CN1966302B - 再生制动控制系统和方法 - Google Patents

再生制动控制系统和方法 Download PDF

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CN1966302B
CN1966302B CN2006101381453A CN200610138145A CN1966302B CN 1966302 B CN1966302 B CN 1966302B CN 2006101381453 A CN2006101381453 A CN 2006101381453A CN 200610138145 A CN200610138145 A CN 200610138145A CN 1966302 B CN1966302 B CN 1966302B
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wheel
torque
brake system
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vehicle
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CN1966302A (zh
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艾瑞克·席尔弗
米歇尔·斯奈德
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Ford Global Technologies LLC
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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    • B60K6/445—Differential gearing distribution type
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    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
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    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/10—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/26—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
    • B60T8/266—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels using valves or actuators with external control means
    • B60T8/267—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels using valves or actuators with external control means for hybrid systems with different kind of brakes on different axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
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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

一种控制再生制动系统的系统和方法，包括确定至少车辆的第一车轮正经历车轮滑动事件。该方法也包括在确定车辆的第一车轮是否经历车轮滑动事件后，以预定速度补偿用于第二车轮的制动转矩。

Description

再生制动控制系统和方法
技术领域
本发明一般涉及操作混合电动车辆的系统和方法，特别涉及混合电动车辆的再生制动的控制。
背景技术
再生制动系统试图恢复通常由传统液压摩擦制动系统以热量的形式消散的车辆动力。在制动时动能的复原是通过电动马达发生的，其如发电机一样操作以在电池或其他能力存储装置中恢复能量。众所周知，装备有再生制动系统的车辆也可以具有防抱死制动系统(anti-lock brakingsystems，以下简称ABS)，如果车轮滑动时，其改进车辆的控制和稳定性。然而，当车轮滑动的情形发生时，防抱死制动系统通常会导致再生制动系统的分离。因此，由于制动转矩和减速的瞬间损失，车辆司机会经历向前猛冲的感觉。突然的减速损失是车辆司机所不希望的。
因此，本发明是考虑到再生制动系统的上述和其他缺点而构思的。
