CN110103920B

CN110103920B - Two-wheeled distributed driving electric vehicle braking energy recovery system based on stacked one-way valve and linear exhaust electromagnetic valve

Info

Publication number: CN110103920B
Application number: CN201910429081.XA
Authority: CN
Inventors: 杨坤; 王杰; 李敏; 谭迪; 刘庆新; 贾夕杰; 马子祥; 董丹秀
Original assignee: Shandong University of Technology
Current assignee: Shandong University of Technology
Priority date: 2019-05-22
Filing date: 2019-05-22
Publication date: 2022-03-04
Anticipated expiration: 2039-05-22
Also published as: CN110103920A

Abstract

The invention provides a two-wheel distributed driving electric vehicle braking energy recovery system based on a superposed one-way valve and a linear exhaust solenoid valve, which belongs to the technical field of electric vehicle braking energy recovery, and aims at the characteristic that the braking force of a driving wheel motor of a two-wheel distributed driving electric vehicle is independently adjustable, components such as an auxiliary gas storage tank, a switch solenoid valve, a three-way valve, a driving wheel superposed one-way valve, a driving wheel linear exhaust solenoid valve, a driving wheel braking pressure sensor and the like are added in the existing decoupling type braking energy recovery system based on an air pressure ABS solenoid valve, so that a driving wheel braking gas path has a double-loop structure, and when braking energy is recovered, a gas source with high air pressure can be selected to provide high-pressure gas for a driving wheel braking gas chamber, thereby effectively solving the problem that the response speed of the driving wheel coupling braking force caused by low gas source pressure in the existing continuous braking scheme, and lags behind the critical issue of the required braking force.

Description

Two-wheeled distributed 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 distributed 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.

In addition, the driving mode of the electric vehicle can be divided into a traditional centralized driving mode and a distributed driving mode, compared with the centralized driving mode, the distributed driving mode has the advantages of high transmission efficiency, flexible spatial arrangement, strong dynamic property, good economical efficiency and the like, and simultaneously has the advantage that the motor braking force of the driving wheels has independent adjustability, so that a foundation is provided for further improving the braking energy recovery rate and the braking stability of the electric commercial vehicle, and therefore, the decoupling type braking energy recovery system suitable for the distributed new energy electric commercial vehicle has high practical value.

Disclosure of Invention

The invention provides a braking energy recovery system of a two-wheel distributed driving electric vehicle based on a superposed one-way valve and a linear exhaust solenoid valve on the basis of the prior decoupling type braking energy recovery system scheme based on an air pressure ABS solenoid valve, in the scheme, a secondary 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 (17), a left driving wheel linear exhaust solenoid valve (20), a left driving wheel braking pressure sensor (23), a left driving wheel superposed one-way valve (29), a right non-driving wheel braking pressure sensor (42), a braking pedal displacement sensor (46) and other parts are added in the prior braking energy recovery system, each driving wheel braking loop is provided with two independent high-pressure air sources and a double-loop structure, and when braking energy recovery is triggered, one air source with high air pressure 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 wheel air pressure braking force adjusting speed caused by low air source pressure during continuous braking is effectively solved.

A two-wheel distributed 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 drive motor and transmission device (15), a right drive wheel drive motor controller (16), a right drive wheel braking pressure sensor (17), a right drive wheel braking air chamber (18), a right drive wheel ABS electromagnetic valve (19), a left drive wheel linear exhaust electromagnetic valve (20), a left drive wheel ABS electromagnetic valve (21), a left drive wheel braking air chamber (22), The brake system comprises a left driving wheel brake pressure sensor (23), a left driving wheel driving motor controller (24), a left driving wheel driving motor and transmission device (25), a left driving wheel speed sensor (26), a left driving wheel superposition type one-way valve (29), a battery management system (30), a vehicle control unit (31), a brake controller (32), a non-driving wheel relay valve (33), a third three-way valve (34), a left non-driving wheel speed sensor (37), a left non-driving wheel brake chamber (38), a left non-driving wheel ABS solenoid valve (39), a right non-driving wheel ABS solenoid valve (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) and a brake pedal displacement sensor (46).

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 (33) 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 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 (29) 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 (19) through an air path, and the air inlet port b of the right driving wheel ABS electromagnetic valve (19) is connected with the right driving wheel brake air chamber (18) through an air path.

And a right driving wheel brake pressure sensor (17) is arranged on the right driving wheel brake air chamber (18).

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 (29) through an air path, the air outlet port c of the left driving wheel superposition type one-way valve (29) is connected with the port a of the left driving wheel linear exhaust electromagnetic valve (20) through an air path, the port b of the left driving wheel linear exhaust electromagnetic valve (20) is connected with the air inlet port a of the left driving wheel ABS electromagnetic valve (21) through an air path, and the air inlet port b of the left driving wheel ABS electromagnetic valve (21) is connected with the left driving wheel brake air chamber (22) through an air path.

