US20030230933A1 - Control of regenerative braking during a yaw stability control event - Google Patents
Control of regenerative braking during a yaw stability control event Download PDFInfo
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- US20030230933A1 US20030230933A1 US10/064,159 US6415902A US2003230933A1 US 20030230933 A1 US20030230933 A1 US 20030230933A1 US 6415902 A US6415902 A US 6415902A US 2003230933 A1 US2003230933 A1 US 2003230933A1
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Definitions
- the present invention relates generally to vehicle braking and controllability control systems, commonly referred to as yaw stability systems, and specifically to a braking and controllability control method and system for a vehicle with regenerative braking during the operation of a yaw stability control system.
- HEV The HEV is described in a variety of configurations. Many HEV patents disclose systems where an operator is required to select between electric and internal combustion operation. In other configurations, the electric motor drives one set of wheels and the ICE drives a different set.
- a series hybrid electric vehicle (SHEV) configuration is a vehicle with an engine (most typically an ICE) connected to an electric motor called a generator.
- the generator provides electricity to a battery and another motor, called a traction motor.
- the traction motor is the sole source of wheel torque.
- the engine most typically an ICE
- the motor can be used as a generator to charge the battery from the power produced by the ICE.
- a parallel/series hybrid electric vehicle has characteristics of both PHEV and SHEV configurations and is sometimes referred to as a “powersplit” configuration.
- the ICE is mechanically coupled to two electric motors in a planetary gear set transaxle.
- a first electric motor, the generator is connected to a sun gear.
- the ICE is connected to a carrier gear.
- a second electric motor, a traction motor is connected to a ring (output) gear via additional gearing in a transaxle.
- Engine torque can power the generator to charge the battery.
- the generator can also contribute to the necessary wheel (output shaft) torque if the system has a one-way clutch.
- the traction motor is used to contribute wheel torque and to recover braking energy to charge the battery.
- the generator can selectively provide a reaction torque that may be used to control engine speed.
- the engine, generator motor and traction motor can provide a continuous variable transmission (CVT) effect.
- CVT continuous variable transmission
- the HEV presents an opportunity to better control engine idle speed over conventional vehicles by using the generator to control engine speed.
- Regenerative braking captures the kinetic energy of the vehicle as it decelerates.
- kinetic energy usually dissipates as heat in the vehicle's brakes or engine during deceleration.
- Regen converts the captured kinetic energy through a generator into electrical energy in the form of a stored charge in the vehicle's battery. This stored energy is later used to power the electric motor. Consequently, regen also reduces fuel usage and emission production.
- the engine can be disconnected from the rest of the powertrain thereby allowing more of the kinetic energy to be converted into stored electrical energy.
- the regenerative braking torque is applied only to, or predominantly to, the wheels of one axle.
- non-regenerative braking methods may be used at the wheels of the other axles.
- Non-regenerative brakes are also commonly installed at the wheels of the axles having regenerative braking to supplement or back-up the regenerative braking.
- the desire to recover energy through regenerative braking can result in unbalanced braking torques being applied to the wheels of the different axles, that is, braking torque being applied at a different proportion than the proportionate weight on each axle. Unbalanced braking can affect vehicle controllability.
- controllability effects can be in the form of either oversteer or understeeer.
- a disproportionate amount of regenerative braking torque is applied at the front axle, as in front wheel drive vehicles, it reduces the ability of the front wheels to steer the vehicle, a condition known as understeer.
- a disproportionate amount of regenerative braking torque is applied at the rear axle, as in rear wheel drive vehicles, it reduces the lateral friction of the rear tires, a condition known as oversteer.
- Ohtsu et al. also attempts to improve braking performance through the cooperation of mechanical anti-lock brakes and regenerative braking.
- This invention regulates excessive braking force and slip with a controller using a predetermined slip ratio.
- Other inventions also attempt to regulate excessive slip. See Asa et al. (U.S. Pat. No. 5,654,887) and Kidston et al. (U.S. Pat. No. 5,615,933).
- these inventions do reduce excessive slip, they do not provide an adequate level of stability because they focus mainly on the maximization of straight line stopping.
- Asanuma et al. (U.S. Pat. No. 5,318,355), describes a switchover mode from a regenerative or friction braking mode of operation. Unfortunately, this invention is susceptible to false activation of the mode switchover.
- the present invention is a method and system for controlling regenerative and non-regenerative braking during operation of a yaw stability control system.
- the invention can provide regenerative braking during the operation of a yaw stability control system even on low friction surfaces while not significantly reducing energy recovery.
