WO2014048042A1 - 一种电动汽车的防撞系统及自动刹车方法 - Google Patents

一种电动汽车的防撞系统及自动刹车方法 Download PDF

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Publication number
WO2014048042A1
WO2014048042A1 PCT/CN2012/087691 CN2012087691W WO2014048042A1 WO 2014048042 A1 WO2014048042 A1 WO 2014048042A1 CN 2012087691 W CN2012087691 W CN 2012087691W WO 2014048042 A1 WO2014048042 A1 WO 2014048042A1
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Prior art keywords
regenerative braking
electric vehicle
braking
time
safety time
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PCT/CN2012/087691
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English (en)
French (fr)
Inventor
阎镜予
林天麟
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安科智慧城市技术（中国）有限公司
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Publication of WO2014048042A1 publication Critical patent/WO2014048042A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0007—Measures or means for preventing or attenuating collisions
    • B60L3/0015—Prevention of collisions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/18—Controlling the braking effect
    • 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
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/22—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on the vehicle
    • 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
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
    • 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
    • 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
    • B60—VEHICLES IN GENERAL
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/62—Vehicle position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/80—Time limits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/44—Control modes by parameter estimation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/50—Control modes by future state prediction
    • 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
    • B60W2554/00—Input parameters relating to objects
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/89—Repartition of braking force, e.g. friction braking versus regenerative braking
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • the invention belongs to the technical field of electric vehicles, and more particularly to an anti-collision system and an automatic braking method for an electric vehicle.
  • Cimeter wave car anti-collision radar device that uses antennas, transceiver components, mid-range, signal processing, alarm and display, function generators and power supplies to detect cars and obstacles ahead.
  • the driver is alerted by the photoelectric alarm, but the technical solution disclosed in the patent cannot perform automatic deceleration or brake control.
  • the Chinese patent CN1586945A discloses the "automobile rear-end collision prevention intelligent control system and control method". When detecting that the current vehicle distance is less than the safety distance, the vehicle speed is controlled by automatically adjusting the engine oil supply amount and controlling the mechanical brake device. However, this method is only applicable to the field of fuel vehicles.
  • Chinese patent CN101377685A discloses "Intelligent anti-collision system for electric vehicles".
  • the PWM control signal applied to the drive motor is reduced or blocked.
  • the air ratio is used to achieve deceleration or braking, but this method can only rely on the regenerative braking of the motor to decelerate, and its deceleration capability is limited.
  • it is difficult to ensure vehicle safety.
  • Another possibility is that because it calculates the safety distance, it uses the maximum braking acceleration of the motor, which will result in a larger safety distance and waste more road resources.
  • the present invention provides an anti-collision system and an automatic braking method for an electric vehicle.
  • an anti-collision system for an electric vehicle comprising: an information gathering module configured to: collect a distance between an electric vehicle and a preceding vehicle or an obstacle in real time, and a current traveling speed;
  • the information processing module is configured to: calculate the rear-end time of the electric vehicle and the preceding vehicle or obstacle in real time, and the regenerative braking safety time and the mechanical brake safety time;
  • the intelligent decision-making module is set to: decide whether to continue to maintain normal driving or start the regenerative braking mode or start the regeneration system according to the rear-end time of the electric vehicle and the preceding vehicle or obstacle, and the regenerative braking safety time and the mechanical braking safety time.
  • a composite braking mode of the dynamic and mechanical braking modes a regenerative braking module, configured to: initiate regenerative braking of the electric vehicle according to a start regenerative braking mode signal provided by the intelligent decision module;
  • the mechanical brake module is set to: Start the mechanical brake on the electric vehicle according to the start composite brake mode signal provided by the intelligent decision module.
  • the information gathering module comprises a distance sensor, a vehicle speed sensor and a signal conversion circuit
  • the signal conversion circuit is configured to: convert the analog signal collected by the distance sensor and the vehicle speed sensor into a digital signal, and transmit the digital signal to the information processing module .
  • the information processing module further comprises a rear-end time calculation module, configured to: calculate the rear-end time of the electric vehicle and the preceding vehicle or the obstacle in real time, and calculate according to the following formula:
  • t (k) s (k) ⁇ v (k) where t (k) is the rear-end time;
  • s (k) is the distance between the electric vehicle and the vehicle or obstacle in front
  • V (k) is the current speed of the car.
  • the information processing module further comprises a regenerative braking safety time calculation module, configured to: calculate the regenerative braking safety time, and calculate according to the following formula: mv(k) > 120
  • t e (k) is the regenerative braking safety time
  • v (k) is the current speed of the car
  • t e fflax is the maximum regenerative braking safety time at high speed, which is preset by the system according to the braking performance of the electric vehicle;
  • t e fflin is the minimum regenerative braking safety time at low speed, which is preset by the system according to the braking performance of the electric vehicle.
  • the information processing module further comprises a mechanical brake safety time calculation module, configured to: calculate the mechanical brake safety time, and calculate according to the following formula:
  • t m (k) is the mechanical brake safety time
  • v (k) is the speed of the car
  • t m max is the maximum mechanical brake safety time at high speed, which is preset by the system according to the braking performance of the electric vehicle;
  • t m fflin is the minimum mechanical brake safety time at low speed, which is preset by the system according to the braking performance of the electric vehicle.
  • the intelligent decision module includes a braking time comparison module configured to: compare the rear-end time with the regenerative braking safety time and the mechanical braking safety time, respectively.
  • the intelligent decision module further comprises a brake mode decision module, which is set to:
  • a brake mode decision module which is set to:
  • the regenerative braking safety time is greater than the regenerative braking safety time
  • the signal to continue the normal driving is input to the electric vehicle power unit.
  • the rear-end braking time is less than the regenerative braking safety time and less than the mechanical braking safety time
  • the regenerative braking mode is input to the regenerative braking module.
  • the signal when the rear-end time is less than the mechanical brake safety time, simultaneously inputs the composite brake mode signal that simultaneously starts the regenerative braking and the mechanical braking mode to the regenerative braking module and the mechanical braking module.
  • the intelligent decision module comprises a regenerative braking torque calculation module, which is set to: when the rear-end time is greater than the mechanical brake safety time but less than the regenerative braking safety time, calculate the regenerative braking torque, and calculate by the following formula:
  • T (k) T max - t e(k) ⁇ t m (k) X Tmax
  • T (k) is the regenerative braking torque
  • t (k) is the rear-end time
  • t m (k) is the mechanical brake safety time
  • t e (k) is the regenerative braking safety time
  • T max is the maximum regenerative braking torque. This value is preset by the system according to the braking performance of the electric vehicle and the performance of the driving motor and the performance test of each component.
  • the intelligent decision module comprises a brake pedal depression angle calculation module, which is set to: when the rear-end time is less than the mechanical brake safety time, calculate the brake pedal depression angle, and calculate by the following formula:
  • a (k) is the brake pedal depression angle
  • a max is the maximum angle at which the brake pedal can be depressed, and the value is preset according to the characteristics of the brake pedal of the electric vehicle;
  • t (k) is the rear-end time
  • t m min is the shortest rear-end time when the brake pedal is pressed down to the maximum angle, which is based on the electric steam
  • the brake pedal characteristics of the car are preset;
  • the regenerative braking module comprises a driving motor controller and a driving motor, and the driving motor controller is configured to: receive a signal of the regenerative braking mode or a composite braking mode signal, and convert the signal into a motor driving signal; It is: Receiving the motor drive signal to generate the braking torque to brake the electric vehicle.
  • the mechanical brake module comprises: a brake pedal motor controller and a brake pedal motor, wherein the brake pedal motor controller is configured to: receive the composite brake mode signal, and convert the signal into a brake pedal motor control signal, the brake pedal motor setting To: Receive the brake pedal motor control signal and turn it into a force that controls the brake pedal down angle.
  • the brake pedal motor controller is configured to: receive the composite brake mode signal, and convert the signal into a brake pedal motor control signal, the brake pedal motor setting To: Receive the brake pedal motor control signal and turn it into a force that controls the brake pedal down angle.
  • the anti-collision system of the electric vehicle further comprises a photoelectric reminding module, which is configured to: when the electric vehicle enters the regenerative braking mode and the composite braking mode, sound and light alarm is given to the driver and the following vehicle in the form of sound and light signal.
  • a photoelectric reminding module which is configured to: when the electric vehicle enters the regenerative braking mode and the composite braking mode, sound and light alarm is given to the driver and the following vehicle in the form of sound and light signal.
  • the invention also provides an automatic braking method based on an anti-collision system of an electric vehicle, the method comprising:
  • the intelligent decision-making module determines whether to continue to maintain normal driving or start the regenerative braking mode or activate regenerative braking and mechanical system according to the rear-end time of the electric vehicle and the preceding vehicle or obstacle, as well as the regenerative braking safety time and the mechanical braking safety time. Dynamic mode of the brake mode;
  • the electric vehicle regeneratively brakes the electric vehicle according to the signal provided by the intelligent decision module or simultaneously starts the composite braking of the regenerative braking and the mechanical braking.
  • the electric vehicle is quickly, accurately and timely, and automatically avoids the problem of rear-end collision and collision during driving, comprehensively improves the intelligence and safety of the automobile, and because of the method of regenerative braking, It can recover part of the energy, which makes the electric car battery have higher battery life and save energy.
  • the braking distance is short, which greatly shortens the safety of the car. Distance, improved the road Utilization rate.
  • FIG. 1 is a schematic block diagram of a system of an anti-collision system for an electric vehicle according to an embodiment of the present invention.
  • FIG. 2 is a schematic diagram showing the connection relationship of each part of the information collection module in the embodiment of the present invention.
  • FIG. 3 is a schematic diagram of a connection relationship of each part of an information processing module according to an embodiment of the present invention.
  • FIG. 4 is a schematic diagram of connection relationships of various parts of an intelligent decision module according to an embodiment of the present invention.
  • Figure 5 is a block diagram of a system according to a preferred embodiment of the present invention.
  • FIG. 6 is a flowchart of a specific implementation manner of an intelligent decision mode according to an embodiment of the present invention.
  • the anti-collision system of the electric vehicle disclosed in the embodiment of the present invention includes at least the following modules, and the connection relationship of each part thereof is as shown in FIG. 1:
  • the information gathering module 101 is configured to collect the distance between the electric vehicle and the preceding vehicle or the obstacle and the current traveling speed in real time;
  • the information processing module 102 is configured to calculate a rear-end time of the electric vehicle and the preceding vehicle or the obstacle in real time, and a regenerative braking safety time and a mechanical brake safety time;
  • the intelligent decision module 103 is configured to determine whether to continue to maintain normal driving or start the regenerative braking mode or to start the regeneration system according to the rear-end time of the electric vehicle and the preceding vehicle or obstacle, and the regenerative braking safety time and the mechanical braking safety time. a composite braking mode of the dynamic and mechanical braking mode; the regenerative braking module 104, in response to the activation of the regenerative braking mode signal provided by the intelligent decision module 103, initiating regenerative braking of the electric vehicle; The mechanical brake module 105 activates the mechanical brake to the electric vehicle according to the start composite brake mode signal provided by the intelligent decision module 103.
  • the information collection module 101 includes a distance sensor 201 and a vehicle speed sensor 202.
  • the distance sensor 201 and the vehicle speed sensor 202 are respectively connected to a signal conversion circuit 203.
  • the distance sensor 201 is installed directly in front of the vehicle, and the function is to detect the electric motor in real time.
  • the distance between the vehicle and the vehicle in front or the obstacle is not limited to the laser distance sensor, the ultrasonic distance sensor, the radar distance sensor, etc., and the technical specification requires a distance measurement range of 1-50 meters, and the measurement error is less than 0.5. Meter.