And a left driving wheel brake pressure sensor (23) is arranged on the left driving wheel brake air chamber (22).

The port a of the non-driving shaft relay valve (33) 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 (33) is connected with the port b of a third three-way valve (34) through an air path, the port c of the third three-way valve (34) is connected with the inlet port a of a left non-driving wheel ABS electromagnetic valve (39) through an air path, the inlet port b of the left non-driving wheel ABS electromagnetic valve (39) is connected with a left non-driving wheel brake air chamber (38) through an air path, the port a of the third three-way valve (34) is connected with the inlet port a of a right non-driving wheel ABS electromagnetic valve (40) through an air path, and the inlet port b of the right non-driving wheel ABS electromagnetic valve (40) is connected with a right non-driving wheel brake air chamber (41) through an air path.

A right non-driving wheel brake pressure sensor (42) is mounted on the right non-driving wheel brake air chamber (41).

A right driving wheel speed sensor (14), a left driving wheel speed sensor (26), a left non-driving wheel speed sensor (37) and a right non-driving wheel speed sensor (43) which are connected with the brake controller (32) through signal lines.

The right driving wheel ABS electromagnetic valve (19), the left driving wheel ABS electromagnetic valve (21), the left non-driving wheel ABS electromagnetic valve (39) and the right non-driving wheel ABS electromagnetic valve (40) are connected with the brake controller (32) through signal lines.

The switching electromagnetic valve (5), the right driving wheel linear exhaust electromagnetic valve (11), the right driving wheel brake pressure sensor (17), the left driving wheel linear exhaust electromagnetic valve (20), the left driving wheel brake pressure sensor (23), the right non-driving wheel brake pressure sensor (42) and the brake pedal displacement sensor (46) are connected with the whole vehicle controller (31) through signal lines.

The right driving wheel driving motor controller (16), the left driving wheel driving motor controller (24), the battery management system (30), the whole vehicle controller (31) and the brake controller (32) are connected through a CAN bus.

Based on the two-wheel distributed drive electric vehicle braking energy recovery system based on the superposition type one-way valve and the linear exhaust electromagnetic valve, the vehicle controller (31) judges whether to trigger a braking energy recovery function or not based on the vehicle speed output by the braking controller (32) through a CAN bus, the pedal displacement signal output by the braking pedal displacement sensor (46) and the maximum allowable charging current of the battery output by the battery management system (30) through the CAN bus, the right driving wheel driving motor controller (16) outputs the right driving wheel driving motor braking force provided by the right driving wheel driving motor and transmission device (15) through the CAN bus, and the left driving wheel driving motor controller (24) outputs the left driving wheel driving motor braking force provided by the left driving wheel driving motor and transmission device (25) through the CAN bus, and controls the switching electromagnetic valve (5) and the linear exhaust electromagnetic valve according to the judgment, A right driving wheel linear exhaust electromagnetic valve (11) and a left driving wheel linear exhaust electromagnetic valve (20).

When a brake pedal is stepped on and a braking energy recovery function is triggered, the whole vehicle controller (31) 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 (31) controls the right driving wheel linear exhaust electromagnetic valve (11) and the left driving wheel linear exhaust electromagnetic valve (20) 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 (31) controls the switching electromagnetic valve (5) to be turned off, a gas path between the port b of the auxiliary gas storage tank (3) and the port a of the first three-way valve (7) is not communicated, the whole vehicle controller (31) controls the right driving wheel linear exhaust electromagnetic valve (11) and the left driving wheel linear exhaust electromagnetic valve (20) to be in a closed 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 (31) 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 (31) controls the right driving wheel linear exhaust electromagnetic valve (11) and the left driving wheel linear exhaust electromagnetic valve (20) 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 (46) 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 (17), the left drive wheel linear exhaust electromagnetic valve (20), the left drive wheel brake pressure sensor (23), the left drive wheel superposed one-way valve (29), the right non-drive wheel brake pressure sensor (42), the brake pedal displacement sensor (46) and other components 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 gas sources and a double-circuit structure, when the recovery of the trigger energy is carried out, one high-pressure gas source can be selected by the control system to provide high-pressure gas for each drive wheel brake chamber, therefore, the key problems that the response speed of the coupling braking force of the driving wheel is low and the coupling braking force lags behind the required braking force caused by low air source pressure in the continuous braking in the existing scheme are effectively solved.

