CN111301377B - Electric automobile brake control method based on road surface adhesion - Google Patents
Electric automobile brake control method based on road surface adhesion Download PDFInfo
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- CN111301377B CN111301377B CN201911344349.6A CN201911344349A CN111301377B CN 111301377 B CN111301377 B CN 111301377B CN 201911344349 A CN201911344349 A CN 201911344349A CN 111301377 B CN111301377 B CN 111301377B
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- 238000000034 method Methods 0.000 title claims abstract description 47
- 238000009826 distribution Methods 0.000 claims abstract description 43
- 238000011217 control strategy Methods 0.000 claims abstract description 13
- 239000003990 capacitor Substances 0.000 claims description 12
- 230000001172 regenerating effect Effects 0.000 claims description 9
- 230000000452 restraining effect Effects 0.000 claims description 3
- 238000011084 recovery Methods 0.000 abstract description 13
- 230000003750 conditioning effect Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 230000004075 alteration Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 239000010802 sludge Substances 0.000 description 1
- 239000002689 soil Substances 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
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Classifications
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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
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/171—Detecting parameters used in the regulation; Measuring values used in the regulation
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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
-
- 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
- B60L7/18—Controlling the braking effect
-
- 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
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/26—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
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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
The invention discloses a braking control method based on a road surface adhesion electric automobile, and a control strategy/method divides the road surface adhesion and the braking strength into a plurality of conditions of low, medium and high, and selects and switches a braking force distribution strategy according to different road surface adhesion and braking strengths, so that the braking safety of the automobile can be ensured in the braking process of the electric automobile, and the energy recovery rate of the electric automobile in the braking process can be improved to the maximum extent.
Description
Technical Field
The invention relates to the technical field of electric automobile braking energy recovery, in particular to a braking control method based on pavement adhesion for an electric automobile.
Background
When the electric vehicle runs on the road surface with different adhesion coefficients, such as a wet road surface, a snow road surface, a sludge road surface or a soft soil road surface, different adhesion coefficients are provided for different running road conditions, and different braking energy recovery control strategies need to be adopted. However, the existing braking energy recovery control method cannot select the corresponding braking energy recovery control strategy according to different adhesion coefficients, so that the braking energy recovery rate is low.
Disclosure of Invention
The control strategy/method is a multi-mode braking force distribution strategy aiming at different road surface adhesion/adhesion coefficients, the road surface adhesion and the braking strength are divided into a plurality of conditions of low, medium and high, the braking force distribution strategy is selected and switched for braking control, and the safety of vehicle braking can be ensured and the energy recovery rate of the electric vehicle in the braking process can be improved to the maximum extent in the braking process of the electric vehicle.
In order to achieve the purpose, the invention adopts the technical scheme that:
a braking control method of an electric automobile based on road adhesion comprises the following steps: the regenerative braking force restraining and correcting system is respectively connected with a vehicle speed module, an SOC module, a motor peak torque module, a battery maximum charging power module, a motor maximum generating power module and a regenerative braking torque module which can be provided by a motor, an adhesion coefficient module and a braking strength module are connected with a braking control strategy module, the braking control strategy module is connected with a front shaft, a rear shaft and a motor braking force distribution module, the front shaft, the rear shaft and the motor braking force distribution module are respectively connected with the regenerative braking torque module, the motor braking force module, a front shaft braking force module and a rear shaft braking force module which can be provided by the motor, a mechanical braking/hydraulic braking module is respectively connected with the front shaft braking force module and the rear shaft braking force module, the motor braking force module is connected with the motor, the motor is connected with a power battery, and the; the method is characterized by comprising the following steps:
a. when the automobile is on a low-adhesion coefficient L road surface and low, medium and high brake strengths, the control method adopts a first brake force distribution strategy to distribute the brake force of the front axle and the brake force of the rear axle;
b. when the automobile is in a middle adhesion coefficient M road surface and low and middle brake strengths, the control method adopts a second brake force distribution strategy to distribute the brake force of the front axle and the brake force of the rear axle;
c. when the automobile is in a middle adhesion coefficient M road surface and high brake strength, the control method adopts a third brake force distribution strategy to distribute the brake force of the front axle and the brake force of the rear axle;
d. when the automobile is on a high-sticking-coefficient H road surface and the low and medium braking strengths, the control method adopts a second braking force distribution strategy to distribute the braking forces of the front axle and the rear axle;
e. when the automobile is in a high-sticking-coefficient H road surface and high braking strength, the control method adopts a third braking force distribution strategy to distribute the braking force of the front axle and the braking force of the rear axle.
Further, the first, second, and third brake force distribution strategies have different front and rear axle brake force distributions.
Further, the braking strength comprises OA, AB, BC, CD, DE, EF and FG sections which are arranged in sequence:
(1) section OA: free stroke, no braking force;
(2) and an AB section: only the motor generates braking force, and the front and rear axle hydraulic brakes do not work;
(3) and a BC section: the motor braking force is kept unchanged, the front wheels only apply the motor braking force, and the rear wheels apply the hydraulic braking force;
(4) CD section: the motor braking force is continuously increased, the front wheel motor braking force is continuously increased, and the rear wheel hydraulic braking force is continuously increased;
(5) section DE: the braking force of the motor is continuously increased to reach the maximum value, the front wheel applies hydraulic braking force, and the hydraulic braking force of the rear wheel is continuously increased;
(6) and an EF section: the emergency braking condition is met, the motor braking force is rapidly cancelled, the hydraulic braking force of the front wheel is continuously increased, and the hydraulic braking force of the rear wheel is continuously increased.
(7) FG segment: the motor is stopped braking, the hydraulic braking force of the front wheel is continuously increased, and the hydraulic braking force of the rear wheel is continuously increased.
Further, the low braking intensity comprises an AB section, the middle braking intensity comprises a BC section, a CD section and a DE section, and the high braking intensity comprises an EF section and an FG section.
Further, still include brake pedal opening detection, processing apparatus, wherein, pedal sensor signal conditioning circuit includes: the signal ends of the sensors are respectively connected with +12V and the positive end and GND of an amplifier LM1, the positive end of an amplifier LM1 is connected with +12V, the negative end is connected with-12V, the output end is connected with a resistor R2, the other end of the resistor R2 is respectively connected with the negative end and a resistor R3 of an amplifier LM2, the positive end of the amplifier LM2 is connected with a resistor R4, the other end of the resistor R4 is connected with GND, the output end of the amplifier LM2 is respectively connected with a sliding resistor RV1 and a resistor R1, and the other end of the resistor R3 is connected with a sliding; the other end of the resistor R1 is connected with a diode D2 and a resistor R6 respectively, the diode D2 is connected with a resistor R7 and the positive end of an amplifier LM3 respectively, the resistor R6 is connected with the negative end of the amplifier LM3 and a capacitor C2 respectively, the other end of the capacitor C2 is connected with a resistor R5 and a resistor R8 respectively, the other end of the resistor R5 is connected with a sliding resistor RV2, the other end of the resistor R8 is connected with the output end of the amplifier LM3 and a resistor R9 respectively, the resistor R9 is connected with a diode D1 and a capacitor C1 respectively, the other ends of the diode D1 and the capacitor C1 are connected with GND respectively, the other end of the resistor R7 is connected with GND, and the.
The invention discloses a brake control method of an electric automobile based on road adhesion.
Drawings
FIG. 1 is a schematic diagram of a braking energy recovery control system of the present invention;
FIG. 2 is a flow chart of a braking energy recovery control method for an electric vehicle according to the present invention;
FIG. 3 is a schematic diagram of the total braking force and the opening of the brake pedal according to the present invention;
FIG. 4 is a schematic illustration of a first, second, and third braking force distribution strategy of the present invention;
FIG. 5 is a schematic diagram of the pedal sensor signal conditioning circuit of the present invention.
Detailed Description
In order to make the objects and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The present invention will be described in further detail with reference to the accompanying drawings.
The braking safety of the electric automobile is ensured, and the energy recovery rate of the electric automobile in the braking process is improved to the maximum extent. The control strategy/method of the present invention is a multi-mode braking force distribution control strategy for different road surface adhesion, and divides the road surface adhesion and the braking strength into low, medium and high, and the control method is as follows.
As shown in fig. 1, a brake control method for an electric vehicle based on road adhesion comprises: the regenerative braking force restraining and correcting system is respectively connected with a vehicle speed module, an SOC module, a motor peak torque module, a battery maximum charging power module, a motor maximum generating power module and a regenerative braking torque module which can be provided by a motor, an adhesion coefficient module and a braking strength module are connected with a braking control strategy module, the braking control strategy module is connected with a front shaft, a rear shaft and a motor braking force distribution module, the front shaft, the rear shaft and the motor braking force distribution module are respectively connected with the regenerative braking torque module, the motor braking force module, a front shaft braking force module and a rear shaft braking force module which can be provided by the motor, a mechanical braking/hydraulic braking module is respectively connected with the front shaft braking force module and the rear shaft braking force module, the motor braking force module is connected with the motor, the motor is connected with a power battery, and the.
