driving motor controls the braking force of the first brake to increase in a first corresponding relation with the increase of the braking time, and when the braking demand of a driver is small (that is, the braking demand is smaller than the preset braking demand), an anti-lock function of vehicle braking is realized through the control of the driving motor.
And the third control module 5 is configured to, after the braking demand gradually increases to be greater than or equal to the preset braking demand, enable the driving motor to control the increase of the braking force of the first brake in the first corresponding relationship with the braking time, and simultaneously output a second control signal to the mechanical braking control structure, so that the mechanical braking control structure controls the increase of the braking force of the second brake in the second corresponding relationship with the increase of the braking time.
In an embodiment of the present invention, the first control module 2 includes: the first control unit 21 is configured to, after the current slip ratio reaches a first preset value, enable the driving motor to control the increase of the braking force of the first brake in a first corresponding relationship with the braking time, and simultaneously output a third control signal to the mechanical brake control structure, so that the mechanical brake control structure controls the braking force of the second brake to remain unchanged.
In an embodiment of the present invention, the first control module 2 further includes:
the second control unit 22 is configured to, after the current slip ratio reaches a second preset value, enable the mechanical brake control structure to control the braking force of the second brake to remain unchanged, and at the same time, output a fourth control signal to the driving motor to enable the driving motor to control the braking force of the first brake to remain constant or zero, and adjust the current slip ratio to be within the preset range, so as to ensure that the current slip ratio of the vehicle is always in a better state and the grip performance of the vehicle is better, and at the same time, improve the recovery efficiency of energy, and implement reasonable utilization of vehicle braking energy.
The constant braking force value is the braking force of the first brake when the current slip rate reaches a second preset value.
In an embodiment of the present invention, the first control module 2 further includes: the third control unit 23 is configured to, when the current slip ratio is changed from being within a preset range to being less than or equal to the first preset value or being greater than the second preset value, enable the driving motor to control the braking force of the first brake to be a constant braking force or zero, and simultaneously output a fifth control signal to the mechanical brake control structure, enable the mechanical brake control structure to control the braking force of the second brake, and adjust the current slip ratio to be within the preset range.
In a specific embodiment of the present invention, as shown in fig. 5, the first preset value of the current slip ratio is 0.1, and the second preset value is 0.2; at t0, the current slip ratio is zero, and the motor braking force (i.e., the braking force of the first brake) and the mechanical braking force (i.e., the braking force of the second brake) are also zero; in the time from t0 to t1, as shown by the broken line graphs from t0 to t1 in fig. 5, when the braking demand is smaller than the preset braking demand, the motor braking force increases in a first corresponding relationship with the increase of time (i.e., braking time); when the braking demand is gradually increased to be greater than or equal to the preset braking demand and does not reach a first preset value (namely 0.1), the motor braking force is increased in a first corresponding relation along with the increase of time, and the mechanical braking force is increased in a second corresponding relation along with the increase of time, and at the moment, in a time period from t0 to t1, the slip rate (namely the current slip rate) is increased from zero to 0.1. During the time from t1 to t2, as shown by the broken line diagram from t1 to t2 in fig. 5, the mechanical braking force is kept unchanged, and the motor braking force still increases in a first corresponding relation with the increase of the time, at this time, the slip ratio is increased from 0.1 to 0.2 in the time period from t1 to t 2; when at t2, the slip ratio is increased to 0.2, at which time the motor braking force is increased to a braking force constant value (i.e., when the slip ratio is 0.2, the motor braking force corresponding to the slip ratio). In the time from t2 to t3, as shown by the broken line graphs from t2 to t3 in fig. 5, the mechanical braking force is still kept unchanged, and since the slip ratio needs to be adjusted to be within the preset range (i.e., 0.1 to 0.2), the current slip ratio of the vehicle is always kept in a better state, the grip performance of the vehicle is better, and the motor braking force is changed to zero so as to reduce the slip ratio. During the time from t3 to t4, as shown by the broken line diagram from t3 to t4 in fig. 5, the mechanical braking force remains unchanged, and the motor braking force changes from zero to a braking force constant value to increase the slip ratio as the slip ratio decreases to approach 0.1. During the time from t4 to t5, as shown by the broken line diagram from t4 to t5 in fig. 5, the mechanical braking force remains unchanged, and the motor braking force is changed from the braking force constant value to zero to decrease the slip ratio as the slip ratio increases to approach 0.2. In the time from t5 to t6, as shown in a broken line diagram from t5 to t6 in fig. 5, when the motor braking force changes from zero to a braking force constant value and still cannot keep the slip ratio between 0.1 and 0.2 due to the fact that the slip ratio decreases to be less than 0.1, the motor braking force is kept to be the braking force constant value, and the mechanical braking force is increased to enable the slip ratio to rise to between 0.1 and 0.2.
