CN110091850A - Two-wheeled centralized driving brake energy recovering system of electric vehicle based on stacked unidirectional valve - Google Patents
Two-wheeled centralized driving brake energy recovering system of electric vehicle based on stacked unidirectional valve Download PDFInfo
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- CN110091850A CN110091850A CN201910429063.1A CN201910429063A CN110091850A CN 110091850 A CN110091850 A CN 110091850A CN 201910429063 A CN201910429063 A CN 201910429063A CN 110091850 A CN110091850 A CN 110091850A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
- B60T13/683—Electrical control in fluid-pressure brake systems by electrically-controlled valves in pneumatic systems or parts thereof
Abstract
The present invention provides a kind of two-wheeled centralized driving brake energy recovering system of electric vehicle based on stacked unidirectional valve, belong to electric vehicle brake power recovery technology field, the program in the existing decoupling type brake energy recovering system based on air pressure ABS solenoid valve by increasing secondary air accumulator, switch electromagnetic valve, the components such as drive shaft stacked unidirectional valve, the braking gas circuit for driving wheel is set to all have double back line structure, this makes it in Brake energy recovery, the high gas source of an air pressure may be selected and provide high pressure gas for left driving wheel braking gas chamber and right driving wheel braking gas chamber, when continuously being braked present in existing scheme to efficiently solve, because the relatively low bring driving wheel coupling braking force response rate of bleed pressure is slow, and lag behind the critical issue of demand brake force.
Description
Technical field
The invention belongs to electric vehicle brake power recovery technology fields, and in particular to a kind of two based on stacked unidirectional valve
Take turns centralized driving brake energy recovering system of electric vehicle.
Background technique
With getting worse for environmental pollution and energy security problem, electric vehicle is increasingly valued by people, braking
Energy recycling system is one of energy-efficient key means of electric vehicle, and energy of the script consumption in friction catch can be passed through electricity by it
Machine is recycled and is used, as document " decoupling type brake energy recovering system research " based on EMB (Yang Kun, Gao Song, Wang Jie,
Equal study [J] automobile engineering, 2016,38 (8): 1072-1079. based on the decoupling type brake energy recovering system of EMB) institute
It states, 30% or so of energy needed for this portion of energy can account for driving vehicle.
Currently, brake energy recovering system can be divided into manifold type and two kinds of decoupling type, manifold type braking according to working principle
Though energy recycling system without the arrangement of the former vehicle braking system of change, has, brake feel is poor, Brake energy recovery rate is low
Disadvantage, application gradually decreases at present.
Decoupling type brake energy recovering system can be driven by the coupling of mechanical braking force and motor braking power accurately to meet
The braking requirement for the person of sailing has the advantage that brake feel is good, Brake energy recovery rate is high.When motor braking power can be fully met
When operator brake demand, brake force is provided by motor braking completely, when motor braking power cannot fully meet operator brake
When demand, vehicle brake force is provided jointly by motor braking and mechanical braking, therefore the conjunction of motor braking power and mechanical braking force
The demand brake force that can power accurately track driver just becomes the key for influencing decoupling type brake energy recovering system effect.
For electric commercial vehicle, since complete vehicle weight is larger, shadow of the Brake energy recovery effect to vehicle economy
Sound is just particularly important, while from reduction system cost, the angle of development cost and system reform workload, currently,
Studying more electric commercial vehicle decoupling type brake energy recovering system scheme is document " integral new-energy passenger URBS air pressure ABS electricity
Magnet valve failure analysis and improvement " (Yang Kun, Ma Chao, Guo Dong wait the URBS air pressure ABS solenoid valve failure analysis of integral new-energy passenger and change
Into [J] Guangxi University journal (natural science edition), 2017,42 (5): 1647-1656.) mention in a text based on air pressure ABS
The decoupling type brake energy recovering system of solenoid valve；This scheme has at low cost, the advantage of Yi Shixian, but finds under study for action
There are the following problems: the adjustment speed of brake chamber pressure depends on the difference of air accumulator gas pressure and brake chamber gas pressure
Value, when continuously braking number is greater than twice when driving, pressure can be substantially reduced, and continuously brake in air accumulator number
More, pressure decline is bigger, and the adjustment speed of brake chamber pressure can be substantially reduced at this time, and then make brake energy recovering system
The coupling brake force for being applied to vehicle can lag behind demand brake force, thus bring brake feel different from conventional braking system,
And it may cause the serious problems such as braking distance is elongated.
Summary of the invention
The present invention is having the decoupling type brake energy recovering system scheme based on air pressure ABS solenoid valve regarding to the issue above
On the basis of a kind of two-wheeled centralized driving brake energy recovering system of electric vehicle based on stacked unidirectional valve, the program are provided
In, it is unidirectional by increasing pair air accumulator (3), switch electromagnetic valve (6), drive shaft superposing type in existing brake energy recovering system
Valve (7), drive shaft relay valve (8), the first triple valve (9), right driving wheel brake pressure sensor (14), right non-driven wheel
The components such as brake-pressure sensor (37) and brake pedal displacement sensor (41), making each driving wheel brake circuit tool, there are two solely
Vertical high-pressure air source and double back line structure, and when triggering Brake energy recovery, an air pressure can be selected by control system
High gas source provides high pressure gas for each driving wheel braking gas chamber, so that bleed pressure is relatively low when effectively solving continuous braking
Bring air pressure brake-force control speed reduces problem.
A kind of two-wheeled centralized driving brake energy recovering system of electric vehicle based on stacked unidirectional valve is by brake pedal
(1), brake valve (2), secondary air accumulator (3), main air accumulator (4), air compressor (5), switch electromagnetic valve (6), drive shaft superposition
Formula check valve (7), drive shaft relay valve (8), the first triple valve (9), right driving wheel wheel speed sensors (12), right driving wheel
Brake chamber (13), right driving wheel brake pressure sensor (14), right driving wheel ABS solenoid valve (15), driving motor and
Transmission device (17), drive motor controller (18), left driving wheel ABS solenoid valve (19), left driving wheel braking gas chamber
(21), left driving wheel wheel speed sensors (22), battery management system (25), entire car controller (26), brake monitor (27),
Nonpowered axle relay valve (28), the second triple valve (29), left non-driven wheel wheel speed sensors (32), left non-driven wheel braking
Gas chamber (33), left non-driven wheel ABS solenoid valve (34), right non-driven wheel ABS solenoid valve (35), right non-driven wheel braking
Gas chamber (36), right non-driven wheel brake pressure sensor (37), right non-driven wheel wheel speed sensors (38), brake pedal position
Displacement sensor (41) composition.
The air outlet b and main air accumulator (4) air inlet port a of air compressor (5) pass through air circuit connection, air compressor
(5) the air inlet port a of air outlet a and secondary air accumulator (3) pass through air circuit connection.