FIG. 1 is a schematic structural diagram of a braking energy recovery system of a two-wheel distribution drive 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 driving wheel linear exhaust electromagnetic valve; 12. a right drive wheel brake; 13. a right drive wheel; 14. A right driving wheel speed sensor; 15. a right driving wheel driving motor and a transmission device; 16. the right driving wheel drives the motor controller; 17. a right drive wheel brake pressure sensor; 18. a right drive wheel brake chamber; 19. a right driving wheel ABS electromagnetic valve; 20. A left driving wheel linear exhaust electromagnetic valve; 21. a left driving wheel ABS electromagnetic valve; 22. a left drive wheel brake chamber; 23. a left drive wheel brake pressure sensor; 24. the left driving wheel drives the motor controller; 25. a left driving wheel driving motor and a transmission device; 26. a left driving wheel speed sensor; 27. a left drive wheel brake; 28. a left drive wheel; 29. a left driving wheel superposed one-way valve; 30. a battery management system; 31. a vehicle control unit; 32. a brake controller; 33. a non-drive shaft relay valve; 34. a third three-way valve; 35. a left non-drive wheel; 36. a left non-drive wheel brake; 37. a left non-driving wheel speed sensor; 38. a left non-drive wheel brake chamber; 39. a left non-driving wheel ABS solenoid valve; 40. a right non-driving wheel ABS solenoid valve; 41. a right non-drive wheel brake chamber; 42. a right non-drive wheel brake pressure sensor; 43. a right non-driving wheel speed sensor; 44. a right non-drive wheel brake; 45. a right non-drive wheel; 46. brake pedal displacement sensor.

The embodiments of the present invention are described below.

The invention provides a two-wheel distributed 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 distributed drive electric vehicle braking energy recovery system based on the superposition type one-way valve and the linear exhaust electromagnetic valve comprises a brake pedal (1), a brake 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 drive motor and transmission device (15), a right drive wheel drive motor controller (16), a right drive wheel brake pressure sensor (17), a right drive wheel brake air chamber (18), a right drive wheel ABS electromagnetic valve (19), a left drive wheel linear exhaust electromagnetic valve (20), a left drive wheel ABS electromagnetic valve (21), The brake system comprises a left driving wheel brake air chamber (22), a left driving wheel brake pressure sensor (23), a left driving wheel driving motor controller (24), a left driving wheel driving motor and transmission device (25), a left driving wheel speed sensor (26), a left driving wheel superposition type one-way valve (29), a battery management system (30), a whole vehicle controller (31), a brake controller (32), a non-driving wheel relay valve (33), a third three-way valve (34), a left non-driving wheel speed sensor (37), a left non-driving wheel brake air chamber (38), a left non-driving wheel ABS solenoid valve (39), a right non-driving wheel ABS solenoid valve (40), a right non-driving wheel brake air chamber (41), a right non-driving wheel brake pressure sensor (42), a right non-driving wheel speed sensor (43) and a brake pedal displacement sensor (46).

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

During the running process of the automobile, the brake controller (32) receives wheel speed signals output by a right driving wheel speed sensor (14), a left driving wheel speed sensor (26), a left non-driving wheel speed sensor (37) and a right non-driving wheel speed sensor (43).

The vehicle controller (31) receives a vehicle speed signal and a vehicle acceleration signal output by the brake controller (32), a pedal displacement signal output by the brake pedal displacement sensor (46), a non-driving shaft brake air pressure value output by the right non-driving wheel brake pressure sensor (42), a right driving wheel brake air pressure value output by the right driving wheel brake pressure sensor (17), a left driving wheel brake air pressure value output by the left driving wheel brake pressure sensor (23), a battery allowed maximum charging current output by the battery management system (30) through a CAN bus, a right driving wheel driving motor controller (16) through the CAN bus, and a right driving wheel driving motor and transmission device (15) capable of providing the maximum motor braking force of the right driving wheel, the left driving wheel driving motor controller (24) outputs the maximum left driving wheel motor braking force which CAN be provided by the left driving wheel driving motor and the transmission device (25) through the CAN bus.

The maximum motor braking force which CAN be applied to the right driving wheel (13) by the right driving wheel driving motor and transmission device (15) and the maximum motor braking force which CAN be applied to the left driving wheel (28) by the left driving wheel driving motor and transmission device (25) are determined by the vehicle control unit (31) according to the vehicle speed of the whole vehicle, the acceleration of the whole vehicle and the maximum allowable charging current of a battery output by the battery management system (30) through a CAN bus, the right driving wheel driving motor and transmission device (15) which is output by the right driving wheel driving motor controller (16) through the CAN bus CAN provide the maximum motor braking force of the right driving wheel, and the left driving wheel driving motor controller (24) through the left driving wheel driving motor and transmission device (25) which is output by the CAN bus.

The vehicle control unit (31) determines whether to trigger a braking energy recovery function according to the following four conditions based on the vehicle speed output by the braking controller (32) through the CAN bus, the pedal displacement signal output by the braking pedal displacement sensor (46), the maximum charging current allowed by the battery output by the battery management system (30) through the CAN bus, the maximum right driving wheel motor braking force provided by the right driving wheel driving motor and the transmission device (15) output by the right driving wheel driving motor controller (16) through the CAN bus, and the maximum left driving wheel motor braking force provided by the left driving wheel driving motor and the transmission device (25) output by the left driving wheel driving motor controller (24) through the CAN bus: the first condition is as follows: the vehicle speed value output by the brake controller (32) is larger 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 (46) is larger 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 (30) is greater than 0; and a fourth condition: the left driving wheel required motor braking force or the right driving wheel required motor braking force determined by the vehicle control unit (31) is larger than a minimum motor braking force threshold value allowing braking energy recovery.