It should be noted that the embodiment of the apparatus is an apparatus corresponding to the embodiment of the method, and all implementations in the embodiment of the method are applicable to the embodiment of the apparatus, and the same technical effect can be achieved.
An embodiment of the present invention provides a brake apparatus for a vehicle, including: memory, a processor and a computer program stored on the memory and executable on the processor, the processor implementing any of the steps of the braking method of the vehicle as described above when executing the computer program.
The embodiment of the invention also provides a vehicle, which comprises the braking device of the vehicle in any embodiment.
In summary, in the embodiment of the present invention, after the monitored current slip ratio reaches the first preset value, the driving motor is controlled to brake the first brake in the first manner, and the mechanical brake control structure brakes the second brake in the second manner, so that the current slip ratio is within the preset range, which can realize cooperative control of mechanical brake and motor brake, thereby ensuring that the current slip ratio is in the best state, improving energy recovery efficiency, and realizing reasonable utilization of vehicle brake energy.
While the foregoing is directed to the preferred embodiment of the present invention, it will be understood by those skilled in the art that various changes and modifications may be made without departing from the spirit and scope of the invention as defined in the appended claims.
Claims (10)
1. A braking method of a vehicle including a drive motor for connection with a first brake and a mechanical brake control structure for connection with a second brake, the method comprising:
monitoring the current slip rate of the vehicle after the braking signal is acquired;
when the current slip ratio reaches a first preset value, controlling the driving motor to brake the first brake in a first mode, and controlling the second brake to brake in a second mode by the mechanical brake control structure to enable the current slip ratio to be within a preset range;
the preset range comprises a preset value which is larger than the first preset value and is smaller than or equal to a second preset value;
wherein, after the current slip ratio reaches a first preset value, the driving motor is controlled to brake the first brake in a first mode, the mechanical brake control structure brakes the second brake in a second mode, and the step of enabling the current slip ratio to be within a preset range includes:
and when the current slip ratio reaches a first preset value, the driving motor controls the increase of the braking force of the first brake in a first corresponding relation with the braking time, and simultaneously outputs a third control signal to the mechanical brake control structure, so that the mechanical brake control structure controls the braking force of the second brake to be kept unchanged.
2. A method of braking a vehicle according to claim 1, characterized in that the method further comprises:
monitoring the braking demand of the vehicle before the current slip rate reaches a first preset value;
when the braking demand is smaller than a preset braking demand, outputting a first control signal to the driving motor to enable the driving motor to control the braking force of the first brake to increase in a first corresponding relation along with the increase of braking time;
when the braking requirement is gradually increased to be larger than or equal to the preset braking requirement, the driving motor controls the braking force of the first brake to be increased in a first corresponding relation with the braking time, and meanwhile, a second control signal is output to the mechanical braking control structure, so that the mechanical braking control structure controls the braking force of the second brake to be increased in a second corresponding relation with the increase of the braking time.
3. The method of braking a vehicle according to claim 2, wherein said controlling said drive motor to brake said first brake in a first manner after said current slip ratio reaches a first preset value, and said mechanical brake control structure to brake said second brake in a second manner, and wherein said current slip ratio is between preset ranges further comprises:
when the current slip ratio reaches a second preset value, the mechanical brake control structure is enabled to control the braking force of the second brake to be kept unchanged, meanwhile, a fourth control signal is output to the driving motor, the driving motor is enabled to control the braking force of the first brake to be kept at a constant value or zero, and the current slip ratio is adjusted to be located between the preset ranges;
the constant braking force value is the braking force of the first brake when the current slip rate reaches a second preset value.
