CN109941245A - A kind of electric vehicle brake force distribution method - Google Patents
A kind of electric vehicle brake force distribution method Download PDFInfo
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- CN109941245A CN109941245A CN201910274239.0A CN201910274239A CN109941245A CN 109941245 A CN109941245 A CN 109941245A CN 201910274239 A CN201910274239 A CN 201910274239A CN 109941245 A CN109941245 A CN 109941245A
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Abstract
A kind of electric vehicle brake force distribution method, belongs to electric car field；The application is in order to solve in the road surface electric vehicle brake of low attachment coefficient, and control motor reduces energy regenerating, the problem of increasing the complexity of control, reduce the safety of electric car；The application includes the following steps: to distribute front and rear wheel brake force according to severity of braking；Using severity of braking, battery SOC and aggregate demand brake force as input, the ratio that regenerative braking force accounts for front wheel brake power is exported by fuzzy controller；Regenerative braking force, which is subtracted, using front wheel brake power obtains the front-wheel friction brake force to be undertaken；Slip rate threshold value is set, using actual slip rate as input, the ratio of regenerative braking force is reduced by Reverse Step Control, when actual slip rate is more than regulation slip rate, Reverse Step Control reduces distribution driving motor and brakes share；The application can provide energy regenerating as much as possible on low attachment coefficient road surface, and electric car can also be made to keep safety.
Description
Technical field
A kind of braking force distribution of automobile method, belongs to electric car field, and in particular to a kind of electric vehicle brake power point
Method of completing the square.
Background technique
Since existing automobile carries out mechanical braking using mechanical friction, and electric car can then pass through inertial drive
Mode makes motor work in generating state, the braking moment that motor provides under this state, it is possible to reduce some mechanical braking.Though
The braking moment that right motor provides is not mechanical braking, but can also form the frictional force of wheel tyre and ground and to electronic vapour
The effect of vehicle offer retarding braking power.Energy regenerating control strategy mainly uses fuzzy controller at present, the charged shape of battery
State SOC, aggregate demand brake force and severity of braking are as input, and the ratio exported as regenerative braking.Fuzzy control allocation strategy
Mainly allow as far as possible motor provide braking moment, however not can guarantee but front and rear wheel distribution curve meet ideal I curve and
ECE regulation.
People ignore the safety and stability when electric vehicle brake only to improve energy recovery rate as target.Tradition
ABS system mainly consider the braking efficiency of vehicle and the locking situation of wheel, when there is complicated operating condition, excessive system
Power can make automobile occur wheel lock up phenomenon before ABS system works.Special electric car drives on low attachment road surface
When because automobile is when ice and snow road is braked, most of braking force distribution schemes with regenerative braking for main brake force, and it is electric
Electrical automobile tradition anti-lock braking system can be reduced mechanical braking force.Locking phenomenon probably occurs at this time, to reduce automobile
Driving stability.
From vehicle level analysis, brake energy recovering system mainly includes two sons of electrical brake system and brake fluid system
System, while being related to the associated components such as entire car controller, speed changer, differential mechanism and wheel.Electrical brake system includes driving motor
And its controller, power battery and battery management system.Electric machine controller works in generating state for controlling driving motor,
Apply regenerative braking power；Battery management system control electric energy is recovered in battery；Hydraulic control system includes that hydraulic braking executes machine
Structure and brake monitor (BCU), for controlling the foundation and adjusting of friction brake force.
Distribution electric vehicle brake power is mainly according to the method for salary distribution of fixed proportion at present, i.e., front and rear wheel is according to fixed ratio
Example carries out braking force distribution, with the development of regenerative braking, it is public it is well recognized that regenerative braking to be that one kind effectively improves electronic
The mode of the mileage travelled of automobile.Regenerative braking torque is preferentially used, realizes efficient Brake energy recovery.And regeneration system
It is dynamic to have reaction speed fast compared to hydraulic braking, the high advantage of repeatability.Mainly there is the regeneration of series and parallel type at present
Braking force distribution scheme.But in the road surface of low attachment coefficient (ponding, ice and snow) electric vehicle brake, due to the big portion of brake force
Dividing is that regenerative braking force provides, and locking phenomenon easily occurs in wheel, and electric car tradition anti-lock braking system can reduce mechanical system
Power controls motor again at this time and reduces energy regenerating, increase the complexity of control instead, also reduces the safety of electric car
Property.
Summary of the invention
In order to solve this problems of the prior art, present applicant proposes a kind of electric vehicle brake force distribution method,
Low attachment coefficient (ice, snow) road surface, can provide energy regenerating as much as possible, so that electric car is kept safety, no
Overturning, whipping, locking can occur.
A kind of electric vehicle brake force distribution method of the invention, includes the following steps:
Front and rear wheel brake force is distributed according to severity of braking；
Using severity of braking, battery SOC and aggregate demand brake force as input, regenerative braking force is exported by fuzzy controller
Account for the ratio of front wheel brake power；
Regenerative braking force, which is subtracted, using front wheel brake power obtains the front-wheel friction brake force to be undertaken；
Slip rate threshold value is set, using actual slip rate as input, regenerative braking force is reduced by Reverse Step Control
Ratio, when actual slip rate is more than regulation slip rate, Reverse Step Control reduces distribution driving motor and brakes share.
Further, the reaction control process includes the following steps:
A. construct driving motor voltage equation, momental equation, wheel Longitudinal Dynamic Model, wheel torque balance model and
Ground brake force model；
Driving motor model and wheel power model when b. constructing electric vehicle brake by step a；
C. the bilinear model for constructing attachment coefficient and slip rate, obtains corresponding attachment coefficient by external slip rate；
D. it obtains adjusting regenerative braking force ratio by the attachment coefficient of Reverse Step Control combination step c.
Further, the voltage equation of the driving motor are as follows:
The momental equation are as follows: Te=ktia；
The wheel Longitudinal Dynamic Model are as follows:
The wheel torque balance model are as follows:
The ground brake force model are as follows: Fxb=mg μ (s)；
I in formulaaFor armature supply；R is armature circuit resistance；LaFor armature inductance；keFor motor potential constant；ktFor electricity
Machine torque constant；M is vehicle mass；V is Vehicle Speed；FxbFor ground brake force；G acceleration of gravity；μ (s) is attached
Coefficient, s be braking when wheel slip；JwFor vehicle wheel rotation inertia；wwFor angular speed of wheel；ww=wm/ig, igFor transmission
It is transmission ratio；TbmBrake force square is powered on for driving wheel；TeFor motor electromagnetic torque；R is vehicle wheel roll radius.
Further, driving motor model and wheel power model when the electric vehicle brake are as follows:
In formula,To pre-allocate regenerative braking force；U is the ratio for adjusting regenerative braking force.
Further, the Reverse Step Control step includes:
Enable x1=ia, x2=ww, f1=-R/La, f2=-keig/La, f3=Ua/La, f4=Frer/Jw, f5=mgr μ (s)/
Jw, it is second-order system by motor model when electric vehicle brake and wheel power model conversation:
Introduce errorIn formula, x1 is virtual input current；IdIt is expected output current value；
Define V function V1, virtual controlling x1, and to V function V1Derivation obtains:
Define V function V2, V2=V1+0.5(x1-α0)2, to V2Derivation obtains:
Define V function V3, V3=V2+0.5(x2-α1)2, to V3Derivation obtains:
Obtain adjusting the ratio u of regenerative braking force:
Further, the bilinear model of the attachment coefficient and slip rate are as follows:
S in formulaoptFor optimal slip ratio；μ h is peak adhesion coefficient；μgAttachment coefficient when for slip rate being 100%.
The present invention introduces slip rate during braking force distribution, can achieve the effect that control again from the control of braking source
The difficulty that can be reduced motor control will move sliding rate as the input quantity of Reverse Step Control, in conjunction with fuzzy with Reverse Step Control method
The ratio of output is controlled, output quantity is to reduce the ratio of regenerative braking, before being had determined that before exporting regenerative braking force,
Rear-wheel friction brake force is more than regulation slip rate once the slip rate in small severity of braking, and Backstepping Controller will be reduced point
Share is braked with driving motor, the work of conventional hydraulic anti-lock braking system is neither influenced in this way, has also reached the antilock of driving wheel
Dead state；The application makes the braking effect of electric car and traditional automobile reach approximate ride comfort, improves original system
Power point strategy, makes also to meet ideal I curve and ECE regulation under Reverse Step Control strategy, on low attachment coefficient (ice, snow) road
Face should provide energy regenerating as much as possible, and electric car also to be made to keep safety, and overturning will not occur, whipping, embrace
It waits indefinitely.Front and rear wheel braking force distribution is more rationally and scientific, and regenerative braking force is accounted for the ratio of front wheel brake power as fuzzy
Controller output makes the curve of practical front and rear wheel distribution meet ECE regulation in this way.In original fuzzy control allocation strategy
On, it using slip rate as condition, is controlled with Backstepping Controller, stability and energy recovery efficiency when reaching electric vehicle brake
Bi-objective requirement.Compared with fuzzy control strategy and ADVISOR2002 control strategy, slip-based controller strategy is more paid attention to
Electric car travel situations in actual road conditions.
Detailed description of the invention
Fig. 1 is the distribution control strategy of ADVISOR2002 pure electric automobile model in the prior art；
Fig. 2 is modified Brake force distribution strategy schematic diagram；
Fig. 3 is braking force distribution curve；
Fig. 4 is the Brake force distribution strategy schematic diagram of the embodiment of the present application；
Fig. 5 is SOC curve graph under UDDS operating condition；
Fig. 6 is the slip rate curve on ground attachment road surface.
Specific embodiment
Energy feeding braking on electric car brings two basic problems to the design of its braking system: first is that how
Required brake force is distributed between regenerative braking and friction catch, and recycles braking energy as much as possible；Second is that how preceding
Total brake force is distributed on rear axle, to realize stable braking ability.Usual regenerative braking is only effective to drive shaft, to recycle to the greatest extent
Braking energy more than possible, it is necessary to control the brake force that motor generates specific quantity.To meet the vehicle deceleration from driver
Instruction, while must have enough total brake force.
By taking ADVISOR2002 pure electric automobile model as an example, electric car regenerative braking is by such as power of motor, energy storage
The many factors such as device state-of-charge SOC, bus maximum current, severity of braking influence.So at present using fuzzy controller system
Fatigue resistance, battery pack state-of-charge SOC and demand brake force are as input, the ratio conduct of the total brake force of regenerative braking force Zhan
Output, allocation strategy are as shown in Figure 1.
Regenerative braking is a kind of electric braking by driving motor offer braking moment, is applied to wheel by power train
On, while regenerative braking is also a part as driving wheel braking, because ECE regulation is ensuring front-wheel in generation locking feelings
Under condition, rear-wheel braking force also generally will not be small, and such allocation strategy may be unable to satisfy the requirement of ECE regulation, so in order to make
Automobile reasonably distributes front and rear wheel brake force as far as possible in braking process, after needing to obtain minimum by formula (1) and formula (2)
Braking force distribution curve is taken turns, specifically, formula (1) and formula (2) are as follows:
Fxb1+Fxb2=Gz (1)
In formula: Fxb1It indicates front wheel brake power (N), Fxb2It indicates rear-wheel braking force (N), G indicates vehicle gravity (N), hgTable
Show height (m) of the vehicle mass center away from level ground, L indicates wheelbase (m), and b indicates length (m) of the mass center away from rear shaft center's line, z
Indicate severity of braking.
Electric car should meet the stability of vehicle in braking process, improve energy recovery efficiency as much as possible again,
It is modified Brake force distribution strategy schematic diagram as shown in Figure 2, first distributes front and rear wheel system according to severity of braking with strategy in parallel
Power, and fuzzy controller input is severity of braking, battery SOC and aggregate demand brake force, exports and accounts for front-wheel for regenerative braking force
The ratio of brake force.Then subtracting regenerative braking force with front wheel brake power is exactly the front-wheel friction brake force to be undertaken.
Front and rear wheel braking distribution is as shown in figure 3, in ABCD curve, and when B point is severity of braking z=0.1, brake force is whole
The point provided by front-wheel, C point are the point of severity of braking z=0.5 in ideal braking force distribution curve, and D point is brake force intensity z=
0.7 point, E point are the point of severity of braking z=1.Under urban traffic situation, severity of braking z≤0.3.In this way to rear-wheel in electronic vapour
Distribute brake force by fixed proportion when vehicle is braked, this influence very little to rear-wheel friction catch, only need to by front-wheel friction catch and
Regenerative braking is distributed according to fuzzy algorithmic approach.
Front and back wheel brake force is divided according to the demand of severity of braking, specific allocation strategy is as follows:
1) as 0≤z≤0.1, braking force distribution is divided according to AB line；
2) as 0.1 < z≤0.2, braking force distribution is divided according to BC line, which distributes brake force according to ECE regulation；
3) as 0.2 < z≤0.7, braking force distribution is divided according to CD line, which is rapidly switched to ideal i curve；
4) it as z > 0.7, is distributed in emergency braking according to front and rear wheel fixed proportion, and the not participation of regenerative braking,
It is identical as current electric car emergency brake mode, therefore braking force distribution is divided according to DE line, guarantee the safety of personnel and electronic
Automobile driving stability in emergency braking.
The brake force of front and back wheel is divided into four sections by the application, division it is more careful, DE sections belong to the emergency braking stage,
So participated in without regenerative braking force, and ideal i curve is substantially a critical value, the three phases of front are provided to
It recovers energy as far as possible, DE sections are used as protection section to guarantee safety, and division through this embodiment may be implemented reaching
To before D point, energy is distributed according to i curve the latest, can also recycle more energy, in the different stages using difference
Control strategy, improve energy recovery efficiency.
On the smaller road surface of attachment coefficient, even if severity of braking very little, it is easy to wheel lock up occur, and brake at this time
Power is provided by regenerative braking force.Once locking situation tradition antilock ABS (Anti-lock Brake System) occurs, and system is very
It is difficult to resolve certainly, designs regeneration anti-lock braking system, not only have complexity that is overlapping, but also increasing control motor with ABS system control
Property.And slip-based controller device is introduced when distributing regenerative braking force, can not only reduce control motor difficulty but also is avoided that and ABS
The conflict of system, therefore the Brake force distribution strategy of the present embodiment is as shown in figure 4, with Reverse Step Control method, by the non-thread of complexity
Property system decomposition at be no more than systematic education subsystem, then be each subsystem design part Lyapunov function (referred to as
V function) and intermediate virtual control amount, it " retreats " always to whole system to integrate them and completes setting for whole M control law
Meter.Sliding rate will be moved as the input quantity of Reverse Step Control and export new ratio reasonable distribution in conjunction with the ratio that fuzzy control exports
Regenerative braking force.
From permanent-magnet brushless DC electric machine model and driving wheel kinetic model, ignore air drag and rolling resistance pair
Influence when electric vehicle brake can simplify the complexity of Backstepping Controller, and can reach control and require；
Driving motor used in the present embodiment is permanent-magnet brushless DC electric machine, the permanent-magnet brushless DC electric machine voltage equation
As shown in (3) formula, momental equation is as shown in (4) formula, and wheel Longitudinal Dynamic Model and wheel equalising torque are respectively such as formula (5)
With shown in formula (6), brake force model such as formula (7) in ground is shown.
Te=ktia (4)
Fxb=mg μ (s) (7)
I in formulaaFor armature supply；R is armature circuit resistance；LaFor armature inductance；keFor motor potential constant；ktFor electricity
Machine torque constant；M is vehicle mass；V is Vehicle Speed；FxbFor ground brake force；G acceleration of gravity；μ (s) is attached
Coefficient, s be braking when wheel slip；JwFor vehicle wheel rotation inertia；wwFor angular speed of wheel；ww=wm/ig, igFor transmission
It is transmission ratio；TbmBrake force square is powered on for driving wheel；TeFor motor electromagnetic torque；R is vehicle wheel roll radius；
Pass through electric moter voltage equation, momental equation, wheel Longitudinal Dynamic Model, wheel torque balance model and ground wheat flour
Dynamic model obtains motor model and wheel power model when electric vehicle brake are as follows:
In formulaTo pre-allocate regenerative braking force；U is the ratio for adjusting regenerative braking force；
Use the bilinear model of attachment coefficient and slip rate for shown in such as formula (9):
S in formulaoptFor optimal slip ratio；μhFor peak adhesion coefficient；μgAttachment coefficient when for slip rate being 100%.
As shown in fig. 6, reflecting must convert when decelerating to 0m/s from 21m/s for the shifting sliding rate curve on ground attachment road surface
Gesture,
Enable x1=ia, x2=ww, f1=-R/La,f2=-keig/La, f3=Ua/La,f4=Frer/Jw, f5=mgr μ (s)/
Jw, it is that second-order system such as (10) is shown by motor model when electric vehicle brake and wheel power model conversation:
If μ (s) ≠ 0, in order to obtain good control, it is steady poor to overcome to introduce a differential term:
In formula, x1For virtual input current；IdIt is expected output current value.
Define V function V1, virtual controlling x1, and to V function V1Derivation obtains:
To α0Derivation can obtain:
To x1-α0Derivation obtains:
Define V function V2, V2=V1+0.5(x1-α0)2, according to the theory of Backstepping design, to V2Derivation can obtain:
So virtual controlling x2Are as follows:
In order toIt is negative definite, formula (15) is write as again:
C in formula1> 0.
The α known to formula (15)1(x1-α1) derivative:
Define V function V3, V3=V2+0.5(x2-α1)2, to V3Derivation obtains:
RemoveUncertain item number, then the ratio u for adjusting regenerative braking force obtains:
C in formula2> 0.
In conclusionAgain it is write as:
Best shifting sliding rate is in hereinafter, distributing regenerative braking force according to current Kb when moving sliding rate.If moving sliding rate is in best
Sliding rate or more is moved, distributes regenerative braking force according to current Kb further according to showing that u is reduced under Reverse Step Control.
In order to illustrate the beneficial effect of the present embodiment, Advisor control strategy, fuzzy control strategy and this paper are used respectively
Energy Expenditure Levels of the control strategy under UDDS operating condition are as shown in table 2.
Table 2Advisor control strategy, the energy consumption of fuzzy control strategy and the application control strategy under UDDS operating condition
Situation table:
As can be seen from Table 2, the energy recovery rate of Reverse Step Control strategy has reached 47.1%, improved than sliding mode control strategy
4.2%, i.e., there is advantage in terms of energy yield and recovery efficiency.
As seen from Figure 5, the Reverse Step Control strategy of the present embodiment is better than synovial membrane strategy and Advisor control strategy.
The foregoing description of the embodiment of the present invention provides for the purpose of illustration and explanation.They are not exhaustion
Property, be also not meant to limit the invention to these contents accurately described, under the guide of above-mentioned introduction, can also there are many
Modifications and changes.These embodiments are selected and describe merely to best illustration the principle of the present invention and their reality
Using so that those skilled in the art can preferably in various embodiments and use be suitable for it is expected specific
The present invention is applied in the various changes that use.It is understood, therefore, that this invention is intended to be covered on following claim model
It encloses interior all changes and is equal.
Claims (6)
1. a kind of electric vehicle brake force distribution method, characterized by the following steps:
Front and rear wheel brake force is distributed according to severity of braking；
Using severity of braking, battery SOC and aggregate demand brake force as input, before being accounted for by fuzzy controller output regenerative braking force
Take turns the ratio of brake force；
Regenerative braking force, which is subtracted, using front wheel brake power obtains the front-wheel friction brake force to be undertaken；
Slip rate threshold value is set, using actual slip rate as input, the ratio of regenerative braking force is reduced by Reverse Step Control,
When actual slip rate is more than regulation slip rate, Reverse Step Control reduces distribution driving motor and brakes share.
2. a kind of electric vehicle brake force distribution method according to claim 1, it is characterised in that: the reaction control process
Include the following steps:
A. driving motor voltage equation, momental equation, wheel Longitudinal Dynamic Model, wheel torque balance model and ground are constructed
Brake force model；
Driving motor model and wheel power model when b. constructing electric vehicle brake by step a；
C. the bilinear model for constructing attachment coefficient and slip rate, obtains corresponding attachment coefficient by external slip rate；
D. it obtains adjusting regenerative braking force ratio by the attachment coefficient of Reverse Step Control combination step c.
3. a kind of electric vehicle brake force distribution method according to claim 2, it is characterised in that: the electricity of the driving motor
Press equation are as follows:
The momental equation are as follows: Te=ktia；
The wheel Longitudinal Dynamic Model are as follows:
The wheel torque balance model are as follows:
The ground brake force model are as follows: Fxb=mg μ (s)；
I in formulaaFor armature supply；R is armature circuit resistance；LaFor armature inductance；keFor motor potential constant；ktFor motor torque
Constant；M is vehicle mass；V is Vehicle Speed；FxbFor ground brake force；G acceleration of gravity；μ (s) is attachment coefficient, s
Wheel slip when to brake；JwFor vehicle wheel rotation inertia；wwFor angular speed of wheel；ww=wm/ig, igFor power train transmission ratio；
TbmBrake force square is powered on for driving wheel；TeFor motor electromagnetic torque；R is vehicle wheel roll radius.
4. a kind of electric vehicle brake force distribution method according to claim 2, it is characterised in that: the electric vehicle brake
When driving motor model and wheel power model are as follows:
In formula,To pre-allocate regenerative braking force；U is the ratio for adjusting regenerative braking force.
5. a kind of electric vehicle brake force distribution method according to claim 4, it is characterised in that: the Reverse Step Control step
Include:
Enable x1=ia, x2=ww,f1=-R/La,f2=-keig/La, f3=Ua/La,f4=Frer/Jw, f5=mgr μ (s)/Jw, will be electric
Motor model and wheel power model conversation are second-order system when electrical automobile is braked:
Introduce errorIn formula, x1For virtual input current；IdIt is expected output current value；
Define V function V1, virtual controlling x1, and to V function V1Derivation obtains:
Define V function V2, V2=V1+0.5(x1-α0)2, to V2Derivation obtains:
Define V function V3, V3=V2+0.5(x2-α1)2, to V3Derivation obtains:
Obtain adjusting the ratio u of regenerative braking force:
6. a kind of electric vehicle brake force distribution method according to claim 4, it is characterised in that: the attachment coefficient and cunning
The bilinear model of shifting rate are as follows:
S in formulaoptFor optimal slip ratio；μhFor peak adhesion coefficient；μgAttachment coefficient when for slip rate being 100%.
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