CN116714556A - Brake system, brake torque distribution method and vehicle - Google Patents
Brake system, brake torque distribution method and vehicle Download PDFInfo
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- CN116714556A CN116714556A CN202310897125.8A CN202310897125A CN116714556A CN 116714556 A CN116714556 A CN 116714556A CN 202310897125 A CN202310897125 A CN 202310897125A CN 116714556 A CN116714556 A CN 116714556A
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- 238000004378 air conditioning Methods 0.000 description 6
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
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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
- B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
- B60T11/04—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting mechanically
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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
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- 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
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention provides a braking system, a braking torque distribution method and a vehicle, and relates to the technical field of heavy commercial vehicle braking. The braking system comprises a front axle assembly, a middle axle assembly, a rear axle assembly, a mechanical brake, a gearbox, a clutch, an engine and an electric drive assembly, wherein the electric drive assembly comprises a motor, the braking system is provided with a first braking mode and a second braking mode, the engine is provided with an in-cylinder braking function in the first braking mode, the motor is in transmission connection with a speed reducer of the rear axle assembly, the braking system is further provided with a trailer assembly in the second braking mode, the engine is provided with an in-cylinder braking function, the motor is in transmission connection with the speed reducer of the trailer assembly, and the speed reducer of the middle axle assembly is in transmission connection with the speed reducer of the rear axle assembly through a transmission shaft. The braking system of the invention realizes the combination of motor braking and traditional auxiliary braking modes.
Description
Technical Field
The invention relates to the technical field of heavy commercial vehicle braking, in particular to a braking system, a braking torque distribution method and a vehicle.
Background
Under the background of energy conservation and emission reduction, the heavy commercial vehicle is used as a row-amplifying household and is also necessarily subject to change. Commercial vehicle electromigration is considered to be the most effective measure to reduce carbon emissions, and specific measures for commercial vehicle electromigration include hydrogen fuel cells, pure electric and diesel hybrid, which are currently limited by energy supply and are not suitable for long-distance trunk logistics scenarios. The diesel hybrid power can use the existing energy supply system, has no anxiety of the endurance mileage, and can obviously reduce the carbon emission, so the diesel hybrid power is considered as the most effective technical measure for solving the carbon emission of the commercial vehicle.
The prior art provides a brake torque distribution control method, comprising the following steps: calculating the current total braking torque required by the electric loader; judging the current working condition of the electric loader; if the electric loader is judged to be in a loading working condition, further judging whether the electric braking torque which can be provided by the electric braking system currently is more than or equal to the total braking torque, and if the electric braking torque which can be provided by the electric braking system currently is more than or equal to the total braking torque, controlling the electric braking system to provide all braking torque; if the electric braking system is judged to be capable of providing the electric braking torque less than the total braking torque, controlling the electric braking system to provide the electric braking torque and controlling the magnitude of the braking torque provided by the mechanical braking system to be the difference value between the total braking torque and the electric braking torque; if the electric loader is judged to be in the transition working condition, the electric braking torque provided by the electric braking system is controlled to be 50-95% of the total braking torque, and the braking torque provided by the mechanical braking system is controlled to be the difference value between the total braking torque and the electric braking torque.
However, the above method is to solve the problem of how to reasonably distribute braking torque according to the working condition of the loader when the electric braking system is used as the auxiliary braking mode, so as to recover energy to the maximum extent, and does not consider the problem of how to combine the electric braking with the conventional auxiliary braking mode when the electric braking system is used as the main auxiliary braking mode in order to recover braking energy of the hybrid commercial vehicle.
Disclosure of Invention
The invention provides a braking system, a braking torque distribution method and a vehicle, which are used for solving the problem of how to combine motor braking and a traditional auxiliary braking mode.
In a first aspect, the present invention provides a brake system comprising:
the front axle assembly, the middle axle assembly and the rear axle assembly are sequentially arranged;
the mechanical brake is used for braking the wheels of the front axle assembly, the wheels of the middle axle assembly and the wheels of the rear axle assembly respectively;
the gearbox is connected with the speed reducer of the intermediate axle assembly in a transmission way;
the clutch is connected with the gearbox in a transmission way;
the engine is connected with the clutch in a transmission way;
the electric drive assembly comprises a motor;
wherein the braking system has a first braking mode and a second braking mode,
in the first braking mode, the engine has an in-cylinder braking function, the motor is connected with a speed reducer of the rear axle assembly in a transmission way,
in the second braking mode, the braking system further comprises a trailer assembly, the engine has an in-cylinder braking function, the motor is in transmission connection with a speed reducer of the trailer assembly, and the speed reducer of the middle axle assembly is in transmission connection with the speed reducer of the rear axle assembly through a transmission shaft.
In one possible embodiment, the brake system further has a third brake mode and a fourth brake mode,
in the third braking mode, the gearbox is connected with a hydraulic retarder in a transmission way, the motor is connected with a speed reducer of the rear axle assembly in a transmission way,
in the fourth braking mode, the braking system further comprises a trailer assembly, the gearbox is in transmission connection with a hydraulic retarder, the motor is in transmission connection with a speed reducer of the trailer assembly, and the speed reducer of the middle axle assembly is in transmission connection with the speed reducer of the rear axle assembly through a transmission shaft.
In one possible embodiment, the braking system further comprises a high voltage power distribution unit, a high voltage power battery and a high voltage air conditioning compressor, the high voltage power distribution unit being electrically connected to the electric drive assembly, the high voltage power battery and the high voltage air conditioning compressor, respectively.
In a second aspect, the present invention provides a brake torque distribution method applied to the brake system in any one of the above embodiments, including the steps of:
in the first braking mode or the second braking mode, acquiring the total braking torque requirement of a braking system, the maximum braking torque of an engine and the maximum braking torque of a motor;
when the total braking torque requirement is smaller than or equal to the maximum braking torque of the motor, controlling the motor to output the braking torque;
Controlling the motor and the engine to jointly output a braking torque when the total braking torque demand is greater than the maximum braking torque of the motor and the total braking torque demand is less than or equal to the sum of the maximum braking torque of the engine and the maximum braking torque of the motor;
when the total braking torque demand is greater than the sum of the maximum braking torque of the engine and the maximum braking torque of the motor, the mechanical brakes of the motor, the engine and the braking system are controlled to jointly output braking torque.
In one possible embodiment, controlling the electric machine and the engine to jointly output the braking torque includes:
the method includes controlling the electric machine to output a braking torque at a maximum braking torque of the electric machine, and controlling the engine to output a braking torque at a first remaining braking torque equal to a difference between a total braking torque demand and the maximum braking torque of the electric machine.
In one possible embodiment, controlling the electric machine, the engine, and the mechanical brake of the braking system to collectively output the braking torque includes:
the method includes controlling the electric machine to output a braking torque at a maximum braking torque of the electric machine, controlling the engine to output a braking torque at a maximum braking torque of the engine, and controlling the mechanical brake to output a braking torque at a second remaining braking torque equal to the total braking torque demand minus the maximum braking torque of the electric machine minus the maximum braking torque of the engine.
In one possible embodiment, the brake torque distribution method further comprises the steps of:
in a third braking mode or a fourth braking mode, acquiring the total braking torque requirement of a braking system, the maximum braking torque of the hydrodynamic retarder and the maximum braking torque of the motor;
when the total braking torque requirement is smaller than or equal to the maximum braking torque of the motor, controlling the motor to output the braking torque;
when the total braking torque requirement is larger than the maximum braking torque of the motor and is smaller than or equal to the sum of the maximum braking torque of the hydraulic retarder and the maximum braking torque of the motor, controlling the motor and the hydraulic retarder to jointly output the braking torque;
when the total braking torque demand is greater than the sum of the maximum braking torque of the hydrodynamic retarder and the maximum braking torque of the motor, the hydrodynamic retarder and the mechanical brake are controlled to jointly output the braking torque.
In one possible embodiment, controlling the electric motor and the hydrodynamic retarder to jointly output a braking torque comprises:
the motor is controlled to output a braking torque at a maximum braking torque of the motor, and the hydrodynamic retarder is controlled to output a braking torque at a third remaining braking torque, the third remaining braking torque being equal to a difference between the total braking torque demand and the maximum braking torque of the motor.
In one possible embodiment, controlling the electric motor, the hydrodynamic retarder and the mechanical brake of the brake system to jointly output the braking torque comprises:
controlling the motor to output a braking torque at a maximum braking torque of the motor,
controlling the mechanical brake to output a braking torque with a fourth remaining braking torque, the fourth remaining braking torque being equal to the total braking torque demand minus a maximum braking torque of the hydrodynamic retarder,
and controlling the hydrodynamic retarder to output a braking torque at a fifth remaining braking torque equal to the total braking torque demand minus a maximum braking torque of the electric machine minus the fourth remaining braking torque of the mechanical brake.
In a third aspect, the present invention provides a vehicle comprising:
a brake system according to any one of the embodiments described above;
the whole vehicle controller comprises a processor, a memory and a bus used for connecting the processor and the memory, wherein the memory is used for storing operation instructions, and the processor is used for executing the brake torque distribution method of any embodiment by calling the operation instructions so as to control a corresponding brake executing mechanism in a brake system to output brake torque.
The braking system, the braking torque distribution method and the vehicle are provided with the electric drive assembly, the braking torque can be output by controlling the working state of the motor of the electric drive assembly, and in a first braking mode, the motor is connected to the speed reducer of the rear axle assembly in a transmission manner, so that the wheels of the rear axle assembly can be braked; in the second braking mode, the motor is drivingly connected to the decelerator of the trailer assembly, and may brake the wheels of the trailer assembly. The motor braking means that accurate force adjustment and feedback control can be realized through an electronic control system, and the magnitude of braking torque and the time of application can be controlled more accurately than a traditional mechanical braking system, so that a more accurate and stable braking effect is realized.
The motor also has an energy recovery function. During braking, when the motor is in a braking state, the movement of the wheels turns the motor and converts kinetic energy into electrical energy. This energy recovery is known as regenerative braking, and by storing electrical energy, other systems of the vehicle can be powered when needed, thereby improving energy efficiency.
In addition, the brake system employs motor braking in combination with mechanical braking, and the engine is configured as an engine having an in-cylinder braking function. In the first braking mode, the motor is connected to the speed reducer of the rear axle assembly in a transmission way, and the combination can enable in-cylinder braking and motor braking of the engine to work cooperatively and output stronger braking torque, so that the combination of motor braking and a traditional auxiliary braking mode is realized, and the optimization of braking performance is realized. In the second braking mode, the braking system further comprises a trailer assembly, the motor is in transmission connection with the speed reducer of the trailer assembly, the speed reducer of the middle axle assembly is in transmission connection with the speed reducer of the rear axle assembly through a transmission shaft, the engine in the mode can brake the wheels of the middle axle assembly and the rear axle assembly, the motor can brake the wheels of the trailer, and the combined braking mode realizes the cooperative work of the engine, the motor and the trailer, so that the braking capability and the reliability are further enhanced.
In addition, the motor braking is combined with the traditional auxiliary braking mode, so that a braking system can distribute braking torque to various braking actuating mechanisms according to a certain braking torque distribution priority rule. For example, in the first braking mode and the second braking mode, the total braking torque demand of the braking system may be preferentially met; secondly, on the premise of meeting the total braking torque requirement of a braking system, the service life of each device and the running safety of the vehicle are preferentially ensured; finally, considering economy again, more braking torque is output by the motor.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and together with the description, serve to explain the principles of the invention.
Fig. 1 is a schematic structural diagram of a braking system in a first braking mode according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of a brake system in a second braking mode according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of a brake system in a third braking mode according to an embodiment of the present invention;
FIG. 4 is a schematic diagram of a brake system in a fourth braking mode according to an embodiment of the present invention;
FIG. 5 is a diagram of a high voltage electrical system for use in a brake system having an electric drive assembly according to an embodiment of the present invention;
FIG. 6 is a flow chart of a method for braking torque distribution in a braking system in a first braking mode or a second braking mode according to an embodiment of the present invention;
FIG. 7 is a graph of brake torque versus time when the total brake torque demand of FIG. 6 is less than or equal to the maximum brake torque of the electric machine;
FIG. 8 is a graph of brake torque versus time when the total brake torque demand is greater than the maximum brake torque of the electric machine and the total brake torque demand is less than or equal to the sum of the maximum brake torque of the engine and the maximum brake torque of the electric machine in FIG. 6;
FIG. 9 is a graph of brake torque versus time when the total brake torque demand of FIG. 6 is less than or equal to the maximum brake torque of the electric machine;
FIG. 10 is a flow chart illustrating a method for braking torque distribution in a braking system in a third braking mode and a fourth braking mode according to an embodiment of the present invention;
FIG. 11 is a graph of brake torque versus time when the total brake torque demand of FIG. 10 is less than or equal to the maximum brake torque of the electric machine;
FIG. 12 is a graph of brake torque versus time when the total brake torque demand is greater than the maximum brake torque of the electric machine and the total brake torque demand is less than or equal to the sum of the maximum brake torque of the hydrodynamic retarder and the maximum brake torque of the electric machine in FIG. 10;
Fig. 13 is a graph showing the brake torque as a function of time when the total brake torque demand in fig. 10 is greater than the sum of the maximum brake torque of the hydrodynamic retarder and the maximum brake torque of the motor.
Reference numerals illustrate:
100-front axle assembly; 110-front axle; 120-left wheels of front axle; 130-front axle right wheels;
200-a middle axle assembly; 210-a central axis; 220-left side wheel of middle axle; 230-right side wheel of center bridge; 240-a decelerator of the intermediate axle assembly; 250-transmission shaft;
300-rear axle assembly; 310-rear axle; 320-rear axle left wheels; 330-rear axle right wheels; 340-a speed reducer of the rear axle assembly;
400-a trailer assembly; 410-hanging axle; 420-left wheels of the trailer; 430-right wheels of the trailer; 440-a decelerator of the trailer assembly;
500-gearboxes;
600-clutch;
700-engine;
800-a hydrodynamic retarder;
900-an electric drive assembly;
10-a high voltage power distribution unit;
20-a high voltage power cell;
30-high pressure air conditioning compressor.
Specific embodiments of the present invention have been shown by way of the above drawings and will be described in more detail below. The drawings and the written description are not intended to limit the scope of the inventive concepts in any way, but rather to illustrate the inventive concepts to those skilled in the art by reference to the specific embodiments.
Detailed Description
Reference will now be made in detail to exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated. The implementations described in the following exemplary examples do not represent all implementations consistent with the invention. Rather, they are merely examples of apparatus and methods consistent with aspects of the invention as detailed in the accompanying claims.
First, the nouns and phenomena involved in the present invention will be explained:
in-cylinder braking: in-cylinder braking refers to a braking mode in which an engine uses pressure generated in its cylinders to provide braking torque during braking. In a conventional internal combustion engine, the engine normally drives the vehicle forward by burning fuel to generate power, but the braking effect can be achieved by using the pressure generated in the cylinders of the engine during braking, which is in-cylinder braking. During in-cylinder braking, the engine's course of operation varies slightly. When the driver presses the brake pedal, the engine enters an in-cylinder braking mode, the valve is closed, the accelerator is closed, but the piston in the cylinder still moves up and down to generate compressed gas. The compressed gas can generate braking torque, and the braking torque is transmitted to wheels through transmission mechanisms such as a connecting rod, a crankshaft and the like, so that a braking effect is realized.
Hydraulic retarder braking: the basic principle of the hydraulic retarder braking is to reduce or eliminate the transmission of the rotation moment by changing the liquid flow condition between the pump impeller and the turbine wheel, thereby realizing the effect of deceleration or stopping. Specific braking modes include damping braking and blocking braking.
And (3) recovering kinetic energy of an electric motor: electromechanical braking energy recovery is a technology in vehicles or other electromechanical systems that converts kinetic energy generated during braking into electrical energy and stores it for later use, the primary purpose of which is to improve energy efficiency and reduce energy waste. When the vehicle is decelerating or braked, the electric motor may act as a generator, converting kinetic energy into electrical energy. By reverse operation, the electrical energy is returned to the battery or energy storage device for storage for reuse in later travel.
The problem that how to reasonably distribute braking torque according to working conditions of a loader when an electric braking system is used as an auxiliary braking mode so as to recover energy to the greatest extent is solved in the prior art, and the problem that in order to recover braking energy of a hybrid commercial vehicle, the electric motor braking is used as a main auxiliary braking mode to participate in the auxiliary braking system and is combined with a traditional auxiliary braking mode is not considered.
In view of the above technical problems, referring to fig. 1 to 4, an embodiment of the present invention provides a braking system, including:
the front axle assembly 100, the middle axle assembly 200 and the rear axle assembly 300 are sequentially arranged;
a mechanical brake (not shown) for braking the wheels of the front axle assembly 100, the wheels of the center axle assembly 200, and the wheels of the rear axle assembly 300, respectively;
a gearbox 500, the gearbox 500 is in transmission connection with the reducer 240 of the intermediate axle assembly;
clutch 600, clutch 600 is drivingly connected to gearbox 500;
an engine 700, the engine 700 being drivingly connected to the clutch 600;
an electric drive assembly 900, the electric drive assembly 900 including a motor (not shown);
wherein the braking system has a first braking mode and a second braking mode,
referring to fig. 1, in a first braking mode, the engine 700 has an in-cylinder braking function, the motor is drivingly connected to the rear axle assembly's decelerator 340,
referring to fig. 2, in the second braking mode, the braking system further includes a trailer assembly 400, the engine 700 has an in-cylinder braking function, and the motor is drivingly connected to a reducer 440 of the trailer assembly, and the reducer 240 of the center axle assembly is drivingly connected to the reducer 340 of the rear axle assembly through a drive shaft 250.
The braking system is provided with an electric drive assembly 900, and can output braking torque by controlling the working state of a motor of the electric drive assembly 900, and in a first braking mode, the motor is connected to a speed reducer 340 of the rear axle assembly in a transmission manner, so that wheels of the rear axle assembly 300 can be braked; in the second braking mode, the motor drive is coupled to the reducer 440 of the trailer assembly, and may brake the wheels of the trailer assembly 400. The motor braking means that accurate force adjustment and feedback control can be realized through an electronic control system, and the magnitude of braking torque and the time of application can be controlled more accurately than a traditional mechanical braking system, so that a more accurate and stable braking effect is realized.
The motor also has an energy recovery function. During braking, when the motor is in a braking state, the movement of the wheels turns the motor and converts kinetic energy into electrical energy. This energy recovery is known as regenerative braking, and by storing electrical energy, other systems of the vehicle can be powered when needed, thereby improving energy efficiency.
In addition to the electric motor brake combined with the mechanical brake, the brake system also configures the engine 700 as the engine 700 having an in-cylinder brake function. In the first braking mode, the motor is connected to the reducer 340 of the rear axle assembly in a transmission manner, and the combination can enable in-cylinder braking and motor braking of the engine 700 to work cooperatively, so that stronger braking torque is output, the combination of motor braking and a traditional auxiliary braking mode is realized, and the optimization of braking performance is realized. In the second braking mode, the braking system further comprises a trailer assembly 400, the motor is in transmission connection with the speed reducer 440 of the trailer assembly, the speed reducer 240 of the middle axle assembly is in transmission connection with the speed reducer 340 of the rear axle assembly through the transmission shaft 250, the engine 700 in the mode can brake the wheels of the middle axle assembly 200 and the rear axle assembly 300, the motor can brake the wheels of the trailer, and the combined braking mode realizes the cooperative work of the engine 700, the motor and the trailer, so that the braking capability and reliability are further enhanced.
In addition, the combination of motor braking and a traditional auxiliary braking mode enables a braking system to distribute braking torque to various braking actuating mechanisms according to a certain braking torque priority rule. For example, in the first braking mode and the second braking mode, the total braking torque demand of the braking system may be preferentially met; secondly, on the premise of meeting the total braking torque requirement of a braking system, the service life and safety of each device are preferentially ensured; finally, considering economy again, more braking torque is output by the motor.
For the front axle assembly 100, the center axle assembly 200, the rear axle assembly 300 and the trailer assembly 400, the following description will be given only for simplicity, in which the following structural design is known in the art: the front axle assembly 100 includes a front axle 110 and front axle left and right wheels 120 and 130 respectively connected to both ends of the front axle 110, the center axle assembly 200 includes a center axle 210, a decelerator provided on the center axle 210, and center axle left and right wheels 220 and 230 respectively connected to both ends of the center axle 210, the rear axle assembly 300 includes a rear axle 310, a decelerator provided on the rear axle 310, and rear axle left and right wheels 320 and 330 respectively connected to both ends of the rear axle 310, and the trailer assembly 400 includes a trailer axle 410, a decelerator provided on the trailer axle 410, and trailer left and right wheels 420 and 430 respectively connected to both ends of the trailer axle 410.
The aforementioned gearbox 500 and clutch 600 are structural designs known in the art, and are not described herein.
In the mechanical brake described above, the drum brake is taken as an example of the present application, but the present application is not limited thereto, and the present application can be adjusted as required.
The engine 700 with in-cylinder braking function and the engine 700 without in-cylinder braking function are all structural design methods known in the art, and are not described herein.
For the foregoing electrical drive assembly 900, a structural design known in the art will be described herein for simplicity: the electric drive assembly 900 refers to a power system consisting of an electric motor, a battery, an electronic control unit, and associated auxiliary equipment, which utilizes electric power to drive the vehicle.
The GB7258-2017 regulations clearly state that trucks with a total mass of 12000kg or more should be equipped with retarders or other auxiliary braking devices. The auxiliary braking modes of the traditional commercial vehicle include engine braking (including exhaust braking and in-cylinder braking) and whole-vehicle retarder braking (including electric-vortex retarder braking, hydraulic retarder braking and the like). The embodiment adopts a braking mode of combining motor braking, engine braking and mechanical braking, and the braking mode is single.
In response to the technical problem described above, in some embodiments, the braking system further has a third braking mode and a fourth braking mode:
referring to fig. 3, in the third braking mode, the transmission 500 is drivingly connected to the hydrodynamic retarder 800, the motor is drivingly connected to the retarder 340 of the rear axle assembly,
referring to fig. 4, in the fourth braking mode, the braking system further includes a trailer assembly 400, the gearbox 500 is in driving connection with a hydrodynamic retarder 800, the motor is in driving connection with a retarder 440 of the trailer assembly, and the retarder 240 of the intermediate axle assembly is in driving connection with the retarder 340 of the rear axle assembly through a transmission shaft 250.
Therefore, the braking system in the embodiment has rich braking modes, can better meet the braking requirements under different driving conditions, and provides safer, more stable and more reliable braking performance.
In some embodiments, referring to fig. 5, the braking system further includes a high-voltage power distribution unit 10, a high-voltage power battery 20, and a high-voltage air conditioning compressor 30, wherein the high-voltage power distribution unit 10 is electrically connected to the electric drive assembly 900, the high-voltage power battery 20, and the high-voltage air conditioning compressor 30, respectively. The high voltage power distribution unit 10 is responsible for distributing power to the high voltage power cells 20, the electric drive assembly 900, and the high voltage air conditioning compressor 30.
For the prior art listed in the background art, the prior art relates to the problem of distributing the braking torque, in particular to the problem of reasonably distributing the braking torque according to the working condition of the loader so as to recover energy to the maximum extent, and the problem of distributing the braking torque when a plurality of auxiliary braking modes exist is not considered.
In view of the above technical problems, an embodiment of the present invention provides a braking torque distribution method, which is applied to the braking system in any one of the above embodiments, and is characterized in that braking torque is distributed according to a certain braking torque distribution priority rule, specifically: preferably meeting the total brake torque demand of the brake system; secondly, on the premise of meeting the total braking torque requirement of a braking system, the service life and safety of each device are preferentially ensured; finally, considering economy again, more braking torque is output by the motor.
Referring to fig. 6, the brake torque distribution method includes the steps of:
s101, in a first braking mode or a second braking mode, acquiring the total braking torque requirement of a braking system, the maximum braking torque of an engine and the maximum braking torque of a motor;
specifically, the total braking torque demand is calculated based on vehicle mass, speed, driving conditions, road conditions, and the like. The total brake torque demand can be estimated, in general, by measuring acceleration or speed changes of the vehicle, in combination with factors such as mass and rolling resistance, using the dynamics principle and a brake torque calculation formula.
The maximum braking torque of the engine refers to the in-cylinder maximum braking torque that the engine has on the premise that the engine has an in-cylinder braking function, and is typically data provided by the manufacturer in the engine design and specification, and this value may be obtained by referring to a technical manual of the engine, a specification table, or a contact engine manufacturer.
The maximum braking torque of the motor is determined based on the design parameters and performance curves of the motor. This value is typically obtained from technical manuals of the motor, performance specifications or contact the motor manufacturer.
S102, controlling the motor to output braking torque when the total braking torque requirement is smaller than or equal to the maximum braking torque of the motor;
specifically, referring to fig. 7, the motor outputs a braking torque equal to the total braking torque demand. According to the foregoing brake torque distribution priority, in this step, the total brake torque demand is less than or equal to the maximum brake torque of the motor, indicating that the total brake torque demand of the brake system can be satisfied by braking only with the motor. And secondly, only the motor participates in braking, and the engine and the mechanical brake do not participate in braking, so that the service life and safety of the engine and the mechanical brake can be ensured. Finally, according to the consideration of economy, on the premise of meeting the first two principles, the motor outputs all total braking torque demands, and the characteristic of electric braking energy recovery can be utilized to the greatest extent, so that the energy recovery and the efficiency of the system are improved.
In fig. 7, point a indicates a state where the motor reaches the total braking torque demand, and point B indicates a point at which point B is at an exit point of the total braking torque demand. According to the physical properties of the motor, the motor needs torque building time, cannot directly output the maximum braking torque, and can only output the braking torque from zero value. The exit time means that the vehicle speed has fallen, the total braking torque demand needs to be reduced, and in order to ensure the continuity of vehicle control and the stability of the braking process, the total braking torque demand needs to be gradually reduced, but no abrupt change can be made.
S103, controlling the motor and the engine to jointly output braking torque when the total braking torque requirement is larger than the maximum braking torque of the motor and the total braking torque requirement is smaller than or equal to the sum of the maximum braking torque of the engine and the maximum braking torque of the motor;
in this embodiment, referring to fig. 8, the total braking torque requirement is greater than the maximum braking torque of the motor, and the total braking torque requirement is less than or equal to the sum of the maximum braking torque of the engine and the maximum braking torque of the motor, which means that braking with the motor alone cannot meet the total braking torque requirement of the braking system, while braking with the motor and the engine simultaneously can meet the total braking torque requirement of the braking system. In this case, it is necessary to ensure that the sum of the braking torque output by the motor and the braking torque output by the engine is equal to the total braking torque demand, but the present embodiment is not limited to how to distribute the braking torque, and may be adjusted according to the demand, for example, the ratio of the braking torque output by the motor to the braking torque output by the engine is 1:2, 1:1 or 2:1.
In some embodiments, controlling the electric machine and the engine to collectively output the braking torque includes:
the method includes controlling the electric machine to output a braking torque at a maximum braking torque of the electric machine, and controlling the engine to output a braking torque at a first remaining braking torque equal to a difference between a total braking torque demand and the maximum braking torque of the electric machine.
In this embodiment, according to the above-described braking torque distribution priority, the mechanical brake does not participate in braking on the premise that the braking torque jointly output by the motor and the engine satisfies the total braking torque demand, and the service life and safety of the mechanical brake can be ensured. In addition, according to economic considerations, on the premise of meeting the principle, the motor outputs the maximum braking torque, so that the characteristic of electric braking energy recovery can be utilized to the greatest extent, and the energy recovery and the system efficiency are improved.
In fig. 8, point C indicates a total braking torque demand, point D indicates that the point is the point at which the total braking torque demand exits, point E indicates that the motor reaches the maximum braking torque of the motor, and point F indicates that the engine reaches the first remaining braking torque.
When the braking demand is issued, the motor responds to the braking torque demand first, and the motor torque build-up time is obviously shorter than the engine in-cylinder braking torque build-up time, so that the motor torque build-up line slope in fig. 8 is obviously higher than the in-cylinder braking torque build-up line slope, and the specific torque build-up slope needs to be determined according to the specific operating characteristics of the motor and the engine.
And S104, controlling the motor, the engine and a mechanical brake of a brake system to jointly output the braking torque when the total braking torque requirement is larger than the sum of the maximum braking torque of the engine and the maximum braking torque of the motor.
Specifically, referring to fig. 9, the total braking torque requirement is greater than the sum of the maximum braking torque of the engine and the maximum braking torque of the motor, which means that the total braking torque requirement of the braking system cannot be met by adopting motor braking and engine braking at the same time, in which case, the corresponding braking torque needs to be output by the mechanical brake to meet the total braking torque requirement of the braking system, and the sum of the braking torque output by the motor, the braking torque output by the engine and the braking torque output by the mechanical brake needs to be equal to the total braking torque requirement, which is not limited by the embodiment, and can be adjusted according to the requirement, for example, the ratio of the braking torque output by the motor, the braking torque output by the engine and the braking torque output by the mechanical brake is 2:1:1, 1:1:1 or 1:1:2.
In some embodiments, controlling the electric machine, the engine, and the mechanical brake of the braking system to collectively output the braking torque includes:
The method includes controlling the electric machine to output a braking torque at a maximum braking torque of the electric machine, controlling the engine to output a braking torque at a maximum braking torque of the engine, and controlling the mechanical brake to output a braking torque at a second remaining braking torque equal to the total braking torque demand minus the maximum braking torque of the electric machine minus the maximum braking torque of the engine.
Specifically, on the premise that the braking torque jointly output by the motor, the engine and the mechanical brake meets the total braking torque requirement, in order to ensure the service life and safety of the mechanical brake, the maximum braking torque of the motor is output by the motor, the maximum braking torque of the engine is output by the engine, and the residual braking torque is output by the mechanical brake. Finally, according to the economic consideration, on the premise of meeting the principle, the motor outputs the maximum braking torque, so that the characteristic of electric braking energy recovery can be utilized to the greatest extent, and the energy recovery and the system efficiency are improved.
In some embodiments, according to the foregoing braking torque distribution priorities, the braking torques output by the three components are required to meet the total braking torque requirement preferentially, and according to the physical properties of the engine, the motor and the mechanical brake, it is known that the engine and the motor both need torque establishment time and cannot directly output with the maximum braking torque, and only the braking torque can be output from zero value, but the mechanical brake does not need torque establishment time, and the mechanical brake can directly output the maximum braking torque of the mechanical brake just before starting, so as to meet the total braking torque requirement of the braking system as much as possible.
In fig. 9, point G represents the total braking torque demand, point H represents the point at which point H is the point at which the total braking torque demand exits, point I represents the state in which the mechanical brake provides the maximum braking torque of the mechanical brake, point J represents the state in which the motor outputs the maximum braking torque of the motor, point K represents the state in which the engine outputs the maximum braking torque of the engine, and point L represents the state in which the mechanical brake outputs the second remaining braking torque of the mechanical brake.
Referring to fig. 10, the brake torque distribution method further includes the steps of:
s201, in a third braking mode or a fourth braking mode, acquiring the total braking torque requirement of a braking system, the maximum braking torque of a hydrodynamic retarder and the maximum braking torque of a motor;
the manner in which the total braking torque demand of the braking system and the maximum braking torque of the motor are obtained is as before and will not be described in detail herein.
The braking torque of the hydrodynamic retarder may be adjusted by controlling the resistance to the flow of the liquid. Increasing the drag increases the braking torque, while decreasing the drag decreases the braking torque. The maximum braking torque of the hydrodynamic retarder depends on the own model of the hydrodynamic retarder, i.e. the size of the hydrodynamic retarder, the design pressure, the nature of the working fluid, etc.
S202, controlling the motor to output braking torque when the total braking torque requirement is smaller than or equal to the maximum braking torque of the motor;
specifically, referring to fig. 11, the motor outputs a braking torque equal to the total braking torque demand. According to the foregoing brake torque distribution priority, in this step, the total brake torque demand is less than or equal to the maximum brake torque of the motor, indicating that the total brake torque demand of the brake system can be satisfied by braking only with the motor. And secondly, only the motor participates in braking, and the hydraulic retarder and the mechanical brake do not participate in braking, so that the service lives and safety of the hydraulic retarder and the mechanical brake can be ensured. Finally, according to the consideration of economy, on the premise of meeting the first two principles, the motor outputs all total braking torque demands, and the characteristic of electric braking energy recovery can be utilized to the greatest extent, so that the energy recovery and the efficiency of the system are improved.
In fig. 11, point M indicates a state where the motor reaches the total braking torque demand, and point N indicates a point at which point N is an exit point of the total braking torque demand. And according to the physical properties of the motor, the motor needs torque building time, cannot directly output the maximum braking torque, and can only output the braking torque from zero value.
S203, controlling the motor and the hydrodynamic retarder to jointly output braking torque when the total braking torque requirement is larger than the maximum braking torque of the motor and is smaller than or equal to the sum of the maximum braking torque of the hydrodynamic retarder and the maximum braking torque of the motor;
in this embodiment, referring to fig. 12, the total braking torque requirement is greater than the maximum braking torque of the motor, and the total braking torque requirement is less than or equal to the sum of the maximum braking torque of the hydrodynamic retarder and the maximum braking torque of the motor, which means that braking with the motor alone cannot meet the total braking torque requirement of the braking system, while braking with the motor and the hydrodynamic retarder simultaneously can meet the total braking torque requirement of the braking system. In this case, it is required to ensure that the sum of the braking torque output by the motor and the braking torque output by the hydrodynamic retarder is equal to the total braking torque demand, but the present embodiment is not limited to how to distribute the braking torque, and may be adjusted according to the demand, for example, the ratio of the braking torque output by the motor to the braking torque output by the hydrodynamic retarder is 1:3, 1:1 or 3:1.
In some embodiments, controlling the electric machine and the hydrodynamic retarder to collectively output a braking torque includes:
The motor is controlled to output a braking torque at a maximum braking torque of the motor, and the hydrodynamic retarder is controlled to output a braking torque at a third remaining braking torque, the third remaining braking torque being equal to a difference between the total braking torque demand and the maximum braking torque of the motor.
In this embodiment, according to the foregoing braking torque allocation priority, on the premise that the braking torque jointly output by the motor and the hydrodynamic retarder meets the total braking torque requirement, the motor braking and the hydrodynamic retarder braking are adopted simultaneously, and the mechanical brake does not participate in braking, so that the service life and safety of the mechanical brake can be ensured. In addition, according to economic considerations, on the premise of meeting the principle, the motor outputs the maximum braking torque, so that the characteristic of electric braking energy recovery can be utilized to the greatest extent, and the energy recovery and the system efficiency are improved.
In some embodiments, according to the foregoing braking torque allocation priority, the braking torques output by the three components need to meet the total braking torque requirement preferentially, and according to the physical properties of the hydrodynamic retarder and the motor, it can be known that the motor needs to build torque time, cannot directly output with maximum braking torque, and can only output braking torque from zero value, while the hydrodynamic retarder does not need to build torque time, and can directly output the maximum braking torque of the hydrodynamic retarder immediately after the hydrodynamic retarder begins, so as to meet the total braking torque requirement of the braking system as much as possible.
In fig. 12, point O represents the total braking torque demand, point P represents the point at which point P is the point at which the total braking torque demand exits, point Q represents the state where the motor outputs the maximum braking torque of the motor, and point R represents the state where the hydrodynamic retarder outputs the third remaining braking torque.
And S204, controlling the motor, the hydrodynamic retarder and the mechanical brake to jointly output braking torque when the total braking torque requirement is larger than the sum of the maximum braking torque of the hydrodynamic retarder and the maximum braking torque of the motor.
Specifically, referring to fig. 13, the total braking torque requirement is greater than the sum of the maximum braking torque of the hydrodynamic retarder and the maximum braking torque of the motor, which means that the total braking torque requirement of the braking system cannot be met by adopting both motor braking and hydrodynamic retarder braking, in which case the corresponding braking torque is required to be output by the mechanical brake to meet the total braking torque requirement of the braking system, and the sum of the braking torque output by the motor, the braking torque output by the hydrodynamic retarder and the braking torque output by the mechanical brake is equal to the total braking torque requirement.
In some embodiments, controlling the electric machine, the hydrodynamic retarder, and the mechanical brake of the braking system to collectively output the braking torque comprises:
the motor is controlled to output a braking torque at a maximum braking torque of the motor,
controlling the mechanical brake to output a braking torque with a fourth remaining braking torque, the fourth remaining braking torque being equal to the total braking torque demand minus the maximum braking torque of the hydrodynamic retarder,
and controlling the hydrodynamic retarder to output a braking torque at a fifth residual braking torque, the fifth residual braking torque being equal to the total braking torque demand minus the maximum braking torque of the electric machine minus the fourth residual braking torque of the mechanical brake.
Specifically, on the premise that the braking torque jointly output by the motor, the hydrodynamic retarder and the mechanical brake meets the total braking torque requirement, in order to ensure the service life and safety of the mechanical brake, the motor outputs the maximum braking torque and the mechanical brake outputs the minimum braking torque. Finally, according to the economic consideration, on the premise of meeting the principle, the motor outputs the maximum braking torque, so that the characteristic of electric braking energy recovery can be utilized to the greatest extent, and the energy recovery and the system efficiency are improved.
In some embodiments, according to the foregoing braking torque distribution priority, the braking torques output by the three components need to meet the total braking torque requirement preferentially, and according to the physical properties of the hydrodynamic retarder, the motor and the mechanical brake, it is known that the motor needs to build torque time, cannot directly output with maximum braking torque, and can only output braking torque from zero value, but neither the hydrodynamic retarder nor the mechanical brake needs to build torque time, so as to meet the total braking torque requirement of the braking system as much as possible, and the braking torque that the mechanical brake and the hydrodynamic retarder just start to jointly output is equal to the total braking torque requirement. In addition, in this case, in order to ensure the service life and safety of the mechanical brake, the maximum braking torque of the hydrodynamic retarder is provided by the hydrodynamic retarder, and the mechanical brake provides the remaining braking force.
In fig. 13, point S indicates a total braking torque demand, point U indicates a point at which point U is an exit point of the total braking torque demand, point V indicates a state in which the hydrodynamic retarder outputs a maximum braking torque of the hydrodynamic retarder, point W indicates a state in which the motor outputs a maximum braking torque of the motor, point X indicates a state in which the hydrodynamic retarder outputs a fifth remaining braking torque, and point Y indicates a state in which the mechanical brake maintains a fourth remaining braking torque.
According to the braking torque distribution method provided by the embodiment of the invention, on one hand, the combination of motor braking and a traditional auxiliary braking mode can meet the requirements of transient state and steady state braking.
On the other hand, the brake torque is distributed to each brake actuating mechanism according to the brake torque distribution priority, and firstly, the total brake torque requirement of a brake system is met; secondly, the service life and safety of the brake actuating mechanism are ensured; finally, according to the consideration of economy, on the premise of meeting the first two principles, the motor provides the maximum braking torque, and the characteristic of electric braking energy recovery can be utilized to the greatest extent, so that the energy recovery and the system efficiency are improved.
In some embodiments, the present invention provides a vehicle comprising:
a brake system, wherein the brake system is the brake system in any embodiment;
the whole vehicle controller comprises a processor, a memory and a bus used for connecting the processor and the memory, wherein the memory is used for storing operation instructions, and the processor is used for executing the brake torque distribution method in any embodiment by calling the operation instructions so as to distribute brake torque to corresponding brake actuating mechanisms in a brake system.
Other embodiments of the invention will be apparent to those skilled in the art from consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention following, in general, the principles of the invention and including such departures from the present disclosure as come within known or customary practice within the art to which the invention pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the invention being indicated by the following claims.
It is to be understood that the invention is not limited to the precise arrangements and instrumentalities shown in the drawings, which have been described above, and that various modifications and changes may be effected without departing from the scope thereof. The scope of the invention is limited only by the appended claims.
Claims (10)
1. A braking system, comprising:
the front axle assembly, the middle axle assembly and the rear axle assembly are sequentially arranged;
the mechanical brake is used for braking the wheels of the front axle assembly, the wheels of the middle axle assembly and the wheels of the rear axle assembly respectively;
the gearbox is in transmission connection with a speed reducer of the intermediate axle assembly;
The clutch is in transmission connection with the gearbox;
an engine drivingly connected to the clutch;
an electric drive assembly comprising a motor;
wherein the braking system has a first braking mode and a second braking mode,
in the first braking mode, the engine has an in-cylinder braking function, the motor is drivingly connected to a speed reducer of the rear axle assembly,
in the second braking mode, the braking system further comprises a trailer assembly, the engine has an in-cylinder braking function, the motor is in transmission connection with a speed reducer of the trailer assembly, and the speed reducer of the middle axle assembly is in transmission connection with the speed reducer of the rear axle assembly through a transmission shaft.
2. The brake system of claim 1, further comprising a third brake mode and a fourth brake mode,
in the third braking mode, the gearbox is in transmission connection with a hydrodynamic retarder, the motor is in transmission connection with a speed reducer of the rear axle assembly,
in the fourth braking mode, the braking system further comprises the trailer assembly, the gearbox is in transmission connection with the hydraulic retarder, the motor is in transmission connection with the speed reducer of the trailer assembly, and the speed reducer of the middle axle assembly is in transmission connection with the speed reducer of the rear axle assembly through a transmission shaft.
3. The braking system of claim 1 or 2, further comprising a high voltage power distribution unit, a high voltage power battery and a high voltage air conditioner compressor, the high voltage power distribution unit being electrically connected to the electric drive assembly, the high voltage power battery and the high voltage air conditioner compressor, respectively.
4. A braking torque distribution method applied to a braking system according to any one of claims 1 to 3, comprising the steps of:
in the first braking mode or the second braking mode, acquiring the total braking torque requirement of a braking system, the maximum braking torque of an engine and the maximum braking torque of a motor;
controlling the motor to output a braking torque when the total braking torque demand is less than or equal to a maximum braking torque of the motor;
controlling the electric machine and the engine to jointly output a braking torque when the total braking torque demand is greater than a maximum braking torque of the electric machine and the total braking torque demand is less than or equal to a sum of the maximum braking torque of the engine and the maximum braking torque of the electric machine;
controlling the electric machine, the engine, and a mechanical brake of the braking system to collectively output a braking torque when the total braking torque demand is greater than a sum of a maximum braking torque of the engine and a maximum braking torque of the electric machine.
5. The braking torque distribution method according to claim 4, characterized in that the controlling the motor and the engine to output braking torque together includes:
controlling the electric machine to output a braking torque at a maximum braking torque of the electric machine, and controlling the engine to output a braking torque at a first remaining braking torque equal to a difference between the total braking torque demand and the maximum braking torque of the electric machine.
6. The braking torque distribution method according to claim 4, characterized in that the controlling the motor, the engine, and the mechanical brake of the braking system to collectively output braking torque includes:
controlling the electric machine to output a braking torque at a maximum braking torque of the electric machine, controlling the engine to output a braking torque at a maximum braking torque of the engine, and controlling the mechanical brake to output a braking torque at a second remaining braking torque equal to the total braking torque demand minus the maximum braking torque of the electric machine minus the maximum braking torque of the engine.
7. The braking torque distribution method according to any one of claims 4 to 6, characterized by further comprising the steps of:
In a third braking mode or a fourth braking mode, acquiring the total braking torque requirement of a braking system, the maximum braking torque of the hydrodynamic retarder and the maximum braking torque of the motor;
controlling the motor to output a braking torque when the total braking torque demand is less than or equal to a maximum braking torque of the motor;
controlling the motor and the hydrodynamic retarder to jointly output a braking torque when the total braking torque demand is greater than the maximum braking torque of the motor and the total braking torque demand is less than or equal to the sum of the maximum braking torque of the hydrodynamic retarder and the maximum braking torque of the motor;
and when the total braking torque requirement is larger than the sum of the maximum braking torque of the hydraulic retarder and the maximum braking torque of the motor, controlling the motor, the hydraulic retarder and the mechanical brake to jointly output braking torque.
8. The braking torque distribution method according to claim 7, characterized in that the controlling the motor and the hydrodynamic retarder together to output a braking torque comprises:
controlling the electric machine to output a braking torque at a maximum braking torque of the electric machine, and controlling the hydrodynamic retarder to output a braking torque at a third remaining braking torque, the third remaining braking torque being equal to a difference between the total braking torque demand and the maximum braking torque of the electric machine.
9. The braking torque distribution method according to claim 7, characterized in that the controlling the electric motor, the hydrodynamic retarder and the mechanical brake of the braking system to jointly output a braking torque comprises:
controlling the motor to output a braking torque at a maximum braking torque of the motor,
controlling the mechanical brake to output a braking torque with a fourth remaining braking torque, the fourth remaining braking torque being equal to the total braking torque demand minus a maximum braking torque of the hydrodynamic retarder,
and controlling the hydrodynamic retarder to output a braking torque at a fifth remaining braking torque equal to the total braking torque demand minus a maximum braking torque of the electric machine minus the fourth remaining braking torque of the mechanical brake.
10. A vehicle, characterized by comprising:
a brake system according to any one of claims 1-3;
the vehicle control unit comprises a processor, a memory and a bus for connecting the processor and the memory, wherein the memory is used for storing operation instructions, and the processor is used for executing the brake torque distribution method according to any one of claims 4-9 by calling the operation instructions so as to control a corresponding brake executing mechanism in the brake system to output brake torque.
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| CN117985011A (en) * | 2024-04-03 | 2024-05-07 | 潍柴动力股份有限公司 | Vehicle braking method and system |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN117985011A (en) * | 2024-04-03 | 2024-05-07 | 潍柴动力股份有限公司 | Vehicle braking method and system |
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