The air inlet port a of brake valve (2) is connected with the air outlet d of main air accumulator (4) by gas circuit, brake valve (2)
Air inlet port b is connected with the air outlet c of main air accumulator (4) by gas circuit, the air outlet c and nonpowered axle of brake valve (2)
The control port c of relay valve (28) is connected by gas circuit, the air outlet d of brake valve (2) and the control of drive shaft relay valve (8)
Port c is connected by gas circuit.
The air outlet b of secondary air accumulator (3) is connected by gas circuit with the air inlet port a of switch electromagnetic valve (6), and electromagnetism is switched
The air outlet b of valve (6) is connected with the air inlet port a of drive shaft stacked unidirectional valve (7) by gas circuit.
The air outlet e of main air accumulator (4) is connected by gas circuit with the air inlet port b of drive shaft stacked unidirectional valve (7),
The air outlet b of main air accumulator (4) is connected by gas circuit with the port a of nonpowered axle relay valve (28).
The air outlet c of drive shaft stacked unidirectional valve (7) is connected by gas circuit with the port a of drive shaft relay valve (8),
The port b of drive shaft relay valve (8) is connected by gas circuit with the port b of the first triple valve (9).
The port a of first triple valve (9) is connected by gas circuit with the air inlet port a of right driving wheel ABS solenoid valve (15),
The air inlet port b of right driving wheel ABS solenoid valve (15) is connected with right driving wheel braking gas chamber (13) by gas circuit.
Right driving wheel brake pressure sensor (14) is installed on right driving wheel braking gas chamber (13).
The port c of first triple valve (9) is connected by gas circuit with the air inlet port a of left driving wheel ABS solenoid valve (19),
The air inlet port b of left driving wheel ABS solenoid valve (19) is connected with left driving wheel braking gas chamber (21) by gas circuit.
The port b of nonpowered axle relay valve (28) is connected by gas circuit with the port b of the second triple valve (29).
The air inlet port a phase that the port a of second triple valve (29) passes through gas circuit and right non-driven wheel ABS solenoid valve (35)
Even, the air inlet port b of right non-driven wheel ABS solenoid valve (35) passes through gas circuit and right non-driven wheel braking gas chamber (36) phase
Even.
Right non-driven wheel brake pressure sensor (37) is installed on right non-driven wheel braking gas chamber (38).
The air inlet port a phase that the port c of second triple valve (29) passes through gas circuit and left non-driven wheel ABS solenoid valve (34)
Even, the air inlet port b of left non-driven wheel ABS solenoid valve (34) passes through gas circuit and left non-driven wheel braking gas chamber (33) phase
Even.
Right driving wheel wheel speed sensors (12), left driving wheel wheel speed sensors (22), left non-driven wheel wheel speed pass
Sensor (32), right non-driven wheel wheel speed sensors (38) are connected by signal wire with brake monitor (27).
Right driving wheel ABS solenoid valve (15), left driving wheel ABS solenoid valve (19), left non-driven wheel ABS solenoid valve
(34), right non-driven wheel ABS solenoid valve (35) is connected by signal wire with brake monitor (27).
Switch electromagnetic valve (6), right driving wheel brake pressure sensor (14), right non-driven wheel brake pressure sensor
(37) it is connected by signal wire with entire car controller (26) with brake pedal displacement sensor (41).
Drive motor controller (18), battery management system (25), entire car controller (26) and brake monitor (27) are logical
CAN bus is crossed to be connected.
Based on the above-mentioned two-wheeled centralized driving brake energy recovering system of electric vehicle based on stacked unidirectional valve, vehicle control
Device (26) processed be based on brake monitor (27) export by CAN bus speed, brake pedal displacement sensor (41) export
Pedal displacement signal, battery management system (25) allow maximum charging current, driving motor control by the battery that CAN bus exports
The maximum motor brake force that the driving motor and transmission device (17) that device (18) processed is exported by CAN bus can be provided, judgement
Whether braking energy recovering function is triggered, and control switch solenoid valve (6) accordingly.
When brake pedal and triggering braking energy recovering function, entire car controller (26) control switch solenoid valve
(6) it is connected, the gas circuit between secondary air accumulator (3) port b and drive shaft stacked unidirectional valve (7) port a is connected；It is braked when stepping on
Pedal, but when not triggering braking energy recovering function, entire car controller (26) control switch solenoid valve (6) is in an off state,
Gas circuit between secondary air accumulator (3) port b and drive shaft stacked unidirectional valve (7) port a is not turned on；When loosening the brake,
Entire car controller (26) control switch solenoid valve (6) is in an off state, secondary air accumulator (3) port b and drive shaft superposing type list
It is not turned on to the gas circuit between valve (7) port a.
Compared with prior art, the present invention by increasing secondary air accumulator (3), switch in existing brake energy recovering system
Solenoid valve (6), drive shaft stacked unidirectional valve (7), drive shaft relay valve (8), the first triple valve (9), right driving wheel braking
The components such as pressure sensor (14), right non-driven wheel brake pressure sensor (37) and brake pedal displacement sensor (41),
Making each driving wheel brake circuit tool, there are two independent high-pressure air source and double back line structures, can be by when triggering Brake energy recovery
The higher gas source of air pressure provides high pressure gas for driving wheel braking gas chamber, connects present in existing scheme to efficiently solve
When continuous braking, because the relatively low bring driving wheel coupling braking force response rate of bleed pressure is slow, and demand brake force is lagged behind
Critical issue.
Fig. 1 is the structure of the two-wheeled centralized driving brake energy recovering system of electric vehicle the present invention is based on stacked unidirectional valve
Schematic diagram.Wherein: 1, brake pedal；2, brake valve；3, secondary air accumulator；4, main air accumulator；5, air compressor；6, electromagnetism is switched
Valve；7, drive shaft stacked unidirectional valve；8, drive shaft relay valve；9, the first triple valve；10, right driving wheel drag；11, right
Drive wheel；12, right driving wheel wheel speed sensors；13, right driving wheel braking gas chamber；14, right driving wheel brake pressure
Sensor；15, right driving wheel ABS solenoid valve；16, right jack shaft；17, driving motor and transmission device；18, driving motor
Controller；19, left driving wheel ABS solenoid valve；20, left jack shaft；21, left driving wheel braking gas chamber；22, left driving vehicle
Take turns wheel speed sensors；23, left driving wheel drag；24, left driving wheel；25, battery management system；26, entire car controller；
27, brake monitor；28, nonpowered axle relay valve；29, the second triple valve；30, left non-driven wheel；31, left non-driven wheel
Brake；32, left non-driven wheel wheel speed sensors；33, left non-driven wheel braking gas chamber；34, left non-driven wheel ABS electricity
Magnet valve；35, right non-driven wheel ABS solenoid valve；36, right non-driven wheel braking gas chamber；37, right non-driven wheel brake pressure
Sensor；38, right non-driven wheel wheel speed sensors；39, right non-driven wheel drag；40, right non-driven wheel；41, it makes
Dynamic pedal displacement sensor.