4. The method of braking a vehicle according to claim 3, wherein said controlling said drive motor to brake said first brake in a first manner after said current slip ratio reaches a first preset value, and said mechanical brake control structure to brake said second brake in a second manner, and wherein said current slip ratio is between preset ranges further comprises:
when the current slip ratio is changed from being within a preset range to be smaller than or equal to a first preset value or larger than a second preset value, the driving motor is enabled to control the braking force of the first brake to be kept at a constant value or zero, meanwhile, a fifth control signal is output to the mechanical brake control structure, the mechanical brake control structure is enabled to control the braking force of the second brake, and the current slip ratio is adjusted to be within the preset range.
5. A brake apparatus of a vehicle including a drive motor for connection with a first brake and a mechanical brake control structure for connection with a second brake, the apparatus comprising:
the first monitoring module is used for monitoring the current slip rate of the vehicle after the braking signal is acquired;
the first control module is used for controlling the driving motor to brake the first brake in a first mode after the current slip ratio reaches a first preset value, and the mechanical brake control structure brakes the second brake in a second mode to enable the current slip ratio to be within a preset range;
the preset range comprises a preset value which is larger than the first preset value and is smaller than or equal to a second preset value;
wherein the first control module comprises:
and the first control unit is used for enabling the driving motor to control the increase of the braking force of the first brake in a first corresponding relation with the braking time after the current slip ratio reaches a first preset value, and meanwhile, outputting a third control signal to the mechanical brake control structure to enable the mechanical brake control structure to control the braking force of the second brake to be kept unchanged.
6. A braking apparatus of a vehicle according to claim 5, characterized in that the apparatus further comprises:
the second monitoring module is used for monitoring the braking demand of the vehicle before the current slip rate reaches a first preset value;
the second control module is used for outputting a first control signal to the driving motor when the braking demand is smaller than a preset braking demand, so that the driving motor controls the braking force of the first brake to increase in a first corresponding relation along with the increase of braking time;
and the third control module is used for enabling the driving motor to control the increase of the braking force of the first brake in a first corresponding relation with the braking time and simultaneously outputting a second control signal to the mechanical brake control structure after the braking requirement is gradually increased to be more than or equal to the preset braking requirement, so that the mechanical brake control structure controls the increase of the braking force of the second brake in a second corresponding relation with the increase of the braking time.
7. The braking apparatus of a vehicle according to claim 6, wherein the first control module further comprises:
the second control unit is used for enabling the mechanical brake control structure to control the braking force of the second brake to be kept unchanged and outputting a fourth control signal to the driving motor when the current slip rate reaches a second preset value, enabling the driving motor to control the braking force of the first brake to be kept at a constant braking force value or zero, and adjusting the current slip rate to be within the preset range;
the constant braking force value is the braking force of the first brake when the current slip rate reaches a second preset value.
8. The braking apparatus of a vehicle according to claim 7, wherein the first control module further comprises:
and the third control unit is used for enabling the driving motor to control the braking force of the first brake to be kept at a constant value or zero while outputting a fifth control signal to the mechanical brake control structure when the current slip ratio is changed from being within a preset range to be smaller than or equal to the first preset value or larger than the second preset value, enabling the mechanical brake control structure to control the braking force of the second brake, and adjusting the current slip ratio to be within the preset range.
9. A brake apparatus of a vehicle, characterized by comprising: memory, a processor and a computer program stored on the memory and executable on the processor, the processor implementing the steps in the method of braking a vehicle according to any of claims 1 to 4 when executing the computer program.
10. A vehicle characterized by comprising a braking device of the vehicle according to any one of claims 5 to 8.
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| CN201810848015.1A CN108944875B (en) | 2018-07-27 | 2018-07-27 | Vehicle braking method, device and equipment and vehicle |
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| CN108944875B true CN108944875B (en) | 2020-06-05 |
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| CN110901406A (en) * | 2019-11-25 | 2020-03-24 | 的卢技术有限公司 | Vehicle driving and braking combined braking control method and system |
| CN111137263B (en) * | 2019-12-26 | 2022-11-18 | 的卢技术有限公司 | Vehicle braking stability control method and system |
| CN114670651A (en) * | 2020-12-30 | 2022-06-28 | 北京新能源汽车股份有限公司 | Vehicle braking control method and device and vehicle |
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