A braking control method based on a road adhesion electric automobile comprises the following steps:
a. when the automobile is on a low-adhesion coefficient L road surface and low, medium and high brake strengths, the control method adopts a first brake force distribution strategy to distribute the brake force of the front axle and the brake force of the rear axle;
b. when the automobile is in a middle adhesion coefficient M road surface and low and middle brake strengths, the control method adopts a second brake force distribution strategy to distribute the brake force of the front axle and the brake force of the rear axle;
c. when the automobile is in a middle adhesion coefficient M road surface and high brake strength, the control method adopts a third brake force distribution strategy to distribute the brake force of the front axle and the brake force of the rear axle;
d. when the automobile is on a high-sticking-coefficient H road surface and the low and medium braking strengths, the control method adopts a second braking force distribution strategy to distribute the braking forces of the front axle and the rear axle;
e. when the automobile is in a high-sticking-coefficient H road surface and high braking strength, the control method adopts a third braking force distribution strategy to distribute the braking force of the front axle and the braking force of the rear axle.
The first, second and third brake force distribution strategies have different front and rear axle brake force distributions.
As shown in fig. 3, the braking strength includes OA, AB, BC, CD, DE, EF, FG sections arranged in sequence:
(1) section OA: free stroke, no braking force;
(2) and an AB section: only the motor generates braking force, and the front and rear axle hydraulic brakes do not work;
(3) and a BC section: the motor braking force is kept unchanged, the front wheels only apply the motor braking force, and the rear wheels apply the hydraulic braking force;
(4) CD section: the motor braking force is continuously increased, the front wheel motor braking force is continuously increased, and the rear wheel hydraulic braking force is continuously increased;
(5) section DE: the braking force of the motor is continuously increased to reach the maximum value, the front wheel applies hydraulic braking force, and the hydraulic braking force of the rear wheel is continuously increased;
(6) and an EF section: the emergency braking condition is met, the motor braking force is rapidly cancelled, the hydraulic braking force of the front wheel is continuously increased, and the hydraulic braking force of the rear wheel is continuously increased.
(7) FG segment: the motor is stopped braking, the hydraulic braking force of the front wheel is continuously increased, and the hydraulic braking force of the rear wheel is continuously increased.
The low braking intensity comprises an AB section, the medium braking intensity comprises a BC section, a CD section and a DE section, and the high braking intensity comprises an EF section and an FG section.
As shown in fig. 4, the first brake force distribution strategy distributes the front and rear axle brake forces in a straight line oa and a curve df (ideal brake force distribution "I-curve"); the second braking force distribution strategy is to distribute the braking force of the front axle and the rear axle according to a straight line ob and a straight line bc; the third braking force distribution strategy distributes the front and rear axle braking forces according to a curve of (I-curve) or a straight line oe and a straight line ef which are approximate to the I-curve.
When the automobile is on a road surface with a low adhesion coefficient L (the road surface is slippery and is not beneficial to automobile braking), the stability and the safety of the automobile are mainly ensured, and the braking force is distributed according to a first braking force distribution strategy; when the automobile is braked by low and medium brake strength on a middle adhesion coefficient M road surface and a high adhesion coefficient H road surface (the road surface condition is good, and the automobile brake is facilitated), the stability and the safety of the automobile can be guaranteed at the moment, the brake force is distributed according to a second brake force distribution strategy which is close to but slightly higher than the ECE brake regulation boundary line, and the recovery rate of energy in the automobile brake process is improved to the maximum extent; when the automobile is in a middle adhesion coefficient M road surface and a high adhesion coefficient H road surface to brake with high brake strength (emergency brake), the braking force is distributed according to a third braking force distribution strategy in a braking force distribution mode mainly for ensuring the stability and the safety of the automobile.
As shown in fig. 5, wherein the pedal sensor signal conditioning circuit comprises: the signal ends of the sensors are respectively connected with +12V and the positive end and GND of an amplifier LM1, the positive end of an amplifier LM1 is connected with +12V, the negative end is connected with-12V, the output end is connected with a resistor R2, the other end of the resistor R2 is respectively connected with the negative end and a resistor R3 of an amplifier LM2, the positive end of the amplifier LM2 is connected with a resistor R4, the other end of the resistor R4 is connected with GND, the output end of the amplifier LM2 is respectively connected with a sliding resistor RV1 and a resistor R1, and the other end of the resistor R3 is connected with a sliding; the other end of the resistor R1 is connected with a diode D2 and a resistor R6 respectively, the diode D2 is connected with a resistor R7 and the positive end of an amplifier LM3 respectively, the resistor R6 is connected with the negative end of the amplifier LM3 and a capacitor C2 respectively, the other end of the capacitor C2 is connected with a resistor R5 and a resistor R8 respectively, the other end of the resistor R5 is connected with a sliding resistor RV2, the other end of the resistor R8 is connected with the output end of the amplifier LM3 and a resistor R9 respectively, the resistor R9 is connected with a diode D1 and a capacitor C1 respectively, the other ends of the diode D1 and the capacitor C1 are connected with GND respectively, the other end of the resistor R7 is connected with GND, and the.
