CN111923888B - Hybrid commercial vehicle braking mode management method - Google Patents

Hybrid commercial vehicle braking mode management method Download PDF

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Publication number
CN111923888B
CN111923888B CN202010721942.4A CN202010721942A CN111923888B CN 111923888 B CN111923888 B CN 111923888B CN 202010721942 A CN202010721942 A CN 202010721942A CN 111923888 B CN111923888 B CN 111923888B
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braking
hybrid
vehicle
current moment
motor
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CN111923888A (en
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刘嘉璐
胡前
谢毅
林棚
王景智
张磊
占伟
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Dongfeng Commercial Vehicle Co Ltd
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Dongfeng Commercial Vehicle Co Ltd
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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
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • B60W10/192—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes electric brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/198—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with exhaust brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

The invention relates to a hybrid commercial vehicle braking mode management method, which comprises the following steps: continuously monitoring and collecting brake pedal signals; judging whether the vehicle is in a deceleration braking state or not; if the vehicle is in a deceleration braking state, calculating the required braking torque; calculating the maximum braking torque which can be provided by the hybrid electric motor at the current moment; if the maximum braking torque is equal to 0, determining mechanical braking and auxiliary braking; if the maximum braking torque is less than the required braking torque, determining regenerative braking, mechanical braking and auxiliary braking of the hybrid motor; otherwise, collecting the speed of the vehicle at the current moment; calculating the rotating speed of the hybrid motor; if the rotating speed of the hybrid motor is not less than the minimum starting rotating speed of the hybrid motor, judging that the hybrid motor regenerates and brakes; otherwise, the mechanical brake is determined. According to the invention, the hybrid motor is incorporated into the braking system, so that the braking energy recovery and management of the hybrid commercial vehicle based on the EBS are realized.