A specific embodiment of the invention is described below.
The present invention provides a kind of two-wheeled centralized driving brake energy recovering system of electric vehicle based on stacked unidirectional valve, is
Keep technical solution of the present invention and effect clearer, clear, referring to attached drawing and gives an actual example that the present invention is described in more detail；
It should be appreciated that specific implementation described herein is not intended to limit the present invention only to explain the present invention.
As shown in Figure 1, the two-wheeled centralized driving brake energy recovering system of electric vehicle based on stacked unidirectional valve is by braking
Pedal (1), brake valve (2), secondary air accumulator (3), main air accumulator (4), air compressor (5), switch electromagnetic valve (6), drive shaft
Stacked unidirectional valve (7), drive shaft relay valve (8), the first triple valve (9), right driving wheel wheel speed sensors (12), right driving
Wheel braking gas chamber (13), right driving wheel brake pressure sensor (14), right driving wheel ABS solenoid valve (15), driving electricity
Machine and transmission device (17), drive motor controller (18), left driving wheel ABS solenoid valve (19), left driving wheel braking gas
Room (21), left driving wheel wheel speed sensors (22), battery management system (25), entire car controller (26), brake monitor
(27), nonpowered axle relay valve (28), the second triple valve (29), left non-driven wheel wheel speed sensors (32), left non-driven vehicle
Take turns brake chamber (33), left non-driven wheel ABS solenoid valve (34), right non-driven wheel ABS solenoid valve (35), right non-driven vehicle
Take turns brake chamber (36), right non-driven wheel brake pressure sensor (37), right non-driven wheel wheel speed sensors (38), braking
Pedal displacement sensor (41) composition.
The air outlet b and main air accumulator (4) air inlet port a of air compressor (5) pass through air circuit connection, air compressor
(5) the air inlet port a of air outlet a and secondary air accumulator (3) pass through air circuit connection.
The air inlet port a of brake valve (2) is connected with the air outlet d of main air accumulator (4) by gas circuit, brake valve (2)
Air inlet port b is connected with the air outlet c of main air accumulator (4) by gas circuit, the air outlet c and nonpowered axle of brake valve (2)
The control port c of relay valve (28) is connected by gas circuit, the air outlet d of brake valve (2) and the control of drive shaft relay valve (8)
Port c is connected by gas circuit.
The air outlet b of secondary air accumulator (3) is connected by gas circuit with the air inlet port a of switch electromagnetic valve (6), and electromagnetism is switched
The air outlet b of valve (6) is connected with the air inlet port a of drive shaft stacked unidirectional valve (7) by gas circuit.
The air outlet e of main air accumulator (4) is connected by gas circuit with the air inlet port b of drive shaft stacked unidirectional valve (7),
The air outlet b of main air accumulator (4) is connected by gas circuit with the port a of nonpowered axle relay valve (28).
The air outlet c of drive shaft stacked unidirectional valve (7) is connected by gas circuit with the port a of drive shaft relay valve (8),
The port b of drive shaft relay valve (8) is connected by gas circuit with the port b of the first triple valve (9).
The port a of first triple valve (9) is connected by gas circuit with the air inlet port a of right driving wheel ABS solenoid valve (15),
The air inlet port b of right driving wheel ABS solenoid valve (15) is connected with right driving wheel braking gas chamber (13) by gas circuit.
Right driving wheel brake pressure sensor (14) is installed on right driving wheel braking gas chamber (13).
The port c of first triple valve (9) is connected by gas circuit with the air inlet port a of left driving wheel ABS solenoid valve (19),
The air inlet port b of left driving wheel ABS solenoid valve (19) is connected with left driving wheel braking gas chamber (21) by gas circuit.
The port b of nonpowered axle relay valve (28) is connected by gas circuit with the port b of the second triple valve (29).
The air inlet port a phase that the port a of second triple valve (29) passes through gas circuit and right non-driven wheel ABS solenoid valve (35)
Even, the air inlet port b of right non-driven wheel ABS solenoid valve (35) passes through gas circuit and right non-driven wheel braking gas chamber (36) phase
Even.
Right non-driven wheel brake pressure sensor (37) is installed on right non-driven wheel braking gas chamber (38).
The air inlet port a phase that the port c of second triple valve (29) passes through gas circuit and left non-driven wheel ABS solenoid valve (34)
Even, the air inlet port b of left non-driven wheel ABS solenoid valve (34) passes through gas circuit and left non-driven wheel braking gas chamber (33) phase
Even.
Right driving wheel wheel speed sensors (12), left driving wheel wheel speed sensors (22), left non-driven wheel wheel speed pass
Sensor (32), right non-driven wheel wheel speed sensors (38) are connected by signal wire with brake monitor (27).
Right driving wheel ABS solenoid valve (15), left driving wheel ABS solenoid valve (19), left non-driven wheel ABS solenoid valve
(34), right non-driven wheel ABS solenoid valve (35) is connected by signal wire with brake monitor (27).
Switch electromagnetic valve (6), right driving wheel brake pressure sensor (14), right non-driven wheel brake pressure sensor
(37) it is connected by signal wire with entire car controller (26) with brake pedal displacement sensor (41).
Drive motor controller (18), battery management system (25), entire car controller (26) and brake monitor (27) are logical
CAN bus is crossed to be connected.
When braking, the working principle of above-mentioned braking system is as follows.
In car running process, brake monitor (27) receives right driving wheel wheel speed sensors (12), left driving wheel
The wheel that wheel speed sensors (22), left non-driven wheel wheel speed sensors (32), right non-driven wheel wheel speed sensors (38) export
Fast signal.
Entire car controller (26) receives the speed signal exported by brake monitor (27) and vehicle acceleration signal, by making
The pedal displacement signal of dynamic pedal displacement sensor (41) output, by right non-driven wheel brake pressure sensor (37) output
Nonpowered axle braking pressure pressure value, the drive shaft braking pressure pressure of right driving wheel brake pressure sensor (14) output
Value, battery management system (25) allow maximum charging current by the battery that CAN bus exports, and drive motor controller (18) is logical
The maximum motor brake force that the driving motor and transmission device (17) for crossing CAN bus output can be provided.
Driving motor and transmission device (17) can be applied to the maximum electricity of right driving wheel (11) and left driving wheel (24)
Brake force is defeated by CAN bus according to vehicle speed, vehicle acceleration, battery management system (25) by entire car controller (26)
Battery out allows maximum charging current, and the driving motor and transmission that drive motor controller (18) is exported by CAN bus fill
The maximum motor brake force that (17) can be provided is set to determine.
Entire car controller (26) is based on speed, the brake pedal displacement biography that brake monitor (27) are exported by CAN bus
The battery permission maximum charge that pedal displacement signal, the battery management system (25) of sensor (41) output are exported by CAN bus
Electric current, the maximum that the driving motor and transmission device (17) that drive motor controller (18) is exported by CAN bus can be provided
Motor braking power, and judged whether to trigger braking energy recovering function according to following four conditions；Condition one: brake monitor
(27) vehicle speed value exported is greater than the minimum speed threshold value for allowing Brake energy recovery；Condition two: brake pedal displacement sensor
(41) the pedal displacement signal exported is greater than the pedal displacement threshold value of triggering Brake energy recovery；Condition three: battery management system
(25) battery exported allows maximum charging current to be greater than 0；Condition four: the demand motor braking determined by entire car controller (26)
Power is greater than the minimum motor braking force threshold for allowing Brake energy recovery.
When meeting aforementioned four condition simultaneously, braking energy recovering function is triggered；When there is any one not to be able to satisfy,
Braking energy recovering function cannot then be triggered.
When brake pedal (1), and when triggering braking energy recovering function.
Entire car controller (26) is displaced according to speed, vehicle acceleration and brake pedal, determining left non-driven wheel (30),
Total brake force target value needed for right non-driven wheel (40), left driving wheel (24) and right driving wheel (11).
Entire car controller (26) total brake force target value according to needed for left driving wheel (24) and right driving wheel (11),
Battery management system (25) allows maximum charging current by the battery that CAN bus exports, and drive motor controller (18) passes through
The maximum motor brake force that the driving motor and transmission device (17) of CAN bus output can be provided, determines left driving wheel
(24) and motor braking power target value needed for right driving wheel (11).
Entire car controller (26) is always braked according to the total brake force target value of left driving wheel (24) and right driving wheel (11)
Motor braking power target value needed for power target value, left driving wheel (24) and right driving wheel (11) determines left driving wheel
(24) and it is right driving wheel (11) air-pressure brake power target value.
Entire car controller (26) is exported required motor braking power target value to drive motor controller by CAN bus
(18), entire car controller (26) exports the air-pressure brake power target value of left driving wheel (24) and right driving wheel (11), by the right side
The driving air pressure brake force actual value that driving wheel brake pressure sensor (14) exports gives brake monitor (27).
When triggering braking energy recovering function, the principle for applying braking to left driving wheel (24) is as follows.
When driver's brake pedal (1), the high pressure gas in main air accumulator (4) passes sequentially through main air accumulator (4)
Air outlet d, brake valve (2) port a and port d enter the control port c of drive shaft relay valve (8), make drive shaft after
Port a and port the b conducting of dynamic valve (8).
Entire car controller (26) control switch solenoid valve (6) is connected, and the high pressure gas in secondary air accumulator (3) successively passes through pair
The port a and port b of the port b of air accumulator (3), switch electromagnetic valve (6) reach the port of drive shaft stacked unidirectional valve (7)
A, the high pressure gas in main air accumulator (4) reach the end of drive shaft stacked unidirectional valve (7) by the port e of main air accumulator (4)
Mouth b applies air-pressure brake power at this time according to the size of gas pressure in gas pressure in main air accumulator (4) and secondary air accumulator (3)
The case where be divided into two kinds.
When the gas pressure in main air accumulator (4) is greater than the gas pressure in secondary air accumulator (3), drive shaft superposing type list
It is connected to the port b and port c of valve (7), port a is closed, and the high pressure gas in main air accumulator (4) successively passes through main air accumulator
(4) the port b and port c of port e, drive shaft stacked unidirectional valve (7), drive shaft relay valve (8) port a and port b,
The port b and port c of first triple valve (9), the left port a and port b for driving wheel ABS solenoid valve (19) enter left driving vehicle
It takes turns brake chamber (21), so as to apply air-pressure brake power to left driving wheel (24) by left driving wheel drag (23).
When the gas pressure in main air accumulator (4) is less than the gas pressure in secondary air accumulator (3), drive shaft superposing type list
It is connected to the port a and port c of valve (7), port b is closed, and the high pressure gas in secondary air accumulator (3) successively passes through secondary air accumulator
(3) the port a and port b of port b, switch electromagnetic valve (6), the port a and port c of drive shaft stacked unidirectional valve (7), drive
The port a and port b of moving axis relay valve (8), the port b and port c of the first triple valve (9), left driving wheel ABS solenoid valve
(19) port a and port b enters left driving wheel braking gas chamber (21), so as to be given by left driving wheel drag (23)
Left driving wheel (24) applies air-pressure brake power.
For the decoupling control for realizing left driving wheel (24) motor braking power and air-pressure brake power, left driving wheel can be passed through
ABS solenoid valve (19) adjusts the size of left driving wheel (24) air-pressure brake power, logical according to driving motor and transmission device (17)
The maximum motor brake force of left driving wheel (24) and total system of left driving wheel (24) can be applied to by crossing left jack shaft (20)
Relationship between power target value, the mode for applying brake force to left driving wheel (24) are divided into the following two kinds.
Mode one: when driving motor and transmission device (17) are applied to left driving wheel (24) by left jack shaft (20)
Maximum motor brake force when being greater than or equal to the total brake force target value of left driving wheel (24), the left air pressure for driving wheel (24)
Brake force target value is 0, at this point, brake monitor (27) passes through left driving wheel ABS solenoid valve (19) the port a of signal line traffic control
It closes, port b and port c are opened, and disconnect the gas between left driving wheel braking gas chamber (21) and the first triple valve (9) port c
Road connection, the port b and port c and atmosphere that left driving wheel braking gas chamber (21) passes through left driving wheel ABS solenoid valve (19)
It communicates, system needed for being applied at this time by left jack shaft (20) to left driving wheel (24) by driving motor and transmission device (17)
Power.
Mode two: when driving motor and transmission device (17) can be applied to left driving wheel by left jack shaft (20)
(24) maximum motor brake force be less than left driving wheel (24) always brake force target value when, driving motor and transmission device (17)
Apply maximum motor brake force to left driving wheel (24) by left jack shaft (20).
Left driving wheel (24) air-pressure brake power target value is by the total brake force target value of left driving wheel (24) and driving electricity
The difference that machine and transmission device (17) are applied to the left maximum motor brake force for driving wheel (24) by left jack shaft (20) is true
It is fixed, according to the relationship between left driving wheel (24) air-pressure brake power target value and air-pressure brake power actual value, to left driving vehicle
The case where wheel (24) application air-pressure brake power, is divided into following three kinds.
When left driving wheel (24) air-pressure brake power target value is greater than air-pressure brake power actual value, brake monitor (27)
It is connected by signal line traffic control left driving wheel ABS solenoid valve (19) port a and port b, port c is closed, the first triple valve (9)
High pressure gas at the c of port enters left driving wheel braking gas by left driving wheel ABS solenoid valve (19) port a and port b
Room (21), to realize the increase of left driving wheel (24) actual pressure brake force.
