CN117755254A - Electro-hydraulic composite braking energy recovery control method and device - Google Patents
Electro-hydraulic composite braking energy recovery control method and device Download PDFInfo
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- CN117755254A CN117755254A CN202311793073.6A CN202311793073A CN117755254A CN 117755254 A CN117755254 A CN 117755254A CN 202311793073 A CN202311793073 A CN 202311793073A CN 117755254 A CN117755254 A CN 117755254A
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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
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Abstract
The invention provides an electrohydraulic composite braking energy recovery control method, which comprises the steps of obtaining road information under complex working conditions, including gradient and road surface adhesion coefficient, fully utilizing adhesion force, balancing and distributing braking force of each wheel, determining the braking force distribution coefficient of each wheel, and ensuring the braking stability and smoothness of a vehicle; according to the acquired vehicle information, determining an electrohydraulic braking force distribution coefficient through calculation of a preset program; according to the wheel braking force distribution coefficient and the electrohydraulic braking force distribution coefficient, a sliding recovery curve or a braking recovery map is adjusted, sliding recovery torque or braking recovery torque is determined, the energy-saving potential of electric braking is fully exerted, the vehicle can achieve a braking effect which is more suitable for the current working condition, the comfort in the braking process is ensured, and the energy recovery economy is improved.
Description
Technical Field
The invention relates to the technical field of energy recovery control, in particular to an electrohydraulic composite braking energy recovery control method and device.
Background
With the rapid development of new energy automobiles, the market has higher and higher requirements on the endurance mileage. The current method for increasing the driving range mainly comprises the steps of improving the capacity of a power battery and reducing the energy loss of a vehicle. With the power battery remaining unchanged, vehicle braking energy recovery is applied as an important means of consumption reduction.
In the prior art, the related calibration of braking energy recovery parameters is generally based on vehicle information such as vehicle speed, pedal opening, motor external characteristic curve and the like, and the influence of complex working conditions on braking control is not fully considered, especially in suburban and outdoor working conditions. The vehicle information and road resistance change under the complex working condition are larger, or potential energy change in the downhill process is larger, and the braking deceleration change is larger by adopting a calibrated braking energy recovery strategy at the moment, so that the energy recovery rate and the driving comfort are affected.
In long downhill slopes, particularly in vehicles with large mass, the brake disc can cause a brake failure phenomenon due to frequent use. The energy utilization rate can be further improved by utilizing the sliding energy recovery, meanwhile, the use of a brake disc can be reduced, the service life of the brake disc is prolonged, the braking failure accident is reduced, and the safety is ensured.
When the driver depresses the brake pedal, the vehicle enters a braking action, the brake master cylinder releases brake pressure to the wheel bars, and the hydraulic brakes of the front and rear wheels start braking. When the whole vehicle controller receives the braking action signal and judges that the vehicle speed and the battery can meet the energy recovery condition, the whole vehicle controller sends an instruction to the motor controller to control the motor to brake for energy recovery. When the ground adhesion force is insufficient to support the braking force and the wheel slip rate is increased, the ABS is started, and the motor exits from the energy recovery mode.
When the motor braking and the hydraulic braking are used as two sets of independent braking control systems, the calculation mode of the electrohydraulic braking recovery distribution coefficient is relatively extensive when the two sets of braking control systems are used together, which is not beneficial to the improvement of the energy recovery rate and can cause the safety problem of wheel locking due to large adhesive force errors.
Disclosure of Invention
The invention aims to solve the technical problems of the prior art and provides an electrohydraulic composite braking energy recovery control method which can adjust a sliding recovery curve or a braking recovery map, determine sliding recovery torque or braking recovery torque, fully exert the energy-saving potential of electric braking, enable a vehicle to achieve a braking effect more suitable for the current working condition, ensure the comfort of the braking process and improve the energy recovery economy.
In order to solve the technical problems, the invention adopts the following technical scheme: the electro-hydraulic composite braking energy recovery control method is characterized by comprising the following steps of:
s1, detecting whether a vehicle runs on a road with a gradient or not when the vehicle is detected to be in a sliding or braking state;
s2, if the vehicle runs on a road with a gradient, acquiring gradient information to determine the road resistance and the adhesive force;
s3, determining a wheel braking force distribution coefficient according to the road resistance and the adhesive force;
s4, acquiring vehicle information, and further determining an electrohydraulic braking force distribution coefficient;
s5, when the vehicle is in a sliding state, adjusting a sliding recovery curve according to the wheel braking force distribution coefficient obtained in the S3 and the electrohydraulic braking force distribution coefficient obtained in the S5, and determining a sliding recovery torque;
and S6, when the vehicle is in a braking state, adjusting a braking recovery map according to the wheel braking force distribution coefficient acquired in the S3 and the electrohydraulic braking force distribution coefficient acquired in the S4, and determining the braking recovery torque.
Preferably, the operation mode of detecting whether the vehicle is traveling on the sloped road in S1 is as follows: collecting a current gradient value, and if the current gradient value is larger than a preset gradient threshold value, indicating that the vehicle runs on a road with gradient; the preset gradient threshold value can be zero in an ideal state, and the vehicle is particularly in a downhill running state when the vehicle is detected to run on a gradient road because the vehicle is braked or coasted only in the downhill state.
Preferably, in S2, gradient information is obtained by a gradient sensor.
Preferably, the specific operation manner of S3 is as follows: setting a calculation program of a reference vehicle speed, a slip rate and a braking force distribution coefficient, setting an execution program of an electronic control unit and a tracking adjustment program of the braking force, and sending a command to a braking pressure regulator after the electronic control unit calculates the reference vehicle speed and the slip rate to finally determine the braking force distribution coefficient.
Preferably, the vehicle information obtained in S4 includes vehicle speed information, accelerator pedal opening and closing degree, brake pedal opening and closing degree, ABS state, charge state and vehicle load, and the corresponding vehicle information is collected by the corresponding vehicle-mounted sensor.
Preferably, in S5, the slip recovery curve is used to represent a corresponding relationship between a vehicle speed and a slip recovery torque, and the specific way of adjusting the slip recovery curve is to multiply a brake recovery adjustment coefficient by the slip recovery curve;
in the braking process, in order to fully utilize ground adhesion force, braking forces of front and rear wheels are determined through the wheel braking force distribution coefficient, and then hydraulic braking force and motor braking force are respectively distributed to the braking forces of the front and rear wheels through the electro-hydraulic braking force distribution coefficient, wherein the motor braking torque is braking recovery torque;
s6, the brake recovery map is used for representing the corresponding relation among the vehicle speed, the opening degree of a brake pedal and the brake recovery torque, the concrete mode of adjusting the brake recovery map is to multiply the gradient adjustment coefficient with the brake recovery map to obtain an adjusted brake recovery map,
the gradient adjustment coefficient is used for representing the corresponding relation between the gradient coefficient and the brake recovery torque. Slope coefficient= (Δh/Δl) ×100%, where Δh represents the change in vertical height and Δl represents the change in horizontal distance.
The utility model provides a controlling means for electro-hydraulic composite braking energy recovery control method, includes whole car controller, motor controller, ISG motor, wheel speed sensor, brake disc, hydraulic control unit and hydraulic braking module, ISG motor connects and is used for driving the wheel on the wheel, the brake disc is installed and is used for braking the wheel on the wheel, hydraulic control unit connects the brake disc, hydraulic braking module connects hydraulic control unit, whole car controller and motor controller two-way connection, motor controller and ISG motor two-way connection, wheel speed sensor connects wheel, hydraulic braking module and whole car controller, hydraulic braking module two-way connection whole car controller, hydraulic braking module includes EBD and ABS.
Compared with the prior art, the invention has the following advantages:
1. the invention has high energy conversion: the electro-hydraulic composite technology between the motor and the generator has high-efficiency energy conversion rate, fully utilizes the road adhesion coefficient, timely adjusts the four-wheel braking force distribution, enables the vehicle to be in the maximum energy recovery state, can capture the kinetic energy in the braking process to the greatest extent, converts the kinetic energy into electric energy, and reduces the energy loss.
2. The invention can switch in multiple modes: different working modes including a standard braking mode, an energy-saving mode and a high-energy recovery mode can be selected by adjusting the electrohydraulic braking force distribution coefficient so as to meet different driving requirements and road conditions.
3. The invention has long-term energy-saving benefit: through the energy recovery system, the vehicle can realize remarkable energy-saving benefit in long-term use, can reduce fuel oil or battery consumption, prolongs the service life of parts such as an engine, a battery, a brake disc and the like, and reduces operation cost.
4. The invention can improve the safety guarantee of the vehicle: the brake state of each wheel of the EBD balance can be improved, the steering braking safety is improved, and simultaneously, the speed of the vehicle is controlled by utilizing the recovery of the sliding energy on long downhill road sections and the like, so that the brake failure caused by the excessive use of the brake disc is avoided.
5. The invention has wide application range and can be suitable for various vehicles including trucks, buses, engineering vehicles and the like.
The invention is described in further detail below with reference to the drawings and examples.
Drawings
FIG. 1 is a flow chart of a control method in the present invention.
Fig. 2 is a flow chart of the braking energy recovery control principle in embodiment 2 of the present invention.
Fig. 3 is a schematic structural diagram of a control device according to embodiment 1 of the present invention.
Detailed Description
Example 1
As shown in fig. 3, this embodiment provides an electrohydraulic composite braking energy recovery control device, including whole vehicle controller, motor controller, ISG motor, wheel speed sensor, brake disc, hydraulic control unit and hydraulic braking module, the ISG motor is connected and is used for driving the wheel on the wheel, the brake disc is installed and is used for braking the wheel on the wheel, hydraulic control unit connects the brake disc, hydraulic braking module connects hydraulic control unit, whole vehicle controller and motor controller two-way connection, motor controller and ISG motor two-way connection, wheel speed sensor connects wheel, hydraulic braking module and whole vehicle controller, hydraulic braking module two-way connection whole vehicle controller, hydraulic braking module includes EBD and ABS.
Example 2
As shown in fig. 1 and 2, the embodiment provides an electrohydraulic composite braking energy recovery control method, which includes the following steps:
s1, a vehicle VCU monitors the brake torque, the brake force, the adhesive force and the gradient information required by a driver in real time, judges the brake intention of the driver and waits for entering a brake mode;
s2, feeding back data by the ABS according to the motion state of the wheels, and judging whether the ABS is triggered or not; if the motor is triggered, the motor is directly hydraulically braked to respond, and the motor braking recovery torque is 0;
s3, during braking, the time between the friction coefficient of the vehicle to the peak value and locking dragging and sliding can be approximately expressed as:
braking time t of vehicle at peak friction p Is that
Wherein F is N Representing the tire forward force; i w Representing the moment of inertia of the wheel element; k represents the slope of the relationship between the braking torque and time; r represents the radius of the tire; s is S p Tire slip ratio at peak friction coefficient; omega 0 Indicating the initial angular velocity of the wheel.
Judging whether the braking strength is within the allowable range of motor braking, if the condition is met, responding to motor braking, otherwise, responding to hydraulic braking; in order to ensure safety, the emergency braking is used for leading the hydraulic braking to be rapidly interposed, and the preset braking strength is less than 0.7 and is the allowable range of the braking strength.
S4, judging whether the charge state SOC of the power battery is in a permissible range of motor braking, if the condition is met, responding to motor braking, otherwise, responding to hydraulic braking; in order to protect the battery and avoid over-charge and over-discharge of the battery, a battery charge-discharge curve is combined, the SOC of 0.3 < 0.9 is preset as an SOC allowable range, and when the SOC of 0.7 < 0.9, the braking energy recovery is limited by the maximum charge current allowed by the battery; when the SOC is less than or equal to 0.7, the braking energy recovery is not limited by the maximum charging current allowed by the battery.
S5, judging whether the vehicle speed is within an allowable range of motor braking, if the condition is met, responding to motor braking, otherwise, responding to hydraulic braking; in order to improve the energy utilization rate, the vehicle speed is preset to be more than 10km/h as the allowable range of the vehicle speed according to the value of the characteristic curve outside the motor.
S6, judging whether wheels slide or not by judging the opening and closing degree of the brake pedal, and when the opening and closing degree of the brake pedal and the opening and closing degree of the accelerator pedal are both 0 and the vehicle is on a downhill, recovering the energy of downhill sliding of the vehicle and outputting the sliding recovery torque.
If the opening of the brake pedal is not 0, the vehicle brakes the motor and recovers energy;
obtaining maximum braking force of ground to wheels
Wherein M represents the mass of the whole vehicle;representing the attachment coefficient; lx denotes the centroid distance of the front/rear axle from the vehicle; h is a g Representing the centroid height of the vehicle; f (F) Z Indicating the maximum ground braking force of the ground facing front/rear wheels.
And S7, judging whether the motor braking force is larger than the required braking force, if not, starting the hydraulic braking compensation braking force, outputting the braking recovery torque as the difference between the required torque and the hydraulic braking torque, and outputting the electro-hydraulic braking force distribution coefficient in real time.
When the braking strength is small, the motor braking force is larger than the required braking force. If the braking strength is less than 0.1, the braking force is provided by the regenerative braking force of the motor. And when the braking force does not meet the requirement, the maximum energy recovery efficiency and the safety performance are ensured through hydraulic braking compensation.
The electrohydraulic braking force distribution coefficient is used for braking master cylinder hydraulic pressure:
wherein F is y Representing the output force of the brake; p (P) l Representing brake cylinder pressure; p (P) s Indicating hydraulic flow resistance loss; p (P) 1 The pressure difference when the switch valve is fully opened is shown; p represents the brake fluid density; l (L) g Representing the brake pipe length; d, d g Representing brake pipe diameter; delta represents the local drag coefficient; delta 1 Representing the along-the-way resistance coefficient; v represents the average flow rate of brake fluid; r represents the wheel radius.
If the motor braking force is greater than the required braking force, judging whether the required braking force is greater than the adhesive force, and outputting a braking recovery torque as the required torque when the required braking force is greater than the adhesive force; when the required braking force is smaller than the adhesive force, the output braking recovery torque is the product of the adhesive force and the rolling radius of the wheels.
As shown in fig. 3, the ground conditions on which the four tires are attached are often different when the automobile is braked, for example, the left front wheel and the right rear wheel are sometimes attached to dry cement ground, the right front wheel and the left rear wheel are sometimes attached to water or muddy water, and when one wheel is waded, the friction between the four wheels and the ground is different when the automobile is braked, and the phenomena such as slipping, tilting and rollover are easily caused when the automobile is braked.
The rotational speed information of the four wheels is recorded by a wheel speed sensor. At the moment of automobile braking, the system can acquire information such as wheel rotation speed, wheel resistance, wheel load and the like in real time, and automatically monitors the adhesion condition between each wheel and the ground. According to the vertical load of the wheels and the road surface attachment coefficient, the information induction and calculation processing are respectively carried out on different ground surfaces attached by the four tires by using a high-speed computer to obtain different friction force values and the most reasonable braking forces of different wheels, so that the braking devices of the four tires distribute corresponding required braking forces to each wheel in different modes according to different conditions, balance the braking force of each wheel, enable the four wheels to obtain distribution which is closer to an ideal braking force, and continuously keep adjustment in movement, and enable the braking forces to be matched with the friction forces (traction forces). When the braking force of front and rear wheels is actually regulated, the braking process is controlled according to the weight distribution of the vehicle and the road surface condition, the slip rate of the rear wheels is automatically compared by taking the front wheels as the reference, and if the difference between the front wheels and the rear wheels is detected, and the degree of the difference is required to be regulated, the electro-hydraulic braking system of the automobile is regulated, so that the braking force of the front wheels and the rear wheels is close to ideal distribution.
S8, braking slip rate S of vehicle running direction x ＝(V-V C cosα)/V
Brake slip ratio S in tire longitudinal direction perpendicular to running direction of automobile y
S y ＝(V-V C sinα)/V
Wherein V represents the tire ground contact area speed; v (V) C Representing the circumferential speed of the tire tread; alpha represents the lateral deviation angle.
S9, on the basis of reasonably distributing the required braking force of each wheel, reasonably matching the electric braking and the hydraulic braking by taking the maximum utilization of the electric braking as a target through the electro-hydraulic braking force distribution coefficient.
Motor braking force F m ＝T 1 i a i b η/r 1
Wherein F is m Representing the torque of the motor at the current rotation speed; i.e a Representing the final reduction ratio; i.e b Representing the transmission reduction ratio; η represents the power transmission efficiency.
The braking force relation of the front and rear axle brakes is
Wherein F is μ1 Representing the braking force of the front axle brake; f (F) μ2 Representing the braking force of the rear axle brake; g represents the gravity of the automobile; b represents the distance from the center line of the rear axle of the automobile to the center of mass of the automobile; m represents the mass of the automobile; h is a g Representing the height of the center of mass of the car.
The EBD starts to control braking force when the vehicle is braked, while the ABS starts to operate when the wheels tend to lock. When the ABS is active, the electronic brake force distribution system (EBD) is deactivated.
The above description is only of the preferred embodiments of the present invention, and is not intended to limit the present invention. Any simple modification, variation and equivalent variation of the above embodiments according to the technical substance of the invention still fall within the scope of the technical solution of the invention.
Claims (7)
1. The electro-hydraulic composite braking energy recovery control method is characterized by comprising the following steps of:
s1, detecting whether a vehicle runs on a road with a gradient or not when the vehicle is detected to be in a sliding or braking state;
s2, if the vehicle runs on a road with a gradient, acquiring gradient information to determine the road resistance and the adhesive force;
s3, determining a wheel braking force distribution coefficient according to the road resistance and the adhesive force;
s4, acquiring vehicle information, and further determining an electrohydraulic braking force distribution coefficient;
s5, when the vehicle is in a sliding state, adjusting a sliding recovery curve according to the wheel braking force distribution coefficient obtained in the S3 and the electrohydraulic braking force distribution coefficient obtained in the S5, and determining a sliding recovery torque;
and S6, when the vehicle is in a braking state, adjusting a braking recovery map according to the wheel braking force distribution coefficient acquired in the S3 and the electrohydraulic braking force distribution coefficient acquired in the S4, and determining the braking recovery torque.
2. The method for controlling electro-hydraulic composite braking energy recovery according to claim 1, wherein the operation mode for detecting whether the vehicle is driving on the sloped road in S1 is as follows: collecting a current gradient value, and if the current gradient value is larger than a preset gradient threshold value, indicating that the vehicle runs on a road with gradient; the preset gradient threshold value can be zero in an ideal state, and the vehicle is particularly in a downhill running state when the vehicle is detected to run on a gradient road because the vehicle is braked or coasted only in the downhill state.
3. The electro-hydraulic composite braking energy recovery control method according to claim 1, wherein gradient information is obtained through a gradient sensor in S2.
4. The electro-hydraulic composite braking energy recovery control method according to claim 1, wherein the specific operation mode of S3 is as follows: setting a calculation program of a reference vehicle speed, a slip rate and a braking force distribution coefficient, setting an execution program of an electronic control unit and a tracking adjustment program of the braking force, and sending a command to a braking pressure regulator after the electronic control unit calculates the reference vehicle speed and the slip rate to finally determine the braking force distribution coefficient.
5. The electro-hydraulic composite braking energy recovery control method according to claim 1, wherein the vehicle information obtained in S4 includes vehicle speed information, accelerator pedal opening and closing degree, brake pedal opening and closing degree, ABS state, charge state and vehicle load, and the corresponding vehicle information is collected by the corresponding vehicle-mounted sensor.
6. The method for controlling electro-hydraulic composite braking energy recovery according to claim 1, wherein the coasting recovery curve in S5 is used for representing a corresponding relation between a vehicle speed and a coasting recovery torque, and the specific way of adjusting the coasting recovery curve is to multiply a braking recovery adjustment coefficient by the coasting recovery curve;
in the braking process, in order to fully utilize ground adhesion force, braking forces of front and rear wheels are determined through the wheel braking force distribution coefficient, and then hydraulic braking force and motor braking force are respectively distributed to the braking forces of the front and rear wheels through the electro-hydraulic braking force distribution coefficient, wherein the motor braking torque is braking recovery torque;
s6, the brake recovery map is used for representing the corresponding relation among the vehicle speed, the opening degree of a brake pedal and the brake recovery torque, the concrete mode of adjusting the brake recovery map is to multiply the gradient adjustment coefficient with the brake recovery map to obtain an adjusted brake recovery map,
the gradient adjustment coefficient is used for representing the corresponding relation between the gradient coefficient and the brake recovery torque. Slope coefficient= (Δh/Δl) ×100%, where Δh represents the change in vertical height and Δl represents the change in horizontal distance.
7. The control device suitable for the electrohydraulic composite brake energy recovery control method of any one of claims 1 to 6 comprises a whole vehicle controller, a motor controller, an ISG motor, a wheel speed sensor, a brake disc, a hydraulic control unit and a hydraulic brake module, wherein the ISG motor is connected to wheels for driving the wheels, the brake disc is arranged on the wheels for braking the wheels, the hydraulic control unit is connected with the brake disc, the hydraulic brake module is connected with the hydraulic control unit, the whole vehicle controller is in bidirectional connection with the motor controller, the motor controller is in bidirectional connection with the ISG motor, the wheel speed sensor is connected with the wheels, the hydraulic brake module and the whole vehicle controller, and the hydraulic brake module comprises an EBD and an ABS.
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| CN202311793073.6A CN117755254A (en) | 2023-12-25 | 2023-12-25 | Electro-hydraulic composite braking energy recovery control method and device |
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| CN202311793073.6A CN117755254A (en) | 2023-12-25 | 2023-12-25 | Electro-hydraulic composite braking energy recovery control method and device |
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