Description

Hybrid commercial vehicle braking mode management method
Technical Field
The invention relates to the technical field of hybrid electric vehicle braking energy management, in particular to a hybrid commercial vehicle braking mode management method.
Background
The conventional Electronic Brake Systems (EBSs) are an upgrade of abs (antilock Brake system) in control mode and function, and each intelligent Brake element on the whole vehicle is controlled by an EBS controller, and Brake energy is distributed according to the Brake principle under different Brake requirements, so that the Brake process of the whole vehicle is controlled, and the purposes of safe braking such as anti-lock, anti-sideslip, transition from a low-attachment road to a high-depression road, and the like are achieved.
At present, four braking elements contained in the EBS include mechanical braking, a retarder, exhaust braking and engine braking, and the four braking elements can only realize the braking energy management of the fuel vehicle.
The defects of the prior art are as follows: the hybrid motor is not incorporated into the brake system, so that the brake energy recovery and management of the hybrid commercial vehicle based on the EBS cannot be realized. There is no current research or application of incorporating hybrid electric machines into brake systems, as retrieved.
Disclosure of Invention
The invention provides a hybrid commercial vehicle braking mode management method aiming at the problems, and aims to bring a hybrid motor into a braking system and further realize the recovery and management of braking energy of the hybrid commercial vehicle based on EBS.
In order to solve the problems, the technical scheme provided by the invention is as follows:
the hybrid commercial vehicle braking mode management method comprises the following steps:
s100, continuously monitoring and collecting brake pedal signals; judging whether the vehicle is in a deceleration braking state or not according to the brake pedal signal; if the vehicle is in the deceleration braking state, calculating the required braking torque of the whole vehicle;
s200, calculating the maximum braking torque which can be provided by the hybrid electric motor at the current moment;
s300, comparing the magnitude of the required braking torque with the magnitude of the maximum braking torque, and judging the braking mode adopted at the current moment according to the comparison result, wherein the method specifically comprises the following steps:
if the maximum braking torque is equal to 0, judging that the braking modes adopted at the current moment are mechanical braking and auxiliary braking;
if the maximum braking torque is smaller than the required braking torque, judging that the braking modes adopted at the current moment are hybrid motor regenerative braking, mechanical braking and auxiliary braking;
if the maximum braking torque is not less than the required braking torque, acquiring the vehicle speed at the current moment; s400, calculating the rotating speed of the hybrid motor according to the current speed;
s500, comparing the rotating speed of the hybrid electric machine with the minimum starting rotating speed of the hybrid electric machine, and judging the braking mode adopted at the current moment according to the comparison result, wherein the method specifically comprises the following steps:
if the rotating speed of the hybrid electric motor is not less than the minimum starting rotating speed of the hybrid electric motor, determining that the braking mode adopted at the current moment is regenerative braking of the hybrid electric motor;
and if the rotating speed of the hybrid electric motor is less than the minimum starting rotating speed of the hybrid electric motor, judging that the braking mode adopted at the current moment is the mechanical braking.
Preferably, the rotation speed of the hybrid motor is calculated by the following formula:
Figure BDA0002600337450000021
wherein: n iseIs the speed of the hybrid motor; vvelThe vehicle speed at the current moment; r iswheelThe radius of the wheel is obtained by searching a technical manual; k is a radical ofrear_axleThe rear axle speed ratio is obtained by searching a technical manual; k is a radical ofdeceleratorThe speed ratio of the speed reducer of the hybrid motor is obtained by searching a technical manual.
Preferably, the maximum braking torque is obtained by searching a hybrid motor external characteristic curve.
Preferably, the auxiliary braking comprises retarder braking.
Preferably, the auxiliary braking comprises exhaust braking.
Preferably, the auxiliary braking comprises engine braking.
Preferably, the operation of continuously monitoring and acquiring the brake pedal signal in S100 is performed by the on-board EBS.
Preferably, the work of calculating the required braking torque of the entire vehicle in S100 is performed by the on-vehicle EBS.
Preferably, the operation of calculating the maximum braking torque that the hybrid electric machine can provide at the current time in S300 is implemented by an on-board MCU.
Compared with the prior art, the invention has the following advantages:
the hybrid electric motor is incorporated into the brake system, so that the braking energy recovery and management of the hybrid commercial vehicle based on the EBS are realized.
Drawings
FIG. 1 is a schematic diagram of a device connection topology according to an embodiment of the present invention;
FIG. 2 is a schematic flow chart of a method according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of an external characteristic curve of a hybrid electric machine according to an embodiment of the present invention;
wherein, 1, MCU, 2, EBS, 3, Diagnosis CAN, 4, Powertrain CAN, 5, peak value external characteristic curve, 6, continuous external characteristic curve.
Detailed Description
The present invention is further illustrated by the following examples, which are intended to be purely exemplary and are not intended to limit the scope of the invention, as various equivalent modifications of the invention will occur to those skilled in the art upon reading the present disclosure and fall within the scope of the appended claims.
The method for managing the braking mode of the hybrid commercial vehicle is characterized in that the braking energy management is realized on the basis of the EBS2, the hybrid motor is incorporated into a braking element controlled by the original EBS2 on the premise of not changing the original EBS2 control mode, and the hybrid motor is preferentially adopted for braking in the braking process, namely, when the power of the hybrid motor can meet the braking power required by the vehicle, the hybrid motor only performs the braking function; when the power of the hybrid motor cannot meet the braking power requirement, the braking of the vehicle is completed by other braking elements together, and the purpose of recovering the braking energy to the maximum extent by the motor is achieved.
The device connection topology adopted in the present embodiment is shown in fig. 1, in which the MCU1 is only coupled to the diagnosisis CAN3, and the EBS2 is coupled to the diagnosisis CAN3 and Powertrain CAN4, respectively; the Diagnosis CAN3 in this embodiment uses 500K lines and the Powertrain CAN4 uses 250K lines.
The scheme only intervenes in mechanical braking or auxiliary braking under the following two conditions:
(1) when the hybrid motor is not enough to bear all the braking required power, the hybrid motor outputs the braking deceleration according to the maximum power, and the insufficient braking power is borne by other braking elements;
(2) when the vehicle speed is not enough to maintain the lowest speed of the normal work of the hybrid electric motor before the vehicle is stopped, the hybrid electric motor is automatically stopped, and the vehicle speed is finally reduced to zero through the intervention of mechanical brake.
As shown in fig. 2, the method comprises the following steps:
s100, continuously monitoring and collecting brake pedal signals; judging whether the vehicle is in a deceleration braking state or not according to the brake pedal signal; if the vehicle is in a deceleration braking state, calculating the required braking torque of the whole vehicle;
in this particular embodiment, the operation of continuously monitoring and collecting brake pedal signals is implemented by the onboard EBS 2.
In this embodiment, the work of calculating the required braking torque of the entire vehicle is realized by the on-vehicle EBS 2.
After calculating the required braking torque, the EBS2 preferentially transmits the calculation result to the MCU 1.
S200, calculating the maximum braking torque which can be provided by the hybrid electric motor at the current moment by the MCU1;
in the present embodiment, the maximum braking torque is obtained by searching the external characteristic curve of the hybrid motor; as shown in fig. 3, it is an external characteristic curve of the hybrid electric machine used in the present embodiment; the external characteristic curves of different hybrid motors are different, and it is necessary to perform measurement. Two external characteristic curves of each hybrid motor are provided, one external characteristic curve is a peak value external characteristic curve 5 and is used for outputting the maximum power under a special working condition; the other is a continuous external characteristic curve 5 which is used for outputting normal power under the common working condition. The off-peak characteristic curve 5 cannot be maintained for a long time, otherwise the hybrid motor will burn out excessively. The horizontal axis of the external characteristic curve represents the rotating speed of the hybrid motor, and the unit is rpm; the vertical axis represents output torque in units of N · m.
In addition, in actual operation, the MCU1 corrects the value of maximum brake torque by taking into account both the presence of the hybrid motor in the drive train and the speed of the hybrid motor.
S300, comparing the magnitude of the required braking torque with the magnitude of the maximum braking torque, and judging the braking mode adopted at the current moment according to the comparison result, wherein the method specifically comprises the following steps:
if the maximum braking torque is equal to 0, judging that the braking modes adopted at the current moment are mechanical braking and auxiliary braking;
in this embodiment, the vehicle-mounted MCU1 is used to calculate the maximum braking torque that the hybrid electric motor can provide at the present time.
In this embodiment, the auxiliary braking includes retarder braking, exhaust braking, and engine braking.
If the maximum braking torque is smaller than the required braking torque, judging that the braking modes adopted at the current moment are hybrid electric machine regenerative braking, mechanical braking and auxiliary braking;
if the maximum braking torque is not less than the required braking torque, acquiring the vehicle speed at the current moment;
s400, calculating the rotating speed of the hybrid motor according to the current speed;
in this embodiment, the rotation speed of the hybrid motor is calculated by the following formula:
Figure BDA0002600337450000051
wherein: n iseIs the speed of the hybrid motor; vvelThe vehicle speed at the current moment; r iswheelThe radius of the wheel is obtained by searching a technical manual; k is a radical ofrear_axleThe rear axle speed ratio is obtained by searching a technical manual; k is a radical ofdeceleratorThe speed ratio of the speed reducer of the hybrid motor is obtained by searching a technical manual.
S500, comparing the rotating speed of the hybrid electric machine with the minimum starting rotating speed of the hybrid electric machine, and judging the braking mode adopted at the current moment according to the comparison result, wherein the method specifically comprises the following steps:
if the rotating speed of the hybrid electric machine is not less than the minimum starting rotating speed of the hybrid electric machine, judging that the braking mode adopted at the current moment is regenerative braking of the hybrid electric machine;
and if the rotating speed of the hybrid electric machine is less than the minimum starting rotating speed of the hybrid electric machine, judging that the braking mode adopted at the current moment is mechanical braking.
In this embodiment, the requested brake torque that EBS2 sends to MCU1 is updated in real time. That is, when the hybrid electric machine is not in the transmission chain, the braking torque provided by the hybrid electric machine is 0, and at the moment, the hybrid electric machine does not participate in braking, so that the original EBS braking rule is maintained; meanwhile, the hybrid motor can be engaged into the transmission chain as soon as possible, and the MCU1 recalculates the maximum braking torque which can be provided by the hybrid motor at the current moment and sends the maximum braking torque to the EBS 2; the EBS2 also re-determines the braking mode according to steps S300 through S500, which ensures that the motor can recover the braking energy to the maximum extent at any time.
In the foregoing detailed description, various features are grouped together in a single embodiment for the purpose of streamlining the disclosure. This method of disclosure is not to be interpreted as reflecting an intention that the claimed embodiments of the subject matter require more features than are expressly recited in each claim. Rather, as the following claims reflect, invention lies in less than all features of a single disclosed embodiment. Thus, the following claims are hereby expressly incorporated into the detailed description, with each claim standing on its own as a separate preferred embodiment of the invention.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. To those skilled in the art; various modifications to these embodiments will be readily apparent, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the disclosure. Thus, the present disclosure is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
What has been described above includes examples of one or more embodiments. It is, of course, not possible to describe every conceivable combination of components or methodologies for purposes of describing the aforementioned embodiments, but one of ordinary skill in the art may recognize that many further combinations and permutations of various embodiments are possible. Accordingly, the embodiments described herein are intended to embrace all such alterations, modifications and variations that fall within the scope of the appended claims. Furthermore, to the extent that the term "includes" is used in either the detailed description or the claims, such term is intended to be inclusive in a manner similar to the term "comprising" as "comprising" is interpreted when employed as a transitional word in a claim. Furthermore, any use of the term "or" in the specification of the claims is intended to mean a "non-exclusive or".
The above-mentioned embodiments are intended to illustrate the objects, technical solutions and advantages of the present invention in further detail, and it should be understood that the above-mentioned embodiments are merely exemplary embodiments of the present invention, and are not intended to limit the scope of the present invention, and any modifications, equivalent substitutions, improvements and the like made within the spirit and principle of the present invention should be included in the scope of the present invention.

Claims (9)

1. The hybrid commercial vehicle braking mode management method is characterized by comprising the following steps: comprises the following steps:
s100, continuously monitoring and collecting brake pedal signals; judging whether the vehicle is in a deceleration braking state or not according to the brake pedal signal; if the vehicle is in the deceleration braking state, calculating the required braking torque of the whole vehicle;
s200, calculating the maximum braking torque which can be provided by the hybrid electric motor at the current moment;
s300, comparing the magnitude of the required braking torque with the magnitude of the maximum braking torque, and judging the braking mode adopted at the current moment according to the comparison result, wherein the method specifically comprises the following steps:
if the maximum braking torque is equal to 0, judging that the braking modes adopted at the current moment are mechanical braking and auxiliary braking;
if the maximum braking torque is smaller than the required braking torque, judging that the braking modes adopted at the current moment are hybrid motor regenerative braking, mechanical braking and auxiliary braking;
if the maximum braking torque is not less than the required braking torque, acquiring the vehicle speed at the current moment;
s400, calculating the rotating speed of the hybrid motor according to the current speed;
s500, comparing the rotating speed of the hybrid electric machine with the minimum starting rotating speed of the hybrid electric machine, and judging the braking mode adopted at the current moment according to the comparison result, wherein the method specifically comprises the following steps:
if the rotating speed of the hybrid electric motor is not less than the minimum starting rotating speed of the hybrid electric motor, determining that the braking mode adopted at the current moment is regenerative braking of the hybrid electric motor;
and if the rotating speed of the hybrid electric motor is less than the minimum starting rotating speed of the hybrid electric motor, judging that the braking mode adopted at the current moment is the mechanical braking.
2. The hybrid commercial vehicle braking mode management method according to claim 1, characterized in that: the rotating speed of the hybrid motor is calculated by the following formula:
Figure FDA0002600337440000011
wherein: n iseIs the speed of the hybrid motor; vvelThe vehicle speed at the current moment; r iswheelFor wheel radius, by finding the radiusObtaining an operation manual; k is a radical ofrear_axleThe rear axle speed ratio is obtained by searching a technical manual; k is a radical ofdeceleratorThe speed ratio of the speed reducer of the hybrid motor is obtained by searching a technical manual.
3. The hybrid commercial vehicle braking mode management method according to claim 1, characterized in that: the maximum braking torque is obtained by searching an external characteristic curve of the hybrid motor.
4. The hybrid commercial vehicle braking mode management method according to claim 1, characterized in that: the auxiliary braking comprises retarder braking.
5. The hybrid commercial vehicle braking mode management method according to claim 1, characterized in that: the auxiliary braking includes exhaust braking.
6. The hybrid commercial vehicle braking mode management method according to claim 1, characterized in that: the auxiliary braking includes engine braking.
7. The hybrid commercial vehicle braking mode management method according to claim 1, characterized in that: the continuous monitoring and brake pedal signal acquisition operation in S100 is performed by the onboard EBS (2).
8. The hybrid commercial vehicle braking mode management method according to claim 1, characterized in that: the work of calculating the required braking torque of the entire vehicle in S100 is performed by the on-vehicle EBS (2).
9. The hybrid commercial vehicle braking mode management method according to claim 1, characterized in that: the work of calculating the maximum braking torque which can be provided by the hybrid electric machine at the current moment in the S300 is realized by the vehicle-mounted MCU (1).
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Publication number Priority date Publication date Assignee Title
CN113799775B (en) * 2021-09-24 2023-04-18 潍柴动力股份有限公司 Vehicle deceleration control method and control device
CN114604212B (en) * 2022-03-30 2023-03-31 东风商用车有限公司 Fully-decoupled braking energy recovery control method, device, equipment and storage medium

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Publication number Priority date Publication date Assignee Title
CN103991442A (en) * 2014-05-26 2014-08-20 北京理工大学 Compound braking system of electric vehicle and compound braking method thereof
CN108263216A (en) * 2018-01-25 2018-07-10 吉林大学 A kind of In-wheel motor driving automobile regeneration brake system and braking method
DE102017202296A1 (en) * 2017-02-14 2018-08-16 Audi Ag Estimation method for the coefficient of friction of a hydraulic brake system
CN109228879A (en) * 2018-09-21 2019-01-18 北京新能源汽车股份有限公司 A kind of control method of electric vehicle brake, device, equipment and electric car
CN110605967A (en) * 2019-09-29 2019-12-24 潍柴动力股份有限公司 Auxiliary braking control method and device for heavy-duty car

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103991442A (en) * 2014-05-26 2014-08-20 北京理工大学 Compound braking system of electric vehicle and compound braking method thereof
DE102017202296A1 (en) * 2017-02-14 2018-08-16 Audi Ag Estimation method for the coefficient of friction of a hydraulic brake system
CN108263216A (en) * 2018-01-25 2018-07-10 吉林大学 A kind of In-wheel motor driving automobile regeneration brake system and braking method
CN109228879A (en) * 2018-09-21 2019-01-18 北京新能源汽车股份有限公司 A kind of control method of electric vehicle brake, device, equipment and electric car
CN110605967A (en) * 2019-09-29 2019-12-24 潍柴动力股份有限公司 Auxiliary braking control method and device for heavy-duty car

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