CN118004113B - Protection method for braking system - Google Patents
Protection method for braking system Download PDFInfo
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- CN118004113B CN118004113B CN202410417816.8A CN202410417816A CN118004113B CN 118004113 B CN118004113 B CN 118004113B CN 202410417816 A CN202410417816 A CN 202410417816A CN 118004113 B CN118004113 B CN 118004113B
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Abstract
The invention relates to the field of vehicle braking, in particular to a protection method of a braking system, which comprises the steps of obtaining a braking demand state and entering a braking protection mode according to the braking demand state; acquiring a target braking pressure in a braking demand state; the brake protection mode includes executing a first brake pressure; the first brake pressure includes a maximum wheel cylinder brake pressure and a safe offset, a sum of the maximum wheel cylinder brake pressure and the safe offset being less than or equal to the target brake pressure; the first brake pressure is performed by a build-up chamber motor assembly. The problem of how under the condition of insufficient braking power, satisfy braking demand fast is solved.
Description
Technical Field
The invention relates to the field of vehicle braking, in particular to a protection method of a braking system.
Background
When a vehicle is braked, if the road surface is frozen or attached to the road surface is low, the wheel end is easy to be locked, if the adjustment is not performed, serious consequences of vehicle instability such as tail flicking or incapability of steering of the vehicle can occur, and under the condition, the ESC (electronic stability control system) can perform ABS (anti-lock brake system) adjustment, and the adjustment mode is to prevent the wheel locking through pressure relief, pressure maintaining and cycle control increasing of the wheel end. In the Twobox scheme of Ebooster +ESC (realizing basic brake boosting function and stability control function, and also realizing coordination and cooperation while recovering brake energy, ensuring consistent pedal feel of a driver in the switching of electric brake and hydraulic brake), the pressure released by ESC is stored in an accumulator, and the brake fluid of the accumulator is pumped to a pressure building cavity by a plunger pump in time, so that the following problems exist:
(1) When the ABS pressure is regulated, the pressure of the plunger pump returned to the pressure building cavity can cause great pressure fluctuation, because the transmission structure of the linear control movable product is in rigid connection, and the brake fluid is incompressible, when the fluid is discharged into the pressure building cavity, the hydraulic pressure can be greatly increased, so that the transmission structure such as a motor, a screw rod, an anti-rotation structure and the like can be damaged easily due to severe impact of the transmission system.
(2) When the ESC performs ABS pressure regulation, the pressure of the built-up cavity is used as a pressure source, and the pressure of the wheel end is estimated through the regulation of the valve, so that the ABS regulation is performed on the wheel end. When the pressure of the pressure build cavity in the step (1) has larger fluctuation, the pressure regulation precision of the ABS wheel end can be influenced.
(3) The boost system ebooster always applies boost with the driver pedal braking demand, when driving to a low accessory road surface, the required pressure of the wheel end is lower, more electricity is required to be consumed for establishing high pressure ebooster, and more heat is generated at the same time.
Disclosure of Invention
In order to solve the problem of how to rapidly meet the braking requirement under the condition of insufficient braking force.
In a first aspect, the present invention provides a brake system protection method comprising:
acquiring a braking demand state, and entering a braking protection mode according to the braking demand state;
Acquiring a target braking pressure in a braking demand state;
the brake protection mode includes executing a first brake pressure;
The first brake pressure includes a maximum wheel cylinder brake pressure and a safe offset, a sum of the maximum wheel cylinder brake pressure and the safe offset being less than or equal to the target brake pressure;
The first brake pressure is performed by a build-up chamber motor assembly.
In some embodiments, the braking demand state is obtained from an ABS signal or an ESC signal.
In some embodiments, the first brake pressure includes a target brake pressure when a sum of the maximum wheel cylinder brake pressure and a safe offset is greater than the target brake pressure.
In some embodiments, the maximum wheel cylinder brake pressure is obtained from wheel cylinder brake pressure signal data from an ABS or ESC.
In some embodiments, the safety offset is calibrated when the boost cavity motor assembly boosts according to the braking state switching from a first road surface to a second road surface, the second road surface having an adhesion force greater than that of the first road surface.
In some embodiments, the build chamber motor assembly includes a first motor that executes the safe offset.
In some embodiments, the build chamber motor assembly includes a first motor and a second motor, the first motor and the second motor performing the safety offset.
In some embodiments, the safety offset performed by the first motor and the second motor is consistent.
The problem of how under the condition of insufficient braking power, satisfy braking demand fast is solved.
In a second aspect, the present invention provides a vehicle comprising:
A vehicle body;
a brake control device configured to implement the method as described in the first aspect.
Drawings
The above and other objects, features and advantages of the present invention will become more apparent from the following description of embodiments of the present invention with reference to the accompanying drawings, in which:
fig. 1 shows a flow chart of a braking system protection method according to an embodiment of the present invention.
Detailed Description
The disclosure will now be discussed with reference to several exemplary embodiments. It should be understood that these embodiments are discussed only to enable those of ordinary skill in the art to better understand and thus practice the present disclosure, and are not meant to imply any limitation on the scope of the present disclosure.
As used herein, the term "comprising" and variants thereof are to be interpreted as meaning "including but not limited to" open-ended terms. The term "based on" is to be interpreted as "based at least in part on". The terms "one embodiment" and "an embodiment" are to be interpreted as "at least one embodiment. The term "another embodiment" is to be interpreted as "at least one other embodiment". The terms "first," "second," and the like, are used primarily to distinguish between different devices, elements, or components (the particular species and configurations may be the same or different), and are not used to indicate or imply the relative importance and number of devices, elements, or components indicated. Unless otherwise indicated, the meaning of "a plurality" is two or more.
The embodiment discloses a braking system protection method, which comprises the following steps:
acquiring a braking demand state, and entering a braking protection mode according to the braking demand state;
Acquiring a target braking pressure in a braking demand state;
the brake protection mode includes executing a first brake pressure;
The first brake pressure includes a maximum wheel cylinder brake pressure and a safe offset, a sum of the maximum wheel cylinder brake pressure and the safe offset being less than or equal to the target brake pressure;
The first brake pressure is performed by a build-up chamber motor assembly.
In one embodiment of the invention, the quick adjustment of the wheel cylinder pressure, the response speed of the forward and reverse rotation adjustment of the motor and the safety performance under extreme working conditions are considered, wherein the motor needs the forward and reverse rotation adjustment in the process of adjusting the pressure and has a certain response speed. In order to avoid the situation that the pressure of the pressure build-up cavity is insufficient due to the fact that the pressure of the wheel cylinder is quickly released, the motor cannot be timely boosted, and therefore braking is insufficient. Therefore, an ABS (antilock brake system) of an ESC (electronic stability control system) is received through ebooster (electronic booster), and pressure closed-loop control (torque closed-loop control) is performed according to the maximum wheel cylinder pressure+the safe offset estimated during the ABS activation, so that the ebooster transmission structure is protected and the heat generation is reduced. The maximum wheel cylinder pressure is the highest pressure that the wheel cylinder needs to withstand during braking during ABS activation. The method for formulating the safe offset is to identify the extreme working condition, namely the working condition with the largest pressure change. For example, when a vehicle suddenly switches from a low adhesion road to a high adhesion road, boost is required to meet braking demands. The safety offset refers to the safety offset pressure provided by the pressure build cavity motor assembly. Through real vehicle calibration, the safety offset pressure required under the working condition can be tested. The safe offset pressure can protect ebooster transmission structure, reduce heat and avoid the occurrence of insufficient braking.
In one embodiment of the present invention, the acquisition of the brake demand state, the acquisition of the demand brake demand state, and the activation of the brake protection mode determination condition are two independent processes. By stepping on the pedal, pedal travel data can be obtained. Based on these pedal travel data, the boost system may then establish a target brake pressure. However, it should be noted that under low accessory road conditions, the ESC product may trigger ABS functionality. When the ABS function is triggered, it will be considered a protection trigger. In order to ensure safety, the brake boost pressure is adjusted accordingly based on the estimated maximum wheel end pressure fed back by the ESC in combination with a safe offset.
And based on this state, enters a brake protection mode. In the protected mode, the system will accurately calculate the target brake pressure to ensure that the vehicle is decelerating as intended. The core of the brake protection mode is to perform a first brake pressure. The first brake pressure consists of a maximum wheel cylinder brake pressure and a safe offset, and the sum of the maximum wheel cylinder brake pressure and the safe offset is strictly controlled within the target brake pressure. Wherein the target brake pressure corresponds to the pedal braking demand. Such a design is intended to prevent excessive or insufficient pressure that may occur during braking, thereby optimizing the braking effect. To ensure that the first brake pressure is accurately applied, a build-up chamber motor assembly is employed. The assembly has the capability of quick response and accurate control, and can provide a stable and reliable braking effect for the vehicle at critical moments.
In some embodiments, the braking demand state is obtained from an ABS signal or an ESC signal.
In some embodiments, the first brake pressure includes a target brake pressure when a sum of the maximum wheel cylinder brake pressure and a safe offset is greater than the target brake pressure.
In some embodiments, the maximum wheel cylinder brake pressure is obtained from wheel cylinder brake pressure signal data from an ABS or ESC.
In some embodiments, the safety offset is calibrated when the boost cavity motor assembly boosts according to the braking state switching from a first road surface to a second road surface, the second road surface having an adhesion force greater than that of the first road surface.
In some embodiments, the build chamber motor assembly includes a first motor that executes the safe offset.
In some embodiments, the build chamber motor assembly includes a first motor and a second motor, the first motor and the second motor performing the safety offset.
In some embodiments, the safety offset performed by the first motor and the second motor is consistent.
In one embodiment of the invention, the target brake pressure is the pedal braking demand and is the primary input signal that controls the operation of the braking system. The ABS or ESC can prevent wheels from locking due to excessive braking by monitoring the rotation speed of the wheels, and improve the stability of the vehicle in the braking process. Wheel cylinder pressure parameters are key indicators for evaluating brake system performance. By measuring and analyzing these pressures, a comprehensive wheel cylinder pressure data set is obtained. The wheel cylinder pressure data set helps to understand and analyze the operating conditions of the brake system, thereby providing a powerful support for optimizing braking performance. The maximum wheel cylinder pressure is the maximum brake pressure of the maximum wheel cylinder brake pressure estimated by the ABS or the ESC after the ABS or the ESC is started. I.e. the maximum brake pressure without triggering the ABS during driving of the vehicle.
In one embodiment of the invention, in the case of a vehicle traveling on a low adhesion road, in order to prevent the wheel end of the vehicle from locking, the vehicle braking force demand is low, i.e. a small braking pressure can stop the wheel end from rotating. If the braking pressure is too high, the wheel end may be locked, thereby affecting the running stability of the vehicle.
However, when the vehicle travels from a low adhesion road surface (such as an ice surface) to a high adhesion road surface (such as a asphalt road), since the braking force required for traveling on the low adhesion road surface is low, the braking force possessed by the vehicle may not be sufficient to rapidly stop the rotation of the wheel end when the vehicle suddenly travels to the high adhesion road surface, thereby achieving rapid braking. This situation may result in the vehicle not stopping in time due to insufficient braking force when traveling at high speed, thereby increasing the risk of traffic accidents.
Therefore, a safe offset needs to be introduced. The safe offset cooperates with the braking pressure required for low road surface travel to achieve the braking pressure required for high road surface adhesion. The introduction of the safety offset enables the vehicle to quickly adjust the braking force when driving from a low adhesion road surface to a high adhesion road surface, and avoids accidents caused by insufficient braking force. Meanwhile, the method has better adaptability and can be suitable for vehicles of different types and sizes. In this way, the stability and safety of the vehicle running can be ensured under different road conditions.
The safety offset is an extreme working condition identified by each vehicle, and the working condition with the largest pressure change is that the vehicle is suddenly switched from a low road side to a high road side, the state switching needs to be boosted, and the safety offset pressure required by the working condition can be tested by combining the real vehicle calibration with the motor response performance.
The pressure build-up chamber is mainly used for building up brake pressure during the braking process of the vehicle. By compressing the brake fluid, the braking force applied by the driver is transmitted to the caliper, thereby achieving vehicle braking. The working principle of the pressure-building cavity is that a closed space is formed between the brake pedal and the brake cylinder, and when a driver presses the brake pedal, a piston in the brake pressure-building cavity is pushed, so that brake fluid is compressed. The compressed brake fluid is transmitted to the wheel brake cylinder through the pipeline, so that the wheels are braked. In the braking process of the vehicle, a driver presses a brake pedal, a piston in a brake pressure building cavity is pushed, and the piston pushes brake fluid, so that the brake fluid pressure is increased. Brake fluid pressure is transmitted to the wheel cylinder through the pipe. The wheel cylinder adjusts the braking torque according to the braking hydraulic pressure. The braking torque acts on the wheel to slow or stop the wheel from rotating. In the working process, the pressure-building cavity motor is responsible for driving the piston to compress the brake fluid, so that the braking force of the wheels is adjusted.
In one embodiment of the present invention, example one: the vehicle safety offset is3 mpa, the maximum wheel cylinder pressure is estimated to be 4 mpa by the ESC, the target brake pressure during traveling is 10 mpa, and the sum of the first brake pressure, which is the safety offset, and the maximum wheel cylinder pressure is smaller than the target brake pressure, so the vehicle executes the first brake pressure to be 7 mpa. Example two: the vehicle safety offset is3 mpa, the maximum wheel cylinder pressure is estimated to be 7 mpa by the ESC, the target brake pressure during running is 10 mpa, and at this time, the first brake pressure is the sum of the safety offset and the maximum wheel cylinder pressure and is greater than the target brake pressure, so the vehicle executes the target brake pressure, that is, 10 mpa.
Under vehicle operating conditions similar to those in the foregoing example one, the first brake pressure specific value that the vehicle implements is between the vehicle maximum wheel cylinder pressure and the vehicle target brake pressure. The maximum wheel cylinder pressure of the vehicle is the maximum brake pressure at which the ABS system is not activated when the vehicle is running on a low adhesion road surface. And the vehicle target brake pressure is the brake pressure that the brake pedal is expected to achieve. When the vehicle runs on the low adhesion road surface, the braking pressure is controlled between the two values, so that the range for adjusting the braking pressure can be effectively narrowed, and then the ebooster transmission structure is protected and the heating of the transmission structure is reduced. Meanwhile, since the first brake pressure is higher than the maximum wheel cylinder pressure, the pressure required for braking the vehicle will reach the target brake pressure when the vehicle transitions from the low adhesion road surface to the high adhesion road surface. At this time, the range of the vehicle for adjusting the brake pressure is correspondingly shortened, so that the problem of insufficient braking force is avoided.
First, we need to specify several key concepts. The maximum wheel cylinder pressure of the vehicle refers to the maximum brake pressure that the vehicle can apply without activating an Antilock Brake System (ABS) when the vehicle is running on a low adhesion road (e.g., wet skid, mud, etc.), and the maximum wheel cylinder pressure is estimated by the ABS or ESC. The target vehicle brake pressure is a brake pressure corresponding to a brake effect that the driver desires to achieve by the brake pedal. The numerical relationship between the two directly affects the performance of the brake system.
Under vehicle running conditions similar to those in the foregoing example one, i.e., when the vehicle is running on a low adhesion road surface, the specific value of the first brake pressure applied by the vehicle is carefully set between these two limit values. The benefits of doing so are manifold. Firstly, the braking pressure is controlled within the range, so that the range of adjusting the braking pressure can be effectively shortened, the pressure on the ebooster transmission structure is reduced, the heating value is reduced, and the service life is prolonged. Second, since the first brake pressure is higher than the maximum wheel cylinder pressure, the pressure required for braking the vehicle will quickly reach the target brake pressure when the vehicle transitions from the low-adhesion road surface to the high-adhesion road surface. This means that on high adhesion roads, the vehicle will be able to provide sufficient braking force faster, improving braking performance.
The brake pressure control strategy is not only beneficial to protecting the transmission structure of the vehicle, but also improves the driving safety to a certain extent. On low adhesion surfaces, proper reduction of the braking pressure can avoid premature locking of the tire, thus reducing the risk of vehicle runaway. On a high-adhesion road surface, the target braking pressure can be quickly reached, so that the vehicle can be ensured to obtain enough braking force in a short time, the braking distance is shortened, and the braking efficiency is improved.
In one embodiment of the invention, the pressure build-up chamber enables an efficient amplification of the application of the braking force to the driver. When the vehicle moves from a low adhesion road surface to a high adhesion road surface, the required braking force increases, however, the driver often cannot apply a larger braking force in time. Therefore, the introduced safe offset directly acts on the build-up chamber motor to increase its driving force. Under the effect of the safety offset, the pressure build cavity motor can push the piston to further compress the brake fluid, so that the braking force is ensured to meet the requirement of high adhesion to the road surface.
Under different road conditions, the braking force required by the vehicle may vary, especially when driving from a low to a high traction road. However, the driver often cannot adjust the braking effort in time, which undoubtedly increases the safety risk during driving. The braking force is intelligently regulated and controlled through the safe offset, so that the braking force adaptability is improved. The introduction of the safety offset enables the pressure build cavity motor to be obviously improved in the aspect of driving force. Under the regulation and control of safe offset, the motor can push the piston to further compress the brake fluid, so that the braking force is rapidly adapted to the requirement of the high-adhesion road surface. Not only can the response speed of the braking force be improved, but also the driver can be ensured to take measures in time under emergency conditions, and the risk of accidents is reduced.
The present embodiment discloses a vehicle, the vehicle includes:
A vehicle body;
A brake control device configured to implement a method as described in one of the brake system protection methods described above.
The invention has the beneficial effects that: by precisely controlling the first brake pressure of the vehicle on the low adhesion road surface so as to be between the maximum wheel cylinder pressure and the target brake pressure, it is possible to realize better brake performance while protecting the vehicle transmission structure. The safety offset is introduced during the braking process of the vehicle, and the safety offset is mainly introduced aiming at the increase of the braking force requirement when the vehicle drives from a low-adhesion road surface to a high-adhesion road surface. The original braking force and the safety offset are used for jointly controlling the braking of the vehicle, so that the ebooster transmission structure can be protected, the heating is reduced, and the braking deficiency can be avoided. The brake pressure control strategy is not only beneficial to improving the driving safety, but also can prolong the service life of the vehicle and reduce the maintenance cost.
Those of ordinary skill in the art will appreciate that the modules and algorithm steps described in connection with the embodiments disclosed herein can be implemented as electronic hardware, or combinations of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
It will be clearly understood by those skilled in the art that, for convenience and brevity of description, specific working procedures of the apparatus and device described above may refer to corresponding procedures in the foregoing method embodiments, which are not described herein again.
In the embodiments provided in the present application, it should be understood that the disclosed apparatus and method may be implemented in other manners. For example, the apparatus embodiments described above are merely illustrative, and for example, the division of the modules is merely a logical function division, and there may be additional divisions when actually implemented, for example, multiple modules or components may be combined or integrated into another system, or some features may be omitted or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be an indirect coupling or communication connection via some interfaces, devices or modules, which may be in electrical, mechanical, or other forms.
The modules described as separate components may or may not be physically separate, and components shown as modules may or may not be physical modules, i.e., may be located in one place, or may be distributed over a plurality of network modules. Some or all of the modules can be selected according to actual needs to achieve the purpose of the embodiment of the invention.
In addition, each functional module in the embodiment of the present invention may be integrated in one processing module, or each module may exist alone physically, or two or more modules may be integrated in one module.
The functions, if implemented in the form of software functional modules and sold or used as a stand-alone product, may be stored in a computer-readable storage medium. Based on such understanding, the technical solution of the present invention may be embodied essentially or in a part contributing to the prior art or in a part of the technical solution in the form of a software product stored in a storage medium, comprising several instructions for causing a computer device (which may be a personal computer, a server, a network device, etc.) to perform all or part of the steps of the method for energy saving signal transmission/reception of the various embodiments of the present invention. And the aforementioned storage medium includes: a usb disk, a removable hard disk, a ROM, a RAM, a magnetic disk, or an optical disk, etc.
The above description is only illustrative of the preferred embodiments of the present application and of the principles of the technology employed. It will be appreciated by persons skilled in the art that the scope of the application referred to in the present application is not limited to the specific combinations of the technical features described above, but also covers other technical features formed by any combination of the technical features described above or their equivalents without departing from the inventive concept. Such as the above-mentioned features and the technical features disclosed in the present application (but not limited to) having similar functions are replaced with each other.
It should be understood that, the sequence numbers of the steps in the summary and the embodiments of the present invention do not necessarily mean the order of execution, and the execution order of the processes should be determined by the functions and the internal logic, and should not be construed as limiting the implementation process of the embodiments of the present invention. The foregoing description of implementations of the present disclosure has been presented for purposes of illustration and description. The foregoing description is not intended to be exhaustive or to limit the disclosure to the precise form disclosed, and modifications and variations are possible in light of the above teachings or may be acquired from practice of the disclosure. The embodiments were chosen and described in order to explain the principles of the present disclosure and its practical application to enable one skilled in the art to utilize the present disclosure in various embodiments and with various modifications as are suited to the particular use contemplated.
Claims (8)
1. A method of braking system protection, comprising:
acquiring a braking demand state, and entering a braking protection mode according to the braking demand state;
Acquiring a target braking pressure in a braking demand state;
the brake protection mode includes executing a first brake pressure;
when the sum of the maximum wheel cylinder brake pressure and the safe offset is less than or equal to the target brake pressure, the first brake pressure is the sum of the maximum wheel cylinder brake pressure and the safe offset;
the first braking pressure is executed through a pressure building cavity motor assembly;
The safety offset is calibrated when the pressure build cavity motor assembly is boosted according to the braking state from a first road surface to a second road surface, and the adhesive force of the second road surface is larger than that of the first road surface;
The maximum wheel cylinder braking pressure is the highest pressure required to bear by the wheel cylinder in the braking process during the ABS activation period;
The safe offset refers to the safe offset pressure provided by the pressure build cavity motor assembly, and the safe offset pressure required under the working condition is tested through real vehicle calibration.
2. A method according to claim 1, characterized in that the braking demand state is obtained from the acquisition of ABS signals or ESC signals.
3. The brake system protection method according to claim 1, characterized in that the first brake pressure is a target brake pressure when a sum of the maximum wheel cylinder brake pressure and a safe offset amount is greater than the target brake pressure.
4. The method according to claim 1, wherein the maximum wheel cylinder brake pressure is obtained from wheel cylinder brake pressure signal data from ABS or ESC.
5. The method of claim 1, wherein the build chamber motor assembly includes a first motor that performs the safe offset.
6. The method of claim 1, wherein the build chamber motor assembly includes a first motor and a second motor, the first motor and the second motor performing the safe offset.
7. The method of claim 6, wherein said first and second motors perform said safe offsets in unison.
8. A vehicle, characterized in that the vehicle comprises:
A vehicle body;
brake control device configured to implement the method of any one of claims 1-7.
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Citations (2)
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| CN103287411A (en) * | 2013-06-09 | 2013-09-11 | 重庆邮电大学 | Method for controlling anti-lock system of four-hub-motor drive electric car free of hydraulic braking |
| EP3368367A4 (en) * | 2015-10-26 | 2018-09-05 | BYD Company Limited | Electric vehicle and active safety control system and method thereof |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3834539A1 (en) * | 1988-10-11 | 1990-04-12 | Teves Gmbh Alfred | Method for the operation of a brake pressure control device |
| JP4935760B2 (en) * | 2008-06-02 | 2012-05-23 | トヨタ自動車株式会社 | Brake control device |
| CN102198830A (en) * | 2010-07-23 | 2011-09-28 | 浙江万向精工有限公司 | Novel normally closed solenoid valve of ABS (Antilock Brake System) |
| CN102700537A (en) * | 2012-06-08 | 2012-10-03 | 清华大学 | Vehicle braking energy recovery system |
| CN104670237B (en) * | 2015-02-10 | 2017-04-05 | 同济大学 | A kind of control system and method for improving vehicle starting tremor abnormal sound based on brake force |
| CN108501921B (en) * | 2018-05-04 | 2019-04-02 | 吉林大学 | A kind of hydraulic line control brake system and its brake control method with double pressure sources |
| CN110550011B (en) * | 2018-05-31 | 2021-11-12 | 比亚迪股份有限公司 | Braking force estimation method and device, storage medium and vehicle |
| CN111994057B (en) * | 2020-08-27 | 2022-05-31 | 上海易咖智车科技有限公司 | Brake control method and system for unmanned vehicle and vehicle |
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Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103287411A (en) * | 2013-06-09 | 2013-09-11 | 重庆邮电大学 | Method for controlling anti-lock system of four-hub-motor drive electric car free of hydraulic braking |
| EP3368367A4 (en) * | 2015-10-26 | 2018-09-05 | BYD Company Limited | Electric vehicle and active safety control system and method thereof |
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