CN112677945A - Braking energy recovery control method and system - Google Patents
Braking energy recovery control method and system Download PDFInfo
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Abstract
The invention provides a braking energy recovery control method and a system, which are applied to a decoupling type electronic power-assisted braking system, and the method comprises the following steps: when the preset conditions are met, the braking energy of the decoupling type electronic power-assisted braking system is recovered; determining a steady state factor according to a driving state of the vehicle; and when the braking energy is recovered according to the braking signal, adjusting the torque value of the braking energy recovery in real time according to the steady-state factor. By the mode, the problems of vehicle dynamic control deviation and vehicle shaking caused by vehicle braking energy recovery under special working conditions can be effectively avoided, and driving experience of users is improved.
Description
Technical Field
The invention relates to the field of vehicle control, in particular to a braking energy recovery control method and system.
Background
With the concern on the endurance mileage of the electric automobile, each host factory improves the torque value of braking energy recovery as much as possible, the endurance mileage can be obviously improved by the method, but when the electric brake is not timely withdrawn on an undulating and bumpy road surface and steering at a large angle, the false triggering of a whole automobile stability control system is influenced, or the performance after triggering is poor, so that the dynamic control deviation of the whole automobile and the shaking phenomenon of the whole automobile when the energy recovery is withdrawn are easily caused.
Disclosure of Invention
In view of this, the invention provides a braking energy recovery control method and system, which can effectively avoid the problems of vehicle dynamic control deviation and vehicle shaking caused by the recovery of braking energy of a vehicle under a special working condition, and improve the driving experience of a user.
In a first aspect, the present invention provides a braking energy recovery control method, applied to a decoupled electronic power-assisted braking system, the method including:
when a preset condition is met, recovering the braking energy of the decoupling type electronic power-assisted braking system;
determining a steady state factor according to a driving state of the vehicle;
and when the braking energy is recovered according to the braking signal, adjusting the torque value of the braking energy recovery in real time according to the steady-state factor.
Further, the determining a steady state factor according to the driving state of the vehicle includes:
the steady state factor is determined based on at least one of a slip rate, a steering wheel angle, a brake pedal opening, and a yaw rate of the vehicle.
Further, the determining a steady state factor according to at least one of a slip rate, a steering wheel angle, a brake pedal opening, and a yaw rate of the vehicle includes:
when determining the steady-state factor according to the slip rate, taking the ratio of the difference value of the wheel speed subtracted from the reference speed of the whole vehicle to the reference speed of the whole vehicle as the slip rate;
and looking up a table according to the slip rate to obtain the steady-state factor, wherein the slip rate is inversely proportional to the steady-state factor.
Further, the determining the steady state factor according to at least one of a slip rate, a steering wheel angle, a brake pedal opening degree and a yaw rate of the vehicle further includes:
and when determining the steady-state factor according to the steering wheel rotation angle, the steering wheel rotation angle is larger than a preset angle, or when the steering wheel rotation speed is larger than a preset rotation speed, the value of the steady-state factor is zero.
Further, determining a steady state factor based on at least one of a slip rate, a steering wheel angle, a brake pedal opening, and a yaw rate of the vehicle further comprises
And when a steady-state factor is determined according to the opening degree of the brake pedal, and the opening degree of the brake pedal is greater than a preset threshold value, the value of the steady-state factor is zero.
Further, the determining the steady state factor according to at least one of a slip rate, a steering wheel angle, a brake pedal opening degree and a yaw rate of the vehicle further includes:
when the steady-state factor is determined according to the yaw rate, the yaw rate acquired by the yaw rate sensor is acquired;
and looking up a table according to the yaw rate to obtain the steady-state factor, wherein the yaw rate is inversely proportional to the steady-state factor.
Further, the determining the steady state factor according to at least one of a slip rate, a steering wheel angle, a brake pedal opening degree and a yaw rate of the vehicle further includes:
determining a first steady-state factor according to the slip rate;
determining a second steady-state factor according to the steering wheel rotation angle;
determining a third steady-state factor according to the opening degree of the brake pedal;
determining a fourth steady-state factor from the yaw rate;
and taking the minimum value of the first steady-state factor, the second steady-state factor, the third steady-state factor and the fourth steady-state factor as the steady-state factor.
Further, the preset condition for activating the braking energy recovery function includes:
the decoupling type electronic power-assisted brake system has no fault;
the wheel speed or wheel speed pulse is valid;
the whole vehicle stabilizing system works normally;
the vehicle control unit allows energy recovery.
Further, after the real-time adjustment of the torque value of the braking energy recovery according to the steady-state factor, the method further includes:
and hydraulically supplementing the wheels in real time according to the adjusted torque value recovered by the braking energy.
In a second aspect, the present invention also provides a braking energy recovery control system, comprising:
at least one processor;
at least one memory coupled to the at least one processor and storing instructions for execution by the at least one processor, the instructions when executed by the at least one processor causing the apparatus to perform a braking energy recovery control method as described above.
In summary, the present invention provides a braking energy recovery control method and system, where the braking energy recovery control method is applied to a decoupled electronic power-assisted braking system, and includes: when the preset conditions are met, the braking energy of the decoupling type electronic power-assisted braking system is recovered; determining a steady state factor according to a driving state of the vehicle; and when the braking energy is recovered according to the braking signal, adjusting the torque value of the braking energy recovery in real time according to the steady-state factor. By the mode, the problems of vehicle dynamic control deviation and vehicle shaking caused by vehicle braking energy recovery under special working conditions can be effectively avoided, and driving experience of users is improved.
The foregoing description is only an overview of the technical solutions of the present invention, and in order to make the technical means of the present invention more clearly understood, the present invention may be implemented in accordance with the content of the description, and in order to make the above and other objects, features, and advantages of the present invention more clearly understood, the following preferred embodiments are described in detail with reference to the accompanying drawings.
Drawings
FIG. 1 is a schematic structural diagram of a decoupled electronic power-assisted braking system;
FIG. 2 is a schematic flow chart of a braking energy recovery control method according to an embodiment of the present invention;
fig. 3 is a schematic structural diagram of a braking energy recovery control system according to an embodiment of the present invention.
Detailed Description
To further explain the technical means and effects of the present invention adopted to achieve the predetermined objects, the present invention will be described in detail below with reference to the accompanying drawings and preferred embodiments.
Fig. 1 is a decoupled electronic power-assisted braking system, which includes: an electronic control unit 401, a motor 402, a brake demand input unit 410, and a braking force generation unit 411; the braking force generation unit 411 includes a rack 404, a master cylinder 407, and a piston 405 and a brake fluid 406 disposed in the master cylinder 407; the brake demand input unit 410 includes a pedal 408 and a pedal stroke sensor 409. The input end of the electronic control unit 401 is electrically connected with the output end of the braking demand input unit 410, the output end of the electronic control unit 401 is electrically connected with the input end of the motor 402, and the output end of the motor 402 is connected with the rack 404. Specifically, when a driver steps on a pedal 408, a pedal stroke sensor 409 can detect the stroke displacement of the pedal 408 and generate a corresponding braking demand signal, the electronic control unit 110 receives the braking demand signal of the braking plate 408 and finally generates a braking output signal, the electronic control unit 401 controls the motor 402 to rotate according to the braking output signal, the motor 402 is connected with the rack 404, the rack 404 is controlled by the rotation of the motor 402 to move along the horizontal direction, the piston 405 is connected with the rack 404, and the piston 405 can also move along the horizontal direction; the brake fluid 406 is filled in the master cylinder 407, a first side liquid surface of the brake fluid 406 is in contact with the piston 405, a second side liquid surface of the brake fluid 406 is in contact with a brake fluid outlet of the master cylinder 407, the first side liquid surface of the brake fluid 406 is arranged opposite to the second side liquid surface of the brake fluid 406, and the piston 405 pushes the brake fluid 406 to output along the direction that the first side liquid surface points to the second side liquid surface, so that the braking force is generated. In the process, a gap is left between the push rod of the pedal 408 and the piston 405, so that decoupling is realized.
The decoupling type electronic power-assisted brake system can realize the electric power-assisted brake with variable brake force, and the pedal feeling of the vacuum booster is realized through the pedal simulator. Because the push rod is decoupled from the master cylinder, the pedal feeling of the system is not obviously changed when the braking force is adjusted.
Fig. 2 is a schematic flow chart of a braking energy recovery control method according to an embodiment of the present invention. As shown in fig. 2, an embodiment of the present invention provides a braking energy recovery control method, which is applied to a decoupled electronic power-assisted braking system, and includes:
step 201: when the preset conditions are met, the braking energy of the decoupling type electronic power-assisted braking system is recovered;
step 202: determining a steady state factor according to a driving state of the vehicle;
step 203: and when the braking energy is recovered according to the braking signal, adjusting the torque value of the braking energy recovery in real time according to the steady-state factor.
When the embodiment of the invention recovers the braking energy of the decoupling type electronic power-assisted braking system, the torque value of the recovered energy can be attenuated in advance by adopting the steady-state factor control, thereby avoiding false triggering and ensuring the performance of the control system. During braking, energy recovery is adjusted according to the running state of the whole vehicle, so that the dynamic control deviation of the whole vehicle under the special working condition of the whole vehicle and the shaking phenomenon of the whole vehicle when energy recovery exits are avoided.
In this embodiment, when the preset condition is satisfied, the braking energy recovery function of the decoupled electronic power-assisted braking system is activated. Wherein the preset conditions include: the decoupling type electronic power-assisted brake system has no fault; wheel speed or wheel speed pulse is valid; the whole vehicle stabilizing system works normally; and the vehicle control unit allows energy recovery. The steady state factor is then determined based on the driving state of the vehicle, and may be determined based on one or more of a slip rate, a steering wheel angle, a brake pedal opening, and a yaw rate of the vehicle. For example, when a tire is applying traction or braking forces, relative motion between the tire and the ground may occur. The slip rate is the proportion of the sliding components in the movement of the wheels, and can be calculated according to the proportion of the difference value of the reference speed minus the wheel speed of the whole vehicle and the reference speed of the whole vehicle. And looking up a table to obtain a steady-state factor corresponding to the slip rate so as to control a torque value of braking energy recovery, wherein the slip rate is inversely proportional to the steady-state factor, namely the greater the slip rate is, the smaller the torque value of braking energy recovery is, so that the problems of vehicle shaking and the like caused by the fact that the vehicle carries out braking energy recovery under the road conditions with poor gripping capability such as a rain and snow road surface and the like are solved.
In an embodiment, the steady-state factor may also be determined according to the steering wheel angle, and when the steering wheel angle is greater than the preset angle, or the steering wheel angular velocity is greater than the preset angular velocity, the value of the steady-state factor is set to zero, that is, the braking energy recovery is not performed, so as to prevent the problem of the deviation of the dynamic control of the entire vehicle caused by the braking energy recovery performed in the driving state that the vehicle needs to frequently rotate the steering wheel, such as a continuous turning road section.
In an embodiment, when the steady-state factor is determined according to the opening degree of the brake pedal, and the opening degree of the brake pedal is greater than the preset threshold, the value of the steady-state factor is set to be zero, so as to prevent the problems of vehicle dynamic control deviation and vehicle shaking caused by recovery of braking energy in a driving state where the vehicle needs to be decelerated urgently.
In an embodiment, when the steady-state factor is determined according to the yaw rate, the yaw rate acquired by the yaw rate sensor is acquired, and then the steady-state factor is obtained by looking up a table according to the yaw rate. When a vehicle is turning, the vehicle is generally regarded as circular motion, and the yaw rate refers to the deflection of the vehicle around the vertical axis of the ground, and the magnitude of the deflection represents the stability degree of the vehicle. When the steering angle of the automobile is large and the tires work in a nonlinear area, the steering intention cannot be realized by a steering system alone, at the moment, the differential braking control triggers the work, and the direct yaw moment control is realized by utilizing the differential braking, so that the driving intention of a driver is ensured, and the driving stability control of the automobile is realized. The yaw rate is inversely proportional to the steady-state factor, namely the larger the yaw rate is, the smaller the torque value of the braking energy recovery is, so that the problems of vehicle dynamic control deviation and the like caused by braking energy recovery under the vehicle sharp-turn working condition are solved.
In one embodiment, the first steady state factor Y1 may be determined based on slip rate, the second steady state factor Y2 may be determined based on steering wheel angle, the third steady state factor Y3 may be determined based on brake pedal opening, and the fourth steady state factor Y4 may be determined based on yaw rate. The minimum value of the first steady-state factor Y1, the second steady-state factor Y2, the third steady-state factor Y3 and the fourth steady-state factor Y3 is taken as the steady-state factor, so that the torque value of the vehicle for recovering the braking energy under various special working conditions can be controlled more accurately, and the problems of vehicle dynamic control deviation and vehicle shaking caused by the recovery of the braking energy are effectively avoided.
In particular, in dependence on the wheel speed (v)U) Or wheel speed pulse, vehicle reference speed (upsilon)F) The slip ratio λ (ν) was calculatedF-υU)/υFAnd carrying out size attenuation on energy recovery according to the size of the slip ratio lambda. Wherein the slip ratio λ is related to the first steady state factor Y1 as shown in the following table:
| λ | 0 | 5％ | 10％ | 15％ |
| Y1 | 1 | 0.5 | 0.3 | 0 |
when the steering wheel angle abs (sa) >90deg or the steering wheel angle speed abs (sv) >100deg/s, the second stabilization factor Y2 is 0. When the brake pedal opening Da > 40% or Dv >300mmps, the stability factor Y3 is 0.
The relationship between yaw rate (YawRate) and the fourth stability factor Y4 is shown in the following table:
| YawRate(deg/s) | 0 | 20 | 40 | 80 |
| Y4 | 1 | 0.5 | 0.3 | 0 |
the steady state factor Y was derived from Y1, Y2, Y3 and Y4:
Y＝Min(Y1、Y2、Y3、Y4)
when the conditions are met, the energy recovery function of the decoupling type electronic power-assisted brake system is activated, a driver steps on a brake pedal in the driving process, the decoupling type electronic power-assisted brake system preferentially distributes the braking demand to a large motor for energy recovery, so that the stability factor Y changes, the recovery torque value is attenuated according to the obtained coefficient, meanwhile, the decoupling type electronic power-assisted brake system performs hydraulic supplement of front and rear wheels according to equivalent hydraulic pressure, namely, the hydraulic supplement is performed on the wheels in real time according to the adjusted torque value of the braking energy recovery, and the vehicle is ensured to be in a stable state.
The braking energy recovery control method provided by the embodiment of the invention is applied to a decoupling type electronic power-assisted braking system, and comprises the following steps: when the preset conditions are met, the braking energy of the decoupling type electronic power-assisted braking system is recovered; determining a steady state factor according to a driving state of the vehicle; and when the braking energy is recovered according to the braking signal, adjusting the torque value of the braking energy recovery in real time according to the steady-state factor. By the mode, the problems of vehicle dynamic control deviation and vehicle shaking caused by vehicle braking energy recovery under special working conditions can be effectively avoided, and driving experience of users is improved.
Fig. 3 is a schematic structural diagram of a braking energy recovery control system according to an embodiment of the present invention. The braking energy recovery control system illustrated in fig. 3 is only an example, and should not bring any limitations to the function and applicability of the disclosed embodiments. As shown in fig. 3, the present application further provides a brake energy recovery control system 600 including a processing unit 601 that may execute the methods of the embodiments of the present disclosure according to a program stored in a Read Only Memory (ROM)602 or a program loaded from a storage portion 608 into a Random Access Memory (RAM) 603. Processor 601 may include, for example, a general purpose microprocessor (e.g., a CPU), an instruction processor and/or associated chipset, and/or a special purpose microprocessor (e.g., an Application Specific Integrated Circuit (ASIC)), among others. The processor 601 may also include onboard memory for caching purposes. Processor 601 may include a single processing unit or multiple processing units for performing different actions of a method flow according to embodiments of the disclosure.
In the RAM603, various programs and data necessary for the operation of the braking energy recovery control system 600 are stored. The processor 601, the ROM602, and the RAM603 are connected to each other via a bus 604. The processor 601 performs various operations of the method flows according to the embodiments of the present disclosure by executing programs in the ROM602 and/or RAM 603. Note that the above-described programs may also be stored in one or more memories other than the ROM602 and the RAM 603. The processor 601 may also perform various operations of the method flows according to embodiments of the present disclosure by executing programs stored in one or more memories.
According to an embodiment of the present disclosure, braking energy recovery control system 600 may also include an input/output (I/O) interface 605, where input/output (I/O) interface 605 is also connected to bus 604. The braking energy recovery control system 600 may also include one or more of the following components connected to an input/output (I/O) interface 605: an input portion 606 including a keyboard, a mouse, and the like; an output portion 607 including a display such as a Cathode Ray Tube (CRT), a Liquid Crystal Display (LCD), and the like, and a speaker; a storage section 608 including a hard disk and the like; and a communication section 609 including a network interface card such as a LAN card, a modem, or the like. The communication section 609 performs communication processing via a network such as the internet. Further, a drive, removable media. A computer program such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, or the like may also be connected to an input/output (I/O) interface 605 as necessary, so that the computer program read out therefrom is installed into the storage section 608 as necessary.
Method flows according to embodiments of the present disclosure may be implemented as computer software programs. For example, an embodiment of the present disclosure includes a computer program product. Comprising a computer program, carried on a computer readable storage medium, the computer program comprising program code for performing the method illustrated in the flow chart. In such an embodiment, the computer program may be downloaded and installed from a network through the communication section 609, and/or installed from a removable medium. The computer program, when executed by the processor 601, performs the above-described functions defined in the system of the embodiments of the present disclosure. The systems, devices, apparatuses, modules, units, and the like described above may be implemented by computer program modules according to embodiments of the present disclosure.
The specific process of executing the above steps in this embodiment is described in detail in the related description of the first embodiment, and is not described herein again.
The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
As used herein, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, including not only those elements listed, but also other elements not expressly listed.
The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present invention, and all the changes or substitutions should be covered within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the appended claims.
Claims (10)
1. A braking energy recovery control method is applied to a decoupling type electronic power-assisted braking system, and comprises the following steps:
when a preset condition is met, recovering the braking energy of the decoupling type electronic power-assisted braking system;
determining a steady state factor according to a driving state of the vehicle;
and when the braking energy is recovered according to the braking signal, adjusting the torque value of the braking energy recovery in real time according to the steady-state factor.
2. The braking energy recovery control method of claim 1, wherein determining the steady state factor as a function of the driving state of the vehicle comprises:
the steady state factor is determined based on at least one of a slip rate, a steering wheel angle, a brake pedal opening, and a yaw rate of the vehicle.
3. The braking energy recovery control method of claim 2, wherein determining the steady state factor as a function of at least one of a slip rate, a steering wheel angle, a brake pedal opening, and a yaw rate of the vehicle comprises:
when determining the steady-state factor according to the slip rate, taking the ratio of the difference value of the wheel speed subtracted from the reference speed of the whole vehicle and the reference speed of the whole vehicle as the slip rate;
and looking up a table according to the slip rate to obtain the steady-state factor, wherein the slip rate is inversely proportional to the steady-state factor.
4. The braking energy recovery control method of claim 2, wherein the determining the steady state factor as a function of at least one of a slip rate, a steering wheel angle, a brake pedal opening, and a yaw rate of the vehicle further comprises:
and when determining the steady-state factor according to the steering wheel rotation angle, the steering wheel rotation angle is larger than a preset angle, or when the steering wheel rotation speed is larger than a preset rotation speed, the value of the steady-state factor is zero.
5. The braking energy recovery control method of claim 2, wherein the determining the steady state factor as a function of at least one of a slip rate, a steering wheel angle, a brake pedal opening, and a yaw rate of the vehicle further comprises
And when a steady-state factor is determined according to the opening degree of the brake pedal, and the opening degree of the brake pedal is greater than a preset threshold value, the value of the steady-state factor is zero.
6. The braking energy recovery control method of claim 2, wherein the determining the steady state factor as a function of at least one of a slip rate, a steering wheel angle, a brake pedal opening, and a yaw rate of the vehicle further comprises:
when the steady-state factor is determined according to the yaw rate, the yaw rate acquired by the yaw rate sensor is acquired;
and looking up a table according to the yaw rate to obtain the steady-state factor, wherein the yaw rate is inversely proportional to the steady-state factor.
7. The braking energy recovery control method of claim 2, wherein the determining the steady state factor as a function of at least one of a slip rate, a steering wheel angle, a brake pedal opening, and a yaw rate of the vehicle further comprises:
determining a first steady-state factor according to the slip rate;
determining a second steady-state factor according to the steering wheel rotation angle;
determining a third steady-state factor according to the opening degree of the brake pedal;
determining a fourth steady-state factor from the yaw rate;
and taking the minimum value of the first steady-state factor, the second steady-state factor, the third steady-state factor and the fourth steady-state factor as the steady-state factor.
8. The braking energy recovery control method of claim 1, wherein the preset conditions include:
the decoupling type electronic power-assisted brake system has no fault;
the wheel speed or wheel speed pulse is valid;
the whole vehicle stabilizing system works normally;
the vehicle control unit allows energy recovery.
9. The braking energy recovery method of claim 1, further comprising, after adjusting the torque value for braking energy recovery in real time according to the steady state factor:
and hydraulically supplementing the wheels in real time according to the adjusted torque value recovered by the braking energy.
10. A braking energy recovery control system comprising a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor when executing the computer program implements the steps of the braking energy recovery method of any of claims 1 to 9.
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| CN202011638403.0A CN112677945A (en) | 2020-12-31 | 2020-12-31 | Braking energy recovery control method and system |
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Cited By (1)
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| CN113635772A (en) * | 2021-09-17 | 2021-11-12 | 广州小鹏汽车科技有限公司 | Energy recovery control method, control device, vehicle, and storage medium |
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Application publication date: 20210420 |