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 (31) determines a total braking force target value required by the left non-driving wheel (35), the right non-driving wheel (45), the left driving wheel (28) and the right driving wheel (13) according to the vehicle speed, the vehicle acceleration and the brake pedal displacement.

The vehicle control unit (31) determines motor braking force target values required by the left driving wheel (28) and the right driving wheel (13) according to a total braking force target value required by the left driving wheel (28) and the right driving wheel (13), a battery allowed maximum charging current output by the battery management system (30) through a CAN bus, a right driving wheel driving motor braking force which is output by the right driving wheel driving motor controller (16) through the CAN bus and CAN be provided by the transmission device (15), and a left driving wheel driving motor braking force which is output by the left driving wheel driving motor controller (24) through the CAN bus and CAN be provided by the transmission device (25).

The vehicle control unit (31) determines the air pressure braking force target values of the left driving wheel (28) and the right driving wheel (13) according to the total braking force target value of the left driving wheel (28) 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 (28) and the right driving wheel (13).

The vehicle control unit (31) outputs a required motor braking force target value of the right driving wheel (13) to the right driving wheel driving motor controller (16) through a CAN bus, the vehicle control unit (31) outputs a required motor braking force target value of the left driving wheel (28) to the left driving wheel driving motor controller (24) through the CAN bus, and the vehicle control unit (31) outputs an air pressure braking force target value of the left driving wheel (28), an air pressure braking force target value of the right driving wheel (13), a right driving wheel air pressure braking force actual value output by the right driving wheel braking pressure sensor (17), and a left driving wheel air pressure braking force actual value output by the left driving wheel braking pressure sensor (23) to the braking controller (32) through the CAN bus.

The principle of applying braking to the left drive wheel (28) when the braking energy recovery function is triggered is as follows.

The whole vehicle controller (31) 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 (29).

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 (29).

At this time, the situation that the braking pressure is provided for the left driving wheel brake air chamber (22) 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 (29) and the air pressure of the port b of the left driving wheel superposition type check valve (29).

When the air pressure at the port a of the left driving wheel superposition type one-way valve (29) is larger than the air pressure at the port b, the main air storage tank (4) provides high-pressure air for the left driving wheel brake chamber (22); at this time, 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 (29), a port a and a port b of a left drive wheel linear exhaust solenoid valve (20) and a port a and a port b of a left drive wheel ABS solenoid valve (21) and enters a left drive wheel brake chamber (22), so that air pressure brake force can be applied to a left drive wheel (28) through a left drive wheel brake (27), and the exhaust port c of the left drive wheel linear exhaust solenoid valve (20) is in a closed state and is not communicated with the atmosphere in the process.

When the air pressure at the port a of the left driving wheel superposition type one-way valve (29) is smaller than the air pressure at the port b, the auxiliary air storage tank (3) provides high-pressure air for the left driving wheel brake chamber (22); at this time, 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 (29), a port a and a port b of the left driving wheel linear exhaust solenoid valve (20), and a port a and a port b of the left driving wheel ABS solenoid valve (21) to enter the left driving wheel brake chamber (22), so that air pressure brake force can be applied to the left driving wheel (28) through the left driving wheel brake (27), and the exhaust port c of the left driving wheel linear exhaust solenoid valve (20) 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 (28), the air pressure braking force of the left driving wheel (28) can be adjusted through the ABS electromagnetic valve (21) of the left driving wheel, and the modes of applying the braking force to the left driving wheel (28) 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 (28) by the left driving wheel driving motor and transmission device (25) and the target value of the total braking force of the left driving wheel (28).

The first mode is as follows: when the maximum motor braking force which can be applied to the left driving wheel (28) by the left driving wheel driving motor and transmission device (25) is larger than or equal to the total braking force target value of the left driving wheel (28), the air pressure braking force target value of the left driving wheel (28) is 0, at the moment, the brake controller (32) controls the port a of the left driving wheel ABS electromagnetic valve (21) to be closed through a signal line, the port b and the port c are opened, the air path connection between the left driving wheel braking air chamber (22) and the port b of the left driving wheel linear exhaust electromagnetic valve (20) is disconnected, the left driving wheel braking air chamber (22) is communicated with the atmosphere through the port b and the port c of the left driving wheel ABS electromagnetic valve (21), and at the moment, the left driving wheel driving motor and transmission device (25) applies the required braking force to the left driving wheel (28).

