CN110103921B

CN110103921B - Two-wheeled distributed driving electric vehicle braking energy recovery system based on stacked one-way valve and one-way valve

Info

Publication number: CN110103921B
Application number: CN201910429114.0A
Authority: CN
Inventors: 杨坤; 王杰; 谭迪; 王有镗; 马子祥; 贾夕杰; 刘庆新; 王鑫恫
Original assignee: Shandong University of Technology
Current assignee: Shandong University of Technology
Priority date: 2019-05-22
Filing date: 2019-05-22
Publication date: 2022-02-25
Anticipated expiration: 2039-05-22
Also published as: CN110103921A

Abstract

The invention provides a two-wheel distributed driving electric vehicle braking energy recovery system based on a stacked one-way valve and a one-way valve, belonging to the technical field of electric vehicle braking energy recovery, aiming 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 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 the driving wheel braking gas circuit has a double-loop structure, and a gas source with high air pressure can be selected to provide high-pressure gas for a driving wheel braking gas chamber during braking energy recovery, 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.

Description

Two-wheeled distributed driving electric vehicle braking energy recovery system based on stacked one-way valve and one-way 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 stacked one-way valve and a one-way 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

Aiming at the problems, the invention provides a braking energy recovery system of a two-wheel distribution drive electric vehicle based on a superposed one-way valve and a one-way valve on the basis of the existing decoupling type braking energy recovery system scheme based on an air pressure ABS electromagnetic valve, and in the scheme, an auxiliary air storage tank (3), a switch electromagnetic valve (5), a first three-way valve (7), a drive shaft relay valve (8), a second three-way valve (9), a right drive wheel superposed one-way valve (10), a third three-way valve (11), a right drive wheel braking pressure sensor (17), a right drive wheel one-way valve (20), a fourth three-way valve (21), a fifth three-way valve (22), a left drive wheel one-way valve (23), a left drive wheel braking pressure sensor (26), a sixth three-way valve (32), a left drive wheel superposed one-way valve (33) are added in the existing braking energy recovery system, The brake pressure sensor (46) of the right non-driving wheel, the brake pedal displacement sensor (50) and other components enable each driving wheel brake circuit to have two independent high-pressure air sources and a double-circuit structure, and when the brake energy recovery is triggered, one air source with higher air pressure can be selected by the control system to provide high-pressure air for the brake air chamber, so that the problem of reduction of the adjustment speed of the air pressure brake force of the wheel 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 one-way 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 third three-way valve (11), a right drive wheel speed sensor (14), a right drive wheel driving motor and transmission device (15), a right drive wheel driving 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 right drive wheel one-way valve (20), a fourth three-way valve (21), a fifth three-way valve (22), a left drive wheel one-way valve (23), A left driving wheel ABS electromagnetic valve (24), a left driving wheel brake air chamber (25), a left driving wheel brake pressure sensor (26), a left driving wheel driving motor controller (27), a left driving wheel driving motor and transmission device (28), a left driving wheel speed sensor (29), a sixth three-way valve (32), a left driving wheel superposed type one-way valve (33), a battery management system (34), a whole vehicle controller (35) and a brake controller (36), the brake system comprises a non-driving shaft relay valve (37), a seventh three-way valve (38), a left non-driving wheel speed sensor (41), a left non-driving wheel brake air chamber (42), a left non-driving wheel ABS electromagnetic valve (43), a right non-driving wheel ABS electromagnetic valve (44), a right non-driving wheel brake air chamber (45), a right non-driving wheel brake pressure sensor (46), a right non-driving wheel speed sensor (47) and a brake pedal displacement sensor (50).

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-driving shaft relay valve (37) 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 (33) 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 port c of the fourth three-way valve (21) through an air path, the port a of the fourth three-way valve (21) is connected with the air inlet port a of the right driving wheel superposition type one-way valve (10) through an air path, the port b of the fourth three-way valve (21) is connected with the air outlet port b of the right driving wheel one-way valve (20) 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 third three-way valve (11) through an air path, the air inlet port a of the right driving wheel one-way valve (20) is connected with the port c of the third three-way valve (11) through an air path, the port b of the third three-way 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 port c of the fifth three-way valve (22) through an air path, the port a of the fifth three-way valve (22) is connected with the air inlet port a of the left driving wheel superposition type one-way valve (33) through an air path, the port b of the fifth three-way valve (22) is connected with the air outlet port b of the left driving wheel one-way valve (23) through an air path, the air outlet port c of the left driving wheel superposition type one-way valve (33) is connected with the port a of the sixth three-way valve (32) through an air path, the air inlet port a of the left driving wheel one-way valve (23) is connected with the port c of the sixth three-way valve (32) through an air path, the port b of the sixth three-way valve (32) is connected with the air inlet port a of the left driving wheel ABS solenoid valve (24) through an air path, and the air inlet port b of the left ABS solenoid valve (24) is connected with the left driving wheel brake air chamber (25) through an air path.