When left driving wheel (24) air-pressure brake power target value is less than air-pressure brake power actual value, brake monitor (27)
It is closed by left driving wheel ABS solenoid valve (19) the port a of signal line traffic control, port b and port c conducting, left driving wheel system
The high pressure gas taken offence at room (21) is discharged into atmosphere by left driving wheel ABS solenoid valve (19) port b and port c, with realization
The reduction of left driving wheel (24) actual pressure brake force.
When left driving wheel (24) air-pressure brake power target value is equal to air-pressure brake power actual value, brake monitor (27)
It is closed by signal line traffic control left driving wheel ABS solenoid valve (19) port b and port c, left driving wheel braking gas chamber (21)
In air pressure remain unchanged, with realize it is left driving wheel (24) actual pressure brake force holding.
When brake pedal (1), but when not triggering braking energy recovering function.
Switch electromagnetic valve (6) is closed, between secondary air accumulator (3) port b and the port a of drive shaft stacked unidirectional valve (7)
Gas circuit disconnect, without high pressure gas, the high pressure gas in main air accumulator (4) passes through by the port a of drive shaft stacked unidirectional valve (7)
The port e of main air accumulator (4) reaches the port b of drive shaft stacked unidirectional valve (7), at this time drive shaft stacked unidirectional valve (7)
Port a close, the port b of drive shaft stacked unidirectional valve (7) conducting, the high pressure gas in main air accumulator (4) successively passes through
The port e of main air accumulator (4), the port b and port c of drive shaft stacked unidirectional valve (7), drive shaft relay valve (8) port a
Enter with the port a and port b of port b, the port b of the first triple valve (9) and port c, left driving wheel ABS solenoid valve (19)
Left driving wheel braking gas chamber (21), so as to apply air pressure to left driving wheel (24) by left driving wheel drag (23)
Brake force.
It is divided into the releasing of the gentle compacting power of releasing of motor braking power, work to the releasing of left driving wheel (24) braking
Principle is as follows.
When driver loosens the brake (1), entire car controller (26) by drive motor controller (18) control by
Driving motor and transmission device (17) apply motor braking power to left driving wheel (24) by left jack shaft (20) and reduce, with
Release the motor braking power of left driving wheel.
When driver loosens the brake (1), brake valve (2) is closed, and drive shaft relay valve (8) disconnects drive shaft superposition
Air circuit connection between formula check valve (7) port c and the first triple valve (9) port b, switch electromagnetic valve (6) disconnect secondary air accumulator
(3) air circuit connection between port b and drive shaft stacked unidirectional valve (7) port a, in left driving wheel braking gas chamber (21)
High pressure gas successively by left driving the port b and port a of wheel ABS solenoid valve (19), the first triple valve (9) port c and
Port b into drive shaft relay valve (8) and is discharged into atmosphere, to release the air-pressure brake power of left driving wheel (24), herein
Left driving wheel ABS solenoid valve (19) is not applied in the process and is controlled.
When triggering braking energy recovering function, the principle for applying braking to right driving wheel (11) is as follows.
When driver's brake pedal (1), the high pressure gas in main air accumulator (4) passes sequentially through main air accumulator (4)
Air outlet d, brake valve (2) port a and port d enter the control port c of drive shaft relay valve (8), make drive shaft after
Port a and port the b conducting of dynamic valve (8).
Entire car controller (26) control switch solenoid valve (6) is connected, and the high pressure gas in secondary air accumulator (3) successively passes through pair
The port a and port b of the port b of air accumulator (3), switch electromagnetic valve (6) reach the port of drive shaft stacked unidirectional valve (7)
A, the high pressure gas in main air accumulator (4) reach the end of drive shaft stacked unidirectional valve (7) by the port e of main air accumulator (4)
Mouth b applies air-pressure brake power at this time according to the size of gas pressure in gas pressure in main air accumulator (4) and secondary air accumulator (3)
The case where be divided into two kinds.
When the gas pressure in main air accumulator (4) is greater than the gas pressure in secondary air accumulator (3), drive shaft superposing type list
It is connected to the port b and port c of valve (7), port a is closed, and the high pressure gas in main air accumulator (4) successively passes through main air accumulator
(4) the port b and port c of port e, drive shaft stacked unidirectional valve (7), drive shaft relay valve (8) port a and port b,
The port b and port a of first triple valve (9), the right port a and port b for driving wheel ABS solenoid valve (15) enter right driving vehicle
It takes turns brake chamber (13), so as to apply air-pressure brake power to right driving wheel (11) by right driving wheel drag (10).
When the gas pressure in main air accumulator (4) is less than the gas pressure in secondary air accumulator (3), drive shaft superposing type list
It is connected to the port a and port c of valve (7), port b is closed, and the high pressure gas in secondary air accumulator (3) successively passes through secondary air accumulator
(3) the port a and port b of port b, switch electromagnetic valve (6), the port a and port c of drive shaft stacked unidirectional valve (7), drive
The port a and port b of moving axis relay valve (8), the port b and port a of the first triple valve (9), right driving wheel ABS solenoid valve
(15) port a and port b enters right driving wheel braking gas chamber (13), so as to be given by right driving wheel drag (10)
Right driving wheel (11) applies air-pressure brake power.
For the decoupling control for realizing right driving wheel (11) motor braking power and air-pressure brake power, right driving wheel can be passed through
ABS solenoid valve (15) adjusts the size of right driving wheel (11) air-pressure brake power, can according to driving motor and transmission device (17)
The relationship being applied between the maximum motor brake force of right driving wheel (11) and the total brake force target value of right driving wheel (11),
The mode for applying brake force to right driving wheel (11) is divided into the following two kinds.
Mode one: when driving motor and transmission device (17) are applied to right driving wheel (11) by right jack shaft (16)
Maximum motor brake force when being greater than or equal to the total brake force target value of right driving wheel (11), the right air pressure for driving wheel (11)
Brake force target value is 0, at this point, brake monitor (27) passes through right driving wheel ABS solenoid valve (15) the port a of signal line traffic control
It closes, port b and port c are opened, and disconnect the gas between right driving wheel braking gas chamber (13) and the first triple valve (9) port a
Road connection, the port b and port c and atmosphere that right driving wheel braking gas chamber (13) passes through right driving wheel ABS solenoid valve (15)
It communicates, system needed for being applied at this time by right jack shaft (16) to right driving wheel (11) by driving motor and transmission device (17)
Power.
Mode two: when driving motor and transmission device (17) can be applied to right driving wheel by right jack shaft (16)
(11) maximum motor brake force be less than right driving wheel (11) always brake force target value when, driving motor and transmission device (17)
Apply maximum motor brake force to right driving wheel (11) by right jack shaft (16).