And a second mode: when the maximum motor braking force that the left drive wheel drive motor and transmission (25) can apply to the left drive wheel (28) is less than the target value for the total braking force of the left drive wheel (28), the left drive wheel drive motor and transmission (25) applies the maximum motor braking force to the left drive wheel (28).

The target value of the air pressure braking force of the left driving wheel (28) is determined by the difference between the target value of the total braking force of the left driving wheel (28) and the maximum motor braking force which can be applied to the left driving wheel (28) by the left driving wheel driving motor and the transmission device (25), and the air pressure braking force applied to the left driving wheel (28) is divided into the following three cases according to the relationship between the target value of the air pressure braking force of the left driving wheel (28) 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 (28) is larger than the actual value of the air pressure braking force, the brake controller (32) controls the opening of the port a and the port b of the ABS electromagnetic valve (21) 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 (20) of the left driving wheel enters a brake air chamber (22) of the left driving wheel through the port a and the port b of the ABS electromagnetic valve (21) of the left driving wheel so as to increase the actual air pressure braking force of the left driving wheel (28).

When the target value of the air pressure braking force of the left driving wheel (28) is smaller than the actual value of the air pressure braking force, the brake controller (32) controls the port a of the ABS electromagnetic valve (21) 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 (22) of the left driving wheel is exhausted into the atmosphere through the port b and the port c of the ABS electromagnetic valve (21) of the left driving wheel so as to reduce the actual air pressure braking force of the left driving wheel (28).

When the target value of the air pressure braking force of the left driving wheel (28) is equal to the actual value of the air pressure braking force, the brake controller (32) controls the port b and the port c of the ABS electromagnetic valve (21) of the left driving wheel to be closed through a signal line, and the air pressure in the brake air chamber (22) 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 (28).

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

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 (29) has no high-pressure air.

The port b of the left driving wheel superposition type check valve (29) 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 check valve (29), the port a and the port b of the left driving wheel linear exhaust solenoid valve (20) and the port a and the port b of the left driving wheel ABS solenoid valve (21) to enter the left driving wheel brake chamber (22), so that air pressure brake force can be applied to the left driving wheel (28) through the left driving wheel brake (27), and the exhaust port c of the left driving wheel linear exhaust solenoid valve (20) is in a closed state in the process and is not communicated with the atmosphere.

The brake release of the left driving wheel (28) 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 (31) controls the left driving wheel driving motor controller (24) to apply motor braking force reduction to the left driving wheel (28) through the left driving wheel driving motor and transmission device (25) 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 an auxiliary air storage tank (3) and a port a of a first three-way valve (7), a whole vehicle controller (31) controls a left driving wheel linear exhaust electromagnetic valve (20) to be in an open state through a signal line, an exhaust port c of the left driving wheel linear exhaust electromagnetic valve is communicated with the atmosphere, high-pressure air in a left driving wheel brake air chamber (22) is exhausted into the atmosphere through the port b and the port a of the left driving wheel ABS electromagnetic valve (21) and the exhaust port c of the left driving wheel linear exhaust electromagnetic valve (20), so that air pressure brake force of a left driving wheel (28) is relieved, and in the process, the whole vehicle controller (31) controls the opening degree of the left driving wheel linear exhaust electromagnetic valve (20) and a brake pedal displacement sensor (46) to pass through the signal line The output pedal displacement signal is proportional, and the control is not exerted on the ABS electromagnetic valve (21) of the left driving wheel in the process.

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

The whole vehicle controller (31) 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 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 ports a and b of the drive shaft relay valve (8) and the ports b and a of the second three-way valve (9) to reach the port a of the right drive wheel superposition type one-way valve (10).

At this time, the conditions of supplying the brake pressure to the brake air chamber (18) of the right driving wheel 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 air pressure at the port a of the right driving wheel superposition type one-way valve (10) is larger than the air pressure at the port b, the main air storage tank (4) provides high-pressure air for a brake chamber (18) of the right driving wheel; at this time, high-pressure gas in the main gas tank (4) sequentially 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 (19) to enter a right drive wheel brake chamber (18), so that air pressure braking force can be applied to the right drive wheel (13) through the right drive wheel brake (12).

When the air pressure at the port a of the right driving wheel superposition type one-way valve (10) is smaller than the air pressure at the port b, the auxiliary air storage tank (3) provides high-pressure air for a brake chamber (18) of the right driving wheel; at this time, 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 driving wheel superposition type one-way valve (10), a port a and a port b of the right driving wheel linear exhaust solenoid valve (11), and a port a and a port b of the right driving wheel ABS solenoid valve (19) and enters the right driving wheel brake air chamber (18), so that air pressure braking force can be applied to the right driving wheel (13) through the right driving wheel brake (12).

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 the ABS electromagnetic valve (19) 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 relationship between the maximum motor braking force which can be applied to the right driving wheel (13) by the driving motor and the transmission device (15) of the right driving wheel and the target value of the total braking force of the right driving wheel (13).

The first mode is as follows: when the maximum motor braking force which can be applied to the right driving wheel (13) by the right driving wheel driving motor and transmission device (15) is larger than the total braking force target value of the right driving wheel (13), the air pressure braking force target value of the right driving wheel (13) is 0, at the moment, the brake controller (32) controls the port a of the ABS electromagnetic valve (19) 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 braking air chamber (18) of the right driving wheel and the port b of the linear exhaust electromagnetic valve (11) of the right driving wheel is disconnected, the braking air chamber (18) of the right driving wheel is communicated with the atmosphere through the port b and the port c of the ABS electromagnetic valve (19) of the right driving wheel, and at the moment, the right driving wheel driving motor and transmission device (15) applies the required braking force to the right driving wheel (13).

And a second mode: when the maximum motor braking force which can be applied to the right driving wheel (13) by the right driving wheel driving motor and transmission device (15) is smaller than the target value of the total braking force of the right driving wheel (13), the maximum motor braking force is applied to the right driving wheel (13) by the right driving wheel driving motor and transmission device (15).

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 which can be applied to the right driving wheel (13) by the right driving wheel driving motor and the transmission device (15), 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 (32) controls the opening of the port a and the port b of the ABS electromagnetic valve (19) 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 the brake air chamber (18) of the right driving wheel through the port a and the port b of the ABS electromagnetic valve (19) of the right driving wheel so as to increase 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 (32) controls the port a of the ABS electromagnetic valve (19) 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 (18) of the right driving wheel is exhausted into the atmosphere through the port b and the port c of the ABS electromagnetic valve (19) of the right driving wheel so as to reduce 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 (32) controls the port b and the port c of the ABS electromagnetic valve (19) of the right driving wheel to be closed through a signal line, and the air pressure in the brake air chamber (18) 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).

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.

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 (19) to enter a right driving wheel brake chamber (18), and accordingly air pressure braking force is applied to a 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 the driver releases the brake pedal (1), the vehicle control unit (31) controls the motor braking force applied to the right driving wheel (13) by the right driving wheel driving motor controller (16) through the right driving wheel driving motor and transmission device (15) to be reduced 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 from 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 from 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 (31) controls a right driving wheel linear exhaust electromagnetic valve (11) to be in an open state through a signal line, an exhaust port c of the right driving wheel linear exhaust electromagnetic valve (11) is communicated with the atmosphere, high-pressure air in a right driving wheel brake air chamber (18) is exhausted into the atmosphere through the port b and the port a of the right driving wheel ABS electromagnetic valve (19) through the exhaust port c of the right driving wheel linear exhaust electromagnetic valve (11), so that the air pressure brake force of the right driving wheel (13) is relieved, and in the process, the whole vehicle controller (31) controls the opening degree of the right driving wheel linear exhaust electromagnetic valve (11) and a brake pedal displacement sensor (46) through the signal line The output pedal displacement signal is proportional, and the control is not exerted on the ABS solenoid valve (19) of the right driving wheel in the process.

The operating principle when applying pneumatic braking to the left non-driven wheel (35) 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 (33) 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 (33) are communicated; 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 (33), a port b and a port c of a third three-way valve (34), a port a and a port b of a left non-driving wheel ABS solenoid valve (39) to enter a left non-driving wheel brake chamber (38), and air pressure brake force is applied to the left non-driving wheel (35) through a left non-driving wheel brake (36).

The control of the pneumatic braking force of the left non-driving wheel (35) is divided into the following three cases based on the relationship between the target value of the pneumatic braking force of the left non-driving wheel determined by the vehicle control unit (31) and the actual value of the pneumatic braking force of the left non-driving wheel.

When the target value of the air pressure braking force of the left non-driving wheel (35) is larger than the actual value of the air pressure braking force of the left non-driving wheel, the brake controller (32) controls the opening of the port a and the port b of the ABS electromagnetic valve (39) of the left non-driving 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 (34) enters the brake air chamber (38) of the left non-driving wheel through the port a and the port b of the ABS electromagnetic valve (39) of the left non-driving wheel, so that the actual air pressure braking force of the left non-driving wheel (35) is increased.

When the target value of the air pressure braking force of the left non-driving wheel (35) is smaller than the actual value of the air pressure braking force of the left non-driving wheel, the brake controller (32) controls the port a of the ABS electromagnetic valve (39) of the left non-driving wheel to be closed through a signal line, the port b and the port c are conducted, and high-pressure air in the brake air chamber (38) of the left non-driving wheel is exhausted to the atmosphere through the port b and the port c of the ABS electromagnetic valve (39) of the left non-driving wheel, so that the actual air pressure braking force of the left non-driving wheel (35) is reduced.

When the target value of the air pressure braking force of the left non-driving wheel (35) is equal to the actual value of the air pressure braking force of the left non-driving wheel, the brake controller (32) controls the port b and the port c of the ABS electromagnetic valve (39) of the left non-driving wheel to be closed through a signal line, and the air pressure in the brake air chamber (38) of the left non-driving wheel is kept unchanged so as to realize the maintenance of the actual air pressure braking force of the left non-driving wheel (35).

The operating principle for releasing the pneumatic brake to the left non-driving wheel (35) is as follows: when a driver releases a brake pedal (1), a brake valve (2) is closed, a non-driving shaft relay valve (33) 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 (34), high-pressure air in a left non-driving wheel brake air chamber (38) sequentially enters the non-driving shaft relay valve (33) through the port b and the port a of a left non-driving wheel ABS electromagnetic valve (39) and the port c and the port b of the third three-way valve (34) and is exhausted to the atmosphere through the non-driving shaft relay valve (33), so that the air pressure braking force of a left non-driving wheel (35) is relieved, and the left non-driving wheel ABS electromagnetic valve (39) is not controlled in the process.

The operating principle when applying pneumatic braking to the right non-driven wheel (45) 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 (33) 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 (33) are communicated; 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 (33), a port b and a port a of a third three-way valve (34), and a port a and a port b of a right non-driving wheel ABS solenoid valve (40) to enter a right non-driving wheel brake chamber (41), and air pressure brake force is applied to a right non-driving wheel (45) through a right non-driving wheel brake (44).

The control of the pneumatic braking force of the right non-driving wheel (45) is divided into the following three cases based on the relationship between the target value of the pneumatic braking force of the right non-driving wheel and the actual value of the pneumatic braking force determined by the vehicle control unit (31).

When the target value of the air pressure braking force of the right non-driving wheel (45) is larger than the actual value of the air pressure braking force, the brake controller (32) controls the opening of the port a and the port b of the ABS electromagnetic valve (40) of the right non-driving 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 (34) enters a brake air chamber (41) of the right non-driving wheel through the port a and the port b of the ABS electromagnetic valve (40) of the right non-driving wheel so as to increase the actual air pressure braking force of the right non-driving wheel (45).

When the target value of the air pressure braking force of the right non-driving wheel (45) is smaller than the actual value of the air pressure braking force, the brake controller (32) controls the port a of the ABS electromagnetic valve (40) of the right non-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 (41) of the right non-driving wheel is exhausted into the atmosphere through the port b and the port c of the ABS electromagnetic valve (40) of the right non-driving wheel so as to achieve reduction of the actual air pressure braking force of the right non-driving wheel (45).

When the target value of the air pressure braking force of the right non-driving wheel (45) is equal to the actual value of the air pressure braking force, the brake controller (32) controls the port b and the port c of the ABS electromagnetic valve (40) of the right non-driving wheel to be closed through a signal line, and the air pressure in the brake air chamber (41) of the right non-driving wheel is kept unchanged so as to realize the maintenance of the actual air pressure braking force of the right non-driving wheel (45).

The operating principle of releasing the pneumatic brake to the right non-driving wheel (45) is as follows: when a driver releases a brake pedal (1), a brake valve (2) is closed, a non-driving shaft relay valve (33) 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 (34), high-pressure air in a brake air chamber (41) of a right non-driving wheel enters the non-driving shaft relay valve (33) through the port b and the port a of a right non-driving wheel ABS electromagnetic valve (40) and the port a and the port b of the third three-way valve (34) in sequence, and is exhausted into the atmosphere through the non-driving shaft relay valve (33), so that the air pressure braking force of a right non-driving wheel (45) is relieved, and the ABS electromagnetic valve (40) 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 (29), the right driving wheel linear exhaust solenoid valve (11) and the left driving wheel linear exhaust solenoid valve (20) in the two-wheel distribution drive 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 type 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 air chamber (18) 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 type check valve (29) has three ports: the gas can only flow into the left driving wheel superposition type one-way valve (29) from the gas inlet port a and the gas inlet port b and flow out of the left driving wheel superposition type one-way valve (29) from the gas outlet port c, so that the gas can be controlled to only flow to the left driving wheel brake air chamber (22) from the first three-way valve (7) or the driving shaft relay valve (8), and the gas cannot 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 a 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 b 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 brake pedal (1) 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 (20) 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 brake pedal (1) 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 left and right driving wheel pneumatic braking circuits are respectively provided with two independent high-pressure air sources and a double-circuit structure by adding the components such as the auxiliary air storage tank (3), the switch electromagnetic valve (5), the first three-way valve (7), the driving shaft relay valve (8), the second three-way valve (9), the right driving wheel superposition type one-way valve (10), the right driving wheel linear exhaust electromagnetic valve (11), the right driving wheel braking pressure sensor (17), the left driving wheel linear exhaust electromagnetic valve (20), the left driving wheel braking pressure sensor (23), the left driving wheel superposition type one-way valve (29), the right non-driving wheel braking pressure sensor (42) and the brake pedal displacement sensor (46) in the existing braking energy recovery system, 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 (28) 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 (28) 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 wheels is slow 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 distribution 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 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 drive motor and transmission device (15), a right drive wheel drive motor controller (16), a right drive wheel brake pressure sensor (17), a right drive wheel brake chamber (18), a right drive wheel ABS electromagnetic valve (19), a left drive wheel linear exhaust electromagnetic valve (20), a left drive wheel ABS electromagnetic valve (21), a left drive wheel brake chamber (22), a left drive wheel brake pressure sensor (23), a left drive wheel drive motor controller (24), The system comprises a left driving wheel driving motor and transmission device (25), a left driving wheel speed sensor (26), a left driving wheel superposition type one-way valve (29), a battery management system (30), a whole vehicle controller (31), a brake controller (32), a non-driving wheel relay valve (33), a third three-way valve (34), a left non-driving wheel speed sensor (37), a left non-driving wheel brake air chamber (38), a left non-driving wheel ABS electromagnetic valve (39), a right non-driving wheel ABS electromagnetic valve (40), a right non-driving wheel brake air chamber (41), a right non-driving wheel brake pressure sensor (42), a right non-driving wheel speed sensor (43) and a brake pedal displacement sensor (46);

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 (33) 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 (29) 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 the 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 path, 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 path, 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 (19) through an air path, and an air inlet port b of the right driving wheel ABS electromagnetic valve (19) is connected with the right driving wheel brake air chamber (18) through an air path;

a right driving wheel brake pressure sensor (17) is arranged on the right driving wheel brake air chamber (18);

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 (29) through an air path, an air outlet port c of the left driving wheel superposition type one-way valve (29) is connected with a port a of the left driving wheel linear exhaust electromagnetic valve (20) through an air path, a port b of the left driving wheel linear exhaust electromagnetic valve (20) is connected with an air inlet port a of the left driving wheel ABS electromagnetic valve (21) through an air path, and an air inlet port b of the left driving wheel ABS electromagnetic valve (21) is connected with the left driving wheel brake air chamber (22) through an air path;

a left driving wheel brake pressure sensor (23) is arranged on the left driving wheel brake air chamber (22);

a port a of the non-driving shaft relay valve (33) 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 (33) is connected with a port b of a third three-way valve (34) through an air path, a port c of the third three-way valve (34) is connected with an air inlet port a of a left non-driving wheel ABS electromagnetic valve (39) through an air path, an air inlet port b of the left non-driving wheel ABS electromagnetic valve (39) is connected with a left non-driving wheel brake air chamber (38) through an air path, a port a of the third three-way valve (34) is connected with an air inlet port a of a right non-driving wheel ABS electromagnetic valve (40) through an air path, and an air inlet port b of the right non-driving wheel ABS electromagnetic valve (40) is connected with a right non-driving wheel brake air chamber (41) through an air path;

a right non-driving wheel brake pressure sensor (42) is arranged on the right non-driving wheel brake air chamber (41);

a right driving wheel speed sensor (14), a left driving wheel speed sensor (26), a left non-driving wheel speed sensor (37) and a right non-driving wheel speed sensor (43) which are connected with the brake controller (32) through signal lines;

the brake system comprises a right driving wheel ABS electromagnetic valve (19), a left driving wheel ABS electromagnetic valve (21), a left non-driving wheel ABS electromagnetic valve (39) and a right non-driving wheel ABS electromagnetic valve (40), which are connected with a brake controller (32) through signal lines;

the switching electromagnetic valve (5), the right driving wheel linear exhaust electromagnetic valve (11), the right driving wheel brake pressure sensor (17), the left driving wheel linear exhaust electromagnetic valve (20), the left driving wheel brake pressure sensor (23), the right non-driving wheel brake pressure sensor (42) and the brake pedal displacement sensor (46) are connected with the whole vehicle controller (31) through signal lines;

2. The braking energy recovery system of the two-wheel distributed drive electric vehicle based on the stacked one-way valve and the linear exhaust solenoid valve as claimed in claim 1, wherein the vehicle control unit (31) determines whether to trigger the braking energy recovery function based on the vehicle speed output by the braking controller (32) through the CAN bus, the pedal displacement signal output by the braking pedal displacement sensor (46), the maximum charging current allowed by the battery output by the battery management system (30) through the CAN bus, the maximum right driving wheel motor braking force provided by the right driving wheel driving motor and the transmission device (15) output by the right driving wheel driving motor controller (16) through the CAN bus, and the maximum left driving wheel motor braking force provided by the left driving wheel driving motor and the transmission device (25) output by the left driving wheel driving motor controller (24) through the CAN bus, and controls the switch solenoid valve (5) and the linear exhaust solenoid valve according to the judgment result, The linear exhaust solenoid valve of right drive wheel (11) and the linear exhaust solenoid valve of left drive wheel (20), its characterized in that: