CN110962812B - Brake management system and method - Google Patents
Brake management system and method Download PDFInfo
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- CN110962812B CN110962812B CN201811148302.8A CN201811148302A CN110962812B CN 110962812 B CN110962812 B CN 110962812B CN 201811148302 A CN201811148302 A CN 201811148302A CN 110962812 B CN110962812 B CN 110962812B
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- braking
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- energy recovery
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
- B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Power Engineering (AREA)
- Regulating Braking Force (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Disclosed is a brake management system for a motor vehicle, in particular a new energy vehicle, comprising: an electric motor braking energy recovery module having an electric motor operatively associated with the wheel so as to be capable of applying a braking torque to the wheel and converting kinetic energy of the wheel into electrical energy; a friction braking module capable of stopping the wheel by applying a braking torque to the wheel by means of friction braking; and a central processor unit for controlling the motor braking energy recovery module and the friction braking module, the central processor unit being capable of determining a desired deceleration for the motor vehicle based on a degree to which a brake pedal of the motor vehicle is pressed when the motor vehicle is in a coasting state, and calculating a total braking torque required for the motor vehicle to reach the desired deceleration only when the desired deceleration is greater than a current deceleration of the motor vehicle, such that the total braking torque is applied to the wheels via the motor braking energy recovery module and the friction braking module.
Description
Technical Field
The present application relates generally to brake management systems and methods employed in new energy vehicles.
Background
Brake management systems are increasingly used in new energy vehicles, such as pure electric vehicles or plug-in hybrid vehicles, to improve the efficiency of energy usage. The brake management system generally includes a motor brake energy recovery module and a friction brake module. When the automobile needs to be braked, the total torque required by braking is distributed to the motor braking energy recovery module and the friction braking module to be generated by the braking management system along with the pressing of the brake pedal by the driver. Then, the two modules respectively act to realize the braking of the vehicle, and meanwhile, the motor braking energy recovery module recovers the braking energy.
The motor braking energy recovery module for example comprises a motor operatively connected to the wheels of the vehicle, the braking of the wheels being possible in the case of switching of the motor to generator mode; conversely, in the case where the motor is switched to the motor mode, the wheel may be driven to rotate. During coasting of the vehicle, the electric machine of the electric machine brake energy recovery module can also be switched to the generator mode, so that energy recovery takes place accordingly. At this time, the vehicle is continuously decelerated by the generator. If the driver observes that an emergency situation exists on the road and needs to press the brake pedal to brake, the phenomenon that the braking force generated by the actual force of pressing the brake pedal by the driver is different from the expected braking force can occur, so that the driving experience is influenced, and the energy recovery is unnecessarily interrupted, so that the power is wasted.
Disclosure of Invention
In view of the above, the present application aims to propose an improved brake management system, which is employed in a vehicle equipped with both a motor braking energy recovery module and a friction braking module, to improve energy recovery efficiency and improve driving experience.
According to one aspect of the present application, a brake management system for a motor vehicle, in particular a new energy vehicle, is provided, comprising:
an electric motor braking energy recovery module having an electric motor operatively connected to the wheel so as to be capable of applying a braking torque to the wheel and converting kinetic energy of the wheel into electrical energy;
a friction braking module capable of stopping the wheel by applying a braking torque to the wheel by means of friction braking; and
a central processor unit for controlling the motor brake energy recovery module and the friction brake module, the central processor unit being capable of determining a desired deceleration for the vehicle based on a degree to which a brake pedal of the vehicle is pressed when the vehicle is in a coasting state, and calculating a total brake torque required to bring the vehicle to the desired deceleration only when the desired deceleration is greater than a current deceleration of the vehicle, such that the total brake torque is applied to a wheel via the motor brake energy recovery module and the friction brake module.
Optionally, the central processing unit distributes the total braking torque applied between the motor braking energy recovery module and the friction braking module, so as to distribute as much braking torque as possible to the motor braking energy recovery module for application on the premise of not affecting the operation safety of the motor braking energy recovery module and ensuring the driving stability of the motor vehicle.