- the invention uses a yaw stability control system to determine if a decrease in controllability is an understeer or oversteer condition and correspondingly adjusts regenerative braking torque.
- the present invention has mechanical friction or other non-regenerative brakes known in the art connected to the wheels of at least one axle.
- An electric motor comprising the ability to provide regenerative braking torque is connected to the wheels of at least one axle.
- the present invention has a controller having the ability to receive input from a yaw stability control system, compare actual braking balance to a desired brake balance, determine if the front axle wheels or rear axle wheels are overbraked as compared to the desired brake balance, and adjust regenerative braking and non-regenerative braking levels.
- the controller can use a simple proportional-integral-derivative feedback controller.
- regenerative braking torque is applied to the rear axle wheels, and the non-regenerative brakes are connected to the front axle wheels.
- Non-regenerative brakes may also be connected to the rear axle wheels to supplement and/or back-up regenerative braking.
- the vehicle yaw stability control system will determine if the vehicle is experiencing an oversteer or understeer condition. If the vehicle is experiencing an oversteer condition and the rear axle wheels are overbraked relative to the front axle wheels as compared to a desired brake balance, regenerative braking is reduced or phased out completely. Otherwise, regenerative braking is maintained at the current level.
- regenerative braking torque is applied to the front axle wheels, and the non-regenerative brakes are connected to the rear axle wheels.
- Non-regenerative brakes may also be connected to the front axle wheels to supplement and/or back-up regenerative braking.
- the vehicle yaw stability control system will determine if the vehicle is experiencing an oversteer or understeer condition. If the vehicle is experiencing an understeer condition and the front axle wheels are overbraked relative to the rear axle wheels as compared to a desired brake balance, regenerative braking is reduced or phased out completely. Otherwise, regenerative braking is maintained at the current level.
- the present invention is to provide a strategy to control regenerative braking and non-regenerative braking during the operation of a yaw stability control system.
- FIG. 1 illustrates a general rear wheel drive hybrid electric vehicle (HEV) configuration.
- HEV hybrid electric vehicle
- FIG. 2 illustrates a braking and controllability control strategy of the present invention for a rear wheel drive vehicle.
- FIG. 3 illustrates a braking and controllability control strategy of the present invention for a front wheel drive vehicle.
- the present invention relates to electrically propelled vehicles such as electric vehicles (EVs), hybrid electric vehicles (HEVs), and fuel cell electric vehicles (FCEVs) that have a regenerative braking system.
- EVs electric vehicles
- HEVs hybrid electric vehicles
- FCEVs fuel cell electric vehicles
- the present invention is a system to control regenerative braking for a vehicle during the operation of a yaw stability control system.
- FIG. 1 demonstrates just one possible configuration, specifically a parallel/series hybrid electric vehicle (powersplit) configuration. However, it should be understood that the present invention applies to any vehicle with regenerative braking and a yaw stability control system.
- a planetary gear set 20 mechanically couples a carrier gear 22 to an engine 24 via a one-way clutch 26 .
- the planetary gear set 20 also mechanically couples a sun gear 28 to a generator motor 30 and a ring (output) gear 32 .
- the generator motor 30 also mechanically links to a generator brake 34 and is electrically linked to a battery 36 .
- a traction motor 38 is mechanically coupled to the ring gear 32 of the planetary gear set 20 via a second gear set 40 and is electrically linked to the battery 36 .
- the ring gear 32 of the planetary gear set 20 and the traction motor 38 are mechanically coupled to rear axle wheels 42 via an output shaft 44 that is mechanically coupled to a rear axle 66 having the rear axle wheels 42 .
- the vehicle can also have a separate pair of front axle wheels 64 connected by a front axle 68 that are non-driven and are steerable.
- the front axle wheels 64 are positioned toward the front of the vehicle and the rear axle wheels 42 are positioned toward the rear of the vehicle.
- the planetary gear set 20 splits the engine 24 output energy into a series path from the engine 24 to the generator motor 30 and a parallel path from the engine 24 to the rear axle wheels 42 .
- Engine 24 speed can be controlled by varying the split to the series path while maintaining the mechanical connection through the parallel path.
- the traction motor 38 augments the engine 24 power to the rear axle wheels 42 on the parallel path through the second gear set 40 .
- the traction motor 38 also provides the opportunity to use energy directly from the series path, essentially running off power created by the generator motor 30 . This reduces losses associated with converting energy into and out of chemical energy in the battery 36 and allows all engine 24 energy, minus conversion losses, to reach the rear axle wheels 42 .
- a vehicle system controller (VSC) 46 controls many components in this HEV configuration by connecting to each component's controller.
- An engine control unit (ECU) 48 connects to the engine 24 via a hardwire interface. All vehicle controllers can be physically combined in any combination or can stand as separate units. They are described as separate units here because they each have distinct functionality.
- the VSC 46 communicates with the ECU 48 , as well as a battery control unit (BCU) 50 and a transaxle management unit (TMU) 52 through a communication network such as a controller area network (CAN) 54 .
- the BCU 50 connects to the battery 36 via a hardwire interface.
- the TMU 52 controls the generator motor 30 and the traction motor 38 via a hardwire interface.
- the VSC 46 can communicate with an electric hydraulic braking unit (EHBU) 56 through the CAN 54 .
- the EHBU 56 is connected to non-regenerative brakes 58 that ultimately are connected to the front axle wheels 64 .
- the non-regenerative brakes 58 can also be connected to the rear axle wheels 42 .
- the EHBU 56 can control anti-lock braking systems (ABS) (not shown), regenerative braking, traction control systems (not shown), a yaw stability control system 72 , and the non-regenerative brakes 58 .
- ABS anti-lock braking systems
- regenerative braking traction control systems
- a yaw stability control system 72 yaw stability control system
- the EHBU 56 can control these systems either in response to operator input or independent of operator input.
- braking control for the rear axle wheels 42 and the front axle wheels 64 is independently available.
- the EHBU 56 can receive input from various vehicle systems. Specific to the present invention are inputs for a brake position sensor 62
- the present invention is a method and system to control regenerative braking and non-regenerative braking during operation of the yaw stability control system for a vehicle equipped with regenerative braking, such as the configuration illustrated in FIG. 1.
- the invention can provide regenerative braking in the event of oversteer and understeer conditions even on low friction surfaces.
- the controller of the present invention can be physically located either within the VSC 46 or as a stand-alone unit, such as the EHBU 56 .
- the controller receives input from the yaw stability control system 72 , compares actual braking to a desired brake balance and correspondingly commands a reduction or maintenance of regenerative braking.
- the desired brake balance is a representation of an ideal brake balance or a brake balance that is normally achieved with conventional non-regenerative braking.
- the EHBU 56 could concurrently command an application of the conventional non-regenerative brakes 58 to the front axle wheels 64 of the front axle 68 .
- optimal regenerative energy is not realized because any braking torque using the non-regenerative brakes 58 results in kinetic energy wasted as heat.
- maximum energy recovery would occur with complete regenerative braking.
- the challenge of maximum energy recovery through regenerative braking is that unbalanced braking torques between the front axle wheels 64 and the rear axle wheels 42 can affect vehicle controllability. For example, in a front wheel drive vehicle configuration (not shown), if a disproportionate amount of braking torque is applied to the front axle wheels 64 of the front axle 68 in an attempt to maximize energy recovery (e.g., less non-regenerative braking force is applied to the rear axle wheels 42 than the desired brake balance would call for), the ability to steer the front axle wheels 64 is reduced (understeer).
- FIG. 2 illustrates a braking and controllability control strategy of the present invention for a rear wheel drive vehicle.
- regenerative braking torque is applied to the rear axle wheels 42
- the non-regenerative brakes 58 are connected to the front axle wheels 64 .
- the non-regenerative brakes 58 may also be connected to the rear axle wheels 42 to supplement and/or back-up regenerative braking.
- the strategy starts at step 100 .
- the yaw stability control system 72 determines if the vehicle is experiencing an oversteer or understeer condition. If the vehicle is experiencing the oversteer condition, the strategy proceeds to step 104 . If the vehicle is experiencing the understeer condition, the strategy proceeds to step 110 where regenerative braking is commanded to be maintained at the current level. Following step 110 , the strategy ends at step 112 .
- step 104 the actual brake balance is compared to the desired brake balance and the strategy proceeds to step 106 .
- step 106 the strategy determines if the rear axle wheels 42 are overbraked relative to the front axle wheels 64 as compared to the desired brake balance. If the rear axle wheels 42 are overbraked, the strategy proceeds to step 108 . Otherwise, the strategy proceeds to step 110 .
- step 108 the strategy commands a reduction in regenerative braking until the desired brake balance is achieved or regenerative braking is phased out completely.
- the strategy switches to non-regenerative braking that is distributed to achieve the desired brake balance.
- the strategy ends at step 112 .
- step 106 if the strategy determines the rear axle wheels 42 are not overbraked relative to the front axle wheels 64 as compared to the desired brake balance, the strategy proceeds to step 110 . Following step 110 , the strategy ends at step 112 .