发明内容
本发明包括控制具有多个车轮的车辆的再生制动系统的系统和方法。该方法包括在至少一个车轮上应用再生制动转矩。该方法包括确定车辆的第二车轮是否经历防抱死制动系统(ABS)的事件。该方法也包括在确定车辆的上述第二车轮经历ABS事件后，以预定速度补偿用于上述一个车轮的再生制动转矩。
该系统包括具有多个车轮和一个再生制动系统的车辆。该车辆的结构可以在至少一个车轮上应用再生制动转矩。该车辆的结构可以确定至少一个第二车轮正经历ABS事件。另外，该车辆的结构可以在确定车辆的上述第二车轮正经历ABS事件之后，以预定速度补偿用于上述一个车轮的再生制动转矩。
本发明的上述实施例和其他实施例，特征和优点通过下面参照附图对实施本发明的较佳方式进行的详细说明便能一目了然。
附图说明
本发明的相信是新颖的特征由权利要求具体确定。参照附图看了下面的说明之后，便能最准确地理解本发明的结构与操作方式以及其他的优点与好处，附图中：
图1表示根据本发明一实施例的具有再生制动系统的车辆；以及
图2表示根据本发明一实施例的控制再生制动系统的方法的流程图。
具体实施方式
实施本发明的系统和方法通过举例，说明如下。在不超出本发明的范围的情况下，可以变更，改进或者重新安排该系统和方法以更好地适于具体实施。
图1是表示根据本发明一实施例的车辆10的示意图。车辆10包括引擎12和电机或发电机14。引擎12和发电机14由能量传送单元连接，其在本实施例中是行星齿轮组16。当然，包括其他齿轮组和变速器的其他类型的能量传送单元可以用于连接引擎12和发电机14。行星齿轮组包括环状齿轮18，支架20，行星齿轮22和太阳齿轮24。
发电机14也可被用作马达，向连接太阳齿轮24的轴26输出转矩。类似地，引擎12向连接支架20的轴28输出转矩。
可以但不一定设有制动器制动器30，用来停止轴26的转动，从而锁定太阳齿轮24。因为该构造允许从发电机14传送转矩至引擎12，故可用合器32使得轴28仅绕一个方向转动。引擎12和发电机14连接后，如图1所示，使得引擎12的速度由发电机14控制。已经知道，可选择的实施例可以不包括制动器30和/或离合器32。
环状齿轮18与通过第二齿轮组38连接至后部车辆驱动轮36的轴34相连接。另外，车辆10包括一组可直接连接至引擎12的前轮35。车辆10包括可用于向轴42输出转矩的第二电机或马达40。属于本发明范围内的其他车辆可以有不同的电机安排，例如多于或少于两个电机。在图1所示的实施例中，马达40和发电机14都可用作输出转矩的马达。此外，其每个都可以用作向高压总线44和能量存储装置或电池46输出电力的发电机。
电池46是高压电池，其能够输出电力以使马达40和发电机14运行。其他类型的能量存储装置和/或输出装置可以与如车辆10的车辆共同使用。例如，电容器这样的装置就可以使用，其象高压电池一般，既可以保存又可以输出电能。此外，燃料电池这样的装置可以和电池和/或电容器一起使用以向车辆10提供电力。
如图1所示，马达40，发电机14，行星齿轮组16，和部分第二齿轮组38总体可以称为驱动桥48。驱动桥48与在传统的车辆中变速箱类似。这样，在驾驶员选择具体的齿轮时，根据齿轮的选择，适当地控制驱动桥48的运行。为控制发电机12和驱动桥48的部件，例如发电机14和马达40，设置有包括第一控制器50的控制系统。如图1所示，控制器50是汽车系统控制器和传动系统控制组件的结合(VSC/PCM)。尽管其表示为单独的硬件设备，它可以包括以多硬件装置为形式的多个控制器，或在一个或多个硬件设备内的多个软件控制器。控制器50的逻辑，包括与其他控制器(例如TCM56)相关的逻辑可以以任何数目的方法区分而不对申请专利的发明添加任何限制。
控制器区域网络(controller area network，简称CAN)52允许控制器50同驱动桥48和电池控制组件(battery control module，简称BCM)54连接。正如电池46具有BCM54，其他的由控制器50控制的装置可以有它们自己的控制器。例如，引擎控制单元(engine control unit，简称ECU)可以连接控制器50，并可以完成对发电机12的控制功能。另外，驱动桥48可以包括一个或多个控制器，例如驱动桥控制组件(transaxle control module，以下简称TCM)56，用以控制例如发电机14和/或马达40之类的驱动桥48的特定部件的组件。因此，如图1所示，TCM56与发电机逆变器45和马达逆变器41连接。在一实施例中，发电机逆变器45和马达逆变器41分别连接至控制组件47和控制组件43。控制组件43和47能够将未加工的车辆传感器的数据读数转换为TCM56兼容的格式，并将上述读数送给TCM56。
尽管如图1所示的车辆10是混合电动车辆(HEV)，应当知道的是本发明考虑了其他类型的车辆。此外，尽管如图1所示的车辆10是混联的HEV，本发明不局限于HEV所具有的上述“能量分配”结构。再者，尽管车辆10表示为具有单一马达(也就是马达40)，在不超出本发明的范围的情况下其他的实施例可以包括额外的马达。因此，本发明可适用于其他具有一个如马达40这样的马达的车辆10的实施例，其直接连接到前轮35的前轴(图中未示)。另外，在其他实施例中，不超出本发明的范围的情况下车辆10在可以是燃料电池车辆。
如图所示，车辆10进一步包括摩擦制动器37。制动器37包括制动盘37a，测径器37b和与防抱死制动系统(anti-lock braking system，以下简称ABS)组件39联接的速度传感器49。测径器37b可与制动器圆片37a一起操作以减缓或/和停止车辆12。ABS组件39可与压力调整单元51一起操作。为回应制动器踏板55的制动请求，压力调整单元51通过使用可变压力通道53向制动器37分配合适的制动液压。尽管图1所示的实施例表示了利用液力的制动系统，应当知道的是在不超出本发明的范围的情况下，图1的摩擦制动系统可以是纯粹的线控制动系统(BBW)，机电制动系统，液-电制动系统或者液压制动系统。在另一实施例中，ABS组件39可与控制器50和TCM56一起操作以检测和控制发电机14和马达40的运行。
如果在主动制动器期间车轮35通过ABS组件开始ABS控制，由马达40和/或发电机14产生的转矩得到补偿。制动器转矩的补偿以最小化或者排除减速损失的方式发生。减速损失可以作为马达40，发电机14或车轮36经历的引起制动器转矩的消除的ABS情况的操作结果发生。在一实施例中，马达40和发电机14产生的转矩在受控方式下以预定的速率减少。因此，当车辆35进入ABS模式并减少了再生制动时，转矩的减少防止了车辆乘员经历的任何“向前猛冲”的感觉。在一实施例中，ABS模式39和速度传感器49探测了前轮35经历的潜在的抱死车轮滑动情况。应当知道的是名词“车轮滑动”在此是指任何导致进入/启动ABS的情形。
在探测到前轮35的车轮滑动事件(也就是ABS控制启动)后，ABS组件39为TCM产生信号以表示发生了ABS启动。如此，TCM56用来为再生制动转矩的受控的减少产生信号，再生制动转矩通过马达40和发电机14应用于后轮36。因此，当后轮36到达前轮35经历的车轮滑动情形的公路表面位置时，转矩已经以减少由传统的再生制动系统导致的“向前猛冲”的感觉的方式减少。因而，当ABS系统为后轮36而启动时，再生应用转矩中此后的任何减少相对于车辆乘员都不显著。
如果ABS系统没有在预定时间间隔内为后轮36启动，后轮36所允许的再生制动转矩的量可以增大。再者，如果车辆10停止或开始加速，TCM56对发电机14和马达50产生信号以使额外数量的转矩应用于后轮36。在本发明的一个方面，再生制动转矩增加的数量等于原始的再生制动转矩未减少的数量。
现参照图2，其表示了说明控制由发电机14和马达50产生的再生制动转矩的应用的方法的流程图。如上所述，由发电机14和/或马达50产生转矩为车轮提供了动力。因此，方框70为方法的进入点。如方框71所描述的，该方法包括在所需水平应用再生制动转矩。如前所述，车辆的发电机和/或马达能够提供再生制动转矩。方框72描述了确定车辆的前轮是否占用ABS系统。如果启动了ABS系统，设定如方框73所示的定时器。应当知道的是在有些例子中，可能是车辆的前轮经历ABS情况，而后轮不经历ABS情况。因而，定时器为此设定的时间可以是预定的在45秒至1分钟的范围内的时间。
如方框74所示，该方法减少了在预定速率应用于后轮的再生制动转矩。方框76描述了ABS系统是否在后轮启动的决定。如果ABS系统没有被启动，方框80发生。在方框80中，该方法决定车辆是否通过车辆的加速踏板接收加速请求。如果车辆没有接收加速请求，方框82发生。在方框82中，该方法确定车辆是否停止。如果车辆没有停止，步骤84发生，其中该方法在方框73确定定时器的初始设定是否到期。如果定时器到期，该方法决定再生制动转矩是否在如方框86所示的所需水平。如果再生制动转矩没有在所需水平，方框78发生。在方框78中，再生制动转矩以预定的速度增加。在方框78中，再生制动转矩的增加将以最不显著的方式发生，车辆乘员几乎完全觉察不到。如果再生制动转矩在所需水平，该方法回到方框71。参见方框80，如果要求车辆加速的话，该方法回到方框71。参见方框82，如果车辆停止，该方法也返回方框71。参看方框84，如果定时器没有到期，该方法返回方框74。
现回头参见方框72，如果ABS系统没有在前轮启动，方框88发生。在方框88中，该方法确定ABS是否在后轮启动。如果ABS系统没有在后轮启动，该方法返回方框71。如果ABS已在后轮启动，方框90发生。在方框90中，该方法减少了因ABS控制而应用于后轮的再生制动转矩。另外，参见方框76，如果ABS在后轮启动，该方法也减少了因ABS控制而应用于后轮的再生制动转矩。方框92描述了ABS控制在后轮的操作。如方框94所示，该方法决定ABS情况是否终止。如果ABS情况没有结束，该方法回到方框92。如果ABS情况结束，该方法回到方框80。在另一实施例中，如果后轮经历了已结束的ABS情况(由方框94所决定)，可以增加再生制动转矩而不必等待定时器到期。
虽然已详细描述了实施本发明的最佳方式，本发明所属技术领域的技术人员将知道实施权利要求所定义的发明的各种不同的设计和实施例。

Claims (14)

1.一种控制具有多个车轮和在上述车轮上应用制动转矩的再生制动系统的车辆的方法，该方法包括：
确定第一车轮是否经历防抱死制动系统事件；
在确定防抱死制动系统事件结束后，在上述第一车轮上应用制动转矩，所述第一车轮上应用的制动转矩是由单向离合器引起的，或由发电机控制而产生；
确定第二车轮是否经历防抱死制动系统事件；
在确定上述第二车轮经历防抱死制动系统事件之后，马达和发电机产生的转矩在受控方式下以预定速度补偿用于上述第一车轮的制动转矩；
在探测到前轮的车轮滑动事件后，防抱死制动系统产生信号以表示发生了防抱死制动系统启动，并且将该信号传送至控制组件，控制组件设置成为再生制动转矩的受控的减少产生信号，再生制动转矩通过马达和发电机应用于后轮，以及
当防抱死制动系统没有在预定时间间隔内为后轮启动，后轮所允许的再生制动转矩的量能够增大，再生制动转矩增加的数量等于原始的再生制动转矩未减少的数量。
2.根据权利要求1所述的方法，其特征是马达和发电机产生的转矩在受控方式下以预定速度补偿用于上述第一车轮的制动转矩包括减少用于上述第一车轮的制动转矩。
3.根据权利要求1所述的方法，其特征是第二车轮包括车辆的一组前轮。
4.根据权利要求1所述的方法，其特征是上述的第一车轮包括车辆的一组后轮。
5.具有多个车轮和在上述车轮上应用制动转矩的再生制动系统的车辆，该车辆的结构使其：
确定第一车轮是否经历防抱死制动系统事件；
进一步使其能在确定防抱死制动系统事件结束后，使再生制动转矩应用于上述第一车轮，所述第一车轮上应用的再生制动转矩是由单向离合器引起的，或由发电机控制而产生；
确定至少一个第二车轮是否经历发锁制动系统事件；以及
在确定上述第一车轮经历防抱死制动系统事件后，马达和发电机产生的转矩在受控方式下以预定速度补偿用于上述第一车轮的再生制动转矩；
在探测到前轮的车轮滑动事件后，防抱死制动系统产生信号以表示发生了防抱死制动系统启动，并且将该信号传送至控制组件，控制组件设置成为再生制动转矩的受控的减少产生信号，再生制动转矩通过马达和发电机应用于后轮，以及
当防抱死制动系统没有在预定时间间隔内为后轮启动，后轮所允许的再生制动转矩的量能够增大，再生制动转矩增加的数量等于原始的再生制动转矩未减少的数量。
6.根据权利要求5所述的车辆，其特征是车辆的结构使其能以预定速度补偿用于上述的第一车轮的再生制动转矩的结构包括车辆的减少用于上述的第一车轮的制动转矩的结构。
7.根据权利要求5所述的车辆，其特征是车辆配置为确定上述第二车轮是否经历防抱死制动系统事件的结构，包括车辆配置为确定防抱死制动系统事件产生的结构。
8.根据权利要求5所述的车辆，其特征是上述第二车轮包括车辆的一组前轮。
9.根据权利要求5所述的车辆，其特征是上述第一车轮包括车辆的一组后轮。
10.一种控制具有一组前轮和后轮以及马达和/或发电机的混合电动车辆的再生制动系统的方法，上述方法包括：
在后轮应用再生制动转矩，所述再生制动转矩由马达和发电机产生；通过防抱死制动系统的应用来确定前轮是否经历防抱死制动系统事件；以及
确定上述前轮经历防抱死制动系统情况后，马达和发电机产生的转矩在受控方式下以预定速度补偿用于上述后轮的再生制动转矩，其中上述再生制动转矩由马达和/或发电机产生；
在探测到前轮的车轮滑动事件后，防抱死制动系统产生信号以表示发生了防抱死制动系统启动，并且将该信号传送至控制组件，控制组件设置成为再生制动转矩的受控的减少产生信号，再生制动转矩通过马达和发电机应用于后轮，以及
当防抱死制动系统没有在预定时间间隔内为后轮启动，后轮所允许的再生制动转矩的量能够增大，再生制动转矩增加的数量等于原始的再生制动转矩未减少的数量。
11.根据权利要求10所述的方法，其特征是马达和发电机产生的转矩在受控方式下以预定速度补偿用于上述后轮的再生制动转矩包括减少用于上述后轮的制动转矩。
12.根据权利要求10所述的方法，其特征是进一步包括：
决定后轮是否经历防抱死制动系统事件；以及
确定后轮经历防抱死制动系统事件后，马达和发电机产生的转矩在受控方式下补偿用于后轮的再生制动转矩。
13.根据权利要求12所述的方法，其特征是补偿用于后轮的制动转矩包括减少用于后轮的再生制动转矩。
14.根据权利要求12所述的方法，其特征是进一步包括：
确定防抱死制动系统事件结束后，在后轮应用再生制动系统。
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