And a left driving wheel brake pressure sensor (26) is arranged on the left driving wheel brake air chamber (25).

The port a of the non-driving shaft relay valve (37) is connected with the air outlet port b of the main air storage tank (4) through an air path, the port b of the non-driving shaft relay valve (37) is connected with the port b of the seventh three-way valve (38) through an air path, the port c of the seventh three-way valve (38) is connected with the air inlet port a of the left non-driving wheel ABS electromagnetic valve (43) through an air path, the air inlet port b of the left non-driving wheel ABS electromagnetic valve (43) is connected with the left non-driving wheel brake air chamber (42) through an air path, the port a of the seventh three-way valve (38) is connected with the air inlet port a of the right non-driving wheel ABS electromagnetic valve (44) through an air path, and the air inlet port b of the right non-driving wheel ABS electromagnetic valve (44) is connected with the right non-driving wheel brake air chamber (45) through an air path.

A right non-driving wheel brake pressure sensor (46) is mounted on the right non-driving wheel brake air chamber (45).

The right driving wheel speed sensor (14), the left driving wheel speed sensor (29), the left non-driving wheel speed sensor (41) and the right non-driving wheel speed sensor (47) are connected with the brake controller (36) through signal lines.

The right driving wheel ABS electromagnetic valve (19), the left driving wheel ABS electromagnetic valve (24), the left non-driving wheel ABS electromagnetic valve (43) and the right non-driving wheel ABS electromagnetic valve (44) are connected with the brake controller (36) through signal lines.

The switch electromagnetic valve (5), the right driving wheel brake pressure sensor (17), the left driving wheel brake pressure sensor (26), the right non-driving wheel brake pressure sensor (46) and the brake pedal displacement sensor (50) are connected with the whole vehicle controller (35) through signal lines.

The right driving wheel driving motor controller (16), the left driving wheel driving motor controller (27), the battery management system (34), the whole vehicle controller (35) and the brake controller (36) 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 one-way valve, the vehicle control unit (35) is based on the vehicle speed output by the braking controller (36) through the CAN bus and the pedal displacement signal output by the braking pedal displacement sensor (50), the battery management system (34) allows the maximum charging current through a battery output by a CAN bus, the right driving wheel driving motor controller (16) outputs the maximum motor braking force of the right driving wheel provided by a right driving wheel driving motor and a transmission device (15) through the CAN bus, and the left driving wheel driving motor controller (27) judges whether to trigger a braking energy recovery function through the maximum motor braking force of the left driving wheel provided by a left driving wheel driving motor and a transmission device (28) output by the CAN bus and controls the switch electromagnetic valve (5) according to the braking energy recovery function.

When a brake pedal is stepped on and a braking energy recovery function is triggered, the whole vehicle controller (35) controls the switching electromagnetic valve (5) to be conducted, and 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 conducted; when a brake pedal is stepped on but the braking energy recovery function is not triggered, the whole vehicle controller (35) controls the switch electromagnetic valve (5) to be turned off, and an air path between the port b of the auxiliary air storage tank (3) and the port a of the first three-way valve (7) is not communicated; when a driver releases the brake pedal (1), the vehicle control unit (35) 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).

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 superposition type one-way valve (10), the third three-way valve (11), the right drive wheel brake pressure sensor (17), the right drive wheel one-way valve (20), the fourth three-way valve (21), the fifth three-way valve (22), the left drive wheel one-way valve (23), the left drive wheel brake pressure sensor (26), the sixth three-way valve (32), the left drive wheel superposition type one-way valve (33), the right non-drive wheel brake pressure sensor (46), the brake pedal displacement sensor (50) and other parts in the existing brake energy recovery system, so that each drive wheel brake circuit has two independent high-pressure gas sources and a double-circuit structure, when the brake energy is recovered, the air source with higher air pressure can provide high-pressure air for the brake chamber of the driving wheel, thereby effectively solving the key problems of low response speed of the coupling braking force of the driving wheel and lagging behind the required braking force caused by lower air source pressure during continuous braking in the prior scheme.