Optionally, the central processor unit instructs the motor braking energy recovery module and the friction braking module to maintain a current state when the brake pedal is pressed and a desired deceleration is equal to or less than the current deceleration.
Alternatively, the motor braking energy recovery module and the friction braking module stop operating as long as an accelerator pedal of the motor vehicle is depressed.
According to another aspect of the present application, there is also provided a brake management method for a motor vehicle, in particular a new energy vehicle, comprising:
providing the motor vehicle with a motor braking energy recovery module having a motor operatively connected to the wheel so as to be able to apply a braking torque to the wheel and convert kinetic energy of the wheel into electrical energy;
providing the motor vehicle with a friction braking module capable of stopping the movement of the wheels by applying a braking torque to the wheels by means of friction braking;
determining a desired deceleration for the vehicle based on a degree to which a brake pedal of the vehicle is depressed while the vehicle is in a coasting state; and
calculating a total braking torque required for the motor vehicle to reach the desired deceleration only if the desired deceleration is greater than a current deceleration of the motor vehicle, such that the total braking torque is applied to wheels via the motor braking energy recovery module and the friction braking module.
Optionally, the total applied braking torque is distributed between the motor braking energy recovery module and the friction braking module, so that on the premise of not affecting the operation safety of the motor braking energy recovery module and ensuring the whole vehicle driving stability of the motor vehicle, as much braking torque as possible is distributed to the motor braking energy recovery module to be applied.
Optionally, the motor braking energy recovery module and the friction braking module are commanded to maintain a current state when the brake pedal is depressed and a desired deceleration is equal to or less than the current deceleration.
Alternatively, the motor braking energy recovery module and the friction braking module stop operating as long as an accelerator pedal of the motor vehicle is depressed.
By adopting the technical means, the driving discomfort of the motor vehicle in the sliding state during sudden braking can be eliminated, and the energy recovery efficiency is improved.
Drawings
The foregoing and other aspects of the present application will be more fully understood from the following detailed description, taken together with the following drawings. It is noted that the proportions of the various drawings may be different for clarity of illustration, but this is not intended to affect the understanding of the present application. In the drawings:
FIG. 1 is a block diagram schematically illustrating the components of a brake management system according to the present application;
FIG. 2 is a time domain diagram of a vehicle braking force, schematically illustrating the problems present in prior art brake management systems and the results achieved by the brake management system according to the present application; and
fig. 3 schematically shows a flow chart of a brake management system implementation according to the present application.
Detailed Description
In the various figures of the present application, features that are structurally identical or functionally similar are indicated by the same reference numerals.
Fig. 1 schematically shows a block diagram of the composition of a brake management system according to the present application. The brake management system basically includes a central processor unit 100, a motor brake energy recovery module 200 and a friction brake module 300. In addition, the central processor unit 100 is also in data connection with a brake pedal 400 and an accelerator pedal 500 of the motor vehicle in order to obtain input data information from them.
In the following description of the present application, a motor vehicle may refer to a new energy vehicle, such as a pure electric vehicle or a plug-in hybrid vehicle, in which a motor braking energy recovery module 200 and a friction braking module 300 are equipped. In addition, the central processing unit 100 may be a processor unit in the electronic stability control system of the vehicle itself, or may be a separate processor unit.
For example, the motor braking energy recovery module 200 basically includes an electric machine (not shown) operatively connected to the wheels of the motor vehicle, the electric machine being switchable between a generator mode and a motor mode. When energy recovery is required, the electric machine is switched to a generator mode, such that the electric machine generates electricity as the wheels rotate, and the generated electrical energy is then stored in the battery of the vehicle for later use when required. The friction brake module 300 can stop the wheel by applying a braking torque to the wheel by means of friction braking. For example, the friction brake module 300 may include a brake disc mounted on and rotatable with a wheel and a brake caliper fixed relative to the wheel. The friction brake module 300 may also include a hydraulic cylinder assembly for driving a brake caliper to engage a brake disc to stop movement of the wheel. The motor braking energy recovery module 200 and the friction braking module 300 may be respective modules in an existing new energy vehicle, and thus a description of their operation principle will not be described herein.
To illustrate the problems with prior art brake management systems, reference is made to FIG. 2 below. When the motor vehicle has been running and is starting to be in the "coasting" state, in the time domain by T 0 Indicating the start. In the context of the present application, "coasting" means that the vehicle has moved on the road surface by inertia and the brake pedal are not pressed at the same time. For example, as can be seen from FIG. 2, at T 0 Initially, as shown by line (1), the vehicle is in a coasting state, when only the electric machine braking energy recovery module 200 is in operation and its electric machine may be in generator mode accordingly so that the entire vehicle achieves a deceleration of-0.2G. Over time, at time T 1 When the driver suddenly wants to brake due to a road surface condition, he/she presses the brake pedal 400. For example, if the entire vehicle is originally expected to achieve a deceleration of-0.3G, as the case may be, but for the driver, such a demand for a deceleration of-0.3G is based on the current deceleration (-0.2G) condition. That is, the deceleration to be achieved as perceived by the driver himself by pressing the brake pedal is-0.1G. In this case, if the driver actually presses the brake pedal with a force producing a deceleration of-0.1G, the CPU 100 will redistribute the braking force between the motor brake energy recovery module 200 and the friction brake module 300 with a deceleration of-0.1G produced by the vehicle (as shown by line (2)). During this process, the absolute value of the deceleration of the motor vehicle is not actually increased, and the phaseBut instead reduces, indicating that the vehicle may even have a "car-break" phenomenon, contrary to what the driver expects and affecting the driving experience.
FIG. 3 schematically illustrates a flow diagram of one embodiment of a brake management system implementation process according to the present application. It will be clear to a person skilled in the art that the implementation procedure shown in fig. 3 or referred to below can be implemented by the central processor unit 100 of the brake management system, for example by storing the implementation procedure in the form of instructions in a memory (not shown) and then reading the implementation procedure for execution by the central processor unit 100.
First, the central processing unit 100 determines whether the vehicle is currently in a coasting state. One of the criteria for the determination may be, for example, whether the motor vehicle is currently moving solely on the basis of inertia. If the vehicle is in a coasting state, step S10 is entered and the current deceleration D of the vehicle is recorded At present . Then, in step S20, it is determined whether or not the brake pedal 400 is pressed. For example, the central processor unit 100 may make the determination by reading a trigger signal from the brake pedal 400. If the judgment result of the step S20 is NO, the waiting is continued. If the judgment result of step S20 is YES, it goes to step S30. In step S30, the deceleration D that the vehicle should currently adopt is determined based on the stroke by which the brake pedal 400 is pressed, with experience of the vehicle in a normal running state of "no coasting Desire to . For example, a correspondence table of the stroke by which the brake pedal 400 is pressed and the deceleration that the vehicle should take in the "non-coasting" running state may be stored in advance in the memory of the central processor unit 100, and the deceleration may be determined according to the table and based on the current stroke of the brake pedal.
Next, in step S40, D is judged Expectation of Whether or not it is greater than D At present . If the judgment result of the step S40 is 'No', the control goes to the step S50, and the current deceleration D of the motor vehicle is maintained by maintaining the current states of the motor braking energy recovery module 200 and the friction braking module 300 At present . For example, the brake management system of the present application may not perform any other operation at this time, leaving the vehicle to continueAt the current deceleration D At present Decelerates the movement, and waits for the brake pedal 400 to be further actuated.
If the judgment result of step S40 is YES, it goes to step S60. In step S60, the realized deceleration D is calculated Expectation of The total braking torque required. Then, in step S70, the calculated total braking torque is distributed between the motor braking energy recovery module 200 and the friction braking module 300 according to the driving stability of the entire vehicle. The reason for this is to increase the operating time of the motor brake energy recovery module 200 as much as possible without affecting the running stability of the vehicle, so as to improve the energy recovery efficiency. Furthermore, the effect of the motor brake energy recovery module 200 on the braking of the vehicle is limited for functional safety reasons. In this case, if the deceleration D is reduced Expectation of The total braking torque required is greater than the maximum braking torque that the motor braking energy recovery module 200 can provide, and the difference should be further distributed among the friction braking modules 300. In addition, the electric motor braking energy recovery module 200 may be equipped with different wheels that need to be balanced against the braking torque experienced by these different wheels in order to avoid a serious impact on the vehicle's driving stability.
Then, at step S80, the motor brake energy recovery module 200 operates to generate a corresponding braking torque on the wheel while recovering energy according to the distribution result obtained at step S70. Meanwhile, at step S90, the friction brake module 300 operates to generate a corresponding braking torque on the wheels according to the distribution result obtained at step S70. Eventually, the vehicle achieves the desired smooth deceleration.
Turning to FIG. 2, the above-described process performed by the brake management system according to the present application further illustrates deceleration of the vehicle. T is 0 -T 1 The situation during this period can be seen in the above description. At time T 1 Although the driver wants the vehicle to move at a deceleration of-0.3G, his/her pressing of the brake pedal 400 causes the brake management system to assume that the driver's intended deceleration is-0.1G. At this time, the current deceleration of the vehicle is higher than the desired decelerationTherefore, the brake management system according to the present application ignores the pressing request of the driver to the brake pedal 400, so that the current deceleration of the vehicle continues to move, and thus at least the phenomenon of "vehicle fleeing" does not occur, which affects the driving experience. Then, if the driver finds that the vehicle is not decelerating as rapidly as desired, it will be at time T 2 Depressing the brake pedal 400 again increases its travel so that a request can be made to move the vehicle at a deceleration of-0.3G (greater than the current deceleration of-0.2G). At this time, the brake management system of the present application calculates the total braking torque as in steps S60 and S70 and distributes it among the motor braking energy recovery module 200 and the friction braking module 300. Then, depending on the distribution result, the brake management system of the present application causes the motor brake energy recovery module 200 and the friction brake module 300 to operate accordingly, so that the vehicle can be decelerated as desired at a deceleration of-0.3G, as shown by line (3) in fig. 2. Albeit T 1 And T 2 There may be some time difference between them, but this time difference is very short and does not significantly affect the driving experience.
By adopting the technical means, the possibility of 'car fleeing' of the motor vehicle when the driver needs to decelerate due to the sliding of the motor vehicle can be perfectly eliminated, the driving experience is enhanced, and meanwhile, the total braking torque corresponding to the expected deceleration can be distributed between the motor braking energy recovery module and the friction braking module, so that the driving stability of the whole vehicle of the motor vehicle is ensured
In an alternative embodiment, it is provided that at any time the accelerator pedal 500 is depressed, the brake management system may be stopped from performing the process shown in fig. 3, e.g., the motor brake energy recovery module 200 and the friction brake module 300 are not performing any action/operation.
Although specific embodiments of the present application have been described herein in detail, they have been presented for purposes of illustration only and are not to be construed as limiting the scope of the application. Various substitutions, alterations, and modifications may be conceived without departing from the spirit and scope of the present application.
Claims (8)
1. A brake management system for a motor vehicle, comprising:
an electric motor braking energy recovery module (200) having an electric motor operatively associated with the wheel so as to be able to apply a braking torque to the wheel and convert kinetic energy of the wheel into electrical energy;
a friction braking module (300) capable of stopping the wheel by applying a braking torque to the wheel by means of friction braking; and
a central processor unit (100) for controlling the motor braking energy recovery module (200) and the friction braking module (300), the central processor unit (100) being capable of determining a desired deceleration for the motor vehicle based on a degree to which a brake pedal (400) of the motor vehicle is pressed when the motor vehicle is in a coasting state, and the central processor unit (100) calculating a total braking torque required for the motor vehicle to reach the desired deceleration only when the desired deceleration is greater than a current deceleration of the motor vehicle, such that the total braking torque is applied to wheels via the motor braking energy recovery module (200) and the friction braking module (300), the central processor unit (100) distributing the applied total braking torque between the motor braking energy recovery module (200) and the friction braking module (300) such that as much braking torque as possible is distributed to the motor braking energy recovery module (200) to be applied without affecting operational safety of the motor braking energy recovery module (200) and ensuring driving stability of the motor vehicle.
2. The brake management system of claim 1, wherein the central processor unit (100) instructs the motor braking energy recovery module (200) and the friction braking module (300) to maintain a current state when the brake pedal (400) is depressed and the desired deceleration is equal to or less than the current deceleration.
3. A brake management system according to claim 1 or 2, characterized in that the motor brake energy recovery module (200) and the friction brake module (300) are stopped as long as an accelerator pedal (500) of the motor vehicle is pressed.
4. A brake management system according to claim 1 or 2, wherein the vehicle is a new energy vehicle.
5. A brake management method for a motor vehicle, comprising:
providing the motor vehicle with a motor braking energy recovery module (200) having a motor operatively connected to the wheel so as to be able to apply a braking torque to the wheel and convert kinetic energy of the wheel into electrical energy;
providing the motor vehicle with a friction braking module (300) capable of stopping the movement of the wheel by applying a braking torque to the wheel by means of friction braking;
determining a desired deceleration for the vehicle based on a degree to which a brake pedal (400) of the vehicle is depressed while the vehicle is in a coasting state; and
calculating a total braking torque required for the motor vehicle to reach the desired deceleration only when the desired deceleration is greater than the current deceleration of the motor vehicle, so that the total braking torque is applied to wheels via the motor braking energy recovery module (200) and the friction braking module (300), and distributing the applied total braking torque between the motor braking energy recovery module (200) and the friction braking module (300), so that as much braking torque as possible is distributed to the motor braking energy recovery module (200) to be applied without affecting the operational safety of the motor braking energy recovery module (200) and ensuring the overall driving stability of the motor vehicle.
6. The brake management method according to claim 5, characterized in that the motor braking energy recovery module (200) and the friction braking module (300) are commanded to maintain a current state when the brake pedal (400) is pressed and the desired deceleration is equal to or less than the current deceleration.
7. A brake management method according to claim 5 or 6, characterized in that the motor brake energy recovery module (200) and the friction brake module (300) are stopped as long as an accelerator pedal (500) of the motor vehicle is pressed.
8. The brake management method according to claim 5 or 6, wherein the motor vehicle is a new energy vehicle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811148302.8A CN110962812B (en) | 2018-09-29 | 2018-09-29 | Brake management system and method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811148302.8A CN110962812B (en) | 2018-09-29 | 2018-09-29 | Brake management system and method |
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| Publication Number | Publication Date |
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| CN110962812A CN110962812A (en) | 2020-04-07 |
| CN110962812B true CN110962812B (en) | 2022-10-21 |
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| CN201811148302.8A Active CN110962812B (en) | 2018-09-29 | 2018-09-29 | Brake management system and method |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE112005001001B4 (en) * | 2004-05-03 | 2022-04-28 | Continental Teves Ag & Co. Ohg | Method for controlling a braking system of a motor vehicle |
| DE102010041853A1 (en) * | 2010-10-01 | 2012-04-05 | Continental Teves Ag & Co. Ohg | Method for controlling a motor vehicle brake system |
| DE102011121109A1 (en) * | 2011-12-14 | 2013-06-20 | Volkswagen Aktiengesellschaft | Method and apparatus for adjusting a braking torque of at least one friction brake of a wheel |
| DE102013213302A1 (en) * | 2013-07-08 | 2015-01-08 | Volkswagen Aktiengesellschaft | Control system and method for operating a motor vehicle |
| US9238412B2 (en) * | 2014-03-18 | 2016-01-19 | GM Global Technology Operations LLC | Normalizing deceleration of a vehicle having a regenerative braking system |
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