CN1978238B - 用于带有电动机的车辆的再生制动方法 - Google Patents

用于带有电动机的车辆的再生制动方法 Download PDF

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CN1978238B
CN1978238B CN2006101527718A CN200610152771A CN1978238B CN 1978238 B CN1978238 B CN 1978238B CN 2006101527718 A CN2006101527718 A CN 2006101527718A CN 200610152771 A CN200610152771 A CN 200610152771A CN 1978238 B CN1978238 B CN 1978238B
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wheel
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brake
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康亨振
朴满福
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Halla Creedong Electronics Co ltd
Mando China Holdings Ltd
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    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • 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
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    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
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    • B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
    • B60T8/4827—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems
    • B60T8/4863—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems
    • B60T8/4872—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems pump-back systems
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    • 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
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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    • 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
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    • B60W30/18127—Regenerative braking
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
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    • B60L2240/00—Control parameters of input or output; Target parameters
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
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    • B60—VEHICLES IN GENERAL
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Abstract

本发明涉及一种用于带有电动机的车辆的再生制动方法。在与带有电动机的车辆相关的再生制动操作的最初阶段中，通过非驱动轮的打开的出口阀将相当于再生制动量的一定流速的制动油传送到储油缸，以便在从车辆驾驶者要求的制动量中减去再生制动量之后产生所需的液压制动力。当再生制动量增加时，控制驱动轮的出口阀来满足车辆驾驶者要求的制动总量。此外，当再生制动量减少时，必须增加车轮压力来满足车辆驾驶者的制动愿望。在用于在从车辆驾驶者要求的制动量中减去与发电机所生成的量相对应的再生制动量之后产生所需的制动剩余量的再生制动方法中，在再生制动操作过程中，根据主油缸内的压力与车轮压力之间的压力差，控制驱动轮的入口阀来获得车辆驾驶者的踏板感觉，并控制驱动轮的出口阀来允许车辆压力遵循目标压力。