FIG. 1 is a schematic structural diagram of a braking energy recovery system of a two-wheel distribution drive electric vehicle based on a stacked one-way valve and a one-way 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 third three-way 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 right drive wheel check valve; 21. a fourth three-way valve; 22. a fifth three-way valve; 23. a left drive wheel check valve; 24. a left driving wheel ABS electromagnetic valve; 25. A left drive wheel brake chamber; 26. a left drive wheel brake pressure sensor; 27. the left driving wheel drives the motor controller; 28. a left driving wheel driving motor and a transmission device; 29. a left driving wheel speed sensor; 30. a left drive wheel brake; 31. a left drive wheel; 32. a sixth three-way valve; 33. a left driving wheel superposed one-way valve; 34. a battery management system; 35. a vehicle control unit; 36. A brake controller; 37. a non-drive shaft relay valve; 38. a seventh three-way valve; 39. a left non-drive wheel; 40. a left non-drive wheel brake; 41. a left non-driving wheel speed sensor; 42. a left non-drive wheel brake chamber; 43. a left non-driving wheel ABS solenoid valve; 44. a right non-driving wheel ABS solenoid valve; 45. a right non-drive wheel brake chamber; 46. a right non-drive wheel brake pressure sensor; 47. a right non-driving wheel speed sensor; 48. a right non-drive wheel brake; 49. a right non-drive wheel; 50. brake pedal displacement sensor.

The embodiments of the present invention are described below.

The invention provides a braking energy recovery system of a two-wheeled distributed driving electric vehicle based on a superposition type one-way valve and a one-way 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 distribution drive electric vehicle braking energy recovery system based on the superposition type one-way valve and the one-way valve comprises a braking pedal (1), a braking valve (2), an auxiliary air storage tank (3), a main air storage tank (4), a switch electromagnetic valve (5), an air compressor (6), a first three-way valve (7), a drive shaft relay valve (8), a second three-way valve (9), a right drive wheel superposition type one-way valve (10), a third three-way valve (11), a right drive wheel speed sensor (14), a right drive wheel driving motor and transmission device (15), a right drive wheel driving 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 right drive wheel one-way valve (20), a fourth three-way valve (21), a fifth three-way valve (22), a left drive wheel one-way valve (23), A left driving wheel ABS electromagnetic valve (24), a left driving wheel brake air chamber (25), a left driving wheel brake pressure sensor (26), a left driving wheel driving motor controller (27), a left driving wheel driving motor and transmission device (28), a left driving wheel speed sensor (29), a sixth three-way valve (32), a left driving wheel superposed type one-way valve (33), a battery management system (34), a whole vehicle controller (35) and a brake controller (36), the brake system comprises a non-driving shaft relay valve (37), a seventh three-way valve (38), a left non-driving wheel speed sensor (41), a left non-driving wheel brake air chamber (42), a left non-driving wheel ABS electromagnetic valve (43), a right non-driving wheel ABS electromagnetic valve (44), a right non-driving wheel brake air chamber (45), a right non-driving wheel brake pressure sensor (46), a right non-driving wheel speed sensor (47) and a brake pedal displacement sensor (50).

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

During the running process of the automobile, the brake controller (36) receives wheel speed signals output by a right driving wheel speed sensor (14), a left driving wheel speed sensor (29), a left non-driving wheel speed sensor (41) and a right non-driving wheel speed sensor (47).

The vehicle controller (35) receives a vehicle speed signal and a vehicle acceleration signal output by the brake controller (36), a pedal displacement signal output by the brake pedal displacement sensor (50), a non-driving shaft brake air pressure value output by the right non-driving wheel brake pressure sensor (46), 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 (26), the battery allowed maximum charging current output by the battery management system (34) through a CAN bus, and the right driving wheel driving motor controller (16) outputs the maximum right driving wheel motor braking force which CAN be provided by the right driving wheel driving motor and the transmission device (15) through the CAN bus, the left driving wheel driving motor controller (27) outputs the maximum left driving wheel motor braking force which CAN be provided by the left driving wheel driving motor and the transmission device (28) 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 (31) by the left driving wheel driving motor and transmission device (28) are determined by the maximum charging current allowed by a vehicle controller (35) according to the vehicle speed of the whole vehicle, the acceleration of the whole vehicle and a battery output by a battery management system (34) through a CAN bus, the maximum right driving wheel motor braking force which CAN be provided by the right driving wheel driving motor and transmission device (15) and output by the right driving wheel driving motor controller (16) through the CAN bus, and the maximum left driving wheel motor braking force which CAN be provided by the left driving wheel driving motor and transmission device (28) and output by the left driving wheel driving motor controller (27) through the CAN bus.

The vehicle control unit (35) is based on the vehicle speed output by the brake controller (36) through the CAN bus, the pedal displacement signal output by the brake pedal displacement sensor (50), and the maximum charging current allowed by the battery output by the battery management system (34) through the CAN bus, the right driving wheel driving motor controller (16) outputs the maximum right driving wheel motor braking force provided by the right driving wheel driving motor and the transmission device (15) through the CAN bus, the left driving wheel driving motor controller (27) outputs the maximum left driving wheel motor braking force provided by the left driving wheel driving motor and the transmission device (28) through the CAN bus, and whether the braking energy recovery function is triggered is judged according to the following four conditions: the first condition is as follows: the vehicle speed value output by the brake controller (36) 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 (50) 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 (34) 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 (35) is larger than the minimum motor braking force threshold value allowing the braking energy to be recovered.

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 (35) determines a total braking force target value required by the left non-driving wheel (39), the right non-driving wheel (49), the left driving wheel (31) and the right driving wheel (13) according to the vehicle speed, the vehicle acceleration and the brake pedal displacement.

The vehicle control unit (35) determines the motor braking force target values required by the right driving wheel (13) and the left driving wheel (31) according to the total braking force target values required by the left driving wheel (31) and the right driving wheel (13), the maximum charging current allowed by the battery output by the battery management system (34) through the CAN bus, the right driving wheel driving 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 left driving wheel driving motor braking force provided by the left driving wheel driving motor and the transmission device (28) output by the left driving wheel driving motor controller (27) through the CAN bus.

The vehicle control unit (35) determines the air pressure braking force target values of the left driving wheel (31) and the right driving wheel (13) according to the total braking force target value of the left driving wheel (31) 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 (31) and the right driving wheel (13).

The vehicle control unit (35) 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 (35) outputs a required motor braking force target value of the left driving wheel (31) to the left driving wheel driving motor controller (27) through the CAN bus, and the vehicle control unit (35) outputs an air pressure braking force target value of the left driving wheel (31), 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 (26) to the braking controller (36) through the CAN bus.

The principle of applying braking to the left drive wheel (31) when the braking energy recovery function is triggered is as follows.

The whole vehicle controller (35) 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 (33).

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), the ports b and c of the second three-way valve (9) and the ports c and a of the fifth three-way valve (22) to reach a port a of the left drive wheel superposition type check valve (33).

At this time, the situation that the braking pressure is provided for the left driving wheel brake air chamber (25) 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 (33) and the air pressure of the port b of the left driving wheel superposition type check valve (33).

When the air pressure at the port a of the left driving wheel superposition type one-way valve (33) is larger than the air pressure at the port b, high-pressure air is provided for a left driving wheel brake air chamber (25) by a main air storage tank (4); at this time, the 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 c of the second three-way valve (9), a port c and a port a of the fifth three-way valve (22), a port a and a port c of the left drive wheel superposition type check valve (33), a port a and a port b of the sixth three-way valve (32), and a port a and a port b of the left drive wheel ABS solenoid valve (24) to enter the left drive wheel brake chamber (25), so that pneumatic braking force can be applied to the left drive wheel (31) through the left drive wheel brake (30).

When the air pressure at the port a of the left driving wheel superposition type one-way valve (33) 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 (25); at this time, high-pressure gas in the auxiliary gas tank (3) sequentially passes through a port b of the auxiliary gas 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 check valve (33), a port a and a port b of the sixth three-way valve (32), and a port a and a port b of the left driving wheel ABS solenoid valve (24) and enters the left driving wheel brake chamber (25), so that air pressure braking force can be applied to the left driving wheel (31) through the left driving wheel brake (30).

In order to realize the decoupling control of the motor braking force and the air pressure braking force of the left driving wheel (31), the air pressure braking force of the left driving wheel (31) can be adjusted through the ABS electromagnetic valve (24) of the left driving wheel, and the modes of applying the braking force to the left driving wheel (31) 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 (31) by the left driving wheel driving motor and transmission device (28) and the target value of the total braking force of the left driving wheel (31).

The first mode is as follows: when the maximum motor braking force which can be applied to the left driving wheel (31) by the left driving wheel driving motor and transmission device (28) is larger than or equal to the target value of the total braking force of the left driving wheel (31), the target value of the air pressure braking force of the left driving wheel (31) is 0, at the moment, the brake controller (36) controls the port a of the left driving wheel ABS electromagnetic valve (24) 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 brake air chamber (25) and the sixth three-way valve (32) is disconnected, the left driving wheel brake air chamber (25) is communicated with the atmosphere through the port b and the port c of the left driving wheel ABS electromagnetic valve (24), and at the moment, the left driving wheel driving motor and transmission device (28) applies the required braking force to the left driving wheel (31).

And a second mode: when the maximum motor braking force which can be applied to the left driving wheel (31) by the left driving wheel driving motor and transmission device (28) is smaller than the target value of the total braking force of the left driving wheel (31), the left driving wheel driving motor and transmission device (28) applies the maximum motor braking force to the left driving wheel (31).