- FIG. 3 illustrates the braking and controllability control strategy of the present invention for a front wheel drive vehicle.
- regenerative braking torque is applied to the front axle wheels 64 and non-regenerative brakes 58 are connected to the rear axle wheels 42 .
- the non-regenerative brakes 58 may also be connected to the front axle wheels 64 to supplement and/or back-up regenerative braking.
- the strategy starts at step 200 .
- the yaw stability control system 72 determines if the vehicle is experiencing the oversteer or understeer condition. If the vehicle is experiencing the oversteer condition, the strategy proceeds to step 210 where regenerative braking is commanded to be maintained at the current level. Following step 210 , the strategy ends at step 212 . If the vehicle is experiencing the understeer condition, the strategy proceeds to step 204 .
- step 204 the actual brake balance is compared to the desired brake balance and the strategy proceeds to step 206 .
- step 206 the strategy determines if the front axle wheels 64 are overbraked relative to the rear axle wheels 42 as compared to the desired brake balance. If the front axle wheels 64 are overbraked, the strategy proceeds to step 208 . Otherwise, the strategy proceeds to step 210 .
- the strategy commands a reduction in regenerative braking until the desired brake balance is achieved or regenerative braking is phased out completely.
- the strategy switches to non-regenerative braking that is distributed to achieve the desired brake balance.
- the strategy ends at step 212 .
- step 206 if the strategy determines the front axle wheels 64 are not overbraked as compared to the desired brake balance, the strategy proceeds to step 210 . Following step 210 , the strategy ends at step 212 .
- regenerative braking When regenerative braking is reduced because of a yaw stability control event, regenerative braking should only be reduced by the amount necessary to achieve the desired brake balance. By reducing regenerative braking only by the amount necessary to achieve the desired brake balance, energy recovery is maximized while vehicle controllability is enhanced.
- regenerative braking When regenerative braking is reduced or phased out because of a yaw stability control event, regenerative braking should be reduced gradually over a period of time that provides a quick return to balanced braking. This time period should be long enough to allow the switch between regenerative and non-regenerative braking to be smooth. During the switch, the total braking torque should remain the same. To keep total braking torque the same throughout the switch, non-regenerative braking should be increased or phased in at the same rate regenerative braking is reduced or phased out. A typical time period for such a switch may between 50 msec and 1 sec.
- the strategy can switch from regenerative braking to non-regenerative braking while maintaining the brake balance that resulted from regenerative braking.
- the strategy can switch, in whole or in part, from regenerative braking to non-regenerative brakes 58 at the axle having regenerative braking with the same actual brake torque. In these situations, the actual brake balance is maintained and the non-regenerative brakes 58 replace, in whole or in part, regenerative braking at the wheels of the axle having regenerative braking.
- energy recovery is forsaken for the few moments of the yaw stability control event in favor of using non-regenerative brakes 58 .
- the present invention can use feedback control algorithms to monitor and dynamically modify regenerative and non-regenerative braking.
- a simple proportional-integral-derivative feedback controller can be used.
- yaw stability control system 72 can give additional braking commands that can be superimposed on the braking commands of the present invention.
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Power Engineering (AREA)
- Automation & Control Theory (AREA)
- Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- Regulating Braking Force (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
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US10/064,159 US20030230933A1 (en) | 2002-06-17 | 2002-06-17 | Control of regenerative braking during a yaw stability control event |
JP2003170230A JP2004017963A (ja) | 2002-06-17 | 2003-06-16 | ヨー・スタビリティ制御中の回生制動制御方法、そのためのシステム及び装置 |
DE10327502A DE10327502B4 (de) | 2002-06-17 | 2003-06-17 | Regelung für Nutzbremsung |
US10/932,132 US7093912B2 (en) | 2002-06-17 | 2004-09-01 | Control of regenerative braking during a yaw stability control event |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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US10/064,159 US20030230933A1 (en) | 2002-06-17 | 2002-06-17 | Control of regenerative braking during a yaw stability control event |
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US10/932,132 Expired - Lifetime US7093912B2 (en) | 2002-06-17 | 2004-09-01 | Control of regenerative braking during a yaw stability control event |
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US10/932,132 Expired - Lifetime US7093912B2 (en) | 2002-06-17 | 2004-09-01 | Control of regenerative braking during a yaw stability control event |
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Also Published As
Publication number | Publication date |
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JP2004017963A (ja) | 2004-01-22 |
US7093912B2 (en) | 2006-08-22 |
DE10327502B4 (de) | 2009-12-24 |
US20050029863A1 (en) | 2005-02-10 |
DE10327502A1 (de) | 2004-01-08 |
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