The motor brake and the mechanical/hydraulic brake respectively generate torque changes due to different coordination strategies, the motor brake and the mechanical brake are allowed to be adjusted at a certain moment in the brake control process, and the adjusting direction is consistent with the adjusting direction of the total brake force, so that the total brake force is not influenced by the adjustment of the motor brake and the mechanical brake, the vehicle can be stopped stably, and the energy recovery rate of the electric vehicle in the brake process can be improved to the maximum extent.
The invention discloses a braking control method based on a road surface adhesion electric automobile, and a control strategy/method divides the road surface adhesion and the braking strength into a plurality of conditions of low, medium and high, and selects and switches a braking force distribution strategy according to different road surface adhesion and braking strengths, so that the braking safety of the automobile can be ensured in the braking process of the electric automobile, and the energy recovery rate of the electric automobile in the braking process can be improved to the maximum extent.
The above-described embodiments are illustrative of the present invention and not restrictive, it being understood that various changes, modifications, substitutions and alterations can be made herein without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.
Claims (2)
1. A braking control method of an electric automobile based on road adhesion comprises the following steps: the regenerative braking force restraining and correcting system is respectively connected with a vehicle speed module, an SOC module, a motor peak torque module, a battery maximum charging power module, a motor maximum generating power module and a regenerative braking torque module which can be provided by a motor, an adhesion coefficient module and a braking strength module are connected with a braking control strategy module, the braking control strategy module is connected with a front shaft, a rear shaft and a motor braking force distribution module, the front shaft, the rear shaft and the motor braking force distribution module are respectively connected with the regenerative braking torque module, the motor braking force module, a front shaft braking force module and a rear shaft braking force module which can be provided by the motor, a mechanical braking/hydraulic braking module is respectively connected with the front shaft braking force module and the rear shaft braking force module, the motor braking force module is connected with the motor, the motor is connected with a power battery, and the; the method is characterized by comprising the following steps:
a. when the automobile is on a low-adhesion coefficient L road surface and low, medium and high brake strengths, the control method adopts a first brake force distribution strategy to distribute the brake force of the front axle and the brake force of the rear axle;
b. when the automobile is in a middle adhesion coefficient M road surface and low and middle brake strengths, the control method adopts a second brake force distribution strategy to distribute the brake force of the front axle and the brake force of the rear axle;
c. when the automobile is in a middle adhesion coefficient M road surface and high brake strength, the control method adopts a third brake force distribution strategy to distribute the brake force of the front axle and the brake force of the rear axle;
d. when the automobile is on a high-sticking-coefficient H road surface and the low and medium braking strengths, the control method adopts a second braking force distribution strategy to distribute the braking forces of the front axle and the rear axle;
e. when the automobile is on a high-sticking-coefficient H road surface and high braking strength, the control method adopts a third braking force distribution strategy to distribute the braking force of the front axle and the braking force of the rear axle;
the first braking force distribution strategy, the second braking force distribution strategy and the third braking force distribution strategy have different front and rear axle braking force distribution methods;
the braking strength comprises OA, AB, BC, CD, DE, EF and FG sections which are arranged in sequence:
(1) section OA: free stroke, no braking force;
(2) and an AB section: only the motor generates braking force, and the front and rear axle hydraulic brakes do not work;
(3) and a BC section: the motor braking force is kept unchanged, the front wheels only apply the motor braking force, and the rear wheels apply the hydraulic braking force;
(4) CD section: the motor braking force is continuously increased, the front wheel motor braking force is continuously increased, and the rear wheel hydraulic braking force is continuously increased;
(5) section DE: the braking force of the motor is continuously increased to reach the maximum value, the front wheel applies hydraulic braking force, and the hydraulic braking force of the rear wheel is continuously increased;
(6) and an EF section: the method belongs to the emergency braking situation, the motor braking force is rapidly cancelled, the hydraulic braking force of the front wheel is continuously increased, and the hydraulic braking force of the rear wheel is continuously increased;
(7) FG segment: in the emergency braking condition, the motor is stopped braking, the hydraulic braking force of the front wheel is continuously increased, and the hydraulic braking force of the rear wheel is continuously increased;
the low braking intensity comprises an AB section, the medium braking intensity comprises a BC section, a CD section and a DE section, and the high braking intensity comprises an EF section and an FG section.