The target value of the air pressure braking force of the left driving wheel (31) is determined by the difference between the target value of the total braking force of the left driving wheel (31) and the maximum motor braking force which can be applied to the left driving wheel (31) by the left driving wheel driving motor and the transmission device (28), and the air pressure braking force applied to the left driving wheel (31) 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 (31) 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 (31) is larger than the actual value of the air pressure braking force, the brake controller (36) controls the opening of the port a and the port b of the ABS electromagnetic valve (24) 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 sixth three-way valve (32) enters the brake air chamber (25) of the left driving wheel through the port a and the port b of the ABS electromagnetic valve (24) of the left driving wheel so as to increase the actual air pressure braking force of the left driving wheel (31).

When the target value of the air pressure braking force of the left driving wheel (31) is smaller than the actual value of the air pressure braking force, the brake controller (36) controls the port a of the ABS electromagnetic valve (24) 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 (25) of the left driving wheel is exhausted into the atmosphere through the port b and the port c of the ABS electromagnetic valve (24) of the left driving wheel so as to reduce the actual air pressure braking force of the left driving wheel (31).

When the target value of the air pressure braking force of the left driving wheel (31) is equal to the actual value of the air pressure braking force, the brake controller (36) controls the port b and the port c of the ABS electromagnetic valve (24) of the left driving wheel to be closed through a signal line, and the air pressure in the brake air chamber (25) 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 (31).

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 high-pressure air does not exist at the port b of the left driving wheel superposition type one-way valve (33).

The port b of the left driving wheel superposition type check valve (33) 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 c and the port a of the fifth three-way valve (22), the port a and the port c of the left driving wheel superposition type check valve (33), the port a and the port b of the sixth three-way valve (32) and the port a and the port b of the left driving wheel ABS solenoid valve (24) to enter the left driving wheel brake chamber (25), and therefore pneumatic braking force is applied to the left driving wheel (31) through the left driving wheel brake (30).

The brake release of the left driving wheel (31) 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 (35) controls the motor braking force applied to the left driving wheel (31) by the left driving wheel driving motor controller (27) through the left driving wheel driving motor and transmission device (28) to be reduced 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) cuts off the air path connection between a port e of a main air storage tank (4) and a port b of a second three-way valve (9), a switch electromagnetic valve (5) cuts off the air path connection between a port b of an auxiliary air storage tank (3) and a port a of a first three-way valve (7), high-pressure air in a brake air chamber (25) of a left drive wheel sequentially passes through a port b and a port a of a left drive wheel ABS electromagnetic valve (24), a port b and a port c of a sixth three-way valve (32), a port a and a port b of a left drive wheel one-way valve (23), a port b and a port c of a fifth three-way valve (22) and a port c and a port b of a second three-way valve (9) to enter the drive shaft relay valve (8), and is discharged into the atmosphere through the drive shaft relay valve (8), so that the air pressure brake force of the left drive wheel (31) is released, in the process, the ABS solenoid valve (24) of the left driving wheel is not controlled.

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 (35) 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), the ports b and a of the second three-way valve (9), and the port c and a of the fourth three-way valve (21) to reach a 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, the 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 c and a port a of the fourth three-way valve (21), a port a and a port c of the right drive wheel superposition type one-way valve (10), a port a and a port b of the third three-way valve (11), and a port a and a port b of the right drive wheel ABS solenoid valve (19) to enter the right drive wheel brake chamber (18), so that air pressure brake 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 third three-way 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 brake 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 (36) controls the port a of the right driving wheel ABS electromagnetic valve (19) to be closed through a signal line, the port b and the port c are opened, the air path connection between the right driving wheel brake air chamber (18) and the third three-way valve (11) is disconnected, the right driving wheel brake air chamber (18) is communicated with the atmosphere through the port b and the port c of the right driving wheel ABS electromagnetic valve (19), 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 left 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 (36) 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 third three-way valve (11) 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 realize the increase of the actual air pressure braking force of the right driving wheel (13).

When the target value of the air pressure braking force of the right driving wheel (13) is smaller than the actual value of the air pressure braking force, the brake controller (36) 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 (36) 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 high-pressure air does not exist at 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 the port a and the port b of the drive shaft relay valve (8), the port b and the port a of the second three-way valve (9), and the port c and the port a of the fourth three-way valve (21) to reach the port a of the right drive wheel superposition type one-way valve (10).

The port b of the right driving wheel superposition type check 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 c and the port a of the fourth three-way valve (21), the port a and the port c of the right driving wheel superposition type check valve (10), the port a and the port b of the third three-way 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 therefore pneumatic braking force is applied to the right driving wheel (13) through the right driving wheel brake (12).