Right driving wheel (11) air-pressure brake power target value is by the total brake force target value of right driving wheel (11) and driving electricity
The difference that machine and transmission device (17) are applied to the right maximum motor brake force for driving wheel (11) by right jack shaft (16) is true
It is fixed, according to the relationship between right driving wheel (11) air-pressure brake power target value and air-pressure brake power actual value, to right driving vehicle
The case where wheel (11) application air-pressure brake power, is divided into following three kinds.
When right driving wheel (11) air-pressure brake power target value is greater than air-pressure brake power actual value, brake monitor (27)
It is connected by signal line traffic control right driving wheel ABS solenoid valve (15) port a and port b, port c is closed, the first triple valve (9)
High pressure gas at a of port enters right driving wheel braking gas by right driving wheel ABS solenoid valve (15) port a and port b
Room (13), to realize the increase of right driving wheel (11) actual pressure brake force.
When right driving wheel (11) air-pressure brake power target value is less than air-pressure brake power actual value, brake monitor (27)
It is closed by right driving wheel ABS solenoid valve (15) the port a of signal line traffic control, port b and port c conducting, right driving wheel system
The high pressure gas taken offence at room (13) is discharged into atmosphere by right driving wheel ABS solenoid valve (15) port b and port c, with realization
The reduction of right driving wheel (11) actual pressure brake force.
When right driving wheel (11) air-pressure brake power target value is equal to air-pressure brake power actual value, brake monitor (27)
It is closed by signal line traffic control right driving wheel ABS solenoid valve (15) port b and port c, right driving wheel braking gas chamber (13)
In air pressure remain unchanged, with realize it is right driving wheel (11) actual pressure brake force holding.
When brake pedal (1), but when not triggering braking energy recovering function.
Switch electromagnetic valve (6) is closed, between secondary air accumulator (3) port b and the port a of drive shaft stacked unidirectional valve (7)
Gas circuit disconnect, without high pressure gas, the high pressure gas in main air accumulator (4) passes through by the port a of drive shaft stacked unidirectional valve (7)
The port e of main air accumulator (4) reaches the port b of drive shaft stacked unidirectional valve (7), at this time drive shaft stacked unidirectional valve (7)
Port a close, the port b of drive shaft stacked unidirectional valve (7) conducting, the high pressure gas in main air accumulator (4) successively passes through
The port e of main air accumulator (4), the port b and port c of drive shaft stacked unidirectional valve (7), drive shaft relay valve (8) port a
Enter with the port a and port b of port b, the port b of the first triple valve (9) and port a, right driving wheel ABS solenoid valve (15)
Right driving wheel braking gas chamber (13), so as to apply air pressure to right driving wheel (11) by right driving wheel drag (10)
Brake force.
It is divided into the releasing of the gentle compacting power of releasing of motor braking power, work to the releasing of right driving wheel (11) braking
Principle is as follows.
When driver loosens the brake (1), entire car controller (26) by drive motor controller (18) control by
Driving motor and transmission device (17) apply motor braking power to right driving wheel (11) by right jack shaft (16) and reduce, with
Release the motor braking power of right driving wheel.
When driver loosens the brake (1), brake valve (2) is closed, and drive shaft relay valve (8) disconnects drive shaft superposition
Air circuit connection between formula check valve (7) port c and the first triple valve (9) port b, switch electromagnetic valve (6) disconnect secondary air accumulator
(3) air circuit connection between port b and drive shaft stacked unidirectional valve (7) port a, in right driving wheel braking gas chamber (13)
High pressure gas successively by right driving the port b and port a of wheel ABS solenoid valve (15), the first triple valve (9) port a and
Port b into drive shaft relay valve (8) and is discharged into atmosphere, to release the air-pressure brake power of right driving wheel (11), herein
Right driving wheel ABS solenoid valve (15) is not applied in the process and is controlled.
Working principle when applying air-pressure brake to left non-driven wheel (30) is as follows: when driver's brake pedal
(1) when, brake valve (2) is opened, and the high pressure gas in main air accumulator (4) is by the port c of main air accumulator (4), brake valve (2)
Port b and port c enters the control port c of nonpowered axle relay valve (28), makes port a and the end of nonpowered axle relay valve (28)
Mouth b conducting；High pressure gas in main air accumulator (4) successively passes through the port b of main air accumulator (4), nonpowered axle relay valve (28)
Port a and port b, the port b of the second triple valve (29) and port c, left non-driven wheel ABS solenoid valve (34) port a
Enter left non-driven wheel braking gas chamber (33) with port b, by left non-driven wheel drag (31) to left non-driven wheel
(30) apply air-pressure brake power.
Based on the target value and air-pressure brake power of the non-driven air pressure brake force in a left side determined by entire car controller (26)
Relationship between actual value is divided into following three kinds of situations to the control of left non-driven wheel (30) air-pressure brake power.
When left non-driven wheel (30) air-pressure brake power target value is greater than air-pressure brake power actual value, brake monitor
(27) by left non-driven wheel ABS solenoid valve (34) the port a and port b conducting of signal line traffic control, port c is closed, and the two or three
High pressure gas at port valve (29) port c enters left non-drive by left non-driven wheel ABS solenoid valve (34) port a and port b
Motor car wheel brake chamber (33), to realize the increase of left non-driven wheel (30) actual pressure brake force.
When left non-driven wheel (30) air-pressure brake power target value is less than air-pressure brake power actual value, brake monitor
(27) it is closed by left non-driven wheel ABS solenoid valve (34) the port a of signal line traffic control, port b and port c conducting, left non-drive
High pressure gas at motor car wheel brake chamber (33) is discharged into greatly by left non-driven wheel ABS solenoid valve (34) port b and port c
Gas, to realize the reduction of left non-driven wheel (30) actual pressure brake force.
When left non-driven wheel (30) air-pressure brake power target value is equal to air-pressure brake power actual value, brake monitor
(27) it is closed by left non-driven wheel ABS solenoid valve (34) the port b and port c of signal line traffic control, left non-driven wheel braking
Air pressure in gas chamber (33) remains unchanged, to realize the holding of left non-driven wheel (30) actual pressure brake force.
The working principle for releasing air-pressure brake to left non-driven wheel (30) is as follows: when driver loosens the brake (1)
When, brake valve (2) is closed, and nonpowered axle relay valve (28) disconnects main air accumulator (4) port b and the second triple valve (29) port b
Between air circuit connection, the high pressure gas in left non-driven wheel braking gas chamber (33) passes sequentially through left non-driven wheel ABS electricity
The port b and port a of magnet valve (34), the port c and port b of the second triple valve (29) enter nonpowered axle relay valve (28), warp
Nonpowered axle relay valve (28) is discharged into atmosphere, to release the air-pressure brake power of left non-driven wheel (30), in the process not
Control is applied to left non-driven wheel ABS solenoid valve (34).
Working principle when applying air-pressure brake to right non-driven wheel (40) is as follows: when driver's brake pedal
(1) when, brake valve (2) is opened, and the high pressure gas in main air accumulator (4) is by the port c of main air accumulator (4), brake valve (2)
Port b and port c enters the control port c of nonpowered axle relay valve (28), makes port a and the end of nonpowered axle relay valve (28)
Mouth b conducting；High pressure gas in main air accumulator (4) successively passes through the port b of main air accumulator (4), nonpowered axle relay valve (28)
Port a and port b, the port b of the second triple valve (29) and port a, right non-driven wheel ABS solenoid valve (35) port a
Enter right non-driven wheel braking gas chamber (36) with port b, by right non-driven wheel drag (39) to right non-driven wheel
(40) apply air-pressure brake power.
Based on the target value and air-pressure brake power of the non-driven air pressure brake force in the right side determined by entire car controller (26)
Relationship between actual value is divided into following three kinds of situations to the control of right non-driven wheel (40) air-pressure brake power.
When right non-driven wheel (40) air-pressure brake power target value is greater than air-pressure brake power actual value, brake monitor
(27) by right non-driven wheel ABS solenoid valve (35) the port a and port b conducting of signal line traffic control, port c is closed, and the two or three
High pressure gas at port valve (29) port a enters right non-drive by right non-driven wheel ABS solenoid valve (35) port a and port b
Motor car wheel brake chamber (36), to realize the increase of right non-driven wheel (40) actual pressure brake force.
When right non-driven wheel (40) air-pressure brake power target value is less than air-pressure brake power actual value, brake monitor
(27) it is closed by right non-driven wheel ABS solenoid valve (35) the port a of signal line traffic control, port b and port c conducting, right non-drive
High pressure gas at motor car wheel brake chamber (36) is discharged into greatly by right non-driven wheel ABS solenoid valve (35) port b and port c
Gas, to realize the reduction of right non-driven wheel (40) actual pressure brake force.
When right non-driven wheel (40) air-pressure brake power target value is equal to air-pressure brake power actual value, brake monitor
(27) it is closed by right non-driven wheel ABS solenoid valve (35) the port b and port c of signal line traffic control, right non-driven wheel braking
Air pressure in gas chamber (36) remains unchanged, to realize the holding of right non-driven wheel (40) actual pressure brake force.
The working principle for releasing air-pressure brake to right non-driven wheel (40) is as follows: when driver loosens the brake (1)
When, brake valve (2) is closed, and nonpowered axle relay valve (28) disconnects main air accumulator (4) port b and the second triple valve (29) port b
Between air circuit connection, the high pressure gas in right non-driven wheel braking gas chamber (36) passes sequentially through right non-driven wheel ABS electricity
The port b and port a of magnet valve (35), the port a and port b of the second triple valve (29) enter nonpowered axle relay valve (28), warp
Nonpowered axle relay valve (28) is discharged into atmosphere, to release the air-pressure brake power of right non-driven wheel (40).
To switch electromagnetic valve in the two-wheeled centralized driving brake energy recovering system of electric vehicle based on stacked unidirectional valve
(6), the work characteristics of drive shaft stacked unidirectional valve (7) is described below.
When the non-brake pedal of driver (1), switch electromagnetic valve (6) is in an off state, drive shaft superposing type list
Without high pressure gas to the port a of valve (7)；When driver's brake pedal (1) but when not triggering braking energy recovering function,
Switch electromagnetic valve (6) is in an off state, without high pressure gas at the port a of drive shaft stacked unidirectional valve (7)；When driver steps on
When lower brake pedal (1) and triggering braking energy recovering function, switch electromagnetic valve (6) is in the conductive state, drive shaft superposing type
There is high pressure gas at the port a of check valve (7).
There are three ports for drive shaft stacked unidirectional valve (7) tool: air inlet port a, air inlet port b and air outlet c, gas
It can only be flowed into from the air inlet port a and air inlet port b of drive shaft stacked unidirectional valve (7), from drive shaft stacked unidirectional valve (7)
Air outlet c outflow, so that drive shaft relay valve can only be flowed to from secondary air accumulator (3) or main air accumulator (4) by controlling gas
(8), it cannot reversely be connected；When the air pressure of air inlet port a is greater than the air pressure of air inlet port b, port a and port c conducting, port
B shutdown；When the air pressure of air inlet port a is less than the air pressure of air inlet port b, port b and port c conducting, port a shutdown.
By above-mentioned discussion it is found that by increasing secondary air accumulator (3), switch electromagnetic valve in existing brake energy recovering system
(6), drive shaft stacked unidirectional valve (7), drive shaft relay valve (8), the first triple valve (9), right driving wheel brake pressure pass
The components such as sensor (14), right non-driven wheel brake pressure sensor (37) and brake pedal displacement sensor (41), make each drive
There are two independent high-pressure air source and double back line structures for driver brake circuit tool, when driver's brake pedal (1) and do not have
When triggering braking energy recovering function, high pressure gas needed for left driving wheel (24) and right driving wheel (11) is by main air accumulator
(4) it provides；When driver's brake pedal (1) and triggering braking energy recovering function, left driving wheel (24) and right drive
High pressure gas needed for motor car wheel (11) is provided by the big person of air pressure in main air accumulator (4) and secondary air accumulator (3), so as to effectively solve
When certainly continuously being braked present in existing scheme, because the relatively low bring driving wheel coupling braking force response rate of bleed pressure is slow,
And lag behind the critical issue of demand brake force.
Claims (2)
1. a kind of two-wheeled centralized driving brake energy recovering system of electric vehicle based on stacked unidirectional valve, it is characterised in that:
By brake pedal (1), brake valve (2), secondary air accumulator (3), main air accumulator (4), air compressor (5), switch electromagnetic valve
(6), drive shaft stacked unidirectional valve (7), drive shaft relay valve (8), the first triple valve (9), right driving wheel wheel speed sensors
(12), right driving wheel braking gas chamber (13), right driving wheel brake pressure sensor (14), right driving wheel ABS solenoid valve
(15), driving motor and transmission device (17), drive motor controller (18), left driving wheel ABS solenoid valve (19), left driving
Wheel braking gas chamber (21), left driving wheel wheel speed sensors (22), battery management system (25), entire car controller (26), system
Movement controller (27), nonpowered axle relay valve (28), the second triple valve (29), left non-driven wheel wheel speed sensors (32), a left side
Non-driven wheel braking gas chamber (33), left non-driven wheel ABS solenoid valve (34), right non-driven wheel ABS solenoid valve (35), the right side
Non-driven wheel braking gas chamber (36), right non-driven wheel brake pressure sensor (37), right non-driven wheel wheel speed sensors
(38), brake pedal displacement sensor (41) forms；
The air outlet b and main air accumulator (4) air inlet port a of air compressor (5) pass through air circuit connection, air compressor (5)
Air outlet a and the air inlet port a of secondary air accumulator (3) pass through air circuit connection；
The air inlet port a of brake valve (2) is connected with the air outlet d of main air accumulator (4) by gas circuit, the air inlet of brake valve (2)
Port b is connected with the air outlet c of main air accumulator (4) by gas circuit, the air outlet c and nonpowered axle servo of brake valve (2)
The control port c of valve (28) is connected by gas circuit, the air outlet d of brake valve (2) and the control port of drive shaft relay valve (8)
C is connected by gas circuit；
The air outlet b of secondary air accumulator (3) is connected by gas circuit with the air inlet port a of switch electromagnetic valve (6), switch electromagnetic valve
(6) air outlet b is connected with the air inlet port a of drive shaft stacked unidirectional valve (7) by gas circuit；
The air outlet e of main air accumulator (4) is connected by gas circuit with the air inlet port b of drive shaft stacked unidirectional valve (7), main storage
The air outlet b of gas tank (4) is connected by gas circuit with the port a of nonpowered axle relay valve (28)；
The air outlet c of drive shaft stacked unidirectional valve (7) is connected by gas circuit with the port a of drive shaft relay valve (8), is driven
The port b of axis relay valve (8) is connected by gas circuit with the port b of the first triple valve (9)；
The port a of first triple valve (9) is connected by gas circuit with the air inlet port a of right driving wheel ABS solenoid valve (15), right drive
The air inlet port b of motor car wheel ABS solenoid valve (15) is connected with right driving wheel braking gas chamber (13) by gas circuit；
Right driving wheel brake pressure sensor (14) is installed on right driving wheel braking gas chamber (13)；
The port c of first triple valve (9) is connected by gas circuit with the air inlet port a of left driving wheel ABS solenoid valve (19), left drive
The air inlet port b of motor car wheel ABS solenoid valve (19) is connected with left driving wheel braking gas chamber (21) by gas circuit；
The port b of nonpowered axle relay valve (28) is connected by gas circuit with the port b of the second triple valve (29)；
The port a of second triple valve (29) is connected by gas circuit with the air inlet port a of right non-driven wheel ABS solenoid valve (35),
The air inlet port b of right non-driven wheel ABS solenoid valve (35) is connected by gas circuit with right non-driven wheel braking gas chamber (36)；
Right non-driven wheel brake pressure sensor (37) is installed on right non-driven wheel braking gas chamber (38)；
The port c of second triple valve (29) is connected by gas circuit with the air inlet port a of left non-driven wheel ABS solenoid valve (34),
The air inlet port b of left non-driven wheel ABS solenoid valve (34) is connected by gas circuit with left non-driven wheel braking gas chamber (33)；
Right driving wheel wheel speed sensors (12), left driving wheel wheel speed sensors (22), left non-driven wheel wheel speed sensors
(32), right non-driven wheel wheel speed sensors (38) are connected by signal wire with brake monitor (27)；
Right driving wheel ABS solenoid valve (15), left driving wheel ABS solenoid valve (19), left non-driven wheel ABS solenoid valve
(34), right non-driven wheel ABS solenoid valve (35) is connected by signal wire with brake monitor (27)；
Switch electromagnetic valve (6), right driving wheel brake pressure sensor (14), right non-driven wheel brake pressure sensor (37)
It is connected by signal wire with entire car controller (26) with brake pedal displacement sensor (41)；
Drive motor controller (18), battery management system (25), entire car controller (26) and brake monitor (27) pass through CAN
Bus is connected.
2. the two-wheeled centralized driving electric vehicle brake power according to claim 1 based on stacked unidirectional valve recycles system
System, entire car controller (26) are based on speed, the brake pedal displacement sensor that brake monitor (27) are exported by CAN bus
(41) the battery permission maximum charging current that pedal displacement signal, the battery management system (25) exported is exported by CAN bus,
The maximum motor system that the driving motor and transmission device (17) that drive motor controller (18) is exported by CAN bus can be provided
Power judges whether to trigger braking energy recovering function, and control switch solenoid valve (6) accordingly, it is characterised in that:
When brake pedal and triggering braking energy recovering function, entire car controller (26) control switch solenoid valve (6) is led
Logical, the gas circuit between secondary air accumulator (3) port b and drive shaft stacked unidirectional valve (7) port a is connected；Work as brake pedal,
But when not triggering braking energy recovering function, entire car controller (26) control switch solenoid valve (6) is in an off state, secondary gas storage
Gas circuit between tank (3) port b and drive shaft stacked unidirectional valve (7) port a is not turned on；When loosening the brake, vehicle control
Device (26) control switch solenoid valve (6) processed is in an off state, secondary air accumulator (3) port b and drive shaft stacked unidirectional valve (7)
Gas circuit between a of port is not turned on.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910429063.1A CN110091850B (en) | 2019-05-22 | 2019-05-22 | Two-wheeled centralized driving electric vehicle braking energy recovery system based on stacked one-way valve |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910429063.1A CN110091850B (en) | 2019-05-22 | 2019-05-22 | Two-wheeled centralized driving electric vehicle braking energy recovery system based on stacked one-way valve |
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| Publication Number | Publication Date |
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| CN110091850A true CN110091850A (en) | 2019-08-06 |
| CN110091850B CN110091850B (en) | 2022-03-04 |
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| CN2797145Y (en) * | 2004-11-23 | 2006-07-19 | 山东时风（集团）有限责任公司 | Single air chamber biloop pneumatic brake device |
| GB2540346A (en) * | 2015-07-08 | 2017-01-18 | Haldex Brake Products Ltd | Vehicle braking system |
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| CN206598840U (en) * | 2017-03-08 | 2017-10-31 | 吉林大学 | A kind of Pneumatic braking system with active brake function |
| CN107839672A (en) * | 2017-11-16 | 2018-03-27 | 吉林大学 | A kind of air-pressure brake energy-recuperation system and its control method |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN2797145Y (en) * | 2004-11-23 | 2006-07-19 | 山东时风（集团）有限责任公司 | Single air chamber biloop pneumatic brake device |
| GB2540346A (en) * | 2015-07-08 | 2017-01-18 | Haldex Brake Products Ltd | Vehicle braking system |
| CN206598840U (en) * | 2017-03-08 | 2017-10-31 | 吉林大学 | A kind of Pneumatic braking system with active brake function |
| CN106802650A (en) * | 2017-03-28 | 2017-06-06 | 吉林大学 | Electric motor coach integration control hardware is in ring test platform and method of testing |
| CN107839672A (en) * | 2017-11-16 | 2018-03-27 | 吉林大学 | A kind of air-pressure brake energy-recuperation system and its control method |
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| CN110091850B (en) | 2022-03-04 |
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