2. The method for controlling the braking of the electric vehicle based on the road adhesion as claimed in claim 1, further comprising a device for detecting and processing the opening degree of the brake pedal, wherein the pedal sensor signal adjusting circuit comprises: the signal ends of the sensors are respectively connected with +12V and the positive end and GND of an amplifier LM1, the positive end of an amplifier LM1 is connected with +12V, the negative end is connected with-12V, the output end is connected with a resistor R2, the other end of the resistor R2 is respectively connected with the negative end and a resistor R3 of an amplifier LM2, the positive end of the amplifier LM2 is connected with a resistor R4, the other end of the resistor R4 is connected with GND, the output end of the amplifier LM2 is respectively connected with a sliding resistor RV1 and a resistor R1, and the other end of the resistor R3 is connected with a sliding; the other end of the resistor R1 is connected with a diode D2 and a resistor R6 respectively, the diode D2 is connected with a resistor R7 and the positive end of an amplifier LM3 respectively, the resistor R6 is connected with the negative end of the amplifier LM3 and a capacitor C2 respectively, the other end of the capacitor C2 is connected with a resistor R5 and a resistor R8 respectively, the other end of the resistor R5 is connected with a sliding resistor RV2, the other end of the resistor R8 is connected with the output end of the amplifier LM3 and a resistor R9 respectively, the resistor R9 is connected with a diode D1 and a capacitor C1 respectively, the other ends of the diode D1 and the capacitor C1 are connected with GND respectively, the other end of the resistor R7 is connected with GND, and the.
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| CN201911344349.6A CN111301377B (en) | 2019-12-23 | 2019-12-23 | Electric automobile brake control method based on road surface adhesion |
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| CN201911344349.6A CN111301377B (en) | 2019-12-23 | 2019-12-23 | Electric automobile brake control method based on road surface adhesion |
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| CN111301377B true CN111301377B (en) | 2020-10-02 |
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| CN115782837A (en) * | 2022-11-30 | 2023-03-14 | 蔚来汽车科技(安徽)有限公司 | Braking force distribution method, storage medium, braking force distribution device, and vehicle |
| CN116161005A (en) * | 2023-03-01 | 2023-05-26 | 蔚来汽车科技(安徽)有限公司 | Vehicle brake control method and device and computer equipment |
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| CN102815291A (en) * | 2012-07-26 | 2012-12-12 | 重庆长安汽车股份有限公司 | Device and method for checking brake system |
| CN106394259A (en) * | 2016-11-10 | 2017-02-15 | 长春工业大学 | Implementation method for electric vehicle braking force redistribution |
| CN108045234A (en) * | 2017-12-19 | 2018-05-18 | 南昌工程学院 | A kind of braking energy of electric automobiles recovery method of high security |
| CN110281947A (en) * | 2019-05-15 | 2019-09-27 | 南京航空航天大学 | A kind of electric car regenerative braking force distribution method of fusion road surface identification |
| CN110435623A (en) * | 2019-08-28 | 2019-11-12 | 吉林大学 | A kind of grading automatical emergency braking control system of the electric vehicle of adjust automatically |
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2019
- 2019-12-23 CN CN201911344349.6A patent/CN111301377B/en active Active
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP5053182B2 (en) * | 2008-06-06 | 2012-10-17 | 公益財団法人鉄道総合技術研究所 | Evaluation method of adhesion coefficient measured between rail and wheel |
| CN102815291A (en) * | 2012-07-26 | 2012-12-12 | 重庆长安汽车股份有限公司 | Device and method for checking brake system |
| CN106394259A (en) * | 2016-11-10 | 2017-02-15 | 长春工业大学 | Implementation method for electric vehicle braking force redistribution |
| CN108045234A (en) * | 2017-12-19 | 2018-05-18 | 南昌工程学院 | A kind of braking energy of electric automobiles recovery method of high security |
| CN110281947A (en) * | 2019-05-15 | 2019-09-27 | 南京航空航天大学 | A kind of electric car regenerative braking force distribution method of fusion road surface identification |
| CN110435623A (en) * | 2019-08-28 | 2019-11-12 | 吉林大学 | A kind of grading automatical emergency braking control system of the electric vehicle of adjust automatically |
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