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

When a driver releases the brake pedal (1), the vehicle control unit (35) controls the right driving wheel driving motor controller (16) to apply motor braking force to the right driving wheel (13) by the right driving wheel driving motor and transmission device (15) to reduce 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) cuts off the air path connection between a port e of a main air storage tank (4) and a port b of a second three-way valve (9), a switch electromagnetic valve (5) cuts off the air path connection between a port b of an auxiliary air storage tank (3) and a port a of a first three-way valve (7), high-pressure air in a brake air chamber (18) of a right drive wheel sequentially passes through a port b and a port a of a right drive wheel ABS electromagnetic valve (19), a port b and a port c of a third three-way valve (11), a port a and a port b of a right drive wheel one-way valve (20), a port b and a port c of a fourth three-way valve (21) and a port a and a port b of a second three-way valve (9) to enter the drive shaft relay valve (8), and is exhausted to the atmosphere through the drive shaft relay valve (8), so that the air pressure brake force of the right drive wheel (13) is released, in the process, the control is not exerted on the ABS electromagnetic valve (19) of the right driving wheel.

The operating principle when applying pneumatic braking to the left non-driven wheel (39) 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 (37) 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 (37) are communicated; the high-pressure gas in the main gas storage tank (4) sequentially passes through a port b of the main gas storage tank (4), a port a and a port b of a non-driving shaft relay valve (37), a port b and a port c of a seventh three-way valve (38), a port a and a port b of a left non-driving wheel ABS solenoid valve (43) to enter a left non-driving wheel brake chamber (42), and air pressure braking force is applied to a left non-driving wheel (39) through a left non-driving wheel brake (40).

The control of the pneumatic braking force of the left non-driving wheel (39) 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 (35) 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 (39) is larger than the actual value of the air pressure braking force of the left non-driving wheel, the brake controller (36) controls the opening of the port a and the port b of the ABS electromagnetic valve (43) 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 seventh three-way valve (38) enters the brake air chamber (42) of the left non-driving wheel through the port a and the port b of the ABS electromagnetic valve (43) of the left non-driving wheel, so that the actual air pressure braking force of the left non-driving wheel (39) is increased.

When the target value of the air pressure braking force of the left non-driving wheel (39) is smaller than the actual value of the air pressure braking force of the left non-driving wheel, the brake controller (36) controls the port a of the ABS electromagnetic valve (43) 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 at the brake air chamber (42) of the left non-driving wheel is exhausted to the atmosphere through the port b and the port c of the ABS electromagnetic valve (43) of the left non-driving wheel, so that the actual air pressure braking force of the left non-driving wheel (39) is reduced.

When the target value of the air pressure braking force of the left non-driving wheel (39) is equal to the actual value of the air pressure braking force of the left non-driving wheel, the brake controller (36) controls the port b and the port c of the ABS electromagnetic valve (43) of the left non-driving wheel to be closed through a signal line, and the air pressure in the brake air chamber (42) 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 (39).

The operating principle for releasing the pneumatic brake to the left non-driving wheel (39) is as follows: when a driver releases a brake pedal (1), the brake valve (2) is closed, the non-driving shaft relay valve (37) breaks the air path connection between the port b of the main air storage tank (4) and the port b of the seventh three-way valve (38), high-pressure air in the left non-driving wheel brake air chamber (42) sequentially enters the non-driving shaft relay valve (37) through the port b and the port a of the left non-driving wheel ABS electromagnetic valve (43) and the port c and the port b of the seventh three-way valve (38) and is discharged into the atmosphere through the non-driving shaft relay valve (37), so that the air pressure braking force of the left non-driving wheel (39) is relieved, and the left non-driving wheel ABS electromagnetic valve (43) is not controlled in the process.

The operating principle when applying pneumatic braking to the right non-driven wheel (49) 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 (37) 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 (37) 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 (37), a port b and a port a of a seventh three-way valve (38), and a port a and a port b of a right non-driving wheel ABS solenoid valve (44) to enter a right non-driving wheel brake chamber (45), and air pressure braking force is applied to a right non-driving wheel (49) through a right non-driving wheel brake (47).

The control of the pneumatic braking force of the right non-driving wheel (49) 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 determined by the vehicle control unit (35) and the actual value of the pneumatic braking force of the right non-driving wheel.

When the target value of the air pressure braking force of the right non-driving wheel (49) is larger than the actual value of the air pressure braking force of the right non-driving wheel, the brake controller (36) controls the opening of the port a and the port b of the ABS electromagnetic valve (44) 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 seventh three-way valve (38) enters the brake air chamber (45) of the right non-driving wheel through the port a and the port b of the ABS electromagnetic valve (44) of the right non-driving wheel, so that the actual air pressure braking force of the right non-driving wheel (49) is increased.

When the target value of the air pressure braking force of the right non-driving wheel (49) is smaller than the actual value of the air pressure braking force of the right non-driving wheel, the brake controller (36) controls the port a of the ABS electromagnetic valve (44) 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 (45) of the right non-driving wheel is exhausted to the atmosphere through the port b and the port c of the ABS electromagnetic valve (44) of the right non-driving wheel, so that the actual air pressure braking force of the right non-driving wheel (49) is reduced.

When the target value of the air pressure braking force of the right non-driving wheel (49) is equal to the actual value of the air pressure braking force of the right non-driving wheel, the brake controller (36) controls the port b and the port c of the ABS electromagnetic valve (44) of the right non-driving wheel to be closed through a signal line, and the air pressure in the brake air chamber (45) 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 (49).

The operating principle of the pneumatic brake release to the right non-driving wheel (49) is as follows: when a driver releases a brake pedal (1), the brake valve (2) is closed, the non-driving shaft relay valve (37) breaks the air path connection between the port b of the main air storage tank (4) and the port b of the seventh three-way valve (38), high-pressure air in the right non-driving wheel brake air chamber (45) sequentially passes through the port b and the port a of the right non-driving wheel ABS electromagnetic valve (44) and the port a and the port b of the seventh three-way valve (38) to enter the non-driving shaft relay valve (37) and is discharged into the atmosphere through the non-driving shaft relay valve (37), and therefore the air pressure braking force of the right non-driving wheel (49) is relieved.

The working characteristics of the switch electromagnetic valve (5), the right driving wheel superposition type one-way valve (10), the left driving wheel superposition type one-way valve (33), the right driving wheel one-way valve (20) and the left driving wheel one-way valve (23) in the two-wheel distribution driving electric vehicle braking energy recovery system based on the superposition type one-way valve and the one-way 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 (33) has three ports: the gas can only flow into the left driving wheel superposition type one-way valve (33) 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 (33) from the gas outlet port c, so that the gas can only flow to the left driving wheel brake air chamber (25) from the first three-way valve (7) and the driving shaft relay valve (8) and can not be conducted in the reverse direction; when the air pressure of the air inlet port a is larger than that of the air inlet port b, the port a is communicated with the port c, and the port b is closed; when the air pressure of the air inlet port a is smaller than that of the air inlet port b, the port b and the port c are conducted, and the port a is closed.

The right drive wheel check valve (20) has two ports: and the air inlet port a and the air outlet port b can only flow from the air inlet port a to the air outlet port b, and cannot be communicated in the reverse direction, so that the air inlet port a and the air outlet port b are used for controlling the air to flow from the right driving wheel brake air chamber (18) to the driving shaft relay valve (8).

The left drive wheel check valve (23) has two ports: and the air inlet port a and the air outlet port b are used for controlling the air to flow from the left driving wheel brake air chamber (25) to the driving shaft relay valve (8).

As can be seen from the above discussion, by adding the auxiliary gas storage tank (3), the on-off solenoid valve (5), the first three-way valve (7), the drive shaft relay valve (8), the second three-way valve (9), the right drive wheel superposition type one-way valve (10), the third three-way valve (11), the right drive wheel brake pressure sensor (17), the right drive wheel one-way valve (20), the fourth three-way valve (21), the fifth three-way valve (22), the left drive wheel one-way valve (23), the left drive wheel brake pressure sensor (26), the sixth three-way valve (32), the left drive wheel superposition type one-way valve (33), the right non-drive wheel brake pressure sensor (46), the brake pedal displacement sensor (50) and other components in the existing brake energy recovery system, each drive wheel brake circuit has two independent high-pressure gas sources and a double-circuit structure, when a driver steps on the brake pedal (1) and does not trigger the brake energy recovery function, high-pressure gas required by the left driving wheel (31) 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 (31) 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 check valve which characterized in that: the brake system is composed of a brake pedal (1), a brake valve (2), an auxiliary gas storage tank (3), a main gas storage tank (4), a switch electromagnetic valve (5), an air compressor (6), a first three-way valve (7), a drive shaft relay valve (8), a second three-way valve (9), a right drive wheel superposed type one-way valve (10), a third three-way 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 right drive wheel one-way valve (20), a fourth three-way valve (21), a fifth three-way valve (22), a left drive wheel one-way valve (23), a left drive wheel ABS electromagnetic valve (24), a left drive wheel brake air chamber (25), a left drive wheel brake pressure sensor (26), The system comprises a left driving wheel driving motor controller (27), a left driving wheel driving motor and transmission device (28), a left driving wheel speed sensor (29), a sixth three-way valve (32), a left driving wheel superposition type one-way valve (33), a battery management system (34), a vehicle control unit (35), a brake controller (36), a non-driving wheel relay valve (37), a seventh three-way valve (38), a left non-driving wheel speed sensor (41), a left non-driving wheel brake air chamber (42), a left non-driving wheel ABS electromagnetic valve (43), a right non-driving wheel ABS electromagnetic valve (44), a right non-driving wheel brake air chamber (45), a right non-driving wheel brake pressure sensor (46), a right non-driving wheel speed sensor (47) and a brake pedal displacement sensor (50);

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 (37) 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 (33) 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 a port c of a fourth three-way valve (21) through an air path, the port a of the fourth three-way valve (21) is connected with an air inlet port a of a right driving wheel superposition type one-way valve (10) through an air path, a port b of the fourth three-way valve (21) is connected with an air outlet port b of a right driving wheel one-way valve (20) through an air path, the air outlet port c of the right driving wheel superposition type one-way valve (10) is connected with a port a of a third three-way valve (11) through an air path, the air inlet port a of the right driving wheel one-way valve (20) is connected with a port c of the third three-way valve (11) through an air path, the port b of the third three-way valve (11) is connected with an air inlet port a of a right driving wheel ABS solenoid valve (19) through an air path, and the air inlet port b of the right driving wheel ABS solenoid valve (19) is connected with a 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 a port c of a fifth three-way valve (22) through an air passage, a port a of the fifth three-way valve (22) is connected with an air inlet port a of a left driving wheel superposition type one-way valve (33) through the air passage, a port b of the fifth three-way valve (22) is connected with an air outlet port b of the left driving wheel one-way valve (23) through the air passage, an air outlet port c of the left driving wheel superposition type one-way valve (33) is connected with a port a of a sixth three-way valve (32) through the air passage, an air inlet port a of the left driving wheel one-way valve (23) is connected with a port c of the sixth three-way valve (32) through the air passage, a port b of the sixth three-way valve (32) is connected with an air inlet port a of the left driving wheel ABS electromagnetic valve (24) through the air passage, and an air inlet port b of the left driving wheel ABS electromagnetic valve (24) is connected with a left driving wheel brake air chamber (25) through the air passage;

a left driving wheel brake pressure sensor (26) is arranged on the left driving wheel brake air chamber (25);

a port a of the non-driving shaft relay valve (37) 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 (37) is connected with a port b of a seventh three-way valve (38) through an air path, a port c of the seventh three-way valve (38) is connected with an air inlet port a of a left non-driving wheel ABS electromagnetic valve (43) through an air path, an air inlet port b of the left non-driving wheel ABS electromagnetic valve (43) is connected with a left non-driving wheel brake air chamber (42) through an air path, a port a of the seventh three-way valve (38) is connected with an air inlet port a of a right non-driving wheel ABS electromagnetic valve (44) through an air path, and an air inlet port b of the right non-driving wheel ABS electromagnetic valve (44) is connected with a right non-driving wheel brake air chamber (45) through an air path;

a right non-driving wheel brake pressure sensor (46) is arranged on the right non-driving wheel brake air chamber (45);

a right driving wheel speed sensor (14), a left driving wheel speed sensor (29), a left non-driving wheel speed sensor (41) and a right non-driving wheel speed sensor (47) are connected with the brake controller (36) through signal lines;

the right driving wheel ABS electromagnetic valve (19), the left driving wheel ABS electromagnetic valve (24), the left non-driving wheel ABS electromagnetic valve (43) and the right non-driving wheel ABS electromagnetic valve (44) are connected with the brake controller (36) through signal lines;

the switch electromagnetic valve (5), the right driving wheel brake pressure sensor (17), the left driving wheel brake pressure sensor (26), the right non-driving wheel brake pressure sensor (46) and the brake pedal displacement sensor (50) are connected with the whole vehicle controller (35) through signal lines;

2. The braking energy recovery system of two-wheeled distributed drive electric vehicle based on stacked one-way valve and one-way valve as claimed in claim 1, wherein the vehicle control unit (35) determines whether to trigger the braking energy recovery function based on the vehicle speed outputted by the braking controller (36) through the CAN bus, the pedal displacement signal outputted by the braking pedal displacement sensor (50), the maximum charging current allowed by the battery outputted by the battery management system (34) through the CAN bus, the maximum right driving wheel motor braking force provided by the right driving wheel driving motor and transmission device (15) outputted 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 transmission device (28) outputted by the left driving wheel driving motor controller (27) through the CAN bus, and controls the switch solenoid valve (5) accordingly, the method is characterized in that: