CN110077375B

CN110077375B - Two-wheeled centralized driving electric vehicle braking energy recovery system based on stacked one-way valve and linear exhaust electromagnetic valve

Info

Publication number: CN110077375B
Application number: CN201910429073.5A
Authority: CN
Inventors: 杨坤; 李敏; 王杰; 解来卿; 张学义; 刘从臻; 肖锦钊
Original assignee: Shandong University of Technology
Current assignee: Shandong University of Technology
Priority date: 2019-05-22
Filing date: 2019-05-22
Publication date: 2022-02-18
Anticipated expiration: 2039-05-22
Also published as: CN110077375A

Abstract

The invention provides a two-wheel centralized driving electric vehicle braking energy recovery system based on a superposition type one-way valve and a linear exhaust solenoid valve, which belongs to the technical field of electric vehicle braking energy recovery, and the scheme is characterized in that a secondary gas storage tank, a switch solenoid valve, a three-way valve, a left driving wheel superposition type one-way valve, a left driving wheel linear exhaust solenoid valve, a right driving wheel superposition type one-way valve, a right driving wheel linear exhaust solenoid valve and other components are added in the existing decoupling type braking energy recovery system based on an air pressure ABS solenoid valve, so that the left driving wheel braking gas circuit and the right driving wheel braking gas circuit both have a double-loop structure, when the braking energy is recovered, an air source with high air pressure can be selected to provide high-pressure gas for a left driving wheel braking gas chamber and a right driving wheel braking gas chamber, thereby effectively solving the problem that the coupling braking force response speed of the driving wheels is slow due to low air source pressure in the existing continuous braking in the existing scheme, and lags behind the critical issue of the required braking force.

Description

Two-wheeled centralized driving electric vehicle braking energy recovery system based on stacked one-way valve and linear exhaust electromagnetic valve

Technical Field

The invention belongs to the technical field of electric vehicle braking energy recovery, and particularly relates to a two-wheel centralized driving electric vehicle braking energy recovery system based on a superposition type one-way valve and a linear exhaust electromagnetic valve.

Background

Along with the increasing serious problems of environmental pollution and energy safety, the electric vehicle is more and more emphasized by people, a braking energy recovery system is one of the key means for energy conservation of the electric vehicle, and can recover and utilize energy originally consumed in friction braking through a motor, for example, as described in the research on an EMB-based decoupled braking energy recovery system (Yangkun, Gaussong, Wangjie, and the like), the research on the EMB-based decoupled braking energy recovery system [ J ] in automobile engineering, 2016,38(8):1072 + 1079 ], and the energy of the part can account for about 30% of energy required by driving the whole vehicle.

At present, the braking energy recovery system can be divided into a coupling type and a decoupling type according to the working principle, although the arrangement of the original vehicle braking system is not changed, the coupling type braking energy recovery system has the defects of poor braking feeling and low braking energy recovery rate, and the application is gradually reduced at present.

The decoupling type braking energy recovery system can accurately meet the braking requirement of a driver through the coupling of mechanical braking force and motor braking force, and has the advantages of good braking feeling and high braking energy recovery rate. When the braking force of the motor can completely meet the braking requirement of a driver, the braking force is completely provided by the motor brake, and when the braking force of the motor cannot completely meet the braking requirement of the driver, the braking force of the whole vehicle is provided by the motor brake and the mechanical brake together, so that whether the resultant force of the motor braking force and the mechanical braking force can accurately track the braking force required by the driver becomes the key for influencing the effect of the decoupling type braking energy recovery system.

For an electric commercial vehicle, because the whole vehicle has a heavy weight, the influence of a braking energy recovery effect on the economy of the whole vehicle is very important, and meanwhile, from the perspective of reducing the system cost, the development cost and the system transformation workload, at present, the scheme of a decoupling type braking energy recovery system for the electric commercial vehicle which is researched more is a decoupling type braking energy recovery system based on an air pressure ABS electromagnetic valve, which is mentioned in the document URBS air pressure ABS electromagnetic valve failure analysis and improvement of a new energy passenger vehicle (Yangkun, Ma super, Guo Chi, and the like. the URBS air pressure ABS electromagnetic valve failure analysis and improvement [ J ]. Guangxi university report (natural science version), 2017,42(5): 1647-; this solution has the advantages of low cost and easy implementation, but the following problems are found in the research: the adjusting speed of the pressure of the brake air chamber depends on the difference value of the air pressure of the air storage tank and the air pressure of the brake air chamber, when the continuous braking times are more than two times in the driving process, the pressure in the air storage tank can be obviously reduced, the more the continuous braking times are, the larger the pressure reduction is, the more the adjusting speed of the pressure of the brake air chamber can be obviously reduced, and further the coupling braking force applied to the whole vehicle by the braking energy recovery system can lag behind the required braking force, so that the braking feeling is different from that of a conventional braking system, the braking distance can be prolonged, and other serious problems can be caused.

Disclosure of Invention

The invention provides a braking energy recovery system of a two-wheel centralized driving electric vehicle based on a superposed one-way valve and a linear exhaust solenoid valve on the basis of the existing decoupling type braking energy recovery system scheme based on an air pressure ABS solenoid valve, in the scheme, a sub air storage tank (3), a switch solenoid valve (5), a first three-way valve (7), a driving shaft relay valve (8), a second three-way valve (9), a right driving wheel superposed one-way valve (10), a right driving wheel linear exhaust solenoid valve (11), a right driving wheel braking pressure sensor (16), a left driving wheel linear exhaust solenoid valve (21), a left driving wheel superposed one-way valve (28), a right non-driving wheel braking pressure sensor (41), a braking pedal displacement sensor (45) and other parts are added in the existing braking energy recovery system, so that each driving wheel braking circuit has two independent high-pressure air sources and a double-circuit structure, when braking energy recovery is triggered, a high-pressure air source can be selected by the control system to provide high-pressure air for each driving wheel braking air chamber, so that the problem of reduction of the adjusting speed of the wheel air pressure braking force caused by low air source pressure in continuous braking is effectively solved.

A two-wheel centralized drive electric vehicle braking energy recovery system based on a superposition type one-way valve and a linear exhaust electromagnetic valve is composed of a braking pedal (1), a braking valve (2), an auxiliary air storage tank (3), a main air storage tank (4), a switch electromagnetic valve (5), an air compressor (6), a first three-way valve (7), a drive shaft relay valve (8), a second three-way valve (9), a right drive wheel superposition type one-way valve (10), a right drive wheel linear exhaust electromagnetic valve (11), a right drive wheel speed sensor (14), a right drive wheel braking air chamber (15), a right drive wheel braking pressure sensor (16), a right drive wheel ABS electromagnetic valve (17), a drive motor and transmission device (19), a drive motor controller (20), a left drive wheel linear exhaust electromagnetic valve (21), a left drive wheel ABS electromagnetic valve (22), a left drive wheel braking air chamber (24), The device comprises a left driving wheel speed sensor (25), a left driving wheel superposition type one-way valve (28), a battery management system (29), a vehicle control unit (30), a brake controller (31), a non-driving shaft relay valve (32), a third three-way valve (33), a left non-driving wheel speed sensor (36), a left non-driving wheel brake air chamber (37), a left non-driving wheel ABS electromagnetic valve (38), a right non-driving wheel ABS electromagnetic valve (39), a right non-driving wheel brake air chamber (40), a right non-driving wheel brake pressure sensor (41), a right non-driving wheel speed sensor (42) and a brake pedal displacement sensor (45).

An air outlet port b of the air compressor (6) is connected with an air inlet port a of the main air storage tank (4) through an air path, and an air outlet port a of the air compressor (6) is connected with an air inlet port a of the auxiliary air storage tank (3) through an air path.

An air inlet port a of the brake valve (2) is connected with an air outlet port d of the main air storage tank (4) through an air path, an air inlet port b of the brake valve (2) is connected with an air outlet port c of the main air storage tank (4) through an air path, an air outlet port c of the brake valve (2) is connected with a control port c of the non-drive shaft relay valve (32) through an air path, and an air outlet port d of the brake valve (2) is connected with a control port c of the drive shaft relay valve (8) through an air path.

An air outlet port b of the auxiliary air storage tank (3) is connected with an air inlet port a of the switch electromagnetic valve (5) through an air path, an air outlet port b of the switch electromagnetic valve (5) is connected with an air inlet port a of the first three-way valve (7) through an air path, an air outlet port b of the first three-way valve (7) is connected with an air inlet port b of the right-drive wheel superposition type one-way valve (10) through an air path, and an air outlet port c of the first three-way valve (7) is connected with an air inlet port b of the left-drive wheel superposition type one-way valve (28) through an air path.

And a port a of the drive shaft relay valve (8) is connected with an air outlet port e of the main air storage tank (4) through an air passage, and a port b of the drive shaft relay valve (8) is connected with a port b of the second three-way valve (9) through an air passage.

The port a of the second three-way valve (9) is connected with the air inlet port a of the right driving wheel superposition type one-way valve (10) through an air path, the air outlet port c of the right driving wheel superposition type one-way valve (10) is connected with the port a of the right driving wheel linear exhaust electromagnetic valve (11) through an air path, the port b of the right driving wheel linear exhaust electromagnetic valve (11) is connected with the air inlet port a of the right driving wheel ABS electromagnetic valve (17) through an air path, and the air inlet port b of the right driving wheel ABS electromagnetic valve (17) is connected with the right driving wheel brake air chamber (15) through an air path.

And a right driving wheel brake pressure sensor (16) is arranged on the right driving wheel brake air chamber (15).

The port c of the second three-way valve (9) is connected with the air inlet port a of the left driving wheel superposition type one-way valve (28) through an air path, the air outlet port c of the left driving wheel superposition type one-way valve (28) is connected with the port a of the left driving wheel linear exhaust electromagnetic valve (21) through an air path, the port b of the left driving wheel linear exhaust electromagnetic valve (21) is connected with the air inlet port a of the left driving wheel ABS electromagnetic valve (22) through an air path, and the air inlet port b of the left driving wheel ABS electromagnetic valve (22) is connected with the left driving wheel brake air chamber (24) through an air path.

The port a of the non-driving shaft relay valve (32) is connected with the outlet port b of the main air storage tank (4) through an air path, the port b of the non-driving shaft relay valve (32) is connected with the port b of a third three-way valve (33) through an air path, the port c of the third three-way valve (33) is connected with the inlet port a of a left non-driving wheel ABS electromagnetic valve (38) through an air path, the inlet port b of the left non-driving wheel ABS electromagnetic valve (38) is connected with a left non-driving wheel brake air chamber (37) through an air path, the port a of the third three-way valve (33) is connected with the inlet port a of a right non-driving wheel ABS electromagnetic valve (39) through an air path, and the inlet port b of the right non-driving wheel ABS electromagnetic valve (39) is connected with a right non-driving wheel brake air chamber (40) through an air path.

And a right non-driving wheel brake pressure sensor (41) is arranged on the right non-driving wheel brake air chamber (40).

The right driving wheel speed sensor (14), the left driving wheel speed sensor (25), the left non-driving wheel speed sensor (36) and the right non-driving wheel speed sensor (42) are connected with the brake controller (31) through signal lines.

The right driving wheel ABS electromagnetic valve (17), the left driving wheel ABS electromagnetic valve (22), the left non-driving wheel ABS electromagnetic valve (38) and the right non-driving wheel ABS electromagnetic valve (39) are connected with the brake controller (31) through signal lines.

The switch electromagnetic valve (5), the right driving wheel linear exhaust electromagnetic valve (11), the right driving wheel brake pressure sensor (16), the left driving wheel linear exhaust electromagnetic valve (21), the right non-driving wheel brake pressure sensor (41) and the brake pedal displacement sensor (45) are connected with the whole vehicle controller (30) through signal lines.

The driving motor controller (20), the battery management system (29), the vehicle control unit (30) and the brake controller (31) are connected through a CAN bus.

A brake energy recovery system of a two-wheel centralized drive electric vehicle based on a superposition type one-way valve and a linear exhaust electromagnetic valve is characterized in that a vehicle control unit (30) judges whether to trigger a brake energy recovery function or not based on the vehicle speed output by a brake controller (31) through a CAN bus, a pedal displacement signal output by a brake pedal displacement sensor (45) and the maximum allowable charging current of a battery output by a battery management system (29) through the CAN bus, and the maximum motor brake force provided by a drive motor and a transmission device (19) output by a drive motor controller (20) through the CAN bus, and controls a switch electromagnetic valve (5), a right drive wheel linear exhaust electromagnetic valve (11) and a left drive wheel linear exhaust electromagnetic valve (21) according to the brake energy recovery function.

When a brake pedal is stepped on and a braking energy recovery function is triggered, the whole vehicle controller (30) controls the switch electromagnetic valve (5) to be conducted, an air path between the port b of the auxiliary air storage tank (3) and the port a of the first three-way valve (7) is conducted, the whole vehicle controller (30) controls the right driving wheel linear exhaust electromagnetic valve (11) and the left driving wheel linear exhaust electromagnetic valve (21) to be in a closed state, and the exhaust port c of the whole vehicle controller is not communicated with the atmosphere; when a brake pedal is stepped on, but the braking energy recovery function is not triggered, the whole vehicle controller (30) controls the switch electromagnetic valve (5) to be in an off state, an air path between the port b of the auxiliary air storage tank (3) and the port a of the first three-way valve (7) is not communicated, the whole vehicle controller (30) controls the right driving wheel linear exhaust electromagnetic valve (11) and the left driving wheel linear exhaust electromagnetic valve (21) to be in an off state, and the exhaust port c of the whole vehicle controller is not communicated with the atmosphere.

When a driver releases a brake pedal (1), the whole vehicle controller (30) controls the switch electromagnetic valve (5) to disconnect the air path connection between the port b of the auxiliary air storage tank (3) and the port a of the first three-way valve (7), the whole vehicle controller (30) controls the right driving wheel linear exhaust electromagnetic valve (11) and the left driving wheel linear exhaust electromagnetic valve (21) to be in an open state, the exhaust port c of the whole vehicle controller is communicated with the atmosphere, and the opening degree of the whole vehicle controller is in proportional relation to a pedal displacement signal output by the brake pedal displacement sensor (45) through a signal line.

Compared with the prior art, the invention adds the auxiliary gas storage tank (3), the switch electromagnetic valve (5), the first three-way valve (7), the drive shaft relay valve (8), the second three-way valve (9), the right drive wheel superposed one-way valve (10), the right drive wheel linear exhaust electromagnetic valve (11), the right drive wheel brake pressure sensor (16), the left drive wheel linear exhaust electromagnetic valve (21), the left drive wheel superposed one-way valve (28), the right non-drive wheel brake pressure sensor (41) and the brake pedal displacement sensor (45) in the prior brake energy recovery system, so that the left and right drive wheel pneumatic brake circuits are respectively provided with two independent high-pressure gas sources and double-circuit structures, when the brake energy recovery is triggered, the gas source with higher air pressure can provide high-pressure gas for the brake air chamber, thereby effectively solving the problem that in the prior art when in continuous braking, the key problems that the response speed of the coupling braking force of the driving wheels is slow and lags behind the required braking force due to the low air source pressure are solved.

FIG. 1 is a schematic structural diagram of a braking energy recovery system of a two-wheel centralized driving electric vehicle based on a superposition type one-way valve and a linear exhaust electromagnetic valve. Wherein: 1. a brake pedal; 2. a brake valve; 3. a secondary gas storage tank; 4. a primary gas storage tank; 5. switching on and off the electromagnetic valve; 6. an air compressor; 7. a first three-way valve; 8. a drive shaft relay valve; 9. a second three-way valve; 10. a right driving wheel superposition type one-way valve; 11. a right drive wheel linear exhaust solenoid valve; 12. a right drive wheel brake; 13. a right drive wheel; 14. a right drive wheel speed sensor; 15. a right drive wheel brake chamber; 16. a right drive wheel brake pressure sensor; 17. a right driving wheel ABS electromagnetic valve; 18. a right drive half shaft; 19. a driving motor and a transmission device; 20. a drive motor controller; 21. a left drive wheel linear exhaust solenoid valve; 22. a left driving wheel ABS electromagnetic valve; 23. a left drive half shaft; 24. a left drive wheel brake chamber; 25. a left drive wheel speed sensor; 26. a left drive wheel brake; 27. A left drive wheel; 28. a left driving wheel superposed one-way valve; 29. a battery management system; 30. a vehicle control unit; 31. a brake controller; 32. a non-drive shaft relay valve; 33. a third three-way valve; 34. a left non-driven wheel; 35. a left non-driven wheel brake; 36. a left non-driven wheel speed sensor; 37. a left non-driven wheel brake chamber; 38. a left non-driven wheel ABS solenoid valve; 39. the ABS electromagnetic valve of the right non-driving wheel; 40. a right non-driving wheel brake chamber; 41. a right non-driving wheel brake pressure sensor; 42. a right non-driving wheel speed sensor; 43. a right non-driving wheel brake; 44. a right non-driving wheel; 45. brake pedal displacement sensor.

The embodiments of the present invention are as follows.

The invention provides a two-wheeled centralized driving electric vehicle braking energy recovery system based on a superposition type one-way valve and a linear exhaust electromagnetic valve, and in order to make the technical scheme and the effect of the invention clearer and clearer, the invention is further described in detail by referring to the attached drawings and taking examples; it should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

As shown in figure 1, the two-wheel centralized driving electric vehicle braking energy recovery system based on the superposition type one-way valve and the linear exhaust electromagnetic valve comprises a braking pedal (1), a braking valve (2), an auxiliary air storage tank (3), a main air storage tank (4), a switch electromagnetic valve (5), an air compressor (6), a first three-way valve (7), a driving shaft relay valve (8), a second three-way valve (9), a right driving wheel superposition type one-way valve (10), a right driving wheel linear exhaust electromagnetic valve (11), a right driving wheel speed sensor (14), a right driving wheel braking air chamber (15), a right driving wheel braking pressure sensor (16), a right driving wheel ABS electromagnetic valve (17), a driving motor and transmission device (19), a driving motor controller (20), a left driving wheel linear exhaust electromagnetic valve (21), a left driving wheel ABS electromagnetic valve (22), The brake system comprises a left driving wheel brake air chamber (24), a left driving wheel speed sensor (25), a left driving wheel superposition type one-way valve (28), a battery management system (29), a whole vehicle controller (30), a brake controller (31), a non-driving shaft relay valve (32), a third three-way valve (33), a left non-driving wheel speed sensor (36), a left non-driving wheel brake air chamber (37), a left non-driving wheel ABS electromagnetic valve (38), a right non-driving wheel ABS electromagnetic valve (39), a right non-driving wheel brake air chamber (40), a right non-driving wheel brake pressure sensor (41), a right non-driving wheel speed sensor (42) and a brake pedal displacement sensor (45).

When braking, the working principle of the braking system is as follows.

During the running process of the automobile, the brake controller (31) receives wheel speed signals output by a right driving wheel speed sensor (14), a left driving wheel speed sensor (25), a left non-driving wheel speed sensor (36) and a right non-driving wheel speed sensor (42).

The vehicle control unit (30) receives a vehicle speed signal and a vehicle acceleration signal output by the brake controller (31), a pedal displacement signal output by the brake pedal displacement sensor (45), a non-driving shaft braking air pressure value output by the right non-driving wheel braking pressure sensor (41), a driving shaft braking air pressure value output by the right driving wheel braking pressure sensor (16), a battery allowed maximum charging current output by the battery management system (29) through the CAN bus, and a maximum motor braking force which CAN be provided by the driving motor and the transmission device (19) output by the driving motor controller (20) through the CAN bus.

The maximum motor braking force which CAN be applied to the right driving wheel (13) and the left driving wheel (27) by the driving motor and transmission device (19) is determined by the maximum motor braking force which CAN be provided by the driving motor and transmission device (19) and is output by the driving motor controller (20) through the CAN bus according to the speed of the whole vehicle, the acceleration of the whole vehicle, and the maximum charging current allowed by the battery output by the battery management system (29) through the CAN bus.

The vehicle control unit (30) is used for driving the motor controller (20) to output the maximum motor braking force which CAN be provided by the driving motor and the transmission device (19) through the CAN bus based on the vehicle speed output by the braking controller (31) through the CAN bus, the pedal displacement signal output by the braking pedal displacement sensor (45) and the maximum allowable charging current of the battery output by the battery management system (29) through the CAN bus, and judging whether to trigger the braking energy recovery function according to the following four conditions: the first condition is as follows: the vehicle speed value output by the brake controller (31) is greater than the minimum vehicle speed threshold value allowing the recovery of the brake energy; and a second condition: a pedal displacement signal output by a brake pedal displacement sensor (45) is greater than a pedal displacement threshold value for triggering braking energy recovery; and (3) carrying out a third condition: the maximum allowable battery charging current output by the battery management system (29) is greater than 0; and a fourth condition: the requested motor braking force determined by the vehicle control unit (30) is greater than a minimum motor braking force threshold that allows for recovery of braking energy.

When the four conditions are met simultaneously, the braking energy recovery function is triggered; when any one of the brake energy recovery functions cannot be met, the brake energy recovery function cannot be triggered.

When the brake pedal (1) is stepped on and the braking energy recovery function is triggered.

The vehicle control unit (30) determines a total braking force target value required by the left non-driving wheel (34), the right non-driving wheel (44), the left driving wheel (27) and the right driving wheel (13) according to the vehicle speed, the vehicle acceleration and the brake pedal displacement.

The vehicle control unit (30) determines motor braking force target values required by the left driving wheel (27) and the right driving wheel (13) according to total braking force target values required by the left driving wheel (27) and the right driving wheel (13), a maximum charging current allowed by a battery output by a battery management system (29) through a CAN bus, and a maximum motor braking force which CAN be provided by a driving motor and a transmission device (19) output by a driving motor controller (20) through the CAN bus.

The vehicle control unit (30) determines the air pressure braking force target values of the left driving wheel (27) and the right driving wheel (13) according to the total braking force target value of the left driving wheel (27) and the total braking force target value of the right driving wheel (13) and the motor braking force target values required by the left driving wheel (27) and the right driving wheel (13).

The vehicle control unit (30) outputs a required motor braking force target value to the drive motor controller (20) through the CAN bus, and the vehicle control unit (30) outputs a pneumatic braking force target value of the left drive wheel (27) and the right drive wheel (13) and a drive wheel pneumatic braking force actual value output by the right drive wheel braking pressure sensor (16) to the brake controller (31).

The principle of applying braking to the left drive wheel (27) when the braking energy recovery function is triggered is as follows.

The whole vehicle controller (30) controls the on-off electromagnetic valve (5) to be conducted, and high-pressure gas in the auxiliary gas storage tank (3) sequentially passes through the port b of the auxiliary gas storage tank (3), the port a and the port b of the on-off electromagnetic valve (5), and the port a and the port c of the first three-way valve (7) to reach the port b of the left driving wheel superposition type one-way valve (28).

High-pressure gas in the main gas storage tank (4) enters a control port c of the drive shaft relay valve (8) through a port d of the main gas storage tank (4) and ports a and d of the brake valve (2) to enable the port a and the port b of the drive shaft relay valve (8) to be communicated, and the high-pressure gas in the main gas storage tank (4) sequentially passes through a port e of the main gas storage tank (4), the port a and the port b of the drive shaft relay valve (8) and the port b and the port c of the second three-way valve (9) to reach the port a of the left drive wheel superposition type one-way valve (28).

At this time, the situation that the air pressure braking force is provided for the left driving wheel brake air chamber (24) is divided into the following two situations according to the air pressure of the port a of the left driving wheel superposition type check valve (28) and the air pressure of the port b of the left driving wheel superposition type check valve (28).

When the gas pressure at the port a of the left driving wheel superposition type one-way valve (28) is greater than the gas pressure at the port b, high-pressure gas is provided for a brake chamber (24) of the left driving wheel by a main gas storage tank (4); at this time, the high-pressure gas in the main gas storage tank (4) sequentially passes through a port e of the main gas storage tank (4), a port a and a port b of a drive shaft relay valve (8), a port b and a port c of a second three-way valve (9), a port a and a port c of a left drive wheel superposition type one-way valve (28), a port a and a port b of a left drive wheel linear exhaust solenoid valve (21) and a port a and a port b of a left drive wheel ABS solenoid valve (22) and enters a left drive wheel brake chamber (24), so that pneumatic braking force can be applied to a left drive wheel (27) through a left drive wheel brake (26), and the exhaust port c of the left drive wheel linear exhaust solenoid valve (21) is in a closed state and is not communicated with the atmosphere in the process.

When the gas pressure at the port a of the left driving wheel superposition type one-way valve (28) is smaller than the gas pressure at the port b, the auxiliary gas storage tank (3) provides high-pressure gas for the brake chamber (24) of the left driving wheel; at this time, the high-pressure gas in the auxiliary gas storage tank (3) sequentially passes through a port b of the auxiliary gas storage tank (3), a port a and a port b of the on-off solenoid valve (5), a port a and a port c of the first three-way valve (7), a port b and a port c of the left driving wheel superposition type one-way valve (28), a port a and a port b of the left driving wheel linear exhaust solenoid valve (21), and a port a and a port b of the left driving wheel ABS solenoid valve (22) to enter a left driving wheel brake chamber (24), so that pneumatic braking force can be applied to the left driving wheel (27) through the left driving wheel brake (26), and the exhaust port c of the left driving wheel linear exhaust solenoid valve (21) is in a closed state and is not communicated with the atmosphere in the process.

In order to realize the decoupling control of the motor braking force and the air pressure braking force of the left driving wheel (27), the air pressure braking force of the left driving wheel (27) can be adjusted through the ABS electromagnetic valve (22) of the left driving wheel, and the modes of applying the braking force to the left driving wheel (27) are divided into the following two modes according to the relationship between the maximum motor braking force which can be applied to the left driving wheel (27) by the driving motor and the transmission device (19) through the left driving half shaft (23) and the total braking force target value of the left driving wheel (27).

The first mode is as follows: when the maximum motor braking force that the drive motor and transmission (19) can apply to the left drive wheel (27) through the left drive axle shaft (23) is greater than or equal to the target value of the total braking force of the left drive wheel (27), the target value of the air pressure braking force of the left driving wheel (27) is 0, at the moment, the brake controller (31) controls the port a of the ABS electromagnetic valve (22) of the left driving wheel to be closed through a signal line, the port b and the port c are opened, the air path connection between the brake air chamber (24) of the left driving wheel and the port b of the linear exhaust electromagnetic valve (21) of the left driving wheel is disconnected, the brake air chamber (24) of the left driving wheel is communicated with the atmosphere through the port b and the port c of the ABS electromagnetic valve (22) of the left driving wheel, and at the moment, the driving motor and the transmission device (19) apply the required braking force to the left driving wheel (27) through the left driving half shaft (23).

And a second mode: when the maximum motor braking force which can be applied to the left driving wheel (27) by the driving motor and transmission device (19) through the left driving half shaft (23) is smaller than the target value of the total braking force of the left driving wheel (27), the driving motor and transmission device (19) applies the maximum motor braking force to the left driving wheel (27) through the left driving half shaft (23).

The target value of the air pressure braking force of the left driving wheel (27) is determined by the difference between the target value of the total braking force of the left driving wheel (27) and the maximum motor braking force applied to the left driving wheel (27) by the driving motor and the transmission device (19) through the left driving half shaft (23), and the conditions of applying the air pressure braking force to the left driving wheel (27) are divided into the following three conditions according to the relationship between the target value of the air pressure braking force of the left driving wheel (27) and the actual value of the air pressure braking force.

When the target value of the air pressure braking force of the left driving wheel (27) is larger than the actual value of the air pressure braking force, the brake controller (31) controls the opening of the port a and the port b of the ABS electromagnetic valve (22) of the left driving wheel to be conducted through a signal line, the port c is closed, and high-pressure air at the port b of the linear exhaust electromagnetic valve (21) of the left driving wheel enters a brake air chamber (24) of the left driving wheel through the port a and the port b of the ABS electromagnetic valve (22) of the left driving wheel, so that the actual air pressure braking force of the left driving wheel (27) is increased.

When the target value of the air pressure braking force of the left driving wheel (27) is smaller than the actual value of the air pressure braking force, the brake controller (31) controls the port a of the ABS electromagnetic valve (22) of the left driving wheel to be closed through a signal line, the port b and the port c are conducted, and high-pressure air at the brake air chamber (24) of the left driving wheel is exhausted into the atmosphere through the port b and the port c of the ABS electromagnetic valve (22) of the left driving wheel so as to realize the reduction of the actual air pressure braking force of the left driving wheel (27).

When the target value of the air pressure braking force of the left driving wheel (27) is equal to the actual value of the air pressure braking force, the brake controller (31) controls the port b and the port c of the ABS electromagnetic valve (22) of the left driving wheel to be closed through a signal line, and the air pressure in the brake air chamber (24) of the left driving wheel is kept unchanged so as to realize the maintenance of the actual air pressure braking force of the left driving wheel (27).

When the brake pedal (1) is depressed, but the braking energy recovery function is not triggered.

And the switch electromagnetic valve (5) is closed, the air path between the port b of the auxiliary air storage tank (3) and the port a of the first three-way valve (7) is disconnected, and the port b of the left driving wheel superposition type one-way valve (28) has no high-pressure air.

The port b of the left driving wheel superposition type one-way valve (28) is closed, the port a and the port c are communicated, high-pressure gas in the main gas storage tank (4) sequentially passes through the port e of the main gas storage tank (4), the port a and the port b of the driving shaft relay valve (8), the port b and the port c of the second three-way valve (9), the port a and the port c of the left driving wheel superposition type one-way valve (28), the port a and the port b of the left driving wheel linear exhaust solenoid valve (21) and the port a and the port b of the left driving wheel ABS solenoid valve (22) to enter a left driving wheel brake chamber (24), so that air pressure braking force can be applied to the left driving wheel (27) through the left driving wheel brake (26), and the exhaust port c of the left driving wheel linear exhaust solenoid valve (21) is in a closed state and is not communicated with the atmosphere in the process.

The brake release of the left driving wheel (27) is divided into the release of the motor braking force and the release of the air pressure power, and the working principle is as follows.

When a driver releases the brake pedal (1), the vehicle control unit (30) controls the driving motor controller (20) to apply motor braking force to the left driving wheel (27) through the left driving half shaft (23) by the driving motor and the transmission device (19) to reduce so as to release the motor braking force of the left driving wheel.

When a driver releases a brake pedal (1), a brake valve (2) is closed, a drive shaft relay valve (8) disconnects an air path between a port e of a main air storage tank (4) and a port b of a second three-way valve (9), a switching electromagnetic valve (5) disconnects an air path between a port b of a secondary air storage tank (3) and a port a of a first three-way valve (7), a vehicle control unit (30) controls a left drive wheel linear exhaust electromagnetic valve (21) to be in an open state through a signal line, an exhaust port c of the left drive wheel linear exhaust electromagnetic valve (21) is communicated with the atmosphere, high-pressure air in a brake air chamber (24) of the left drive wheel is exhausted into the atmosphere through the port b and the port a of an ABS electromagnetic valve (22) of the left drive wheel and the exhaust port c of the left drive wheel linear exhaust electromagnetic valve (21) so as to release the air pressure braking force of the left drive wheel (27), and the vehicle control unit (30) controls the opening degree of the left drive wheel linear exhaust electromagnetic valve (21) and a brake pedal displacement sensor (45) to release the air pressure braking force in the process ) The pedal displacement signal output through the signal line is proportional, and control is not exerted on the ABS solenoid valve (22) of the left driving wheel in the process.

The principle of applying braking to the right drive wheel (13) when triggering the braking energy recovery function is as follows.

The whole vehicle controller (30) controls the on-off electromagnetic valve (5) to be conducted, and high-pressure gas in the auxiliary gas storage tank (3) sequentially passes through the port b of the auxiliary gas storage tank (3), the port a and the port b of the on-off electromagnetic valve (5), and the port a and the port b of the first three-way valve (7) to reach the port b of the right driving wheel superposition type one-way valve (10).

High-pressure gas in a main gas storage tank (4) enters a control port c of a drive shaft relay valve (8) through a port d of the main gas storage tank (4), a port a and a port d of a brake valve (2) to enable the port a and the port b of the drive shaft relay valve (8) to be communicated, and the high-pressure gas in the main gas storage tank (4) sequentially passes through a port e of the main gas storage tank (4), the port a and the port b of the drive shaft relay valve (8), and the port b and the port a of a second three-way valve (9) to reach a port a of a right drive wheel superposition type one-way valve (10);

at this time, the conditions of providing air pressure braking force for the right driving wheel brake air chamber (15) are divided into the following two conditions according to the air pressure of the port a of the right driving wheel superposition type check valve (10) and the air pressure of the port b of the right driving wheel superposition type check valve (10).

When the gas pressure at the port a of the right driving wheel superposition type one-way valve (10) is greater than the gas pressure at the port b, the main gas storage tank (4) provides high-pressure gas for a brake chamber (15) of the right driving wheel; at this time, the high-pressure gas in the main gas tank (4) passes through a port e of the main gas tank (4), a port a and a port b of the drive shaft relay valve (8), a port b and a port a of the second three-way valve (9), a port a and a port c of the right drive wheel superposition type check valve (10), a port a and a port b of the right drive wheel linear exhaust solenoid valve (11), and a port a and a port b of the right drive wheel ABS solenoid valve (17) in sequence to enter the right drive wheel brake chamber (15), so that pneumatic braking force can be applied to the right drive wheel (13) through the right drive wheel brake (12).

When the gas pressure at the port a of the right driving wheel superposition type one-way valve (10) is smaller than the gas pressure at the port b, the auxiliary gas storage tank (3) provides high-pressure gas for a brake chamber (15) of the right driving wheel; at this time, the high-pressure gas in the auxiliary gas storage tank (3) sequentially passes through a port b of the auxiliary gas storage tank (3), a port a and a port b of the on-off solenoid valve (5), a port a and a port b of the first three-way valve (7), a port b and a port c of the right drive wheel superposition type one-way valve (10), a port a and a port b of the right drive wheel linear exhaust solenoid valve (11), and a port a and a port b of the right drive wheel ABS solenoid valve (17), and enters the right drive wheel brake chamber (15), so that the right drive wheel brake (12) can apply air pressure brake force to the right drive wheel (13).

In order to realize the decoupling control of the motor braking force and the air pressure braking force of the right driving wheel (13), the air pressure braking force of the right driving wheel (13) can be adjusted through an ABS electromagnetic valve (17) of the right driving wheel, and the modes of applying the braking force to the right driving wheel (13) are divided into the following two modes according to the relation between the maximum motor braking force which can be applied to the right driving wheel (13) by a driving motor and a transmission device (19) through a right driving half shaft (18) and the total braking force target value of the right driving wheel (13).

The first mode is as follows: when the maximum motor braking force which the drive motor and transmission (19) can apply to the right drive wheel (13) through the right drive half shaft (18) is larger than or equal to the target value of the total braking force of the right drive wheel (13), the target value of the air pressure braking force of the right driving wheel (13) is 0, at the moment, the brake controller (31) controls the port a of the ABS electromagnetic valve (17) of the right driving wheel to be closed through a signal line, the port b and the port c are opened, the air path connection between the brake air chamber (15) of the right driving wheel and the port b of the linear exhaust electromagnetic valve (11) of the right driving wheel is disconnected, the brake air chamber (15) of the right driving wheel is communicated with the atmosphere through the port b and the port c of the ABS electromagnetic valve (17) of the right driving wheel, and at the moment, the driving motor and the transmission device (19) apply the required braking force to the right driving wheel (13) through the right driving half shaft (18).

And a second mode: when the maximum motor braking force which can be applied to the right driving wheel (13) by the driving motor and transmission device (19) through the right driving half shaft (18) is smaller than the target value of the total braking force of the right driving wheel (13), the driving motor and transmission device (19) applies the maximum motor braking force to the right driving wheel (13) through the right driving half shaft (18).

The target value of the air pressure braking force of the right driving wheel (13) is determined by the difference between the target value of the total braking force of the right driving wheel (13) and the maximum motor braking force applied to the right driving wheel (13) by the driving motor and the transmission device (19) through the right driving half shaft (18), and the conditions of applying the air pressure braking force to the right driving wheel (13) are divided into the following three conditions according to the relationship between the target value of the air pressure braking force of the right driving wheel (13) and the actual value of the air pressure braking force.

When the target value of the air pressure braking force of the right driving wheel (13) is larger than the actual value of the air pressure braking force, the brake controller (31) controls the opening of the port a and the port b of the ABS electromagnetic valve (17) of the right driving wheel to be conducted through a signal line, the port c is closed, and high-pressure air at the port b of the linear exhaust electromagnetic valve (11) of the right driving wheel enters a brake air chamber (15) of the right driving wheel through the port a and the port b of the ABS electromagnetic valve (17) of the right driving wheel so as to realize the increase of the actual air pressure braking force of the right driving wheel (13).

When the target value of the air pressure braking force of the right driving wheel (13) is smaller than the actual value of the air pressure braking force, the brake controller (31) controls the port a of the ABS electromagnetic valve (17) of the right driving wheel to be closed through a signal line, the port b and the port c are conducted, and high-pressure air at the brake air chamber (15) of the right driving wheel is exhausted into the atmosphere through the port b and the port c of the ABS electromagnetic valve (17) of the right driving wheel so as to realize the reduction of the actual air pressure braking force of the right driving wheel (13).

When the target value of the air pressure braking force of the right driving wheel (13) is equal to the actual value of the air pressure braking force, the brake controller (31) controls the port b and the port c of the ABS electromagnetic valve (17) of the right driving wheel to be closed through a signal line, and the air pressure in the brake air chamber (15) of the right driving wheel is kept unchanged so as to realize the maintenance of the actual air pressure braking force of the right driving wheel (13).

And the switch electromagnetic valve (5) is closed, the air path between the port b of the auxiliary air storage tank (3) and the port a of the first three-way valve (7) is disconnected, and the port b of the right driving wheel superposition type one-way valve (10) has no high-pressure air.

High-pressure gas in the main gas storage tank (4) enters a control port c of the drive shaft relay valve (8) through a port d of the main gas storage tank (4) and ports a and d of the brake valve (2) to enable the port a and the port b of the drive shaft relay valve (8) to be communicated, and the high-pressure gas in the main gas storage tank (4) sequentially passes through a port e of the main gas storage tank (4), the port a and the port b of the drive shaft relay valve (8) and the port b and the port a of the second three-way valve (9) to reach the port a of the right drive wheel superposition type one-way valve (10).

The port b of the right driving wheel superposition type one-way valve (10) is closed, the port a and the port c are communicated, high-pressure gas in the main gas storage tank (4) sequentially passes through the port e of the main gas storage tank (4), the port a and the port b of the driving shaft relay valve (8), the port b and the port a of the second three-way valve (9), the port a and the port c of the right driving wheel superposition type one-way valve (10), the port a and the port b of the right driving wheel linear exhaust solenoid valve (11) and the port a and the port b of the right driving wheel ABS solenoid valve (17) to enter a right driving wheel brake chamber (15), and accordingly air pressure braking force is applied to the right driving wheel (13) through the right driving wheel brake (12).

The brake release of the right driving wheel (13) is divided into the release of the motor braking force and the release of the air pressure power, and the working principle is as follows.

When a driver releases a brake pedal (1), the vehicle control unit (30) controls the motor braking force applied to the right driving wheel (13) by the driving motor and transmission device (19) through the right driving half shaft (18) to be reduced through the driving motor controller (20) so as to release the motor braking force of the right driving wheel.

When a driver releases a brake pedal (1), a brake valve (2) is closed, a drive shaft relay valve (8) is disconnected with an air path between a port e of a main air storage tank (4) and a port b of a second three-way valve (9), a switching electromagnetic valve (5) is disconnected with an air path between a port b of an auxiliary air storage tank (3) and a port a of a first three-way valve (7), a whole vehicle controller (30) controls a right drive wheel linear exhaust electromagnetic valve (11) to be in an open state through a signal line, an exhaust port c of the right drive wheel linear exhaust electromagnetic valve (11) is communicated with the atmosphere, high-pressure air in a right drive wheel brake air chamber (15) is exhausted into the atmosphere through the port b and the port a of a right drive wheel ABS electromagnetic valve (17) and the exhaust port c of the right drive wheel linear exhaust electromagnetic valve (11), so that air pressure brake force of the right drive wheel (13) is relieved, and the whole vehicle controller (30) controls the opening degree of the right drive wheel linear exhaust electromagnetic valve (11) and a brake pedal displacement sensor (45) in the process ) The pedal displacement signal outputted through the signal line is in a proportional relationship, and the control is not exerted on the ABS solenoid valve (17) of the right driving wheel in the process.

The principle of operation of applying pneumatic brakes to the left non-driven wheel (34) is as follows: when a driver steps on a brake pedal (1), a brake valve (2) is opened, high-pressure gas in a main gas storage tank (4) enters a control port c of a non-drive shaft relay valve (32) through a port c of the main gas storage tank (4), a port b and a port c of the brake valve (2), and a port a and a port b of the non-drive shaft relay valve (32) are communicated; the high-pressure gas in the main gas storage tank (4) sequentially passes through a port b of the main gas storage tank (4), a port a and a port b of a non-driving shaft relay valve (32), a port b and a port c of a third three-way valve (33), a port a and a port b of a left non-driving wheel ABS solenoid valve (38) to enter a left non-driving wheel brake chamber (37), and pneumatic braking force is applied to a left non-driving wheel (34) through a left non-driving wheel brake (35).

The control of the pneumatic braking force of the left non-drive wheel (34) is divided into the following three cases based on the relationship between the target value of the pneumatic braking force of the left non-drive wheel and the actual value of the pneumatic braking force determined by the vehicle control unit (30).

When the target value of the air pressure braking force of the left non-driven wheel (34) is larger than the actual value of the air pressure braking force, the brake controller (31) controls the opening of the port a and the port b of the ABS electromagnetic valve (38) of the left non-driven wheel to be conducted through a signal line, the port c is closed, and high-pressure air at the port c of the third three-way valve (33) enters a brake air chamber (37) of the left non-driven wheel through the port a and the port b of the ABS electromagnetic valve (38) of the left non-driven wheel so as to increase the actual air pressure braking force of the left non-driven wheel (34).

When the target value of the air pressure braking force of the left non-driven wheel (34) is smaller than the actual value of the air pressure braking force, the brake controller (31) controls the port a of the ABS electromagnetic valve (38) of the left non-driven wheel to be closed through a signal line, the port b and the port c are conducted, and high-pressure air at the brake air chamber (37) of the left non-driven wheel is exhausted into the atmosphere through the port b and the port c of the ABS electromagnetic valve (38) of the left non-driven wheel so as to achieve reduction of the actual air pressure braking force of the left non-driven wheel (34).

When the target value of the air pressure braking force of the left non-driven wheel (34) is equal to the actual value of the air pressure braking force, the brake controller (31) controls the port b and the port c of the ABS electromagnetic valve (38) of the left non-driven wheel to be closed through a signal line, and the air pressure in the brake air chamber (37) of the left non-driven wheel is kept unchanged so as to realize the maintenance of the actual air pressure braking force of the left non-driven wheel (34).

The operating principle for releasing the pneumatic brake to the left non-driven wheel (34) is as follows: when a driver releases a brake pedal (1), a brake valve (2) is closed, a non-driving shaft relay valve (32) breaks the air path connection between a port b of a main air storage tank (4) and a port b of a third three-way valve (33), high-pressure air in a brake air chamber (37) of a left non-driving wheel enters the non-driving shaft relay valve (32) through the port b and the port a of an ABS electromagnetic valve (38) of the left non-driving wheel and the port c and the port b of the third three-way valve (33) in sequence, and is exhausted to the atmosphere through the non-driving shaft relay valve (32), so that the air pressure braking force of the left non-driving wheel (34) is relieved, and the ABS electromagnetic valve (38) of the left non-driving wheel is not controlled in the process.

The principle of operation of applying pneumatic brakes to the right non-driven wheel (44) is as follows: when a driver steps on a brake pedal (1), a brake valve (2) is opened, high-pressure gas in a main gas storage tank (4) enters a control port c of a non-drive shaft relay valve (32) through a port c of the main gas storage tank (4), a port b and a port c of the brake valve (2), and a port a and a port b of the non-drive shaft relay valve (32) are communicated; the high-pressure gas in the main gas storage tank (4) sequentially passes through a port b of the main gas storage tank (4), a port a and a port b of a non-drive shaft relay valve (32), a port b and a port a of a third three-way valve (33), and a port a and a port b of a right non-drive wheel ABS solenoid valve (39) to enter a right non-drive wheel brake chamber (40), and pneumatic braking force is applied to a right non-drive wheel (44) through a right non-drive wheel brake (43).

The control of the pneumatic braking force of the right non-drive wheel (44) is divided into the following three cases based on the relationship between the target value of the pneumatic braking force of the right non-drive wheel and the actual value of the pneumatic braking force determined by the vehicle control unit (30).

When the target value of the air pressure braking force of the right non-driven wheel (44) is larger than the actual value of the air pressure braking force, the brake controller (31) controls the opening of the port a and the port b of the ABS electromagnetic valve (39) of the right non-driven wheel to be conducted through a signal line, the port c is closed, and high-pressure air at the port a of the third three-way valve (33) enters a brake air chamber (40) of the right non-driven wheel through the port a and the port b of the ABS electromagnetic valve (39) of the right non-driven wheel so as to realize the increase of the actual air pressure braking force of the right non-driven wheel (44).

When the target value of the air pressure braking force of the right non-driven wheel (44) is smaller than the actual value of the air pressure braking force, the brake controller (31) controls the port a of the ABS electromagnetic valve (39) of the right non-driven wheel to be closed through a signal line, the port b and the port c are conducted, and high-pressure air at the brake air chamber (40) of the right non-driven wheel is exhausted into the atmosphere through the port b and the port c of the ABS electromagnetic valve (39) of the right non-driven wheel so as to realize the reduction of the actual air pressure braking force of the right non-driven wheel (44).

When the target value of the air pressure braking force of the right non-driven wheel (44) is equal to the actual value of the air pressure braking force, the brake controller (31) controls the port b and the port c of the ABS electromagnetic valve (39) of the right non-driven wheel to be closed through a signal line, and the air pressure in the brake air chamber (40) of the right non-driven wheel is kept unchanged so as to realize the maintenance of the actual air pressure braking force of the right non-driven wheel (44).

The operating principle for releasing the pneumatic brake to the right non-driven wheel (44) is as follows: when a driver releases a brake pedal (1), a brake valve (2) is closed, a non-driving shaft relay valve (32) breaks the air path connection between a port b of a main air storage tank (4) and a port b of a third three-way valve (33), high-pressure air in a brake air chamber (40) of a right non-driving wheel enters the non-driving shaft relay valve (32) through the port b and the port a of an ABS electromagnetic valve (39) of the right non-driving wheel and the port a and the port b of the third three-way valve (33) in sequence, and is exhausted to the atmosphere through the non-driving shaft relay valve (32), so that the air pressure braking force of the right non-driving wheel (44) is released, and the ABS electromagnetic valve (39) of the right non-driving wheel is not controlled in the process.

The working characteristics of the switch solenoid valve (5), the right driving wheel superposition type check valve (10), the left driving wheel superposition type check valve (28), the right driving wheel linear exhaust solenoid valve (11) and the left driving wheel linear exhaust solenoid valve (21) in the two-wheel centralized driving electric vehicle braking energy recovery system based on the superposition type check valve and the linear exhaust solenoid valve are described as follows.

When a driver does not step on the brake pedal (1), the switch electromagnetic valve (5) is in an off state, and high-pressure gas does not exist at the port a of the first three-way valve (7); when a driver steps on the brake pedal (1) but does not trigger the braking energy recovery function, the switch electromagnetic valve (5) is in a turn-off state, and no high-pressure gas exists at the port a of the first three-way valve (7); when a driver steps on the brake pedal (1) and triggers the braking energy recovery function, the switch electromagnetic valve (5) is in a conduction state, and high-pressure gas is arranged at the port a of the first three-way valve (7).

The right drive wheel superposition check valve (10) has three ports: the gas can only flow into the gas inlet port a and the gas inlet port b of the right driving wheel superposition type one-way valve (10) and flow out of the gas outlet port c of the right driving wheel superposition type one-way valve (10), so that the gas can only flow to the right driving wheel brake gas chamber (15) from the first three-way valve (7) or the driving shaft relay valve (8) and can not be conducted in the reverse direction; when the air pressure of the air inlet port a is larger than that of the air inlet port b, the port a is communicated with the port c, and the port b is closed; when the air pressure of the air inlet port a is smaller than that of the air inlet port b, the port b and the port c are conducted, and the port a is closed.

The left drive wheel superposition check valve (28) has three ports: the gas can only flow into the gas inlet port a and the gas inlet port b of the left driving wheel superposition type one-way valve (28) and flow out of the gas outlet port c of the left driving wheel superposition type one-way valve (28), so that the gas can only flow to the left driving wheel brake air chamber (24) from the first three-way valve (7) or the driving shaft relay valve (8) and can not be conducted in the reverse direction; when the air pressure of the air inlet port a is larger than that of the air inlet port b, the port a is communicated with the port c, and the port b is closed; when the air pressure of the air inlet port a is smaller than that of the air inlet port b, the port b and the port c are conducted, and the port a is closed.

The right drive wheel linear exhaust solenoid valve (11) has three ports: the brake pedal device comprises a port a, a port b and an exhaust port c, wherein the port a and the port b are connected with a brake air path and are in a normally-on state, the port c is not connected with the brake air path, and when the brake pedal (1) is stepped on, the exhaust port c is in a closed state and is not communicated with the atmosphere; when the electronic brake pedal is released, the port c is in an open state and is communicated with the atmosphere, and the opening degree of the port c is in a proportional relation with the pedal displacement of the brake pedal (1).

The left drive wheel linear exhaust solenoid valve (21) has three ports: the brake pedal device comprises a port a, a port b and an exhaust port c, wherein the port a and the port b are connected with a brake air path and are in a normally-on state, the port c is not connected with the brake air path, and when the brake pedal (1) is stepped on, the exhaust port c is in a closed state and is not communicated with the atmosphere; when the electronic brake pedal is released, the port c is in an open state and is communicated with the atmosphere, and the opening degree of the port c is in a proportional relation with the pedal displacement of the brake pedal (1).

As can be seen from the above discussion, the auxiliary air storage tank (3), the switch electromagnetic valve (5), the first three-way valve (7), the drive shaft relay valve (8), the second three-way valve (9), the right drive wheel superposition type one-way valve (10), the right drive wheel linear exhaust electromagnetic valve (11), the right drive wheel brake pressure sensor (16), the left drive wheel linear exhaust electromagnetic valve (21), the left drive wheel superposition type one-way valve (28), the right non-drive wheel brake pressure sensor (41), the brake pedal displacement sensor (45) and other components are added in the existing brake energy recovery system, so that the left and right drive wheel pneumatic brake circuits are respectively provided with two independent high-pressure air sources and a double-circuit structure, when a driver steps on the brake pedal (1) and does not trigger the braking energy recovery function, high-pressure gas required by the left driving wheel (27) and the right driving wheel (13) is provided by the main gas storage tank (4); when a driver steps on a brake pedal (1) and triggers a braking energy recovery function, high-pressure gas required by a left driving wheel (27) and a right driving wheel (13) is provided by the main gas storage tank (4) and the auxiliary gas storage tank (3) with large gas pressure, so that the key problems that the coupling braking force response speed of the driving wheel is low and the coupling braking force lags behind the required braking force caused by low gas source pressure in the existing scheme during continuous braking can be effectively solved.

Claims

1. The utility model provides a two-wheeled centralized drive electric motor car braking energy recovery system based on stack formula check valve and linear exhaust solenoid valve which characterized in that:

the brake system is composed of a brake pedal (1), a brake valve (2), an auxiliary gas storage tank (3), a main gas storage tank (4), a switch electromagnetic valve (5), an air compressor (6), a first three-way valve (7), a drive shaft relay valve (8), a second three-way valve (9), a right drive wheel superposed type one-way valve (10), a right drive wheel linear exhaust electromagnetic valve (11), a right drive wheel speed sensor (14), a right drive wheel brake air chamber (15), a right drive wheel brake pressure sensor (16), a right drive wheel ABS electromagnetic valve (17), a drive motor and transmission device (19), a drive motor controller (20), a left drive wheel linear exhaust electromagnetic valve (21), a left drive wheel ABS electromagnetic valve (22), a left drive wheel brake air chamber (24), a left drive wheel speed sensor (25), a left drive wheel superposed type one-way valve (28), The system comprises a battery management system (29), a vehicle control unit (30), a brake controller (31), a non-driving shaft relay valve (32), a third three-way valve (33), a left non-driving wheel speed sensor (36), a left non-driving wheel brake chamber (37), a left non-driving wheel ABS solenoid valve (38), a right non-driving wheel ABS solenoid valve (39), a right non-driving wheel brake chamber (40), a right non-driving wheel brake pressure sensor (41), a right non-driving wheel speed sensor (42) and a brake pedal displacement sensor (45);

an air outlet port b of the air compressor (6) is connected with an air inlet port a of the main air storage tank (4) through an air path, and an air outlet port a of the air compressor (6) is connected with an air inlet port a of the auxiliary air storage tank (3) through an air path;

an air inlet port a of the brake valve (2) is connected with an air outlet port d of the main air storage tank (4) through an air path, an air inlet port b of the brake valve (2) is connected with an air outlet port c of the main air storage tank (4) through an air path, the air outlet port c of the brake valve (2) is connected with a control port c of the non-driving shaft relay valve (32) through an air path, and an air outlet port d of the brake valve (2) is connected with a control port c of the driving shaft relay valve (8) through an air path;

an air outlet port b of the auxiliary air storage tank (3) is connected with an air inlet port a of the switch electromagnetic valve (5) through an air path, an air outlet port b of the switch electromagnetic valve (5) is connected with an air inlet port a of the first three-way valve (7) through an air path, an air outlet port b of the first three-way valve (7) is connected with an air inlet port b of the right driving wheel superposition type one-way valve (10) through an air path, and an air outlet port c of the first three-way valve (7) is connected with an air inlet port b of the left driving wheel superposition type one-way valve (28) through an air path;

a port a of the drive shaft relay valve (8) is connected with an air outlet port e of the main air storage tank (4) through an air passage, and a port b of the drive shaft relay valve (8) is connected with a port b of the second three-way valve (9) through an air passage;

a port a of the second three-way valve (9) is connected with an air inlet port a of the right driving wheel superposition type one-way valve (10) through an air passage, an air outlet port c of the right driving wheel superposition type one-way valve (10) is connected with a port a of the right driving wheel linear exhaust electromagnetic valve (11) through an air passage, a port b of the right driving wheel linear exhaust electromagnetic valve (11) is connected with an air inlet port a of the right driving wheel ABS electromagnetic valve (17) through an air passage, and an air inlet port b of the right driving wheel ABS electromagnetic valve (17) is connected with a right driving wheel brake air chamber (15) through an air passage;

a right driving wheel brake pressure sensor (16) is arranged on the right driving wheel brake air chamber (15);

a port c of the second three-way valve (9) is connected with an air inlet port a of the left driving wheel superposition type one-way valve (28) through an air passage, an air outlet port c of the left driving wheel superposition type one-way valve (28) is connected with a port a of the left driving wheel linear exhaust electromagnetic valve (21) through the air passage, a port b of the left driving wheel linear exhaust electromagnetic valve (21) is connected with an air inlet port a of the left driving wheel ABS electromagnetic valve (22) through the air passage, and an air inlet port b of the left driving wheel ABS electromagnetic valve (22) is connected with the left driving wheel brake air chamber (24) through the air passage;

a port a of the non-driving shaft relay valve (32) is connected with an air outlet port b of the main air storage tank (4) through an air path, a port b of the non-driving shaft relay valve (32) is connected with a port b of a third three-way valve (33) through an air path, a port c of the third three-way valve (33) is connected with an air inlet port a of a left non-driving wheel ABS electromagnetic valve (38) through an air path, an air inlet port b of the left non-driving wheel ABS electromagnetic valve (38) is connected with a left non-driving wheel brake air chamber (37) through an air path, a port a of the third three-way valve (33) is connected with an air inlet port a of a right non-driving wheel ABS electromagnetic valve (39) through an air path, and an air inlet port b of the right non-driving wheel ABS electromagnetic valve (39) is connected with a right non-driving wheel brake air chamber (40) through an air path;

a right non-driving wheel brake pressure sensor (41) is arranged on the right non-driving wheel brake air chamber (40);

a right driving wheel speed sensor (14), a left driving wheel speed sensor (25), a left non-driving wheel speed sensor (36) and a right non-driving wheel speed sensor (42) are connected with the brake controller (31) through signal lines;

the right driving wheel ABS electromagnetic valve (17), the left driving wheel ABS electromagnetic valve (22), the left non-driving wheel ABS electromagnetic valve (38) and the right non-driving wheel ABS electromagnetic valve (39) are connected with the brake controller (31) through signal lines;

the switch electromagnetic valve (5), the right driving wheel linear exhaust electromagnetic valve (11), the right driving wheel brake pressure sensor (16), the left driving wheel linear exhaust electromagnetic valve (21), the right non-driving wheel brake pressure sensor (41) and the brake pedal displacement sensor (45) are connected with the whole vehicle controller (30) through signal lines;

2. The braking energy recovery system of two-wheeled centralized driving electric vehicle based on stacked one-way valve and linear exhaust solenoid valve as claimed in claim 1, wherein the vehicle control unit (30) determines whether to trigger the braking energy recovery function based on the vehicle speed outputted by the braking controller (31) through the CAN bus, the pedal displacement signal outputted by the braking pedal displacement sensor (45), the maximum allowable charging current of the battery outputted by the battery management system (29) through the CAN bus, and the maximum motor braking force provided by the driving motor and the transmission device (19) outputted by the driving motor controller (20) through the CAN bus, and controls the switch solenoid valve (5), the right driving wheel linear exhaust solenoid valve (11) and the left driving wheel linear exhaust solenoid valve (21) accordingly, and is characterized in that:

when a brake pedal is stepped on and a braking energy recovery function is triggered, the whole vehicle controller (30) controls the switch electromagnetic valve (5) to be conducted, an air path between the port b of the auxiliary air storage tank (3) and the port a of the first three-way valve (7) is conducted, the whole vehicle controller (30) controls the right driving wheel linear exhaust electromagnetic valve (11) and the left driving wheel linear exhaust electromagnetic valve (21) to be in a closed state, and the exhaust port c of the whole vehicle controller is not communicated with the atmosphere; when a brake pedal is stepped on, but the braking energy recovery function is not triggered, the whole vehicle controller (30) controls the switch electromagnetic valve (5) to be in an off state, an air path between the port b of the auxiliary air storage tank (3) and the port a of the first three-way valve (7) is not communicated, the whole vehicle controller (30) controls the right driving wheel linear exhaust electromagnetic valve (11) and the left driving wheel linear exhaust electromagnetic valve (21) to be in an off state, and the exhaust port c of the whole vehicle controller is not communicated with the atmosphere; when a driver releases a brake pedal (1), the whole vehicle controller (30) controls the switch electromagnetic valve (5) to disconnect the air path connection between the port b of the auxiliary air storage tank (3) and the port a of the first three-way valve (7), the whole vehicle controller (30) controls the right driving wheel linear exhaust electromagnetic valve (11) and the left driving wheel linear exhaust electromagnetic valve (21) to be in an open state, the exhaust port c of the whole vehicle controller is communicated with the atmosphere, and the opening degree of the whole vehicle controller is in proportional relation to a pedal displacement signal output by the brake pedal displacement sensor (45) through a signal line.