CN110103924B

CN110103924B - Four-wheel distributed drive electric vehicle braking energy recovery system based on stacked one-way valve and one-way valve

Info

Publication number: CN110103924B
Application number: CN201910429606.XA
Authority: CN
Inventors: 杨坤; 王杰; 李敏; 谭迪; 李跃伟; 赵昱; 田昭贤
Original assignee: Shandong University of Technology
Current assignee: Shandong University of Technology
Priority date: 2019-05-22
Filing date: 2019-05-22
Publication date: 2022-03-11
Anticipated expiration: 2039-05-22
Also published as: CN110103924A

Abstract

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

Description

Four-wheel distributed drive 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 four-wheel distributed drive electric vehicle braking energy recovery system based on a superposition type 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 four-wheel-drive electric commercial vehicle, and meanwhile, the braking energy can be recovered by the front wheels and the rear wheels, so that a foundation is provided for further improving the braking energy recovery rate, and therefore, the development of the decoupling type braking energy recovery system suitable for the four-wheel-drive electric vehicle has higher practical value.

Disclosure of Invention

Aiming at the problems, the invention provides a braking energy recovery system of a four-wheel distributed 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, in the scheme, an auxiliary air storage tank (3), a rear drive shaft switch electromagnetic valve (5), a first three-way valve (7), a rear drive shaft relay valve (8), a second three-way valve (9), a rear right drive wheel superposed one-way valve (10), a third three-way valve (11), a rear right drive wheel braking pressure sensor (17), a rear right drive wheel one-way valve (20), a fourth three-way valve (21), a rear left drive wheel one-way valve (22), a rear left drive wheel braking pressure sensor (25), a fifth three-way valve (31), a rear left drive wheel superposed one-way valve (32) and the like are additionally arranged in the existing braking energy recovery system, A sixth three-way valve (33), a front drive shaft relay valve (37), a seventh three-way valve (38), an eighth three-way valve (39), a front left drive wheel superposed one-way valve (40), a ninth three-way valve (41), a front left drive wheel brake pressure sensor (47), a front left drive wheel one-way valve (50), a front right drive wheel one-way valve (51), a front right drive wheel brake pressure sensor (54), a thirteenth three-way valve (60), a front right drive wheel superposed one-way valve (61), an eleventh three-way valve (62), a twelfth three-way valve (63), a brake pedal displacement sensor (64), a front drive shaft switch electromagnetic valve (65) and the like, so that each drive wheel brake circuit has two independent high-pressure air sources and a double-circuit structure, and when the brake energy is recovered, one air source with high air pressure can be selected by a control system to provide high-pressure air for each drive wheel brake chamber, therefore, the problem of reduction of the adjusting speed of the air pressure braking force of the wheel caused by low air source pressure during continuous braking is effectively solved.

A four-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 rear drive shaft switch electromagnetic valve (5), an air compressor (6), a first three-way valve (7), a rear drive shaft relay valve (8), a second three-way valve (9), a rear right drive wheel superposition type one-way valve (10), a third three-way valve (11), a rear right drive wheel speed sensor (14), a rear right drive wheel drive motor and transmission device (15), a rear right drive wheel drive motor controller (16), a rear right drive wheel braking pressure sensor (17), a rear right drive wheel braking air chamber (18), a rear right drive wheel ABS electromagnetic valve (19), a rear right drive wheel one-way valve (20), a fourth three-way valve (21), A rear left driving wheel one-way valve (22), a rear left driving wheel ABS solenoid valve (23), a rear left driving wheel brake air chamber (24), a rear left driving wheel brake pressure sensor (25), a rear left driving wheel driving motor and transmission device (26), a rear left driving wheel driving motor controller (27), a rear left driving wheel speed sensor (28), a fifth three-way valve (31), a rear left driving wheel superposed one-way valve (32), a sixth three-way valve (33), a battery management system (34), a whole vehicle controller (35), a brake controller (36), a front driving shaft relay valve (37), a seventh three-way valve (38), an eighth three-way valve (39), a front left driving wheel superposed one-way valve (40), a ninth three-way valve (41), a front left driving wheel speed sensor (44), a front left driving wheel driving motor and transmission device (45), A front left driving wheel driving motor controller (46), a front left driving wheel braking pressure sensor (47), a front left driving wheel braking air chamber (48), a front left driving wheel ABS electromagnetic valve (49), a front left driving wheel one-way valve (50), a front right driving wheel one-way valve (51), a front right driving wheel ABS electromagnetic valve (52), a front right driving wheel braking air chamber (53) and a front right driving wheel braking pressure sensor (54), the device comprises a front right driving wheel driving motor controller (55), a front right driving wheel driving motor and transmission device (56), a front right driving wheel speed sensor (57), a thirteenth through valve (60), a front right driving wheel superposition type one-way valve (61), an eleventh through valve (62), a twelfth through valve (63), a brake pedal displacement sensor (64) and a front driving shaft switch electromagnetic valve (65).

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 front drive 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 rear 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 rear drive shaft switching electromagnetic valve (5) through an air path, an air outlet port b of the rear drive shaft switching 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 rear right drive wheel superposition type one-way valve (10) through an air path, and an air outlet port c of the first three-way valve (7) is connected with an air inlet port b of the rear left drive wheel superposition type one-way valve (32) through an air path.

And a port a of the rear 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 rear 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 passage, the port a of the fourth three-way valve (21) is connected with the air inlet port a of the rear right driving wheel superposition type one-way valve (10) through an air passage, the port b of the fourth three-way valve (21) is connected with the air outlet port b of the rear right driving wheel one-way valve (20) through an air passage, the air outlet port c of the rear 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 passage, the air inlet port a of the rear right driving wheel one-way valve (20) is connected with the port c of the third three-way valve (11) through an air passage, the port b of the third three-way valve (11) is connected with the air inlet port a of the rear right driving wheel ABS solenoid valve (19) through an air passage, and the air inlet port b of the rear right driving wheel ABS solenoid valve (19) is connected with the rear right driving wheel brake air chamber (18) through an air passage.

And a rear right driving wheel brake pressure sensor (17) is arranged on the rear 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 sixth three-way valve (33) through an air passage, the port a of the sixth three-way valve (33) is connected with the air inlet port a of the rear left driving wheel superposition type one-way valve (32) through an air passage, the port b of the sixth three-way valve (33) is connected with the air outlet port b of the rear left driving wheel one-way valve (22) through an air passage, the air outlet port c of the rear left driving wheel superposition type one-way valve (32) is connected with the port a of the fifth three-way valve (31) through an air passage, the air inlet port a of the rear left driving wheel one-way valve (22) is connected with the port c of the fifth three-way valve (31) through an air passage, the port b of the fifth three-way valve (31) is connected with the air inlet port a of the rear left driving wheel ABS electromagnetic valve (23) through an air passage, and the air inlet port b of the rear left driving wheel ABS electromagnetic valve (23) is connected with the rear left driving wheel braking air chamber (24) through an air passage.

And a rear left driving wheel brake pressure sensor (25) is arranged on the rear left driving wheel brake air chamber (24).

An air outlet port c of the auxiliary air storage tank (3) is connected with an air inlet port a of the front drive shaft switch electromagnetic valve (65) through an air passage, an air outlet port b of the front drive shaft switch electromagnetic valve (65) is connected with an air inlet port a of the twelfth three-way valve (63) through an air passage, an air outlet port b of the twelfth three-way valve (63) is connected with an air inlet port b of the front right drive wheel superposition type one-way valve (61) through an air passage, and an air outlet port c of the twelfth three-way valve (63) is connected with an air inlet port b of the front left drive wheel superposition type one-way valve (40) through an air passage.

And a port a of the front drive shaft relay valve (37) is connected with an air outlet port b of the main air storage tank (4) through an air passage, and a port b of the front drive shaft relay valve (37) is connected with a port b of the seventh three-way valve (38) through an air passage.

The port a of the seventh three-way valve (38) is connected with the port c of the eleventh three-way valve (62) through an air passage, the port a of the eleventh three-way valve (62) is connected with the air inlet port a of the front right driving wheel superposition type one-way valve (61) through an air passage, the port b of the eleventh three-way valve (62) is connected with the air outlet port b of the front right driving wheel one-way valve (51) through an air passage, the air outlet port c of the front right driving wheel superposition type one-way valve (61) is connected with the port a of the thirteenth three-way valve (60) through an air passage, the air inlet port a of the front right driving wheel one-way valve (51) is connected with the port c of the thirteenth three-way valve (60) through an air passage, the port b of the thirteenth three-way valve (60) is connected with the air inlet port a of the front right driving wheel ABS solenoid valve (52) through an air passage, and the air inlet port b of the front right driving wheel ABS solenoid valve (52) is connected with the front right driving wheel brake air chamber (53) through an air passage.

And a front right driving wheel brake pressure sensor (54) is arranged on the front right driving wheel brake air chamber (53).

The port c of the seventh three-way valve (38) is connected with the port c of the eighth three-way valve (39) through an air passage, the port a of the eighth three-way valve (39) is connected with the air inlet port a of the front left driving wheel superposition type one-way valve (40) through an air passage, the port b of the eighth three-way valve (39) is connected with the air outlet port b of the front left driving wheel one-way valve (50) through an air passage, the air outlet port c of the front left driving wheel superposition type one-way valve (40) is connected with the port a of the ninth three-way valve (41) through an air passage, the air inlet port a of the front left driving wheel one-way valve (50) is connected with the port c of the ninth three-way valve (41) through an air passage, the port b of the ninth three-way valve (41) is connected with the air inlet port a of the front left driving wheel ABS solenoid valve (49) through an air passage, and the air inlet port b of the front left driving wheel ABS solenoid valve (49) is connected with the front left driving wheel brake air chamber (48) through an air passage.

And a front left driving wheel brake pressure sensor (47) is arranged on the front left driving wheel brake air chamber (48).

The rear right driving wheel speed sensor (14), the rear left driving wheel speed sensor (28), the front left driving wheel speed sensor (44) and the front right driving wheel speed sensor (57) are connected with the brake controller (36) through signal lines.

The rear right driving wheel ABS electromagnetic valve (19), the rear left driving wheel ABS electromagnetic valve (23), the front left driving wheel ABS electromagnetic valve (49) and the front right driving wheel ABS electromagnetic valve (52) are connected with the brake controller (36) through signal lines.

The rear driving shaft switch electromagnetic valve (5), the rear right driving wheel brake pressure sensor (17), the rear left driving wheel brake pressure sensor (25), the front left driving wheel brake pressure sensor (47), the front right driving wheel brake pressure sensor (54), the brake pedal displacement sensor (64) and the front driving shaft switch electromagnetic valve (65) are connected with the whole vehicle controller (35) through signal lines.

The rear right driving wheel driving motor controller (16), the rear left driving wheel driving motor controller (26), the front left driving wheel driving motor controller (46), the front right driving wheel driving motor controller (55), the battery management system (34), the whole vehicle controller (35) and the brake controller (36) are connected through a CAN bus.

Based on the braking energy recovery system of the four-wheel distributed drive electric vehicle based on the superposition type one-way valve and the one-way valve, a vehicle control unit (35) is based on the vehicle speed output by a braking controller (36) through a CAN bus, a pedal displacement signal output by a braking pedal displacement sensor (64), the maximum charging current allowed by a battery output by a battery management system (34) through the CAN bus, the maximum braking force of a rear right drive wheel, which CAN be provided by a rear right drive wheel drive motor and a transmission device (15), output by a rear right drive wheel drive motor controller (16) through the CAN bus, the maximum braking force of a front left drive wheel, which CAN be provided by a rear left drive wheel drive motor and a transmission device (27), output by a rear left drive wheel drive motor controller (26) through the CAN bus, and the maximum braking force of a front left drive wheel, which CAN be provided by a front right drive wheel drive motor and a transmission device (56), output by a front right drive wheel drive motor controller (55) through the CAN bus The maximum motor braking force of the wheel, which is provided by the front left driving wheel driving motor and the transmission device (45) output by the front left driving wheel driving motor controller (46) through the CAN bus, judges whether to trigger the braking energy recovery function, and controls the rear driving shaft switch electromagnetic valve (5) and the front driving shaft switch electromagnetic valve (65) according to the judgment.

When a brake pedal is stepped on and a braking energy recovery function is triggered, the whole vehicle controller (35) controls the conduction of the rear driving shaft switch electromagnetic valve (5), and the conduction between the port b of the auxiliary gas storage tank (3) and the port a of the first three-way valve (7) is realized; the whole vehicle controller (35) controls the conduction of the front drive shaft switch electromagnetic valve (65), and the conduction between the port c of the auxiliary air storage tank (3) and the port a of the twelfth three-way valve (63).

When a brake pedal is stepped on but the braking energy recovery function is not triggered, the whole vehicle controller (35) controls the rear driving shaft switch electromagnetic valve (5) to be switched off, and the port b of the auxiliary gas storage tank (3) is not communicated with the port a of the first three-way valve (7); the vehicle control unit (35) controls the front drive shaft switch electromagnetic valve (65) to be turned off, and the port c of the auxiliary air storage tank (3) and the port a of the twelfth three-way valve (63) are not communicated.

When a driver releases a brake pedal (1), the vehicle control unit (35) controls the rear drive shaft switch electromagnetic valve (5) to disconnect the connection between the port b of the auxiliary air storage tank (3) and the port a of the first three-way valve (7); the vehicle control unit (35) controls the front drive shaft switch electromagnetic valve (65) to disconnect the port c of the auxiliary air storage tank (3) from the port a of the twelfth three-way valve (63).

Compared with the prior art, the invention adds the auxiliary air storage tank (3), the rear driving shaft switch electromagnetic valve (5), the first three-way valve (7), the rear driving shaft relay valve (8), the second three-way valve (9), the rear right driving wheel stacked one-way valve (10), the third three-way valve (11), the rear right driving wheel brake pressure sensor (17), the rear right driving wheel one-way valve (20), the fourth three-way valve (21), the rear left driving wheel one-way valve (22), the rear left driving wheel brake pressure sensor (25), the fifth three-way valve (31), the rear left driving wheel stacked one-way valve (32), the sixth three-way valve (33), the front driving shaft relay valve (37), the seventh three-way valve (38), the eighth three-way valve (39), the front left driving wheel stacked one-way valve (40), the ninth three-way valve (41) and the third three-way valve (41) in the existing brake energy recovery system, A front left driving wheel brake pressure sensor (47), a front left driving wheel one-way valve (50), a front right driving wheel one-way valve (51), a front right driving wheel brake pressure sensor (54), a thirteenth through valve (60), a front right driving wheel stacked one-way valve (61), an eleventh three-way valve (62), a twelfth three-way valve (63), a brake pedal displacement sensor (64), a front driving shaft switch electromagnetic valve (65) and the like, so that each driving wheel brake loop has two independent high-pressure air sources and a double-loop structure, when the recovery of brake energy is triggered, the air source with higher air pressure in the two high-pressure air sources can provide high-pressure air for the brake chamber of the driving wheel, therefore, the key problems that the response speed of the coupling braking force of the driving wheels 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 four-wheel distributed 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. the rear driving shaft switches the electromagnetic valve; 6. an air compressor; 7. a first three-way valve; 8. a rear drive shaft relay valve; 9. a second three-way valve; 10. the rear right driving wheel is provided with a superposed one-way valve; 11. a third three-way valve; 12. a rear right drive wheel brake; 13. a rear right drive wheel; 14. a rear right driving wheel speed sensor; 15. a rear right driving wheel driving motor and a transmission device; 16. a rear right drive wheel drive motor controller; 17. a rear right driving wheel brake pressure sensor; 18. a rear right driving wheel brake chamber; 19. the rear right driving wheel ABS electromagnetic valve; 20. rear right driving wheel one-way valves; 21. a fourth three-way valve; 22. a rear left drive wheel check valve; 23. the rear left driving wheel ABS electromagnetic valve; 24. a rear left driving wheel brake chamber; 25. a rear left drive wheel brake pressure sensor; 26. a rear left drive wheel drive motor controller; 27. a rear left driving wheel driving motor and a transmission device; 28. a rear left drive wheel speed sensor; 29. a rear left drive wheel brake; 30. a rear left drive wheel; 31. a fifth three-way valve; 32. a rear left driving wheel superposed one-way valve; 33. a sixth three-way valve; 34. a battery management system; 35. a vehicle control unit; 36. a brake controller; 37. a front drive shaft relay valve; 38. a seventh three-way valve; 39. an eighth three-way valve; 40. a front left driving wheel superposed one-way valve; 41. a ninth three-way valve; 42. a front left drive wheel; 43. a front left drive wheel brake; 44. a front left drive wheel speed sensor; 45. a front left driving wheel driving motor and a transmission device; 46. a front left drive wheel drive motor controller; 47. a front left drive wheel brake pressure sensor; 48. a front left drive wheel brake chamber; 49. the front left driving wheel ABS electromagnetic valve; 50. a front left drive wheel check valve; 51. a front right driving wheel one-way valve; 52. front right driving wheel ABS electromagnetic valve; 53. front right driving wheel brake chamber; 54. a front right drive wheel brake pressure sensor; 55. a front right drive wheel drive motor controller; 56. a front right driving wheel driving motor and a transmission device; 57. a front right drive wheel speed sensor; 58. a front right drive wheel brake; 59. a front right drive wheel; 60. a thirteenth way valve; 61. a front right driving wheel superposed one-way valve; 62. an eleventh three-way valve; 63. a twelfth three-way valve; 64. a brake pedal displacement sensor; 65. the front drive shaft switches the electromagnetic valve.

The following describes a specific embodiment of the present invention.

The invention provides a braking energy recovery system of a four-wheel distributed drive 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 four-wheel distributed 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 rear drive shaft switch electromagnetic valve (5), an air compressor (6), a first three-way valve (7), a rear drive shaft relay valve (8), a second three-way valve (9), a rear right drive wheel superposition type one-way valve (10), a third three-way valve (11), a rear right drive wheel speed sensor (14), a rear right drive wheel drive motor and transmission device (15), a rear right drive wheel drive motor controller (16), a rear right drive wheel braking pressure sensor (17), a rear right drive wheel braking air chamber (18), a rear right drive wheel ABS electromagnetic valve (19), a rear right drive wheel one-way valve (20), a fourth three-way valve (21), A rear left driving wheel one-way valve (22), a rear left driving wheel ABS solenoid valve (23), a rear left driving wheel brake air chamber (24), a rear left driving wheel brake pressure sensor (25), a rear left driving wheel driving motor and transmission device (26), a rear left driving wheel driving motor controller (27), a rear left driving wheel speed sensor (28), a fifth three-way valve (31), a rear left driving wheel superposed one-way valve (32), a sixth three-way valve (33), a battery management system (34), a whole vehicle controller (35), a brake controller (36), a front driving shaft relay valve (37), a seventh three-way valve (38), an eighth three-way valve (39), a front left driving wheel superposed one-way valve (40), a ninth three-way valve (41), a front left driving wheel speed sensor (44), a front left driving wheel driving motor and transmission device (45), A front left driving wheel driving motor controller (46), a front left driving wheel braking pressure sensor (47), a front left driving wheel braking air chamber (48), a front left driving wheel ABS electromagnetic valve (49), a front left driving wheel one-way valve (50), a front right driving wheel one-way valve (51), a front right driving wheel ABS electromagnetic valve (52), a front right driving wheel braking air chamber (53) and a front right driving wheel braking pressure sensor (54), the device comprises a front right driving wheel driving motor controller (55), a front right driving wheel driving motor and transmission device (56), a front right driving wheel speed sensor (57), a thirteenth through valve (60), a front right driving wheel superposition type one-way valve (61), an eleventh through valve (62), a twelfth through valve (63), a brake pedal displacement sensor (64) and a front driving shaft switch electromagnetic valve (65).

A port a of the seventh three-way valve (38) is connected with a port c of an eleventh three-way valve (62) through an air passage, a port a of the eleventh three-way valve (62) is connected with an air inlet port a of a front right driving wheel superposition type one-way valve (61) through an air passage, a port b of the eleventh three-way valve (62) is connected with an air outlet port b of a front right driving wheel one-way valve (51) through an air passage, an air outlet port c of the front right driving wheel superposition type one-way valve (61) is connected with a port a of a thirteenth three-way valve (60) through an air passage, an air inlet port a of the front right driving wheel one-way valve (51) is connected with a port c of the thirteenth three-way valve (60) through an air passage, a port b of the thirteenth three-way valve (60) is connected with an air inlet port a of a front right driving wheel ABS electromagnetic valve (52) through an air passage, and an air inlet port b of the front right driving wheel ABS electromagnetic valve (52) is connected with a front right driving wheel brake air chamber (53) through an air passage;

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 rear right driving wheel speed sensor (14), a rear left driving wheel speed sensor (28), a front left driving wheel speed sensor (44) and a front right driving wheel speed sensor (57).

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 (64), a rear right driving wheel brake pressure value output by the rear right driving wheel brake pressure sensor (17), a rear left driving wheel brake pressure value output by the rear left driving wheel brake pressure sensor (25), a front right driving wheel brake pressure value output by the front right driving wheel brake pressure sensor (54), a front left driving wheel brake pressure value output by the front left driving wheel brake pressure sensor (47), a maximum charging current allowed by a battery output by the battery management system (34) through a CAN bus, and a rear right driving wheel driving motor braking force provided by the rear right driving wheel driving motor controller (16) through the CAN bus and the transmission device (15), the rear left driving wheel driving motor controller (26) outputs the maximum rear left driving wheel motor braking force which CAN be provided by the rear left driving wheel driving motor and transmission device (27) through the CAN bus, the front right driving wheel driving motor controller (55) outputs the maximum front right driving wheel motor braking force which CAN be provided by the front right driving wheel driving motor and transmission device (56) through the CAN bus, and the front left driving wheel driving motor controller (46) outputs the maximum front left driving wheel motor braking force which CAN be provided by the front left driving wheel driving motor and transmission device (45) through the CAN bus.

The maximum motor braking force which CAN be applied to the rear right driving wheel (13) by the rear right driving wheel driving motor and transmission device (15), the maximum motor braking force which CAN be applied to the rear left driving wheel (30) by the rear left driving wheel driving motor and transmission device (27), the maximum motor braking force which CAN be applied to the front right driving wheel driving motor and transmission device (56) and the maximum motor braking force which CAN be applied to the front right driving wheel (59) by the front left driving wheel driving motor and transmission device (45) and the maximum motor braking force which CAN be applied to the front left driving wheel (42) by the whole vehicle controller (35) are determined according to the whole vehicle speed, the whole vehicle acceleration, the maximum charging current allowed by the battery output by the battery management system (34) through a CAN bus, and the maximum motor braking force of the rear right driving wheel which CAN be provided by the rear right driving wheel driving motor and transmission device (15) output by the rear right driving wheel driving motor controller (16) through the CAN bus, the rear left driving wheel driving motor controller (26) outputs the maximum rear left driving wheel motor braking force which CAN be provided by the rear left driving wheel driving motor and transmission device (27) through the CAN bus, the front right driving wheel driving motor controller (55) outputs the maximum front right driving wheel motor braking force which CAN be provided by the front right driving wheel driving motor and transmission device (56) through the CAN bus, and the front left driving wheel driving motor controller (46) determines the maximum front left driving wheel motor braking force which CAN be provided by the front left driving wheel driving motor and transmission device (45) through the CAN bus.

The vehicle control unit (35) outputs the vehicle speed through the CAN bus based on the brake controller (36), the pedal displacement signal output by the brake pedal displacement sensor (64), the maximum charging current allowed by the battery output through the CAN bus by the battery management system (34), the maximum rear right driving wheel motor braking force provided by the rear right driving wheel driving motor and transmission device (15) output through the CAN bus by the rear right driving wheel driving motor controller (16), the maximum rear left driving wheel motor braking force provided by the rear left driving wheel driving motor and transmission device (27) output through the CAN bus by the rear left driving wheel driving motor controller (26), the maximum front right driving wheel motor braking force provided by the front right driving wheel driving motor and transmission device (56) output through the CAN bus by the front right driving wheel driving motor controller (55), the maximum front right driving wheel motor braking force provided by the front right driving wheel driving motor and transmission device (56), The front left driving wheel driving motor controller (46) outputs the maximum motor braking force of the front left driving wheel provided by the front left driving wheel driving motor and the transmission device (45) through the CAN bus, and judges whether to trigger the braking energy recovery function according to the following four conditions: the method comprises the following steps that under the first condition, a vehicle speed value output by a brake controller (36) is larger than a minimum vehicle speed threshold value allowing brake energy to be recovered; under the second condition, a pedal displacement signal output by a brake pedal displacement sensor (64) is larger than a pedal displacement threshold value for triggering braking energy recovery; the third condition is that the maximum allowable battery charging current output by the battery management system (34) is greater than 0; and fourthly, determining that the braking force required by the rear right driving wheel motor, the braking force required by the rear left driving wheel motor, the braking force required by the front right driving wheel motor or the braking force required by the front left bullet train wheel motor is greater than the minimum motor braking force threshold value allowing the braking energy to be recovered by the vehicle control unit (35).

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 front left driving wheel (42), the front right driving wheel (59), the rear left driving wheel (30) and the rear right driving wheel (13) according to the vehicle speed, the vehicle acceleration and the brake pedal displacement.

The vehicle control unit (35) controls the vehicle control unit according to a total braking force target value required by the front left driving wheel (42), the front right driving wheel (59), the rear left driving wheel (30) and the rear right driving wheel (13), a battery allowable maximum charging current output by the battery management system (34) through a CAN bus, a rear right driving wheel maximum motor braking force provided by the rear right driving wheel driving motor and transmission device (15) output by the rear right driving wheel driving motor controller (16) through the CAN bus, a rear left driving wheel maximum motor braking force provided by the rear left driving wheel driving motor and transmission device (27) output by the rear left driving wheel driving motor controller (26) through the CAN bus, a front right driving wheel maximum motor braking force provided by the front right driving wheel driving motor and transmission device (56) output by the front right driving wheel driving motor controller (55) through the CAN bus, a total braking force target value required by the front left driving wheel driving motor and the rear right driving wheel (30) and the rear right driving wheel (13), a maximum motor braking force provided by the rear right driving wheel driving motor controller (16) through the CAN bus, a rear left driving motor and transmission device (15) through the CAN bus, a rear right driving motor braking force provided by the rear left driving motor controller, The front left driving wheel driving motor controller (46) determines motor braking force target values required by the front left driving wheel (42), the front right driving wheel (59), the rear left driving wheel (30) and the rear right driving wheel (13) through the maximum motor braking force of the front left driving wheel, which is output by the CAN bus and CAN be provided by the front left driving wheel driving motor and the transmission device (45).

The vehicle control unit (35) determines a target value of the air pressure braking force of the rear left driving wheel (30) according to the target value of the total braking force of the rear left driving wheel (30) and the target value of the motor braking force required by the rear left driving wheel (30).

The vehicle control unit (35) determines a target value of the air pressure braking force of the rear right driving wheel (13) according to the target value of the total braking force of the rear right driving wheel (13) and the target value of the motor braking force required by the rear right driving wheel (13).

The vehicle control unit (35) determines a target value of air pressure braking force of the front left driving wheel (42) on the basis of a target value of total braking force of the front left driving wheel (42) and a target value of motor braking force required for the front left driving wheel (42).

The vehicle control unit (35) determines a target value of the air pressure braking force of the front right driving wheel (59) according to the target value of the total braking force of the front right driving wheel (59) and a target value of the motor braking force required by the front right driving wheel (59).

The vehicle control unit (35) outputs a required motor braking force target value of a rear left driving wheel (30) to a rear left driving wheel driving motor controller (26) through a CAN bus, the vehicle control unit (35) outputs a required motor braking force target value of a rear right driving wheel (13) to a rear right driving wheel driving motor controller (16) through the CAN bus, the vehicle control unit (35) outputs a required motor braking force target value of a front right driving wheel (59) to a front right driving wheel driving motor controller (55) through the CAN bus, the vehicle control unit (35) outputs a required motor braking force target value of a front left driving wheel (42) to a front left driving wheel driving motor controller (46) through the CAN bus, and the vehicle control unit (35) outputs air pressure braking force target values of the front left driving wheel (42), the front right driving wheel (59), the rear left driving wheel (30) and the rear right driving wheel (13), The actual value of the rear right driving wheel air pressure braking force output by the rear right driving wheel braking pressure sensor (17), the actual value of the front right driving wheel air pressure braking force output by the front right driving wheel braking pressure sensor (54), the actual value of the rear left driving wheel air pressure braking force output by the rear left driving wheel braking pressure sensor (25), and the actual value of the front left driving wheel air pressure braking force output by the front left driving wheel braking pressure sensor (47) are sent to the braking controller (36).

The principle of applying braking to the rear left drive wheel (30) when triggering the braking energy recovery function is as follows.

The whole vehicle controller (35) controls the conduction of the rear drive shaft switching electromagnetic valve (5), 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 rear drive shaft switching 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 rear left drive wheel superposition type one-way valve (32).

High-pressure gas in the main gas storage tank (4) enters a control port c of the rear 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 rear 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 rear drive shaft relay valve (8), the ports b and c of the second three-way valve (9), the port c and the port a of the sixth three-way valve (33) to reach the port a of the rear left drive wheel superposition type one-way valve (32).

At this time, the conditions of supplying the braking pressure to the rear left driving wheel braking air chamber (24) are divided into the following two conditions according to the air pressure of the port a of the rear left driving wheel superposition type check valve (32) and the air pressure of the port b of the rear left driving wheel superposition type check valve (32).

When the air pressure at the port a of the rear left driving wheel superposition type one-way valve (32) is larger than the air pressure at the port b, the main air storage tank (4) provides high-pressure air for the brake chamber (24) of the rear left 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 rear 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 sixth three-way valve (33), a port a and a port c of the rear left drive wheel superposition type check valve (32), a port a and a port b of the fifth three-way valve (31), and a port a and a port b of the rear left drive wheel ABS solenoid valve (23) to enter the rear left drive wheel brake chamber (24), so that air pressure braking force can be applied to the rear left drive wheel (30) through the rear left drive wheel brake (29).

When the air pressure at the port a of the rear left driving wheel superposition type one-way valve (32) is smaller than the air pressure at the port b, the auxiliary air storage tank (3) provides high-pressure air for the brake chamber (24) of the rear left 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 rear drive shaft switching 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 rear left drive wheel superposition type one-way valve (32), a port a and a port b of the fifth three-way valve (31) and a port a and a port b of the rear left drive wheel ABS solenoid valve (23) and enters the rear left drive wheel brake chamber (24), so that air pressure brake force can be applied to the rear left drive wheel (30) through the rear left drive wheel brake (29).

In order to realize the decoupling control of the motor braking force and the air pressure braking force of the rear left driving wheel (30), the air pressure braking force of the rear left driving wheel (30) is adjusted through the ABS electromagnetic valve (23) of the rear left driving wheel, and the modes of applying the braking force to the rear left driving wheel (30) are divided into the following two modes according to the relation between the maximum motor braking force which can be applied to the rear left driving wheel (30) by the rear left driving wheel driving motor and transmission device (27) and the total braking force target value of the rear left driving wheel (30).

The first mode is as follows: when the maximum motor braking force applied to the rear left driving wheel (30) by the rear left driving wheel driving motor and transmission device (27) is larger than or equal to the total braking force target value of the rear left driving wheel (30), the air pressure braking force target value of the rear left driving wheel (30) is 0, at the moment, the brake controller (36) controls the port a of the rear left driving wheel ABS electromagnetic valve (23) to be closed through a signal line, the port b and the port c are opened, the air path connection between the rear left driving wheel braking air chamber (24) and the port b of the fifth three-way valve (31) is disconnected, the rear left driving wheel braking air chamber (24) is communicated with the atmosphere through the port b and the port c of the rear left driving wheel ABS electromagnetic valve (23), and at the moment, the rear left driving wheel driving motor and transmission device (27) applies required braking force to the rear left driving wheel (30).

And a second mode: when the maximum motor braking force that the rear left drive wheel drive motor and transmission (27) can apply to the rear left drive wheel (30) is less than the target value of the total braking force of the rear left drive wheel (30), the rear left drive wheel drive motor and transmission (27) applies the maximum motor braking force to the rear left drive wheel (30).

The target value of the air pressure braking force of the rear left driving wheel (30) is determined by the difference between the target value of the total braking force of the rear left driving wheel (30) and the maximum motor braking force applied to the rear left driving wheel (30) by the rear left driving wheel driving motor and transmission device (27), and the conditions of applying the air pressure braking force to the rear left driving wheel (30) are divided into the following three according to the relationship between the target value of the air pressure braking force of the rear left driving wheel (30) and the actual value of the air pressure braking force.

When the target value of the air pressure braking force of the rear left driving wheel (30) 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 (23) of the rear 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 fifth three-way valve (31) enters the brake air chamber (24) of the rear left driving wheel through the port a and the port b of the ABS electromagnetic valve (23) of the rear left driving wheel so as to increase the actual air pressure braking force of the rear left driving wheel (30).

When the target value of the air pressure braking force of the rear left driving wheel (30) 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 (23) of the rear left driving wheel to be closed through signal lines, the port b and the port c are conducted, and high-pressure air at the brake air chamber (24) of the rear left driving wheel is exhausted into the atmosphere through the port b and the port c of the ABS electromagnetic valve (23) of the rear left driving wheel so as to reduce the actual air pressure braking force of the rear left driving wheel (30).

When the target value of the air pressure braking force of the rear left driving wheel (30) 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 (23) of the rear left driving wheel to be closed through signal lines, and the air pressure in the brake air chamber (24) of the rear left driving wheel is kept unchanged so as to realize the maintenance of the actual air pressure braking force of the rear left driving wheel (30).

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

And the rear driving shaft 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 rear left driving wheel superposition type one-way valve (32) has no high-pressure air.

And a port b of the rear left driving wheel superposition type one-way valve (32) is closed, a port a and a port c are communicated, 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 the rear driving 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 sixth three-way valve (33), a port a and a port c of the rear left driving wheel superposition type one-way valve (32), a port a and a port b of the fifth three-way valve (31), and a port a and a port b of the rear left driving wheel ABS solenoid valve (23) to enter the rear left driving wheel brake chamber (24), so that air pressure braking force is applied to the rear left driving wheel (30) through the rear left driving wheel brake (29).

The brake release of the rear left driving wheel (30) 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 rear left driving wheel driving motor controller (26) to apply motor braking force to the rear left driving wheel (30) by the rear left driving wheel driving motor and the transmission device (27) to reduce so as to release the motor braking force of the rear left driving wheel.

When a driver releases a brake pedal (1), a brake valve (2) is closed, a rear drive shaft relay valve (8) breaks 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 rear drive shaft switch electromagnetic valve (5) breaks 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 rear left drive wheel brake air chamber (24) sequentially passes through a port b and a port a of a rear left drive wheel ABS electromagnetic valve (23), a port b and a port c of a fifth three-way valve (31), a port a and a port b of a rear left drive wheel check valve (22), a port b and a port c of a sixth three-way valve (33) and a port c and a port b of the second three-way valve (9) to enter the rear drive shaft relay valve (8), and is discharged into the atmosphere through the rear drive shaft relay valve (8), so that the air pressure braking force of a rear left drive wheel (30) is released, in the process, the ABS electromagnetic valve (23) of the rear left driving wheel is not controlled.

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

The whole vehicle controller (35) controls the conduction of the rear drive shaft switching electromagnetic valve (5), 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 rear drive shaft switching 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 rear right drive wheel superposition type one-way valve (10).

High-pressure gas in the main gas storage tank (4) enters a control port c of the rear 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 rear 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 rear drive shaft relay valve (8), the ports b and 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 rear right drive wheel superposition type one-way valve (10).

At this time, the conditions of supplying the braking pressure to the rear right driving wheel braking air chamber (18) are divided into the following two conditions according to the air pressure of the port a of the rear right driving wheel superposition type one-way valve (10) and the air pressure of the port b of the rear right driving wheel superposition type one-way valve (10).

When the air pressure at the port a of the rear 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 air chamber (18) of the rear right driving wheel; 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 rear drive shaft relay valve (8), a port b and a port a of a second three-way valve (9), a port c and a port a of a fourth three-way valve (21), a port a and a port c of a rear right drive wheel superposition type one-way valve (10), a port a and a port b of a third three-way valve (11), and a port a and a port b of a rear right drive wheel ABS solenoid valve (19) to enter a rear right drive wheel brake chamber (18), so that air pressure braking force can be applied to a rear right drive wheel (13) through a rear right drive wheel brake (12).

When the air pressure at the port a of the rear 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 rear 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 rear drive shaft switching 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 rear 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 rear right drive wheel ABS solenoid valve (19) and enters the rear right drive wheel brake chamber (18), so that air pressure brake force can be applied to the rear right drive wheel (13) through the rear right drive wheel brake (12).

In order to realize the decoupling control of the motor braking force and the air pressure braking force of the rear right driving wheel (13), the air pressure braking force of the rear right driving wheel (13) is adjusted through the ABS electromagnetic valve (19) of the rear right driving wheel, and the modes of applying the braking force to the rear right driving wheel (13) are divided into the following two modes according to the relation between the maximum motor braking force which can be applied to the rear right driving wheel (13) by the rear right driving wheel driving motor and transmission device (15) and the total braking force target value of the rear right driving wheel (13).

The first mode is as follows: when the maximum motor braking force applied to the rear right driving wheel (13) by the rear right driving wheel driving motor and transmission device (15) is larger than the total braking force target value of the rear right driving wheel (13), the air pressure braking force target value of the rear right driving wheel (13) is 0, at the moment, the brake controller (36) controls the port a of the rear 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 rear right driving wheel brake air chamber (18) and the third three-way valve (11) is disconnected, the rear right driving wheel brake air chamber (18) is communicated with the atmosphere through the port b and the port c of the rear right driving wheel ABS electromagnetic valve (19), and at the moment, the rear right driving wheel driving motor and transmission device (15) applies the required braking force to the rear right driving wheel (13).

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

The target value of the air pressure braking force of the rear right driving wheel (13) is determined by the difference between the target value of the total braking force of the rear right driving wheel (13) and the maximum motor braking force applied to the rear right driving wheel (13) by the rear right driving wheel driving motor and transmission device (15), and the conditions of applying the air pressure braking force to the rear 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 rear 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 rear 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 rear 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 rear right driving wheel through the port a and the port b of the ABS electromagnetic valve (19) of the rear right driving wheel so as to increase the actual air pressure braking force of the rear right driving wheel (13).

When the target value of the air pressure braking force of the rear 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 rear right driving wheel to be closed through signal lines, the port b and the port c are conducted, and high-pressure air at the brake air chamber (18) of the rear right driving wheel is exhausted into the atmosphere through the port b and the port c of the ABS electromagnetic valve (19) of the rear right driving wheel so as to reduce the actual air pressure braking force of the rear right driving wheel (13).

When the target value of the air pressure braking force of the rear 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 rear right driving wheel to be closed through a signal line, and the air pressure in the brake air chamber (18) of the rear right driving wheel is kept unchanged so as to realize the maintenance of the actual air pressure braking force of the rear right driving wheel (13).

And the rear driving shaft 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 rear right driving wheel superposition type one-way valve (10) has no high-pressure air.

And a port b of the rear right driving wheel superposition type one-way valve (10) is closed, a port a and a port c are communicated, 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 the rear driving 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 rear 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 rear right driving wheel ABS solenoid valve (19) to enter a rear right driving wheel brake chamber (18), so that air pressure braking force is applied to the rear right driving wheel (13) through the rear right driving wheel brake (12).

The brake release of the rear 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 motor braking force applied to the rear right driving wheel (13) by the rear right driving wheel driving motor and the transmission device (15) to be reduced through the rear right driving wheel driving motor controller (16) so as to release the motor braking force of the rear right driving wheel.

When a driver releases a brake pedal (1), a brake valve (2) is closed, a rear drive shaft relay valve (8) breaks 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 rear drive shaft switch electromagnetic valve (5) breaks 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 rear right drive wheel brake air chamber (18) sequentially passes through a port b and a port a of a rear 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 rear 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 the second three-way valve (9) to enter the rear drive shaft relay valve (8), and is discharged into the atmosphere through the rear drive shaft relay valve (8), so that the air pressure braking force of a rear right drive wheel (13) is released, in the process, the ABS electromagnetic valve (19) of the rear right driving wheel is not controlled.

When the braking energy recovery function is triggered, the braking is applied to the front left drive wheel (42) as follows.

The whole vehicle controller (35) controls the conduction of the front drive shaft switch electromagnetic valve (65), and high-pressure gas in the auxiliary gas storage tank (3) sequentially passes through a port c of the auxiliary gas storage tank (3), a port a and a port b of the front drive shaft switch electromagnetic valve (65), a port a and a port c of the twelfth three-way valve (63) and reaches a port b of the front left drive wheel superposition type one-way valve (40).

High-pressure gas in the main gas storage tank (4) enters a control port c of the front drive shaft relay valve (37) through a port c of the main gas storage tank (4) and a port b and a port c of the brake valve (2) to enable the port a and the port b of the front drive shaft relay valve (37) to be communicated, and the high-pressure gas in the main gas storage tank (4) sequentially passes through the port b of the main gas storage tank (4), the port a and the port b of the front drive shaft relay valve (37), the port b and the port c of the seventh three-way valve (38), the port c and the port a of the eighth three-way valve (39) to reach the port a of the front left drive wheel superposition type one-way valve (40).

At this time, the case of supplying the brake pressure to the front left drive wheel brake chamber (48) is divided into the following two cases according to the magnitude of the air pressure at the port a of the front left drive wheel superposition type check valve (40) and the air pressure at the port b of the front left drive wheel superposition type check valve (40).

When the air pressure at the port a of the front left driving wheel superposition type one-way valve (40) is larger than the air pressure at the port b, high-pressure air is provided for a front left driving wheel brake air chamber (48) by a main air storage tank (4); at this time, the high-pressure gas in the main gas tank (4) passes through the port b of the main gas tank (4), the port a and the port b of the front drive shaft relay valve (37), the port b and the port c of the seventh three-way valve (38), the port c and the port a of the eighth three-way valve (39), the port a and the port c of the front left drive wheel superposition type check valve (40), the port a and the port b of the ninth three-way valve (41), and the port a and the port b of the front left drive wheel ABS solenoid valve (49) in sequence to enter the front left drive wheel brake chamber (48), so that the front left drive wheel brake (42) can be applied with pneumatic brake force by the front left drive wheel brake (43).

When the air pressure at the port a of the front left driving wheel superposition type one-way valve (40) is smaller than the air pressure at the port b, the auxiliary air storage tank (3) provides high-pressure air for a front left driving wheel brake chamber (48); at this time, the high-pressure gas in the auxiliary gas tank (3) sequentially passes through a port c of the auxiliary gas tank (3), a port a and a port b of the front drive shaft switching solenoid valve (65), a port a and a port c of the twelfth three-way valve (63), a port b and a port c of the front left drive wheel superposition type one-way valve (40), a port a and a port b of the ninth three-way valve (41), and a port a and a port b of the front left drive wheel ABS solenoid valve (49), and enters the front left drive wheel brake chamber (48), so that the front left drive wheel brake (43) can apply air pressure brake force to the front left drive wheel (42).

In order to realize the decoupling control of the motor braking force and the air pressure braking force of the front left driving wheel (42), the air pressure braking force of the front left driving wheel (42) is adjusted through the ABS electromagnetic valve (49) of the front left driving wheel, and the modes of applying the braking force to the front left driving wheel (42) are divided into the following two modes according to the relation between the maximum motor braking force which can be applied to the front left driving wheel (42) by the driving motor and the transmission device (45) of the front left driving wheel and the target value of the total braking force of the front left driving wheel (42).

The first mode is as follows: when the maximum motor braking force applied to the front left driving wheel (42) by the front left driving wheel driving motor and transmission device (45) is larger than or equal to the total braking force target value of the front left driving wheel (42), the air pressure braking force target value of the front left driving wheel (42) is 0, at the moment, the braking controller (36) controls the port a of the front left driving wheel ABS electromagnetic valve (49) to be closed through a signal line, the port b and the port c are opened, the air path connection between the front left driving wheel braking air chamber (48) and the port b of the ninth three-way valve (41) is disconnected, the front left driving wheel braking air chamber (48) is communicated with the atmosphere through the port b and the port c of the front left driving wheel ABS electromagnetic valve (49), and at the moment, the front left driving wheel driving motor and transmission device (45) applies required braking force to the front left driving wheel (42).

And a second mode: when the maximum motor braking force which can be applied to the front left driving wheel (42) by the front left driving wheel driving motor and transmission device (45) is smaller than the target value of the total braking force of the front left driving wheel (42), the front left driving wheel driving motor and transmission device (45) applies the maximum motor braking force to the front left driving wheel (42).

The target value of the pneumatic braking force of the front left driving wheel (42) is determined by the difference between the target value of the total braking force of the front left driving wheel (42) and the maximum motor braking force applied to the front left driving wheel (42) by the front left driving wheel driving motor and transmission device (45), and the cases of applying the pneumatic braking force to the front left driving wheel (42) are divided into the following three cases according to the relationship between the target value of the pneumatic braking force of the front left driving wheel (42) and the actual value of the pneumatic braking force.

When the target value of the air pressure braking force of the front left driving wheel (42) 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 (49) of the front 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 ninth three-way valve (41) enters a brake air chamber (48) of the front left driving wheel through the port a and the port b of the ABS electromagnetic valve (49) of the front left driving wheel so as to increase the actual air pressure braking force of the front left driving wheel (42).

When the target value of the air pressure braking force of the front left driving wheel (42) 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 (49) of the front 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 (48) of the front left driving wheel is exhausted into the atmosphere through the port b and the port c of the ABS electromagnetic valve (49) of the front left driving wheel so as to realize the reduction of the actual air pressure braking force of the front left driving wheel (42).

When the target value of the air pressure braking force of the front left driving wheel (42) is equal to the actual value of the air pressure braking force, the brake controller (36) controls the opening b and the opening c of the ABS electromagnetic valve (49) of the front left driving wheel to be closed through a signal line, and the air pressure in the brake air chamber (48) of the front left driving wheel is kept unchanged so as to realize the maintenance of the actual air pressure braking force of the front left driving wheel (42).

The front drive shaft switch electromagnetic valve (65) is closed, the air path between the port c of the auxiliary air storage tank (3) and the port a of the twelfth three-way valve (63) is disconnected, and the port b of the front left drive wheel superposition type one-way valve (40) is free of high-pressure air.

The port b of the front left driving wheel superposition type one-way valve (40) 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 b of the main gas storage tank (4), the port a and the port b of the front driving shaft relay valve (37), the port b and the port c of the seventh three-way valve (38), the port c and the port a of the eighth three-way valve (39), the port a and the port c of the front left driving wheel superposition type one-way valve (40), the port a and the port b of the ninth three-way valve (41), and the port a and the port b of the front left driving wheel ABS solenoid valve (49) to enter a front left driving wheel braking air chamber (48), so that air pressure braking force is applied to the front left driving wheel (42) through the front left driving wheel brake (43).

The brake release of the front left driving wheel (42) is divided into the release of the motor braking force and the release of the air pressure power, and the working process is as follows.

When a driver releases the brake pedal (1), the vehicle control unit (35) controls the front left driving wheel driving motor controller (46) to apply motor braking force to the front left driving wheel (42) by the front left driving wheel driving motor and the transmission device (45) to reduce so as to release the motor braking force of the front left driving wheel.

When a driver releases a brake pedal (1), a brake valve (2) is closed, a front drive shaft relay valve (37) disconnects an air path between a port b of a main air storage tank (4) and a port b of a seventh three-way valve (38), a front drive shaft switch electromagnetic valve (65) disconnects an air path between a port c of an auxiliary air storage tank (3) and a port a of a twelfth three-way valve (63), high-pressure air in a front left drive wheel brake air chamber (48) sequentially passes through the port b and the port a of a front left drive wheel ABS electromagnetic valve (49), the port b and the port c of a ninth three-way valve (41), the port a and the port b of a front left drive wheel one-way valve (50), the port b and the port c of an eighth three-way valve (39) and the port c and the port b of the seventh three-way valve (38) to enter the front drive shaft relay valve (37), and is discharged into the atmosphere through the front drive shaft relay valve (37), thus, the air pressure braking force of the front left driving wheel (42) is released, and the ABS electromagnetic valve (49) of the front left driving wheel is not controlled in the process.

When the braking energy recovery function is triggered, the braking is applied to the front right driving wheel (59) in the following process.

The whole vehicle controller (35) controls the conduction of the front drive shaft switch electromagnetic valve (65), and high-pressure gas in the auxiliary gas storage tank (3) sequentially passes through a port c of the auxiliary gas storage tank (3), a port a and a port b of the front drive shaft switch electromagnetic valve (65), a port a and a port b of the twelfth three-way valve (63) and reaches a port b of the front right drive wheel superposition type one-way valve (61).

High-pressure gas in the main gas storage tank (4) enters a control port c of the front drive shaft relay valve (37) through a port c of the main gas storage tank (4) and a port b and a port c of the brake valve (2) to enable the port a and the port b of the front drive shaft relay valve (37) to be communicated, and the high-pressure gas in the main gas storage tank (4) sequentially passes through the port b of the main gas storage tank (4), the port a and the port b of the front drive shaft relay valve (37), the port b and the port a of the seventh three-way valve (38), the port c and the port a of the eleventh three-way valve (62) to reach the port a of the front right drive wheel superposition type one-way valve (61).

At this time, the conditions of supplying the braking pressure to the front right driving wheel braking air chamber (53) are divided into the following two conditions according to the air pressure of the port a of the front right driving wheel superposition type check valve (61) and the air pressure of the port b of the front right driving wheel superposition type check valve (61).

When the air pressure of a port a of the front right driving wheel superposition type one-way valve (61) is larger than the air pressure of a port b, a main air storage tank (4) provides high-pressure air for a front right driving wheel brake air chamber (53); at this time, the high-pressure gas in the main gas tank (4) passes through the port b of the main gas tank (4), the port a and the port b of the front drive shaft relay valve (37), the port b and the port a of the seventh three-way valve (38), the port c and the port a of the eleventh three-way valve (62), the port a and the port c of the front right drive wheel superposition type check valve (61), the port a and the port b of the thirteenth three-way valve (60), and the port a and the port b of the front right drive wheel ABS solenoid valve (52) in sequence to enter the front right drive wheel brake chamber (53), so that the front right drive wheel brake (59) can be applied with pneumatic brake force by the front right drive wheel brake (58).

When the air pressure at the port a of the front right driving wheel superposition type one-way valve (61) is smaller than the air pressure at the port b, the auxiliary air storage tank (3) provides high-pressure air for the front right driving wheel brake air chamber (53); at this time, the high-pressure gas in the auxiliary gas tank (3) sequentially passes through a port c of the auxiliary gas tank (3), a port a and a port b of a front drive shaft switching solenoid valve (65), a port a and a port b of a twelfth three-way valve (63), a port b and a port c of a front right drive wheel superposition type one-way valve (61), a port a and a port b of a thirteenth three-way valve (60) and a port a and a port b of a front right drive wheel ABS solenoid valve (52) and enters a front right drive wheel brake chamber (53), so that pneumatic braking force can be applied to the front right drive wheel (59) through a front right drive wheel brake (58).

In order to realize the decoupling control of the motor braking force and the air pressure braking force of the front right driving wheel (59), the air pressure braking force of the front right driving wheel (59) is adjusted through the ABS electromagnetic valve (52) of the front right driving wheel, and the modes of applying the braking force to the front right driving wheel (59) are divided into the following two modes according to the relation between the maximum motor braking force which can be applied to the front right driving wheel (59) by the driving motor and the transmission device (56) of the front right driving wheel and the target value of the total braking force of the front right driving wheel (59).

The first mode is as follows: when the maximum motor braking force applied to the front right driving wheel (59) by the front right driving wheel driving motor and transmission device (56) is larger than the total braking force target value of the front right driving wheel (59), the air pressure braking force target value of the front right driving wheel (59) is 0, at the moment, the brake controller (36) controls the port a of the front right driving wheel ABS electromagnetic valve (52) to be closed through a signal line, the port b and the port c are opened, the air path connection between the front right driving wheel braking air chamber (53) and the thirteenth through valve (60) is disconnected, the front right driving wheel braking air chamber (53) is communicated with the atmosphere through the port b and the port c of the front right driving wheel ABS electromagnetic valve (52), and at the moment, the front right driving wheel driving motor and transmission device (56) applies the required braking force to the front right driving wheel (59).

And a second mode: when the maximum motor braking force which can be applied to the front right driving wheel (59) by the front right driving wheel driving motor and transmission device (56) is smaller than the target value of the total braking force of the front right driving wheel (59), the front right driving wheel driving motor and transmission device (56) applies the maximum motor braking force to the front right driving wheel (59).

The target value of the pneumatic braking force of the front right driving wheel (59) is determined by the difference between the target value of the total braking force of the front right driving wheel (59) and the maximum motor braking force applied to the front right driving wheel (59) by the front right driving wheel driving motor and transmission device (56), and the situations of applying the pneumatic braking force to the front right driving wheel (59) are divided into the following three according to the relation between the target value of the pneumatic braking force of the front right driving wheel (59) and the actual value of the pneumatic braking force.

When the target value of the air pressure braking force of the front right driving wheel (59) 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 (52) of the front 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 thirteenth communication valve (60) enters a brake air chamber (53) of the front right driving wheel through the port a and the port b of the ABS electromagnetic valve (52) of the front right driving wheel so as to increase the actual air pressure braking force of the front right driving wheel (59).

When the target value of the air pressure braking force of the front right driving wheel (59) 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 (52) of the front 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 (53) of the front right driving wheel is exhausted into the atmosphere through the port b and the port c of the ABS electromagnetic valve (52) of the front right driving wheel so as to realize the reduction of the actual air pressure braking force of the front right driving wheel (59).

When the target value of the air pressure braking force of the front right driving wheel (59) 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 (52) of the front right driving wheel to be closed through a signal line, and the air pressure in the brake air chamber (53) of the front right driving wheel is kept unchanged so as to realize the maintenance of the actual air pressure braking force of the front right driving wheel (59).

The front drive shaft switch electromagnetic valve (65) is closed, the air path between the port c of the auxiliary air storage tank (3) and the port a of the twelfth three-way valve (63) is disconnected, and high-pressure air does not exist at the port b of the front right drive wheel superposition type one-way valve (61).

And a port b of the front right driving wheel superposition type one-way valve (61) is closed, a port a and a port c are communicated, high-pressure gas in the main gas storage tank (4) sequentially passes through the port b of the main gas storage tank (4), the port a and the port b of the front driving shaft relay valve (37), the port b and the port a of the seventh three-way valve (38), the port c and the port a of the eleventh three-way valve (62), the port a and the port c of the front right driving wheel superposition type one-way valve (61), the port a and the port b of the thirteenth three-way valve (60), and the port a and the port b of the front right driving wheel ABS solenoid valve (52) to enter a front right driving wheel braking air chamber (53), so that air pressure braking force is applied to a front right driving wheel (59) through a front right driving wheel brake (58).

The brake release of the front right driving wheel (59) is divided into the release of the motor braking force and the release of the air pressure power, and the working process is as follows.

When a driver releases the brake pedal (1), the vehicle control unit (35) controls the front right driving wheel driving motor and the transmission device (56) to reduce the motor braking force applied to the front right driving wheel (59) through the front right driving wheel driving motor controller (55) so as to release the motor braking force of the front right driving wheel.

When a driver releases a brake pedal (1), a brake valve (2) is closed, a front drive shaft relay valve (37) cuts off the air path connection between a port b of a main air storage tank (4) and a port b of a seventh three-way valve (38), a front drive shaft switch electromagnetic valve (65) cuts off the air path connection between a port c of an auxiliary air storage tank (3) and a port a of a twelfth three-way valve (63), high-pressure air in a front right drive wheel brake air chamber (53) sequentially passes through the port b and the port a of a front right drive wheel ABS electromagnetic valve (52), the port b and the port c of a thirteenth three-way valve (60), the port a and the port b of a front right drive wheel one-way valve (51), the port b and the port c of an eleventh three-way valve (62) and the port a and the port b of the seventh three-way valve (38) to enter the front drive shaft relay valve (37), and is discharged into the atmosphere through the front drive shaft relay valve (37), thus, the air pressure braking force of the front right driving wheel (59) is released, and the ABS electromagnetic valve (52) of the front right driving wheel is not controlled in the process.

The working characteristics of a rear drive shaft switch electromagnetic valve (5), a front drive shaft switch electromagnetic valve (65), a rear right drive wheel stacked one-way valve (10), a rear left drive wheel stacked one-way valve (32), a front right drive wheel stacked one-way valve (61), a front left drive wheel stacked one-way valve (40), a rear right drive wheel one-way valve (20), a rear left drive wheel one-way valve (22), a front right drive wheel one-way valve (51) and a front left drive wheel one-way valve (50) in the four-wheel distributed drive electric vehicle braking energy recovery system based on the stacked one-way valves and the one-way valves are described as follows.

When a driver does not step on the brake pedal (1), the rear driving shaft switch electromagnetic valve (5) is in a turn-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 rear driving shaft 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 rear driving shaft 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).

When a driver does not step on the brake pedal (1), the front drive shaft switch electromagnetic valve (65) is in a turn-off state, and high-pressure gas does not exist at the port a of the twelfth three-way valve (63); when a driver steps on the brake pedal (1) but does not trigger the braking energy recovery function, the front drive shaft switch electromagnetic valve (65) is in a turn-off state, and no high-pressure gas exists at the port a of the twelfth three-way valve (63); when a driver steps on the brake pedal (1) and triggers the braking energy recovery function, the front drive shaft switch electromagnetic valve (65) is in a conducting state, and high-pressure gas is arranged at the port a of the twelfth three-way valve (63).

The rear right drive wheel superposition type one-way valve (10) has three ports: the gas can only flow into the gas inlet port a and the gas inlet port b of the rear right driving wheel superposition type one-way valve (10) and flow out of the gas outlet port c of the rear right driving wheel superposition type one-way valve (10), so that the gas can only flow to the rear right driving wheel brake air chamber (18) from the first three-way valve (7) or the rear 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 rear left drive wheel overlap check valve (32) has three ports: the gas can only flow into the rear left driving wheel superposition type one-way valve (32) from the gas inlet port a and the gas inlet port b and flow out of the rear left driving wheel superposition type one-way valve (32) from the gas outlet port c, so that the gas can only flow to the rear left driving wheel brake air chamber (24) from the first three-way valve (7) and the rear 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 front right drive wheel superposition type check valve (61) has three ports: the gas can only flow into the front right driving wheel superposition type one-way valve (61) from the gas inlet port a and the gas inlet port b, and can only flow out of the front right driving wheel superposition type one-way valve (61) from the gas outlet port c, so that the gas can only flow to the front right driving wheel brake air chamber (53) from the twelfth three-way valve (63) or the front driving shaft relay valve (37) 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 front left drive wheel summation check valve (40) has three ports: the air can only flow into the air inlet port a and the air inlet port b of the front left driving wheel superposition type one-way valve (40) and flow out of the air outlet port c of the front left driving wheel superposition type one-way valve (40), so that the air can only flow to the front left driving wheel brake air chamber (48) from the twelfth three-way valve (63) or the front driving shaft relay valve (37) 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 rear right drive wheel check valve (20) 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 rear right driving wheel brake air chamber (18) to the rear driving shaft relay valve (8).

The rear left drive wheel check valve (22) 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 can not 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 rear left driving wheel brake air chamber (24) to the rear driving shaft relay valve (8).

The front right drive wheel check valve (51) 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 can not 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 front right driving wheel brake air chamber (53) to the front driving shaft relay valve (37).

The front left drive wheel check valve (50) 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 front left driving wheel brake air chamber (48) to the front driving shaft relay valve (37).

From the above discussion, it can be known that the auxiliary air tank (3), the rear drive shaft on-off solenoid valve (5), the first three-way valve (7), the rear drive shaft relay valve (8), the second three-way valve (9), the rear right drive wheel stacked check valve (10), the third three-way valve (11), the rear right drive wheel brake pressure sensor (17), the rear right drive wheel check valve (20), the fourth three-way valve (21), the rear left drive wheel check valve (22), the rear left drive wheel brake pressure sensor (25), the fifth three-way valve (31), the rear left drive wheel stacked check valve (32), the sixth three-way valve (33), the front drive shaft relay valve (37), the seventh three-way valve (38), the eighth three-way valve (39), the front left drive wheel stacked check valve (40), the ninth three-way valve (41), the front left drive wheel brake pressure sensor (47), the front drive wheel brake pressure sensor (47), the brake pressure sensor (17), and the like are added to the existing brake energy recovery system, The brake system comprises a front left driving wheel one-way valve (50), a front right driving wheel one-way valve (51), a front right driving wheel brake pressure sensor (54), a thirteenth through valve (60), a front right driving wheel stacked one-way valve (61), an eleventh three-way valve (62), a twelfth three-way valve (63), a brake pedal displacement sensor (64), a front driving shaft switch electromagnetic valve (65) and the like, so that each driving wheel brake circuit has two independent high-pressure air sources and a double-circuit structure, and when a driver steps on a brake pedal (1) and does not trigger a brake energy recovery function, high-pressure air required by a rear left driving wheel (30), a rear right driving wheel (13), a front left driving wheel (42) and a front right driving wheel (59) is provided by a main air storage tank (4); when a driver steps on a brake pedal (1) and triggers a braking energy recovery function, high-pressure air required by a rear left driving wheel (30), a rear right driving wheel (13), a front left driving wheel (42) and a front right driving wheel (59) is provided by the air pressure in a main air storage tank (4) and an auxiliary air storage tank (3) to be large, so that 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 can be effectively solved.

Claims

1. The utility model provides a four-wheel distributed drive electric motor car braking energy recovery system based on stack formula check valve and check valve which characterized in that: comprises a brake pedal (1), a brake valve (2), an auxiliary gas storage tank (3), a main gas storage tank (4), a rear drive shaft switch solenoid valve (5), an air compressor (6), a first three-way valve (7), a rear drive shaft relay valve (8), a second three-way valve (9), a rear right drive wheel stacked one-way valve (10), a third three-way valve (11), a rear right drive wheel speed sensor (14), a rear right drive wheel drive motor and transmission device (15), a rear right drive wheel drive motor controller (16), a rear right drive wheel brake pressure sensor (17), a rear right drive wheel brake chamber (18), a rear right drive wheel ABS solenoid valve (19), a rear right drive wheel one-way valve (20), a fourth three-way valve (21), a rear left drive wheel one-way valve (22), a rear left drive wheel ABS (23), a rear left drive wheel brake chamber (24), A rear left driving wheel brake pressure sensor (25), a rear left driving wheel driving motor and transmission device (26), a rear left driving wheel driving motor controller (27), a rear left driving wheel speed sensor (28), a fifth three-way valve (31), a rear left driving wheel stacked type one-way valve (32), a sixth three-way valve (33), a battery management system (34), a whole vehicle controller (35), a brake controller (36), a front driving shaft relay valve (37), a seventh three-way valve (38), an eighth three-way valve (39), a front left driving wheel stacked type one-way valve (40), a ninth three-way valve (41), a front left driving wheel speed sensor (44), a front left driving wheel driving motor and transmission device (45), a front left driving wheel driving motor controller (46), a front left driving wheel brake pressure sensor (47), a front left driving wheel brake air chamber (48), A front left driving wheel ABS electromagnetic valve (49), a front left driving wheel one-way valve (50), a front right driving wheel one-way valve (51), a front right driving wheel ABS electromagnetic valve (52), a front right driving wheel brake air chamber (53), a front right driving wheel brake pressure sensor (54), a front right driving wheel driving motor controller (55), a front right driving wheel driving motor and transmission device (56), a front right driving wheel speed sensor (57), a thirteenth through valve (60), a front right driving wheel stacked one-way valve (61), an eleventh through valve (62), a twelfth through valve (63), a brake pedal displacement sensor (64) and a front driving shaft switch electromagnetic valve (65); 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 front drive 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 rear 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 rear drive shaft switching electromagnetic valve (5) through an air passage, an air outlet port b of the rear drive shaft switching electromagnetic valve (5) is connected with an air inlet port a of the first three-way valve (7) through an air passage, an air outlet port b of the first three-way valve (7) is connected with an air inlet port b of the rear right drive wheel superposition type one-way valve (10) through an air passage, and an air outlet port c of the first three-way valve (7) is connected with an air inlet port b of the rear left drive wheel superposition type one-way valve (32) through an air passage;

a port a of the rear 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 rear drive shaft relay valve (8) is connected with a port b of the second three-way valve (9) through an air passage;

a port a of the second three-way valve (9) is connected with a port c of a fourth three-way valve (21) through an air passage, the port a of the fourth three-way valve (21) is connected with an air inlet port a of a rear right driving wheel superposition type one-way valve (10) through an air passage, the port b of the fourth three-way valve (21) is connected with an air outlet port b of the rear right driving wheel one-way valve (20) through an air passage, the air outlet port c of the rear 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 passage, the air inlet port a of the rear right driving wheel one-way valve (20) is connected with a port c of the third three-way valve (11) through an air passage, the port b of the third three-way valve (11) is connected with an air inlet port a of a rear right driving wheel ABS solenoid valve (19) through an air passage, and the air inlet port b of the rear right driving wheel ABS solenoid valve (19) is connected with a rear right driving wheel brake air chamber (18) through an air passage;

a rear right driving wheel brake pressure sensor (17) is arranged on the rear 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 sixth three-way valve (33) through an air passage, a port a of the sixth three-way valve (33) is connected with an air inlet port a of a rear left driving wheel superposition type one-way valve (32) through the air passage, a port b of the sixth three-way valve (33) is connected with an air outlet port b of the rear left driving wheel one-way valve (22) through the air passage, an air outlet port c of the rear left driving wheel superposition type one-way valve (32) is connected with a port a of a fifth three-way valve (31) through the air passage, an air inlet port a of the rear left driving wheel one-way valve (22) is connected with a port c of the fifth three-way valve (31) through the air passage, a port b of the fifth three-way valve (31) is connected with an air inlet port a of a rear left driving wheel ABS electromagnetic valve (23) through the air passage, and an air inlet port b of the rear left driving wheel ABS electromagnetic valve (23) is connected with a rear left driving wheel braking air chamber (24) through the air passage;

a rear left driving wheel brake pressure sensor (25) is arranged on the rear left driving wheel brake chamber (24);

an air outlet port c of the auxiliary air storage tank (3) is connected with an air inlet port a of the front drive shaft switch electromagnetic valve (65) through an air passage, an air outlet port b of the front drive shaft switch electromagnetic valve (65) is connected with an air inlet port a of the twelfth three-way valve (63) through an air passage, an air outlet port b of the twelfth three-way valve (63) is connected with an air inlet port b of the front right drive wheel superposition type one-way valve (61) through an air passage, and an air outlet port c of the twelfth three-way valve (63) is connected with an air inlet port b of the front left drive wheel superposition type one-way valve (40) through an air passage;

a port a of the front drive shaft relay valve (37) is connected with an air outlet port b of the main air storage tank (4) through an air passage, and a port b of the front drive shaft relay valve (37) is connected with a port b of the seventh three-way valve (38) through an air passage;

a front right driving wheel brake pressure sensor (54) is arranged on the front right driving wheel brake air chamber (53);

a port c of the seventh three-way valve (38) is connected with a port c of an eighth three-way valve (39) through an air passage, a port a of the eighth three-way valve (39) is connected with an air inlet port a of a front left driving wheel superposition type one-way valve (40) through an air passage, a port b of the eighth three-way valve (39) is connected with an air outlet port b of a front left driving wheel one-way valve (50) through an air passage, an air outlet port c of the front left driving wheel superposition type one-way valve (40) is connected with a port a of a ninth three-way valve (41) through an air passage, an air inlet port a of the front left driving wheel one-way valve (50) is connected with a port c of the ninth three-way valve (41) through an air passage, a port b of the ninth three-way valve (41) is connected with an air inlet port a of a front left driving wheel ABS solenoid valve (49) through an air passage, and an air inlet port b of the front left driving wheel ABS solenoid valve (49) is connected with a front left driving wheel brake air chamber (48) through an air passage;

a front left driving wheel brake pressure sensor (47) is arranged on the front left driving wheel brake chamber (48);

a rear right driving wheel speed sensor (14), a rear left driving wheel speed sensor (28), a front left driving wheel speed sensor (44) and a front right driving wheel speed sensor (57) are connected with the brake controller (36) through signal lines;

the rear right driving wheel ABS electromagnetic valve (19), the rear left driving wheel ABS electromagnetic valve (23), the front left driving wheel ABS electromagnetic valve (49) and the front right driving wheel ABS electromagnetic valve (52) are connected with the brake controller (36) through signal lines;

the rear driving shaft switch electromagnetic valve (5), the rear right driving wheel brake pressure sensor (17), the rear left driving wheel brake pressure sensor (25), the front left driving wheel brake pressure sensor (47), the front right driving wheel brake pressure sensor (54), the brake pedal displacement sensor (64) and the front driving shaft switch electromagnetic valve (65) are connected with the whole vehicle controller (35) through signal lines; the rear right driving wheel driving motor controller (16), the rear left driving wheel driving motor controller (26), the front left driving wheel driving motor controller (46), the front right driving wheel driving motor controller (55), the battery management system (34), the whole vehicle controller (35) and the brake controller (36) are connected through a CAN bus.

2. The braking energy recovery system of four-wheel 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) is based on the vehicle speed outputted by the braking control unit (36) through the CAN bus, the pedal displacement signal outputted by the brake pedal displacement sensor (64), the maximum charging current allowed by the battery outputted by the battery management system (34) through the CAN bus, the maximum braking force of the rear right drive wheel provided by the rear right drive wheel drive motor and transmission (15) outputted by the rear right drive wheel drive motor controller (16) through the CAN bus, the maximum braking force of the front left drive wheel provided by the rear left drive wheel drive motor and transmission (27) outputted by the rear left drive wheel drive motor controller (26) through the CAN bus, and the maximum braking force of the front left drive wheel provided by the front right drive wheel drive motor and transmission (56) outputted by the front right drive wheel drive motor controller (55) through the CAN bus The maximum motor braking force of the front right driving wheel, which is supplied, and the maximum motor braking force of the front left driving wheel, which CAN be provided by a front left driving wheel driving motor and a transmission device (45) which are output by a front left driving wheel driving motor controller (46) through a CAN bus, judge whether to trigger a braking energy recovery function, and control a rear driving shaft switch electromagnetic valve (5) and a front driving shaft switch electromagnetic valve (65) according to the braking energy recovery function, and the braking energy recovery control system is characterized in that:

when a brake pedal is stepped on and a braking energy recovery function is triggered, the whole vehicle controller (35) controls the conduction of the rear driving shaft switch electromagnetic valve (5), and the 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 conducted; the whole vehicle controller (35) controls the conduction of the front drive shaft switch electromagnetic valve (65), and the conduction of the air path between the port c of the auxiliary air storage tank (3) and the port a of the twelfth three-way valve (63);

when a brake pedal is stepped on but the braking energy recovery function is not triggered, the whole vehicle controller (35) controls the rear driving shaft switch electromagnetic valve (5) to be switched 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; the whole vehicle controller (35) controls the front drive shaft switch electromagnetic valve (65) to be turned off, and a gas path between the port c of the auxiliary gas storage tank (3) and the port a of the twelfth three-way valve (63) is not communicated;

when a driver looses the brake pedal (1), the vehicle control unit (35) controls the rear drive shaft 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); and the vehicle control unit (35) controls the front drive shaft switch electromagnetic valve (65) to disconnect the air path connection between the port c of the auxiliary air storage tank (3) and the port a of the twelfth three-way valve (63).