CN115972916A - Electric vehicle brake control method and vehicle - Google Patents
Electric vehicle brake control method and vehicle Download PDFInfo
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- CN115972916A CN115972916A CN202310008438.3A CN202310008438A CN115972916A CN 115972916 A CN115972916 A CN 115972916A CN 202310008438 A CN202310008438 A CN 202310008438A CN 115972916 A CN115972916 A CN 115972916A
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Abstract
The invention belongs to the technical field of automobiles, and discloses an electric vehicle brake control method and a vehicle, wherein the electric vehicle brake control method comprises the following steps: monitoring the working condition of the vehicle, circularly judging whether the vehicle meets the energy recovery condition according to the set step length, and if the vehicle meets the energy recovery condition, recovering the braking energy; the braking energy recovery comprises the following steps: judging whether the current vehicle speed is greater than or equal to a set vehicle speed, if so, determining the current standard braking torque and the current vehicle target acceleration according to the current vehicle speed and the current brake pedal opening degree, and determining a current first braking torque correction coefficient according to the difference value between the current vehicle actual acceleration and the current vehicle target acceleration; determining a current target braking torque according to the current first braking torque correction coefficient and the current standard braking torque; and controlling the motor torque to adjust to the current target braking torque.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a brake control method of an electric vehicle and the vehicle.
Background
In the driving process of the electric vehicle, when a driver has a speed reduction requirement, the electric vehicle can adopt a mode of electric braking and mechanical braking to reduce the speed, the electric braking is that the motor outputs reverse torque (braking torque) to brake, the mechanical braking is that the traditional braking is utilized to brake, and the electric braking is adopted as much as possible on the premise of ensuring safety and is an effective measure for improving the economy of the whole vehicle. According to the existing electric vehicle brake control method, the magnitude of brake torque under high vehicle speed is only related to the current vehicle speed and the opening degree of a brake pedal, the larger the current vehicle speed and the larger the opening degree of the brake pedal are, the larger the brake torque is, but under the working conditions of full load, downhill and the like, the situation of insufficient brake torque exists, and the recovery of brake energy is limited.
Therefore, a braking control method for an electric vehicle and a vehicle are needed to solve the above problems.
Disclosure of Invention
The invention aims to provide a brake control method of an electric vehicle and the vehicle, which solve the problem of insufficient brake torque under working conditions of full load, downhill and the like and recover more energy.
In order to achieve the purpose, the invention adopts the following technical scheme:
an electric vehicle brake control method comprising:
monitoring the working condition of the vehicle, circularly judging whether the vehicle meets the energy recovery condition according to the set step length, and if the vehicle meets the energy recovery condition, recovering the braking energy;
the braking energy recovery comprises the following steps:
judging whether the current vehicle speed is greater than or equal to a set vehicle speed, if so, determining the current standard braking torque and the current vehicle target acceleration according to the current vehicle speed and the current brake pedal opening degree, and determining a current first braking torque correction coefficient according to the difference value between the current vehicle actual acceleration and the current vehicle target acceleration;
determining a current target braking torque according to the current first braking torque correction coefficient and the current standard braking torque;
and controlling the motor torque to adjust to the current target braking torque.
Preferably, the current target braking torque is equal to a product of the first braking torque correction factor and the current standard braking torque.
Preferably, the braking energy recovery further comprises: and filtering the current first braking torque correction coefficient to obtain a second braking torque correction coefficient, wherein the current target braking torque is equal to the product of the second braking torque correction coefficient and the current standard braking torque.
Preferably, the determining the current standard braking torque and the current target acceleration of the vehicle according to the current vehicle speed and the current opening degree of the brake pedal includes:
inquiring a vehicle braking target acceleration MAP according to the current vehicle speed and the current brake pedal opening to determine the current vehicle target acceleration;
and inquiring the brake torque MAP according to the current vehicle speed and the current brake pedal opening to determine the current standard brake torque.
Preferably, the controlling the motor torque to be adjusted to the current target braking torque includes:
determining the set change rate of the braking torque of the current motor according to the opening of the current brake pedal;
and controlling the motor to adjust the current target braking torque according to the set change rate of the current motor braking torque.
Preferably, the braking energy recovery further comprises:
if the current vehicle speed is less than the set vehicle speed, judging whether the opening of the brake pedal is greater than or equal to the set opening;
and if the opening degree of the brake pedal is greater than or equal to the set opening degree, controlling the motor to be in a rotating speed mode, and controlling the rotating speed of the motor to be adjusted to the target rotating speed when the target rotating speed is zero.
Preferably, the controlling the motor rotation speed to adjust to the target rotation speed includes:
determining the set change rate of the braking torque of the current motor according to the opening of the current brake pedal;
and controlling the motor torque to adjust to the current target braking torque according to the set change rate of the current motor braking torque.
Preferably, the braking energy recovery further comprises: and if the current opening degree of the brake pedal is smaller than the set opening degree, controlling the motor to be in a torque mode, and enabling the brake torque to be zero.
Preferably, the energy recovery conditions include that the current SOC of the vehicle battery is less than a set value, the current ABS is not triggered, and the current brake pedal opening is greater than zero or both the current accelerator pedal opening and the current brake pedal opening are zero.
And a vehicle brake control using any one of the above-described electric vehicle brake control methods.
The invention has the beneficial effects that:
the invention relates to a brake control method of an electric vehicle and the vehicle, which circularly judge whether the vehicle meets an energy recovery condition according to a set step length, determine a current standard brake torque and a current vehicle target acceleration according to the current vehicle speed and a current brake pedal opening degree when the vehicle meets the energy recovery condition and the vehicle speed is more than or equal to the set vehicle speed, determine a current first brake torque correction coefficient according to a difference value between the current vehicle actual acceleration and the current vehicle target acceleration, wherein the difference value between the current vehicle actual acceleration and the current vehicle target acceleration can reflect a difference value between the current vehicle target acceleration of the current vehicle actual acceleration. According to the set step length cyclic judgment, the electric vehicle brake control method can continuously change the current target brake torque according to the working condition change of the vehicle so as to meet the brake requirements of various working conditions.
Drawings
Fig. 1 is a flowchart of a braking control method for an electric vehicle according to an embodiment of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not to be construed as limiting the invention. It should be further noted that, for the convenience of description, only some structures related to the present invention are shown in the drawings, not all of them.
In the description of the present invention, unless expressly stated or limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, e.g., as meaning permanently connected, removably connected, or integral to one another; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
In the description of the present embodiment, the terms "upper", "lower", "right", etc. are used in an orientation or positional relationship based on that shown in the drawings only for convenience of description and simplicity of operation, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used only for descriptive purposes and are not intended to have a special meaning.
As shown in fig. 1, the present embodiment provides an electric vehicle brake control method including:
monitoring the working condition of the vehicle, circularly judging whether the vehicle meets the energy recovery condition according to the set step length, and if the vehicle meets the energy recovery condition, recovering the braking energy;
the braking energy recovery comprises the following steps: judging whether the current vehicle speed is greater than or equal to a set vehicle speed, if so, determining the current standard braking torque and the current vehicle target acceleration according to the current vehicle speed and the current brake pedal opening degree, and determining a current first braking torque correction coefficient according to the difference value between the current vehicle actual acceleration and the current vehicle target acceleration;
correcting the current standard braking torque according to the current first braking torque correction coefficient, and determining the current target braking torque;
and controlling the motor torque to adjust to the current target braking torque.
The method for controlling braking of an electric vehicle, the method for controlling braking of an electric vehicle and the vehicle provided by the embodiment of the invention determine whether the vehicle meets an energy recovery condition according to a set step cycle, determine a current standard braking torque and a current target acceleration of the vehicle according to a current vehicle speed and a current opening degree of a brake pedal when the vehicle meets the energy recovery condition and the vehicle speed is greater than or equal to a set vehicle speed, determine a current first braking torque correction coefficient according to a difference between a current actual acceleration of the vehicle and the current target acceleration of the vehicle, wherein the difference between the current actual acceleration of the vehicle and the current target acceleration of the vehicle can reflect a difference between the current target acceleration of the current actual acceleration of the vehicle, for example, when the vehicle is fully loaded and downhill, after a driver steps on the brake pedal, an acceleration generated by a mechanical brake (it needs to be noted that an acceleration generated by the mechanical brake is a negative value) is small, and a difference between the current actual acceleration of the vehicle and the current target acceleration of the vehicle is large, obtain a corresponding current first braking torque correction coefficient according to the large difference, and determine a current target braking torque according to control a motor torque to adjust the current braking torque to the current target braking torque, thereby solving the problems of the fully loaded and the recovery condition, such as insufficient energy recovery condition. According to the set step length circular judgment, the electric vehicle brake control method can continuously change the current target brake torque according to the working condition change of the vehicle so as to meet the brake requirements of various working conditions.
Specifically, in the present embodiment, the energy recovery conditions include that the SOC (state of charge) of the current vehicle battery is less than a set value, that the current ABS (antilock braking system) is not activated, and that the current brake pedal opening is greater than zero or that the current accelerator pedal opening and the current brake pedal opening are both zero. The SOC of the current vehicle battery being less than the set point indicates that the current vehicle battery is capable of storing recovered energy. When the opening degree of the current brake pedal is larger than zero, the fact that the driver has the action of trampling the brake pedal is indicated, and when the opening degree of the current accelerator pedal and the opening degree of the current brake pedal are both zero, the fact that the vehicle is in the unpowered inertia running state is indicated. And the energy recovery is not carried out when the ABS is triggered so as to ensure the driving safety.
Alternatively, as shown in fig. 1, the current target braking torque is equal to the product of the first braking torque correction coefficient and the current standard braking torque.
Optionally, the determining the current first braking torque correction factor according to the difference between the current actual acceleration of the vehicle and the current target acceleration of the vehicle comprises: and inquiring a first braking torque correction coefficient MAP according to the difference value between the current actual acceleration of the vehicle and the current target acceleration of the vehicle to obtain a current first braking torque correction coefficient. A first braking torque correction coefficient MAP, which includes a correspondence relationship between a difference between an actual acceleration of the vehicle and a target acceleration of the vehicle and a first braking torque correction coefficient, is prestored in an electronic control unit of the vehicle, and is obtained through experiments. Specifically, in the present embodiment, when the current actual acceleration of the vehicle is equal to the current target acceleration of the vehicle, the value of the first braking torque correction coefficient is 1, that is, the current target braking torque is equal to the current standard braking torque; when the current actual acceleration of the vehicle is greater than the current target acceleration of the vehicle, the value of the first braking torque correction coefficient is greater than 1, that is, the current target braking torque is greater than the current standard braking torque, so as to enhance the braking effect of the motor on the vehicle, for example, the current actual acceleration of the vehicle is-4 m/s, the current target acceleration of the vehicle determined according to the current vehicle speed and the current opening degree of the brake pedal is-5 m/s, the current actual acceleration of the vehicle is greater than the current target acceleration of the vehicle, the difference between the current actual acceleration of the vehicle and the current target acceleration of the vehicle is 1m/s, the first braking torque correction coefficient is greater than 1 at the moment, and the situation may occur during full load and downhill, and at the moment, the motor torque is controlled to adjust to the current target braking torque so as to further reduce the acceleration of the vehicle; the value of the first braking torque correction coefficient is less than 1 when the current vehicle actual acceleration is less than the current vehicle target acceleration, which may occur at light loads and uphill grades. The larger the absolute value of the difference between the current actual acceleration of the vehicle and the current target acceleration of the vehicle is, the larger the absolute value of the difference between the first braking torque correction coefficient and 1 is, and the more obvious the correction effect is.
Optionally, the determining the current standard braking torque and the current target acceleration of the vehicle according to the current vehicle speed and the current opening degree of the brake pedal comprises: inquiring a vehicle braking target acceleration MAP according to the current vehicle speed and the current brake pedal opening to determine the current vehicle target acceleration; and inquiring the brake torque MAP according to the current vehicle speed and the current brake pedal opening to determine the current standard brake torque. The vehicle braking target acceleration MAP comprises a corresponding relation between a vehicle speed and a brake pedal opening degree and a vehicle target acceleration, the braking torque MAP comprises a corresponding relation between the vehicle speed and the brake pedal opening degree and a standard braking torque, and the vehicle braking target acceleration MAP and the braking torque MAP are obtained through experiments and stored in an electric control unit of the vehicle. The vehicle target acceleration referred to herein is an optimal acceleration of the vehicle at a certain vehicle speed and a certain brake pedal opening degree, and accordingly, when the vehicle travels on a flat ground at the vehicle speed under a certain load condition (for example, no load), the motor brake torque at which the driver depresses the brake pedal to the brake pedal opening degree so that the vehicle can reach the vehicle target acceleration is a standard brake torque corresponding to the vehicle speed and the brake pedal opening degree.
Optionally, controlling the motor torque to adjust to the current target braking torque comprises: determining the set change rate of the braking torque of the current motor according to the opening of the current brake pedal; and controlling the motor to adjust the current target braking torque according to the set change rate of the current motor braking torque. Specifically, the current motor braking torque setting change rate is obtained by querying a motor braking torque setting change rate MAP through a current brake pedal opening degree, the motor braking torque setting change rate MAP includes a corresponding relation between a motor braking torque setting change rate and the brake pedal opening degree, the motor braking torque setting change rate MAP is obtained through experiments, and is stored in an electronic control unit of the vehicle, and the motor braking torque setting change rate is positively correlated with the brake pedal opening degree, that is, when the motor is controlled to adjust to the current target braking torque, the larger the brake pedal opening degree is, the larger the motor braking torque setting change rate is, the faster the motor braking torque change speed is. The brake feeling of the driver is adapted to the opening degree of the brake pedal through the setting, the brake smoothness is guaranteed, and the driving experience of the driver is improved.
Optionally, as shown in fig. 1, the braking energy recovery further comprises: if the current vehicle speed is less than the set vehicle speed, judging whether the opening of the brake pedal is greater than or equal to the set opening; and if the opening degree of the brake pedal is greater than or equal to the set opening degree, controlling the motor to be in a rotating speed mode, and controlling the rotating speed of the motor to be adjusted to the target rotating speed when the target rotating speed is zero. The current vehicle speed is less than the set value, and the current brake pedal opening is greater than or equal to the set opening, which shows that although the vehicle speed is less, the driver has a parking demand, at this time, the control motor is in a rotating speed mode, the target rotating speed is zero, the rotating speed of the control motor is adjusted to the target rotating speed, that is, the rotating speed of the control motor is reduced to zero, and in the process, the motor assists the mechanical brake to brake the vehicle, and part of energy is recovered.
Further, controlling the motor speed to adjust to the target speed includes: determining a current motor braking torque set change rate according to the current vehicle speed and the current brake pedal opening; and controlling the motor torque to adjust to the current target braking torque according to the set change rate of the current motor braking torque. The set change rate of the current motor braking torque is obtained by inquiring the set change rate MAP of the motor braking torque, and the larger the opening degree of the brake pedal is, the larger the set change rate of the motor braking torque is, and the faster the change speed of the motor braking torque is.
Optionally, as shown in fig. 1, the braking energy recovery further comprises: and if the current opening degree of the brake pedal is smaller than the set opening degree, controlling the motor to be in a torque mode, and enabling the brake torque to be zero. The current vehicle speed is smaller than the set value, and the current brake pedal opening is smaller than the set opening, which indicates that the current vehicle speed is smaller, and the driver has no parking demand, at this time, the motor is controlled to be in the torque mode, and the brake torque is zero, that is, at this time, the motor is in an idle state. Specifically, the set opening in this embodiment is the idle stroke opening of the brake pedal, and in this idle stroke opening range, the mechanical brake does not brake the vehicle, that is, neither the mechanical brake nor the electrical brake brakes the vehicle at this time, and the vehicle keeps the inertia running state.
According to the electric vehicle brake control method provided by the embodiment, the mechanical brake of the electric vehicle is not adjusted, so that the energy recovery is realized as much as possible on the premise of ensuring the driving safety, and the economy of the whole vehicle is improved.
The embodiment also provides a vehicle, and the vehicle braking control is carried out by using the electric vehicle braking control method.
Example two
As shown in fig. 1, this embodiment provides a braking control method for an electric vehicle, and a specific braking control process is basically the same as that in the first embodiment, except that the braking energy recovery in this embodiment further includes: and filtering the current first braking torque correction coefficient to obtain a second braking torque correction coefficient, wherein the current target braking torque is equal to the product of the second braking torque correction coefficient and the current standard braking torque. The purpose of the filtering processing is to prevent the sudden change of the motor braking torque from influencing the driving feeling of a driver for the consideration of driving comfort, and to avoid the target braking torque from being influenced by accidental factors such as a bumpy road surface. Specifically, in the vehicle braking process, if the difference between the first braking torque correction coefficient obtained in a certain judgment and the first braking torque correction coefficient in the previous judgment is too large, the first braking torque correction coefficient in the current judgment is closed to the first braking torque correction coefficient in the previous judgment through filtering processing to obtain a second braking torque correction coefficient, and the target braking torque is prevented from sudden change, for example, the first braking torque correction coefficient value in the previous judgment is 1, the first braking torque correction coefficient value in the current judgment is 2, and the first braking torque correction coefficient 2 obtained in the current judgment can be corrected to be the second braking torque correction coefficient 1.2 through filtering.
The embodiment also provides a vehicle, and the vehicle braking control is carried out by using the electric vehicle braking control method.
It should be understood that the above-described embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Numerous obvious variations, adaptations and substitutions will occur to those skilled in the art without departing from the scope of the invention. And are neither required nor exhaustive of all embodiments. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the claims of the present invention.
Claims (10)
1. An electric vehicle brake control method characterized by comprising:
monitoring the working condition of the vehicle, circularly judging whether the vehicle meets the energy recovery condition according to the set step length, and if the vehicle meets the energy recovery condition, recovering the braking energy;
the braking energy recovery comprises the following steps:
judging whether the current vehicle speed is greater than or equal to the set vehicle speed, if so, determining the current standard brake torque and the current vehicle target acceleration according to the current vehicle speed and the current brake pedal opening degree, and determining a current first brake torque correction coefficient according to the difference value between the current vehicle actual acceleration and the current vehicle target acceleration;
determining a current target braking torque according to the current first braking torque correction coefficient and the current standard braking torque;
and controlling the motor torque to adjust to the current target braking torque.
2. The electric vehicle brake control method according to claim 1, characterized in that the current target brake torque is equal to a product of the first brake torque correction coefficient and the current standard brake torque.
3. The electric vehicle brake control method according to claim 1, characterized in that the braking energy recovery further includes: and filtering the current first braking torque correction coefficient to obtain a second braking torque correction coefficient, wherein the current target braking torque is equal to the product of the second braking torque correction coefficient and the current standard braking torque.
4. The electric vehicle brake control method of claim 1, wherein determining the current standard brake torque and the current vehicle target acceleration according to the current vehicle speed and the current brake pedal opening degree comprises:
inquiring a vehicle braking target acceleration MAP according to the current vehicle speed and the current brake pedal opening to determine the current vehicle target acceleration;
and inquiring the brake torque MAP according to the current vehicle speed and the current brake pedal opening to determine the current standard brake torque.
5. The electric vehicle brake control method of claim 1, wherein controlling the motor torque to adjust to the current target brake torque comprises:
determining the set change rate of the braking torque of the current motor according to the opening of the current brake pedal;
and controlling the motor to adjust the current target braking torque according to the set change rate of the current motor braking torque.
6. The electric vehicle brake control method according to claim 1, characterized in that the braking energy recovery further includes:
if the current vehicle speed is less than the set vehicle speed, judging whether the opening of the brake pedal is greater than or equal to the set opening;
and if the opening degree of the brake pedal is greater than or equal to the set opening degree, controlling the motor to be in a rotating speed mode, and controlling the rotating speed of the motor to be adjusted to the target rotating speed when the target rotating speed is zero.
7. The electric vehicle brake control method according to claim 6, wherein controlling the motor rotation speed to adjust to the target rotation speed includes:
determining the set change rate of the braking torque of the current motor according to the opening of the current brake pedal;
and controlling the motor torque to adjust the current target braking torque according to the set change rate of the current motor braking torque.
8. The electric vehicle brake control method according to claim 6, characterized in that the braking energy recovery further includes: and if the current opening degree of the brake pedal is smaller than the set opening degree, controlling the motor to be in a torque mode, and enabling the brake torque to be zero.
9. The electric vehicle brake control method according to claim 1, wherein the energy recovery conditions include that the current vehicle battery SOC is less than a set value, the current ABS is not triggered, and the current brake pedal opening is greater than zero or both the current accelerator pedal opening and the current brake pedal opening are zero.
10. A vehicle characterized by performing vehicle brake control using the electric vehicle brake control method according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
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| CN202310008438.3A CN115972916A (en) | 2023-01-04 | 2023-01-04 | Electric vehicle brake control method and vehicle |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202310008438.3A CN115972916A (en) | 2023-01-04 | 2023-01-04 | Electric vehicle brake control method and vehicle |
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| CN202310008438.3A Pending CN115972916A (en) | 2023-01-04 | 2023-01-04 | Electric vehicle brake control method and vehicle |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116373609A (en) * | 2023-06-05 | 2023-07-04 | 厦门金龙汽车新能源科技有限公司 | Braking strategy optimization method for pure electric bus |
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2023
- 2023-01-04 CN CN202310008438.3A patent/CN115972916A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116373609A (en) * | 2023-06-05 | 2023-07-04 | 厦门金龙汽车新能源科技有限公司 | Braking strategy optimization method for pure electric bus |
| CN116373609B (en) * | 2023-06-05 | 2023-07-28 | 厦门金龙汽车新能源科技有限公司 | Braking strategy optimization method for pure electric bus |
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