CN118405000A - Braking energy recovery control method for extended range electric automobile - Google Patents
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Abstract
The invention relates to the technical field of electric automobiles, in particular to a braking energy recovery control method of an extended-range electric automobile, which comprises the following specific steps: 1. the driver presses the brake pedal, brake energy recovery control is carried out, and data are transmitted to the sensing module; 2. the sensing module detects the depth of the driver stepping on the brake pedal and transmits the depth to the decision module; 3. the decision module is responsible for analyzing, judging and judging, deciding the magnitude of the braking demand torque and providing input for the execution module at the rear end; 4. the execution module is responsible for carrying out target braking torque closed-loop control according to the determined braking demand torque value input by the decision module, and solves the problems that mechanical braking only can judge that a driver has braking intention through a brake switch, then the braking torque which is required to be fixed and the electric braking and mechanical braking conversion gap are easier to cause instability and even out of control of the whole vehicle under extreme working conditions, and the driving experience of the whole vehicle is seriously reduced and even the driving safety is threatened.
Description
Technical Field
The invention relates to the technical field of electric automobiles, in particular to a braking energy recovery control method of an extended range electric automobile.
Background
The braking system of the new energy automobile has various types, particularly for the new energy commercial automobile, according to the requirements of the whole automobile, the cost and the like, the matched braking systems of different automobile types are different, some braking systems have strong braking force, but the braking linearity is poor, some braking systems have good linearity, but the braking force can be relatively weak, and the electric braking is used as the standard of the new energy automobile and is also a prominent function of energy conservation and efficiency improvement relative to the traditional fuel automobile.
For an economical extended-range electric commercial vehicle, mechanical braking and electric braking are in a parallel connection mode, when a driver presses a brake pedal, the electric braking and the mechanical braking simultaneously play roles, a mechanical braking system is generally only provided with a brake switch for brake lamp control, brake priority identification control and gear shifting control, an angle sensor or a displacement sensor for identifying the pressing depth of the brake pedal is not provided, so that a Vehicle Control Unit (VCU) cannot identify the deceleration requirement of the driver when the driver performs braking operation, the driver can only judge that the driver has braking intention through the brake switch, then a fixed braking torque is required, if the driver feels that the deceleration after pressing the pedal does not reach the expectation, the driver must further deeply press the accelerator pedal, more vehicle kinetic energy is dissipated in a thermal mode by the mechanical braking, the energy recovery efficiency is reduced, the abrasion of a brake disc and the like is accelerated, although the braking torque increased after the brake switch is closed is increased, in order to give consideration to the response speed of the braking torque, the smooth braking feeling is difficult to be consistent under different loads, and the fixed braking torque also has different braking torques have different braking strokes, and the braking torque is influenced by the fact that the same speed is stepped down; in addition, for a low-road-surface braking or emergency braking scene, at the moment of ABS triggering, after the VCU receives an ABS activation state, the VCU controls the electric brake to immediately withdraw and then immediately turn into mechanical brake, the electric brake immediately withdraws and turns into a conversion gap for the mechanical brake to play a role, and for extreme working conditions such as the condition braking of a road with accumulated water or road snow, ice and the like during rainstorm driving, the whole vehicle is more likely to be unstable and even out of control, the whole vehicle driving experience is seriously reduced and even driving safety is threatened.
Disclosure of Invention
The invention provides a braking energy recovery control method for an extended-range electric automobile, which solves the problems that in the prior art, mechanical braking only can judge that a driver has braking intention through a brake switch, then a fixed braking torque is required, and the whole automobile is unstable and even out of control easily caused by an electric braking and mechanical braking conversion gap under extreme working conditions, so that the driving experience of the whole automobile is seriously reduced and the driving safety is even threatened.
In order to achieve the above purpose, the technical scheme adopted by the invention is as follows: the utility model provides a range-extending type electric automobile braking energy recovery control method, includes mechanical braking system and electric braking system, mechanical braking system including the brake pedal, the brake pedal on install angle sensor, angle sensor and VCU hard wire connect, still include perception module, decision-making module and execution module, specific step is as follows:
Step S1, a driver presses a brake pedal, brake energy recovery control is carried out, and data are transmitted to a sensing module;
Step S2, the sensing module detects the depth of a driver' S stepping on a brake pedal, namely the required brake intensity or brake deceleration, and transmits the brake intention data of the driver to the decision module after acquiring the brake intention data;
Step S3, the decision module is responsible for analyzing, judging and judging the driver braking intention data acquired by the sensing module, and deciding the magnitude of braking demand torque by combining the braking reliability verification data so as to provide input for the execution module at the rear end;
and S4, the execution module is responsible for carrying out target braking torque closed-loop control according to the determined braking demand torque value input by the decision module.
Further defined, said step S2 comprises the steps of:
Step S2.1, the sensing module receives the opening of the brake angle sensor and the voltage values of the two paths of signals, and when the reliability of the brake angle sensor is judged, the opening of the brake pedal at the moment is output according to a table look-up according to the corresponding relation between the preset brake signal voltage and the brake opening;
Step S2.2, the VCU calculates the braking opening of each path according to a preset curve and two paths of signal voltages, the VCU performs reliability verification on two paths of opening signals of the braking angle sensor in real time, and if the VCU considers that the braking angle sensor is reliable, the VCU performs a process of enlarging the braking opening calculated by the two paths of opening signals so as to ensure maximum braking and braking safety;
step S2.3, verifying the credibility, and comparing the curve proportion and tolerance of the VCU to the two-way brake opening and the electrical property of the VCU;
Step S2.4, judging whether the ratio and tolerance of the two paths of signal curves meet the requirements, namely whether the relation between the voltage and the brake opening described in the electrical property of the angle sensor exceeds the allowable error of the angle sensor or whether the opening signals of the two paths of angle sensors are not in accordance with the corresponding ratio relation due to other reasons, if not, executing the step S2.5, and if yes, executing the step S2.6;
Step S2.5, the VCU considers that the brake opening signal is not credible and reports a brake opening unreliable fault signal, the VCU sends out a brake system fault through a bus and transmits the brake system fault to an instrument, after the instrument receives the brake system fault signal, a system fault lamp is lightened to prompt a driver of the brake system fault, the VCU carries out secondary fault processing on the whole vehicle, and the VCU controls the whole vehicle to carry out closed loop PI control on the speed of the whole vehicle according to a speed limit value mapped by the secondary;
Step S2.6, judging whether the brake opening is smaller than a threshold value after the brake switch is closed, if yes, executing step S2.5, and if not, executing step S2.7;
In step S2.7, VCU synchronously determines the reliability of the brake switch and the brake angle sensor, and if one fails, the other is used as a brake pedal depression identification signal.
Further defined, said step S3 comprises the steps of:
step S3.1, the VCU carries out two-dimensional table lookup according to the opening degree of the brake pedal and the vehicle speed information output by the sensing module, and outputs the original braking demand torque;
Step S3.2, judging whether the battery temperature is lower than a threshold value or whether the allowable continuous charging power is lower than the threshold value, if not, continuing to judge, and if so, executing the step S3.3;
Step S3.3, the VCU calculates the power consumption of the APU target, wherein the power consumption is the charging power corresponding to the braking original required torque minus the battery allowable continuous charging power;
Step S3.4, the VCU sends a starting instruction and target power consumption to the APU;
S3.5, the APU calculates and controls the output driving torque of the generator according to the target power consumption;
Step S3.6, the original braking demand torque is subjected to final torque arbitration to obtain an arbitrated braking demand torque;
in step S3.7, the VCU sends the arbitrated brake demand torque to the driving inverter for execution.
Further defined, the output raw braking demand torque in step S3.1 needs to be set according to a braking performance curve of the mechanical brake at different pedal opening degrees.
Further, the electric power recovered by the electric power recovery device can be consumed by the generator in the APU, namely the VCU controls the APU to output positive torque to consume the electric power recovered by the electric power recovery device, and the target electric power consumed by the electric power recovery device is the difference value between the electric power recovered by the APU and the recoverable power of the battery, so that the battery is ensured not to be overcharged.
Further defined, in step S1, after the driver depresses the brake pedal, the VCU calculates the slip rate of the whole vehicle in real time according to the four wheel speed information and the rotation speed information of the driving motor, and determines the slip rate and the feedforward control threshold.
The beneficial effects of adopting above technical scheme are:
When the VCU recognizes different braking deceleration intentions of a driver, different braking torques are applied, and meanwhile, the maximum braking torque in a set range is achieved by setting the braking stroke of the first half section, so that the problems of low energy recovery efficiency and poor braking feeling of the current braking system are solved. Meanwhile, feedforward control is added to the judgment of the slip rate triggered by the ABS on the VCU side, the judgment of the slip rate of the common single-stage activated ABS is changed into two stages, the pre-judgment before the ABS is triggered is added, the problem that the conversion gap between the electric brake and the mechanical brake of the existing brake system is possibly unstable and even out of control under the extreme working condition when the ABS is triggered is solved, and the driving experience and the driving safety of a driver are ensured. In addition, safety redundancy check is added for the angle sensor, the reliability of brake signal identification is guaranteed, and the functional safety of electric brake control and other functions needing brake action identification is further improved.
Drawings
FIG. 1 is a flow chart of a control architecture of the present invention;
FIG. 2 is a braking energy recovery control flow chart of the present invention;
FIG. 3 is a flow chart of the feedforward control strategy of the present invention.
Detailed Description
The following detailed description of the embodiments of the invention, given by way of example only, is presented in the accompanying drawings to aid in a more complete, accurate and thorough understanding of the concepts and aspects of the invention, and to aid in its practice, by those skilled in the art.
The invention relates to a control method for recovering braking energy of an extended-range electric automobile. By adding the angle sensor for the mechanical braking system to detect the braking deceleration intention of the driver, when the VCU recognizes different braking deceleration intentions of the driver, different braking torques are applied, and meanwhile, the maximum braking torque in a set range is achieved by setting the braking stroke of the first half section, so that the problems of low energy recovery efficiency and poor braking feeling of the current braking system are solved. Meanwhile, feedforward control is added to the judgment of the slip rate triggered by the ABS on the VCU side, the judgment of the slip rate of the common single-stage activated ABS is changed into two stages, the pre-judgment before the ABS is triggered is added, the problem that the conversion gap between the electric brake and the mechanical brake of the existing brake system is possibly unstable and even out of control under the extreme working condition when the ABS is triggered is solved, and the driving experience and the driving safety of a driver are ensured. In addition, safety redundancy check is added for the angle sensor, robustness of brake signal identification is guaranteed, and functional safety of electric brake control and other functions needing brake action identification is further improved.
Specifically, as shown in fig. 1-3, the mechanical braking system comprises a mechanical braking system and an electric braking system, the mechanical braking system comprises a braking pedal, an angle sensor is installed on the braking pedal, the angle sensor is in hard wire connection with a VCU, the VCU provides a 5V power supply and ground, two paths of opening signals of the angle sensor are also received and processed by the VCU, and the mechanical braking system further comprises a sensing module, a decision module and an execution module, and comprises the following specific steps:
step S1, a driver presses a brake pedal, VCU calculates the slip rate of the whole vehicle in real time according to four wheel speed information and the rotation speed information of a driving motor, judges the slip rate and the feedforward control threshold value, and carries out braking energy recovery control and transmits data to a sensing module;
Step S2.1, the sensing module receives the opening of the brake angle sensor and the voltage values of the two paths of signals, and when the reliability of the brake angle sensor is judged, the opening of the brake pedal at the moment is output according to a table look-up according to the corresponding relation between the preset brake signal voltage and the brake opening;
Step S2.2, the VCU calculates the braking opening of each path according to a preset curve and two paths of signal voltages, the VCU performs reliability verification on two paths of opening signals of the braking angle sensor in real time, and if the VCU considers that the braking angle sensor is reliable, the VCU performs a process of enlarging the braking opening calculated by the two paths of opening signals so as to ensure maximum braking and braking safety;
step S2.3, verifying the credibility, and comparing the curve proportion and tolerance of the VCU to the two-way brake opening and the electrical property of the VCU;
Step S2.4, judging whether the ratio and tolerance of the two paths of signal curves meet the requirements, namely whether the relation between the voltage and the brake opening described in the electrical property of the angle sensor exceeds the allowable error of the angle sensor or whether the opening signals of the two paths of angle sensors are not in accordance with the corresponding ratio relation due to other reasons, if not, executing the step S2.5, and if yes, executing the step S2.6;
Step S2.5, the VCU considers that the brake opening signal is not credible and reports a brake opening unreliable fault signal, the VCU sends out a brake system fault through a bus and transmits the brake system fault to an instrument, after the instrument receives the brake system fault signal, a system fault lamp is lightened to prompt a driver of the brake system fault, the VCU carries out secondary fault processing on the whole vehicle, the speed of the whole vehicle is limited, and the VCU controls the whole vehicle to carry out closed loop PI control on the speed of the whole vehicle according to a speed limit value mapped by the secondary;
Step S2.6, judging whether the brake opening is smaller than a threshold value after the brake switch is closed, if yes, executing step S2.5, and if not, executing step S2.7;
Step S2.7, VCU synchronously judges the credibility of a brake switch and a brake angle sensor, and if one fails, the other is used as a brake pedal stepping identification signal;
Step S3.1, VCU carries on the two-dimentional look-up table according to brake pedal opening and vehicle speed information that the perception module outputs, output the primitive braking demand torque, primitive braking demand torque need set up according to the braking performance curve under different pedal opening of the mechanical brake, primitive braking demand torque calculate map presume consider whole car match mechanical brake pedal step on first mechanical braking force insufficient problem, will brake demand torque in the mechanical brake weaker stage fully exert its braking ability, when the pedal opening reaches 50%, the braking demand torque of the electric brake has already reached the maximum, fully exert the electric braking ability in the first half, in order to complement the short board of the mechanical brake, the electric brake has been released and has more and recovered the whole car kinetic energy under the setting limit in the first half at the same time, have improved the electric braking duty ratio to a certain extent, thus has improved the weak, the low grade problem of energy recovery rate, the braking is more linear, has promoted the braking feeling;
Step S3.2, judging whether the battery temperature is lower than a threshold value or whether the allowable continuous charging power is lower than the threshold value, if not, continuing to judge, and if so, executing the step S3.3;
Step S3.3, the VCU calculates the power consumption of the APU target, wherein the power consumption is the charging power corresponding to the braking original required torque minus the battery allowable continuous charging power;
In step S3.4, the VCU sends a starting instruction and target power consumption to the APU, but does not send an oil injection instruction to the engine control unit, namely only the generator generates positive torque to drag the engine crankshaft to run at the moment, firstly, the NVH of the whole vehicle is more silent, and in addition, only the generator is required to consume power at the moment, so that the engine does not need to be actively operated by oil injection. Therefore, under any scene, the electric brake can be ensured to play a role all the time, and is consistent, for the conventional electric brake control, the influence of battery charging capacity and SOC is great, when the battery SOC is high or the battery temperature is low, in order to protect the battery from being overcharged, the electric brake is forbidden or the recovery power is allowed to be very small, the corresponding electric brake torque is forbidden or limited very little, and the electric energy can be recovered by utilizing the power-down brake of a generator in the APU because the range extender APU is arranged in the range extender APU;
step S3.5, the APU calculates and controls the generator to output driving torque according to the target power consumption, wherein the target power consumption of the APU for consuming electric braking is the difference value between the electric braking recovery power and the recoverable power of the battery, so that the battery is prevented from being overcharged, and the electric braking performance is prevented from being influenced by the recovery capacity of the battery;
Step S3.6, the original braking demand torque is subjected to final torque arbitration to obtain an arbitrated braking demand torque;
in step S3.7, the VCU sends the arbitrated brake demand torque to the driving inverter for execution.
The trigger judgment of the ABS is set with a two-stage judgment strategy, the VCU calculates the whole vehicle slip rate in real time according to 4 wheel speed information and the rotating speed information of the driving motor, feedforward control is carried out on ABS trigger, when the tire slip rate under the braking working condition exceeds an activated feedforward threshold (the activated feedforward threshold is lower than the ABS trigger set threshold by 3 percent and is close to the whole vehicle attachment limit), the pre-judgment flag bit pendingABSActive flag bit triggered by the ABS is set, the decision module of VCU electric brake starts to gradually reduce the electric braking demand torque after the pendingABSActive flag bit is set, the gradient is set according to the braking subjective feeling tested by the real vehicle, the situation that the whole vehicle has no acceleration feeling and the like to influence the braking feeling and the braking confidence is ensured when the electric brake is gradually released, the tire slip rate is also gradually reduced, the possibility that the ABS can be triggered is also prevented to a certain extent, the possible braking safety brought by the conversion of electric brake and the mechanical brake is avoided, meanwhile, the threshold for the feedforward judgment is set to be canceled (the activated feedforward threshold is lower than the threshold, the feedforward threshold is still 5 percent, the feedforward control is still lower than the normal braking safety is relatively, and the feedforward control is relatively cancelled when the feedforward control is relatively lower than the threshold, and the feedforward control is relatively judged to have been carried out.
While the invention has been described above by way of example with reference to the accompanying drawings, it is to be understood that the invention is not limited to the particular embodiments described, but is capable of numerous insubstantial modifications of the inventive concept and solution; or the invention is not improved, and the conception and the technical scheme are directly applied to other occasions and are all within the protection scope of the invention.
Claims (6)
1. The utility model provides a range-extending type electric automobile braking energy recovery control method, includes mechanical braking system and electric braking system, mechanical braking system including brake pedal, its characterized in that: the brake pedal is provided with an angle sensor, the angle sensor is connected with the VCU in a hard wire way, and the brake pedal further comprises a sensing module, a decision module and an execution module, and specifically comprises the following steps:
Step S1, a driver presses a brake pedal, brake energy recovery control is carried out, and data are transmitted to a sensing module;
Step S2, the sensing module detects the depth of a driver' S stepping on a brake pedal, namely the required brake intensity or brake deceleration, and transmits the brake intention data of the driver to the decision module after acquiring the brake intention data;
Step S3, the decision module is responsible for analyzing, judging and judging the driver braking intention data acquired by the sensing module, and deciding the magnitude of braking demand torque by combining the braking reliability verification data so as to provide input for the execution module at the rear end;
and S4, the execution module is responsible for carrying out target braking torque closed-loop control according to the determined braking demand torque value input by the decision module.
2. The extended range electric vehicle braking energy recovery control method according to claim 1, characterized in that: the step S2 comprises the following steps:
Step S2.1, the sensing module receives the opening of the brake angle sensor and the voltage values of the two paths of signals, and when the reliability of the brake angle sensor is judged, the opening of the brake pedal at the moment is output according to a table look-up according to the corresponding relation between the preset brake signal voltage and the brake opening;
Step S2.2, the VCU calculates the braking opening of each path according to a preset curve and two paths of signal voltages, the VCU performs reliability verification on two paths of opening signals of the braking angle sensor in real time, and if the VCU considers that the braking angle sensor is reliable, the VCU performs a process of enlarging the braking opening calculated by the two paths of opening signals so as to ensure maximum braking and braking safety;
step S2.3, verifying the credibility, and comparing the curve proportion and tolerance of the VCU to the two-way brake opening and the electrical property of the VCU;
Step S2.4, judging whether the ratio and tolerance of the two paths of signal curves meet the requirements, namely whether the relation between the voltage and the brake opening described in the electrical property of the angle sensor exceeds the allowable error of the angle sensor or whether the opening signals of the two paths of angle sensors are not in accordance with the corresponding ratio relation due to other reasons, if not, executing the step S2.5, and if yes, executing the step S2.6;
Step S2.5, the VCU considers that the brake opening signal is not credible and reports a brake opening unreliable fault signal, the VCU sends out a brake system fault through a bus and transmits the brake system fault to an instrument, after the instrument receives the brake system fault signal, a system fault lamp is lightened to prompt a driver of the brake system fault, the VCU carries out secondary fault processing on the whole vehicle, and the VCU controls the whole vehicle to carry out closed loop PI control on the speed of the whole vehicle according to a speed limit value mapped by the secondary;
Step S2.6, judging whether the brake opening is smaller than a threshold value after the brake switch is closed, if yes, executing step S2.5, and if not, executing step S2.7;
In step S2.7, VCU synchronously determines the reliability of the brake switch and the brake angle sensor, and if one fails, the other is used as a brake pedal depression identification signal.
3. The extended range electric vehicle braking energy recovery control method according to claim 1, characterized in that: the step S3 comprises the following steps:
step S3.1, the VCU carries out two-dimensional table lookup according to the opening degree of the brake pedal and the vehicle speed information output by the sensing module, and outputs the original braking demand torque;
Step S3.2, judging whether the battery temperature is lower than a threshold value or whether the allowable continuous charging power is lower than the threshold value, if not, continuing to judge, and if so, executing the step S3.3;
Step S3.3, the VCU calculates the power consumption of the APU target, wherein the power consumption is the charging power corresponding to the braking original required torque minus the battery allowable continuous charging power;
Step S3.4, the VCU sends a starting instruction and target power consumption to the APU;
S3.5, the APU calculates and controls the output driving torque of the generator according to the target power consumption;
Step S3.6, the original braking demand torque is subjected to final torque arbitration to obtain an arbitrated braking demand torque;
in step S3.7, the VCU sends the arbitrated brake demand torque to the driving inverter for execution.
4. The extended range electric vehicle braking energy recovery control method according to claim 3, characterized in that: the output original braking demand torque in step S3.1 needs to be set according to the braking performance curves of the mechanical brake at different pedal opening degrees.
5. The extended range electric vehicle braking energy recovery control method according to claim 3, characterized in that: the electric power recovered by the power-down brake can be consumed by utilizing the generator in the APU, namely the VCU controls the APU to output positive torque to consume the electric power recovered by the electric brake, and the target power consumption of the electric brake by the APU is the difference value between the electric brake recovered power and the battery recoverable power, so that the battery is ensured not to be overcharged.
6. The extended range electric vehicle braking energy recovery control method according to claim 1, characterized in that: in step S1, after the driver depresses the brake pedal, the VCU calculates the slip rate of the whole vehicle in real time according to the four wheel speed information and the rotation speed information of the driving motor, and determines the slip rate and the feedforward control threshold.
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