Description

用于带有电动机的车辆的再生制动方法
相关发明的交叉引用 
本申请要求于2005年12月7日在韩国知识产权局提交的韩国专利申请NO.2005-0118533的优先权，在此将其公开引入作为参考。 
技术领域
本发明涉及一种用于带有电动机的车辆的再生制动方法，尤其涉及一种用于具备再生制动功能的车辆的再生制动方法，该车辆通过使用电动机实现该再生制动方法，其中能够通过再生制动力来控制液压制动设备。
背景技术
传统的发动机驱动的车辆存在很多问题，因为它们要求多个设备，例如发动机、传动设备、传动轴、液压制动设备、与该发动机相关的燃料供应设备、吸气和排气设备、冷却和润滑设备、防震设备等。此外，该发动机驱动的车辆会由于废气导致空气污染。为了解决这些问题，目前正在研发带有电动机的车辆、氢气车辆或其他使用燃料电池或太阳能的下一代车辆等
特别是最近，已经主动研发了带有电动机的车辆。该电动机车辆采用用于提高燃料效率的再生制动方法。
在带有电动机的车辆中，如果通过电能致动电动机，就通过电动机使车辆的驱动轮转动。因此，怎样高效地使用电能来致动电动机就变成电动车辆中将要解决的主要问题。为此，要求电动机充当发电机来产生电能，并且到车辆驾驶者给出减速或者制动命令时则将所产生的电能存储在电容器中。同时，当电动机充当发电机时，车辆车轮受到的制动力称为再生制动力。因此，车辆车轮受到来自电动机的再生制动压力和来自液压制动设备的液压制动力/摩擦制动力的总和。
即便是在制动过程中也可能通过电动机产生电能。具体而言，在带有电动机的车辆中，电动机能够从制动操作过程发出的热能中产生电能。在此情况下，电动机能够获得的电能的量是根据车辆速度、电池电量等而变化的。
因此，为了满足车辆驾驶者的制动愿望，即为了获得车辆驾驶者要求的与再生制动力和液压制动力的总和相当的制动量，必须在从车辆驾驶者要求的制动力中减去由电动机产生的再生制动力之后，仅仅产生所需的液压制动力。
然而，这会导致车辆驾驶者体验到陌生的制动踏板感觉，因此需要使不良效果最小化。
为此，与传统制动系统不同的是，必须将反应车辆驾驶者制动愿望的主缸与轮缸分离。换言之，应当独立于轮缸中的压力来控制由车辆驾驶者的踏板压力所影响的主缸内的压力。
发明内容
本发明就是为了解决以上问题的。本发明的一方面是提供了一种用于带有电动机的车辆的再生制动方法，该方法能够避免在再生制动过程中出现过制动问题并保留与传统车辆相同的制动踏板感觉。
按照一个方面，本发明的示范性实施例提供了一种用于带有电动机的车辆的再生制动方法，包括：电动机，用于将车辆的动能转化成电能以便通过再生制动来制动车辆；在其中储存制动油的储油缸；主缸；在各个轮缸的入口和出口处提供的常开类型的入口阀和常关类型出口阀；多个液压泵，用于将制动油泵送到各个轮缸；用于操纵多个液压泵的马达；以及在将储油缸连接到各个液压泵的入口的液压管路上提供的打开/关闭阀，该再生制动方法在从车辆驾驶者要求的制动量中减去与电动机产生量相对应的再生制动量之后，产生所需制动剩余量，并且其中，在再生制动操作过程中，基于主缸内的压力与车轮压力之间的压力差，控制驱动轮的入口阀来获得车辆驾驶者的踏板感觉，并控制驱动轮的出口阀来允许车辆压力遵循目标压力。
在再生制动操作的最初阶段中，通过非驱动轮的打开的出口阀向 外排出一定流速的制动油，该流速对应于电动机生成的再生制动量。当再生制动量增加时，控制驱动轮的出口阀来满足车辆驾驶者要求的制动总量。此外，当再生制动量减少时，增加车轮压力来满足车辆驾驶者的制动愿望。
为了提高制动液压，打开在储油缸与液压泵之间的液压管路上提供的打开/关闭阀，并且可以操纵马达，使得可以从储油缸直接泵送所需流速的制动油。
本发明其他方面和/或优点将在以下的描述中显而易见，或通过实践本发明而得知。
附图说明
根据以下结合附图的实施例描述，本发明的示范性实施例的各个特征和优势将变得明显和更易于理解，其中：
图1是显示按照本发明的电控液压制动设备的示意图；
图2是显示按照本发明的再生制动系统的简化原理图；
图3是显示取决于电动机速度的再生制动扭矩的通用实例的示意图；以及
图4是显示按照本发明的用于带有电动机的车辆的再生制动方法的控制流程图。
具体实施方式
现在将具体参照在附图中例举了其实例的本发明示范性实施例，其中相同的参考数字始终指的是相同的元件。以下将参照附图描述实施例来解释本发明。
图1是显示按照本发明的电控液压制动设备的示意图。如图1所示，该液压制动设备包括主缸MC，当按下制动踏板BP时，该主缸MC通过操纵助力器(booster)B来产生制动压力。
主缸MC包括两个腔MCP和MCS。使用其中第一腔MCP来控制将要从主缸MC传送到轮缸WFR和WRL的制动液压，其中分别将轮缸WFR和WRL安装到前右轮FR和后左轮RL。在第一腔MCP 与轮缸WFR和WRL之间的液压管路上提供常开类型的断油阀TC1。此外，在常开类型的断油阀TC1与各个轮缸WFR和WRL之间的液压管线上提供常开类型的入口阀PC1和PC2。
分别在轮缸WFR和WRL的出口端提供常关类型的出口阀PC5和PC6。在常关类型的出口阀PC5和PC6的出口端提供的是低压蓄能器RS1，其用于暂时储存从各个轮缸WFR和WRL排出的制动液体；一对液压泵HP1和HP2，其用于泵出在低压蓄能器RS1中储存的制动液体，以便强制地将制动液体返回到各个轮缸WFR和WRL；以及连接到液压泵HP1和HP2的单个马达M。
在液压泵HP1和HP2的吸入侧(suction side)与主油缸MC的第一腔MCP之间的辅助液压管路上提供常关类型的出口阀SUC1和SUC3。此外，在液压泵HP1和HP2的吸入侧与储油箱LRS之间的辅助液压管路上提供常关类型的出口阀SUC2和SUC4。因此，如果打开出口阀SUC1和SUC3，就打开了主缸MC与液压泵HP1和HP2之间的辅助液压管路。如果关闭出口阀SUC1和SUC3，就关闭了主缸MC与液压泵HP1和HP2之间的辅助液压管路。同时，如果打开出口阀SUC2和SUC4，就打开了储油箱LRS与液压泵HP1和HP2之间的辅助液压管路。如果关闭SUC2和SUC4，就关闭了储油箱LRS与液压泵HP1和HP2之间的辅助液压管路。
应当理解，与前左轮FL和后右轮RR有关的液压回路具有与上述前右轮FR和后左轮RL的液压回路相同的组成元件。
在这里，参考数字DP1和DP2表示高压蓄能器。
由电子控制单元(ECU)操纵图1所示的断油阀TC1和TC2、出口阀SUC1、SUC2、SUC3和SUC4，和各个轮缸WFR、WRL、WFL和WRR的入口阀PC1到PC4和出口阀PC5到PC8，以及用来操纵液压泵HP1、HP2、HP3和HP4的马达M，该电子控制单元(ECU)执行例如电子稳定程序(ESP)模式之类的控制模式。
前左轮和前右轮FL和FR与后左轮和后右轮RL和RR分别具有车轮转速传感器WS1到WS4。将车轮转速传感器WS1到WS4电连接到ECU来向ECU发送表示所检测到的车轮转速的信号。
本发明提供一种再生制动系统，通过为传统ESP系统提供用于获得性能上的提高和高效的再生制动操作的附加的元件来实现该再生制动系统。即，将用于测量在各个轮缸内的车轮压力的四个压力传感器和用于测量主缸内的压力的单个压力传感器安装到再生制动系统，从而使得可以更精确地控制车轮压力。
在本发明中，再生制动系统采用附加的液压回路来向储油箱LRS排出与再生制动量相等的制动液体，并且根据需要从储油箱泵出期望流速的制动液体来增加制动液压。在液压回路上提供用来控制制动液体流速的阀SUC2和SUC4。将四个液压泵HP1、HP2、HP3和HP4连接到电动机来改善液压增加过程中的控制误差和踏板感觉。此外，将踏板行程传感器(PTS)附在制动踏板BP附近的位置上来识别车辆驾驶者的制动愿望。
图2是显示本发明的再生制动系统的简化原理图。如图2所示，使用电控液压制动设备来计算车辆驾驶者要求的制动量。使用混合控制单元(HCU)来计算可能的再生制动扭矩，来实现再生制动操作。在此情况下，电控液压制动设备通过调节除了与电动机所产生的再生制动扭矩相对应的制动量以外的制动量，来控制每一个轮缸内的压力。电控液压制动设备和混合控制单元通过CAN通信来互换它们的控制操作所需的信息。
图3是显示取决于电动机速度的再生制动扭矩的通用实例的示意图，尤其显示了一种车辆制动状态。该示意图的横坐标表示假定车辆速度减小的情况下的时间。再生制动扭矩的特征在于车辆速度越快，其就降低，车辆速度越快，其就增大，而且该示意图还显示了预定低速下的急剧减少。因此，必需在再生制动量增加的区域减小液压制动力，并在再生制动量减少的区域增加液压制动力。
图4是显示按照本发明的用于带有电动机的车辆的再生制动方法的控制流程图。
参照图4，在步骤S100中，如果车辆驾驶者按下踏板，电控液压制动设备就开始控制操作。在步骤S101中，根据带有电动机的车辆信息、再生制动操作的可能性、来自制动踏板的信号变化率、车轮 滑移速率等来确定在目前情况下是否有可能进行再生制动操作。
如果在步骤S102中基于步骤S101的确定结果确定任何要求无理由(panic)制动或ABS的紧急情况，就禁止再生制动操作，并执行CBS或ABS控制。
另一方面，如果确定有可能进行再生制动操作，就在步骤S103中使用来自制动踏板BP的信号计算车辆驾驶者要求的制动总量。
在步骤S104中，从电控液压制动设备发送所计算的车辆驾驶者要求的制动总量到HCU，并在步骤S105中从HCU发送再生制动量到电控液压制动设备。在步骤S106中，电控液压制动设备基于再生制动量来计算完成再生制动操作后所需要的制动量。换言之，液压制动设备必须实现从车辆驾驶者要求的制动总量中减去再生制动量之后所需要的制动量，因此必须计算将要应用到每一个车轮的制动液压。
在步骤S107中，通过使用电控液压制动设备来确定再生制动量是否增加了或保持不变。在步骤S108中，如果再生制动量增加了或保持不变，就利用来自压力传感器的压力信息控制驱动轮的入口阀，其中将压力传感器安装到各个车辆车轮和主缸MC。控制驱动轮的入口阀的目的是将主缸MC内的压力保持在与CBS的压力相类似的级别，以及在满足车辆驾驶者要求的制动量的同时保持目标车轮压力。在此情况下，利用由入口阀电流与各个车轮和主缸MC的压力传感器所检测到的压力差之间的相互关系来控制驱动轮的入口阀。在此情况下，如果再生制动量减少了，电控液压制动设备就控制驱动轮的出口阀来排出特定流速的制动液体，以便满足目标车轮压力。
根据上述控制操作，与CBS不同的是，主缸和车轮具有压力差。该压力差是由再生制动扭矩导致的。即，考虑到带有电动机的车辆通过再生制动操作产生附加制动力的情况，就需要减去与再生制动力相等的液压制动力。
接下来的描述通过步骤S109、S110、S111、S112和S114解释了一种控制操作。首先，电控液压制动设备通过HCU计算一个与再生制动量相等的流速RB_F。流速RB_F与必须通过非驱动轮的打开的 出口阀排出的制动液的排出量Discharge_F相对应。为了允许仅仅是在制动的最初阶段通过非驱动车轮的出口阀来排出制动液体，定义了称为Outlet_terminal的标记。如果排出量Discharge_F小于流速RB_F，该标记就保持为零值，就必须持续打开非驱动轮的出口阀。然后，如果作为持续排出制动液体的结果，排出量Discharg_F变成与流速RB_F相等，就将该标记设为值1，并关闭非驱动轮的出口阀以便不再排出制动液体。除非完成制动，否则该标记持续保持在值1，因此，非驱动轮的出口阀持续关闭。在制动过程中必须仅仅执行一次上述控制操作。如果Outlet_terminal达到值1，并且因此实际车轮压力超出目标压力，就操纵该驱动轮的出口阀来调节车轮压力。
同时，如果电控压液制动设备确定反馈量减少了，在步骤S113中，就必须对车轮压力增加与再生制动减少量相同的量来满足车辆驾驶者要求的制动总量。为此，在打开出口阀SUC2和SUC4之后，从由马达操纵的储油缸LRS中泵出所要求的制动液体量。在此情况下，关闭TC阀TC1和TC2来分离主缸MC和轮缸。此外，控制驱动轮的入口阀来允许驱动轮的车轮压力达到目标车轮压力。在此情况下，关闭非驱动轮的入口阀来防止非驱动车轮的车轮压力增加。
如果再生制动量完全消失了且每一个车轮压力都达到目标压力，这就完成了控制再生制动的整个操作，并将再生制动模式转换成CBS模式。
根据以上描述很明显地，本发明提供一种用于带有电动机的车轮的再生制动操作，其通过控制驱动轮的入口阀来实现车辆驾驶者的踏板感觉，并通过控制驱动轮的出口阀来将车轮压力调节至目标压力。
此外，在按照本发明的与带有电动机的车辆有关的再生制动操作最初阶段中，通过非驱动轮的打开的出口阀将与再生制动量相等的制动液体流速传送到储油缸，以便产生在从车辆驾驶者要求的制动量中减去再生制动量之后所需的液压制动力。当再生制动量增加时，控制驱动轮的出口阀来满足车辆驾驶者要求的制动总量。此外，当再生制动量减少时，就必须增加车轮压力来满足车辆驾驶者的制动愿望。
此外，当要求增加制动液压时，打开电控液压制动设备与储油缸 之间的打开/关闭阀，并操纵马达来实现从储油缸直接泵出制动液体，以此来取代使用低蓄能器内的制动液体。
尽管已经展示并描述了本发明的实施例，但是本领域技术人员将理解可以在不脱离本发明原则和精神以及由附加的权利要求所限定本发明的范围的情况下对实施例进行修改。

Claims (2)

1.一种用于带有电动机的车辆的再生制动方法，包括：所述电动机，用于将所述车辆动能转化成电能以便通过再生制动来对所述车辆进行制动；用于在其中储存制动油的储油缸；主缸；在各个轮缸的入口和出口处提供的常开类型的入口阀和常关类型的出口阀；用于将所述制动油泵送到所述各个轮缸的多个液压泵；用于操纵所述多个液压泵的马达；以及在将所述储油缸连接到所述各个液压泵的吸入侧的液压管路上提供的打开/关闭阀，所述再生制动方法在从车辆驾驶者要求的制动量中减去与所述电动机所产生量相对应的再生制动量之后，产生所需制动的剩余的量，
其中，在再生制动操作过程中，根据所述主缸内的压力与车轮压力之间的压力差，控制驱动轮的入口阀来获得车辆驾驶者的踏板感觉，并控制所述驱动轮的出口阀来允许所述车轮压力遵循目标压力，
其中，为了提高制动液压，打开在所述储油缸与所述液压泵之间的液压管路上提供的打开/关闭阀，并操纵所述马达，以便从所述储油缸直接泵出所需要流速的所述制动油。
2.根据权利要求1所述的方法，其中：
在所述再生制动操作的最初阶段中，通过非驱动轮的打开的出口阀向外排出一定流速的所述制动油，所述流速与由所述电动机生成的再生制动量相对应；
当所述再生制动量增加时，控制所述驱动轮的出口阀来满足车辆驾驶者要求的制动总量；以及
当所述再生制动量减少时，增加所述车轮压力来满足所述车辆驾驶者的制动愿望。
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