  • the vehicle speed sensor 202 uses a vehicle speed measuring device of a general vehicle, and its function is to detect the current absolute speed of the vehicle in real time.
  • the technical index requires a speed measuring range of 0-160 km / h and a measuring error of less than 1 km / h.
  • the signal conversion circuit 203 mainly includes an MCU, which functions to convert the analog signals measured by the distance sensor 201 and the vehicle speed sensor 202 into digital signals with a sampling frequency of 20 Hz or higher, and transmit the distance and vehicle speed signals to the information through the CAN bus or the serial port. Processing module 102.
  • the information processing module 102 mainly includes a rear-end time calculation module 301, a regenerative brake safety time calculation module 302, and a mechanical brake safety time calculation module 303.
  • the module is mainly implemented by software.
  • the signal input is mainly the distance signal from the information gathering module 101 and the vehicle or obstacle, and the current driving speed of the electric vehicle.
  • the method of calculating the rear-end time is as follows:
  • the rear-end time t (k) represents the emergency stop of the preceding vehicle.
  • the specific calculation method is:
  • the regenerative braking safety time t e (k) (unit S ) is a preset threshold depending on the vehicle speed signal v (k). When the vehicle speed is fast, t e (k) should be longer, when the vehicle speed is slow, t e (k) should be shorter.
  • a typical implementation method is to set the maximum regenerative braking safety time t e max at high speed and the minimum regenerative braking safety time t e min at low speed according to the performance characteristics of the vehicle regenerative brake.
  • the linear interpolation method determines the safe braking time of the regenerative braking at medium speed, as follows:
  • the mechanical brake safety time is calculated as follows:
  • the mechanical brake safety time t m (k) (unit s ) is a preset threshold value depending on the vehicle speed signal v (k). When the vehicle speed is fast, t m (k) should be longer, when the vehicle speed is slow, t m (k) should be shorter.
  • a typical implementation is based on the performance characteristics of the vehicle's mechanical brakes, setting the maximum mechanical brake safety time t m max at high speeds and the minimum mechanical brake safety time t m min at low speeds, and using The linear interpolation method determines the mechanical brake safety time at medium speed, as follows:
  • FIG. 4 is a schematic diagram showing the connection relationship between various parts of the intelligent decision module according to an embodiment of the present invention.
  • the main function of the intelligent decision module 103 is to track the rear-end time of the electric vehicle and the preceding vehicle or obstacle, and the safety of the regenerative braking. Time and mechanical brake safety time, decide whether to continue to maintain normal driving or start regenerative braking mode or activate the compound braking mode of regenerative braking and mechanical braking mode at the same time.
  • the intelligent decision module 103 mainly includes the following parts:
  • the braking time comparison module 401 is configured to compare the rear-end time with the regenerative braking safety time and the mechanical braking safety time, respectively.
  • the braking mode decision module 402 is configured to input a signal for continuing normal driving to the electric vehicle power device when the rear-end time is greater than the regenerative braking safety time, when the rear-end time is less than the regenerative braking safety time and less than the mechanical braking safety time, The signal for starting the regenerative braking mode is input to the regenerative braking module 104.
  • the synchronous braking and mechanical braking modes are simultaneously input to the regenerative braking module 104 and the mechanical braking module 105.
  • Composite brake mode Signal When the rear-end braking time is less than the mechanical braking safety time, the synchronous braking and mechanical braking modes are simultaneously input to the regenerative braking module 104 and the mechanical braking module 105.
  • the regenerative braking torque calculation module 403 is used to calculate the regenerative braking torque when the rear-end time is greater than the mechanical brake safety time but less than the regenerative braking safety time, and is calculated by the following formula:
  • T (k) is the regenerative braking torque
  • t (k) is the rear-end time
  • t m (k) is the mechanical brake safety time
  • t e (k) is the regenerative braking safety time
  • T max is the maximum regenerative braking torque. This value is preset by the system according to the braking performance of the electric vehicle and the performance of the driving motor and the performance test of each component.
  • the brake pedal depression angle calculation module 404 the brake pedal depression angle ⁇ is calculated by the following formula: Where A (k) is the brake pedal depression angle;
  • a max is the maximum angle at which the brake pedal can be depressed, and the value is preset according to the characteristics of the brake pedal of the electric vehicle;
  • t (k) is the rear-end time
  • i n is the shortest rear-end time when the brake pedal is pressed down to the maximum angle, and the value is preset according to the characteristics of the brake pedal of the electric vehicle;
  • the intelligent decision module 103 sends the brake pedal depression angle A (k) and the regenerative braking torque T (k) to the mechanical brake module 105 and the regenerative brake module 104 via the CAN bus or the serial port, respectively.
  • the regenerative braking module 104 includes a driving motor controller and a driving motor, and the driving motor controller is configured to receive a regenerative braking mode signal or a composite braking mode signal, and convert the signal into a motor driving signal, and the driving motor receives the motor driving signal generating system.
  • the driving motor can be a synchronous motor, an asynchronous motor, an alternating current motor, a direct current motor, or the like.
  • the mechanical brake module 105 includes: a brake pedal motor controller and a brake pedal motor, the brake pedal motor controller is configured to receive the composite brake mode signal, and convert the signal into a brake pedal motor control signal, and the brake pedal motor is configured to receive the brake pedal The motor control signal is converted into a force that controls the angle at which the brake pedal is depressed.
  • the brake pedal motor includes but is not limited to a stepping motor, a servo motor, and the like.
  • the collision avoidance system of the electric vehicle disclosed in the present invention may further include a photoelectric reminder module 106 for when the electric vehicle enters the regenerative braking mode or the composite braking mode.
  • the sound and light alarm signal is given to the driver and the following vehicle in the form of sound and light, specifically, the rear-end time is displayed on the control panel of the electric vehicle, the alarm sound is emitted in the vehicle, and the brake light of the vehicle is illuminated at the same time.
  • the present invention also discloses an automatic brake method for an electric vehicle, the method comprising:
  • Step 1 Collect the distance between the electric vehicle and the vehicle or obstacle in front and the current driving speed in real time
  • Step 2 Calculate the rear-end time of the electric vehicle and the preceding vehicle or obstacle, as well as the regenerative braking safety time and the mechanical brake safety time;
  • Step 3 The intelligent decision module determines whether to continue to maintain normal driving or start the regenerative braking mode or simultaneously initiate regenerative braking according to the rear-end time of the electric vehicle and the preceding vehicle or obstacle, and the regenerative braking safety time and the mechanical braking safety time.
  • the composite braking mode with the mechanical braking mode Step 4: The electric vehicle regeneratively brakes the electric vehicle according to the signal provided by the intelligent decision module or simultaneously starts the composite braking of the regenerative braking and the mechanical braking.
  • step 3 the intelligent decision module is based on the rear-end time of the electric vehicle and the preceding vehicle or obstacle, and the remanufacturing system. Dynamic safety time and mechanical brake safety time, the decision is Whether to continue to maintain normal driving or start the regenerative braking mode or simultaneously start the regenerative braking and mechanical braking mode of the composite braking mode; the specific strategy of the intelligent decision module, as shown in Figure 6, the intelligent decision module 103 reads the rear-end time t (k), after the mechanical brake safety time t m (k) and the regenerative braking safety time t 6 (k), compare the rear-end time t(k) with the regenerative braking safety time t 6 (k), if the rear-end collision The time t(k) is greater than the regenerative braking safety time t e (k), indicating that the collision does not occur at present, so the normal running is maintained; if the rear-end time
  • the car Before braking, it is necessary to compare the rear-end time t(k) with the mechanical brake safety time t m (k). If the rear-end time t(k) is greater than the mechanical system For the safety time t m (k), the car needs to enter the regenerative braking mode to calculate the regenerative braking torque T(k); if the rear-end time t(k) is less than the mechanical braking safety time t m (k), The car enters the regenerative braking and the mechanical braking simultaneously Braking mode, the regenerative braking torque T (k) given maximum pressure angle A (k) is calculated at the brake pedal.
  • an audible and visual alarm signal is issued to the driver and the following vehicle in the form of sound and light, specifically, the rear-end display is displayed on the control panel of the electric vehicle. Time, an alarm sounds in the car, and lights the vehicle brake lights at the same time.
  • the electric vehicle is quickly, accurately and timely, and automatically avoids the problem of rear-end collision and collision during driving, comprehensively improves the intelligence and safety of the automobile, and because of the method of regenerative braking, It can recover part of the energy, which makes the electric car battery have higher battery life and save energy.
  • the braking distance is short, which greatly shortens the safety of the car. The distance increases the utilization of the road.

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Abstract

一种电动汽车的防撞系统及自动刹车方法，包括：信息采集模块（101），用于实时采集电动汽车与前方车辆或障碍物之间的距离以及当前行驶速度；信息处理模块（102），用于实时计算电动汽车与前方车辆或障碍物的追尾时间，以及再生制动安全时间和机械制动安全时间；智能决策模块（103），用于根据电动汽车与前方车辆或障碍物的追尾时间，以及再生制动安全时间和机械制动安全时间，决定是否继续保持正常行驶或者启动再生制动模式或者同时启动再生制动和机械制动模式的复合制动模式；再生制动模块（104），根据智能决策模块所提供的启动再生制动模式信号对电动汽车启动再生制动；机械制动模块（105），根据智能决策模块所提供的启动复合制动模式信号对电动汽车启动机械制动。

Description

一种电动汽车的防撞系统及自动刹车方法
技术领域
本发明属于电动汽车技术领域， 更具体地， 涉及一种电动汽车的防撞系 统及自动刹车方法。
背景技术
汽车追尾是最为常见的交通事故之一， 其主要原因在于驾驶人在行驶过 程中没有保持安全的汽车间距， 或者保持了安全间距但反应不及时造成的。 为了解决上述问题， 目前， 已经有一些方法来实现汽车的防撞问题。 比如： 中国专利 CN2468062Y公开了一种 "毫米波汽车防撞雷达装置" ， 利用天线、 收发组件、 中放、 信号处理、 报警及显示、 函数发生器和电源等部件， 当探 测到汽车与前方障碍物的距离小于安全阔值时，对驾驶人发出光电警 4艮提醒， 但是该专利所公开的技术方案不能进行自动减速或刹车控制。
中国专利 CN1586945A公开的"汽车追尾防撞预警智能控制系统及控制方 法" ， 在检测到当前车距小于安全距离时， 通过自动调节发动机给油量和控 制机械制动装置， 实现对车速的控制， 但此种方法仅适用于燃油汽车领域。
中国专利 CN101377685A公开了 "用于电动汽车的智能防撞系统" ，针对 电动汽车电机驱动的特点， 当检测到车辆需要减速或刹车时， 通过减小或封 锁对驱动电机施加的 PWM控制信号的占空比， 从而实现减速或刹车， 但此种 方法仅能依靠电机的再生制动进行减速， 其减速能力有限， 在紧急情况下， 难以保证车辆安全。 另一种可能的情况是， 由于其计算安全距离釆用的是电 机最大的制动加速度， 这样将导致安全距离较大， 浪费较多的道路资源。
随着电动汽车技术的不断发展， 以电动为主的新能源汽车将成为未来交 通工具的发展方向， 对于如何快速、 准确、 及时地实现电动汽车的自动防撞 和追尾， 成为目前电动汽车领域一个不得不解决的难题。
发明内容 本发明的特征和优点在下文的描述中部分地陈述， 或者可从该描述显而 易见， 或者可通过实践本发明而学习。
为解决电动汽车的快速、 准确、 及时地自动避免在行驶过程中发生追尾 和碰撞、 全面提高汽车的智能化的问题， 本发明提供一种电动汽车的防撞系 统及自动刹车方法。
本发明解决上述技术问题所釆用的技术方案如下：
根据本发明的一个方面，提供一种电动汽车的防撞系统，该系统，包括： 信息釆集模块， 设置为： 实时釆集电动汽车与前方车辆或障碍物之间的 距离以及当前行驶速度；
信息处理模块， 设置为： 实时计算电动汽车与前方车辆或障碍物的追尾 时间 , 以及再生制动安全时间和机械制动安全时间；
智能决策模块，设置为：根据电动汽车与前方车辆或障碍物的追尾时间， 以及再生制动安全时间和机械制动安全时间， 决定是否继续保持正常行驶或 者启动再生制动模式或者同时启动再生制动和机械制动模式的复合制动模式; 再生制动模块， 设置为： 根据智能决策模块所提供的启动再生制动模式 信号对电动汽车启动再生制动； 以及
机械制动模块， 设置为： 根据智能决策模块所提供的启动复合制动模式 信号对电动汽车启动机械制动。
优选地， 信息釆集模块包括距离传感器、 车速传感器和信号转换电路， 信号转换电路设置为： 将距离传感器和车速传感器所釆集的模拟信号转换为 数字信号， 并将数字信号传输给信息处理模块。
优选地， 信息处理模块还包括追尾时间计算模块， 设置为： 实时计算电 动汽车与前方车辆或障碍物的追尾时间， 根据如下公式进行计算：
t (k) =s (k) ÷ v (k) 其中， t (k)为追尾时间；
s (k)为电动汽车与前方车辆或障碍物的距离；
V (k)为当前汽车的行驶速度。 优选地， 信息处理模块还包括再生制动安全时间计算模块， 设置为： 计 算再生制动安全时间， 根据如下公式进行计算： m v(k) > 120
、 , v(k)― 20
(k) = { min + 12 0 _ 2 Q X ( ^ax - in) 20 < v(k) < 120
_e
"min v(k) < 20
其中， te (k)为再生制动安全时间；
v (k)为当前汽车的行驶速度；
te fflax为高速情况下的最大再生制动安全时间， 该值由系统根据电动汽车 制动性能， 由系统预设；
te fflin为低速情况下的最小再生制动安全时间， 该值由系统根据电动汽车 制动性能， 由系统预设。
优选地， 信息处理模块还包括机械制动安全时间计算模块， 设置为： 计 算机械制动安全时间， 根据如下公式进行计算：
tm (k) 120
Figure imgf000005_0001
其中， tm (k)为机械制动安全时间；
v (k)为汽车的行驶速度；
tm max为高速情况下的最大机械制动安全时间， 该值由系统根据电动汽车 制动性能， 由系统预设；
tm fflin为低速情况下的最小机械制动安全时间， 该值由系统根据电动汽车 制动性能， 由系统预设。
优选地， 智能决策模块包括制动时间比较模块， 设置为： 分别比较追尾 时间与再生制动安全时间和机械制动安全时间的大小。
优选地， 智能决策模块还包括制动模式决策模块， 设置为： 当追尾时间 大于再生制动安全时间时， 向电动汽车动力装置输入继续正常行驶的信号， 当追尾时间小于再生制动安全时间并小于机械制动安全时间时， 向再生制动 模块输入启动再生制动模式的信号， 当追尾时间小于机械制动安全时间时， 同时向再生制动模块和机械制动模块输入同时启动再生制动和机械制动模式 的复合制动模式信号。
优选地， 智能决策模块包括再生制动力矩计算模块， 设置为： 当追尾时 间比机械制动安全时间大,但小于再生制动安全时间时，计算再生制动力矩， 用如下公式进行计算：
_ t(k) - tm(k)
T(k)― Tmax - te(k)― tm(k) X Tmax 其中， T (k)为再生制动力矩；
t (k)为追尾时间；
tm (k)为机械制动安全时间；
te (k)为再生制动安全时间；
Tmax为最大的再生制动力矩，该值为系统才艮据电动汽车刹车性能和驱动电 机性能以及各零部件性能测试调试获得后由系统预设。
优选地， 智能决策模块包括刹车踏板下压角度计算模块， 设置为： 当追 尾时间比机械制动安全时间小时， 计算刹车踏板下压角度， 用如下公式进行 计算：
A(k) -
Figure imgf000006_0001
其中， A (k)为刹车踏板下压角度；
Amax为刹车踏板可下压的最大角度，该值为根据电动汽车刹车踏板特性预 设；
t (k)为追尾时间；
tm min为刹车踏板下压至最大角度时的最短追尾时间， 该值为根据电动汽 车刹车踏板特性预设；
tm (k)为机械制动安全时间。 优选地， 再生制动模块包括驱动电机控制器和驱动电机， 驱动电机控制 器设置为： 接收再生制动模式的信号或者复合制动模式信号， 并将该信号转 变为电机驱动信号； 驱动电机设置为： 接收电机驱动信号产生制动力矩对电 动汽车进行制动。
优选地， 机械制动模块包括： 刹车踏板电机控制器和刹车踏板电机， 刹 车踏板电机控制器设置为： 接收复合制动模式信号， 并将该信号转变为刹车 踏板电机控制信号， 刹车踏板电机设置为： 接收刹车踏板电机控制信号并将 其转变成控制刹车踏板下压角度的力。
优选地， 电动汽车的防撞系统还包括光电提醒模块， 设置为： 当电动汽 车进入再生制动模式和复合制动模式时， 以声光形式对驾驶员和跟随车辆发 出提示刹车的声光报警信号。
本发明还提供了一种基于电动汽车的防撞系统而实现的自动刹车方法， 该方法包括：
实时釆集电动汽车与前方车辆或障碍物之间的距离和当前行驶速度； 计算电动汽车与前方车辆或障碍物的追尾时间， 以及再生制动安全时间 和机械制动安全时间；
智能决策模块根据电动汽车与前方车辆或障碍物的追尾时间， 以及再生 制动安全时间和机械制动安全时间， 决定是否继续保持正常行驶或者启动再 生制动模式或者同时启动再生制动和机械制动模式的复合制动模式；
电动汽车根据智能决策模块所提供的信号， 对电动汽车进行再生制动或 者同时启动再生制动和机械制动的复合制动。
通过以上技术方案， 实现了电动汽车的快速、 准确、 及时地自动避免在 行驶过程中发生追尾和碰撞的问题， 全面提高汽车的智能化和安全性， 而且 由于釆用了再生制动的方式， 能够回收部分能量， 使得电动汽车电池续航能 力较高， 节省了能量， 同时， 由于在危机状况时同时釆用了再生制动和机械 制动的方式， 使得刹车距离短， 大大缩短了汽车的安全距离， 提高了道路的 利用率。
通过阅读说明书， 本领域普通技术人员将更好地了解这些技术方案的特 征和内容。
附图概述
下面通过参考附图并结合实例具体地描述本发明， 本发明的优点和实现 方式将会更加明显， 其中附图所示内容仅用于对本发明的解释说明， 而不构 成对本发明的任何意义上的限制， 在附图中：
图 1为本发明实施例电动汽车的防撞系统的系统原理框图。
图 2为本发明实施例中信息釆集模块各部分连接关系示意图。
图 3为本发明实施例中信息处理模块各部分连接关系示意图。
图 4为本发明实施例中智能决策模块各部分连接关系示意图。
图 5为本发明一优选的实施例的系统原理框图。
图 6为本发明实施例智能决策模式的具体实现方式流程图。
本发明的较佳实施方式
本发明实施例所公开的电动汽车的防撞系统， 至少包括如下几个模块， 其各部分的连接关系， 如图 1所示：
信息釆集模块 101 , 用于实时釆集电动汽车与前方车辆或障碍物之间的 距离以及当前行驶速度；
信息处理模块 102 , 用于实时计算电动汽车与前方车辆或障碍物的追尾 时间 , 以及再生制动安全时间和机械制动安全时间；
智能决策模块 103 ,用于根据电动汽车与前方车辆或障碍物的追尾时间， 以及再生制动安全时间和机械制动安全时间， 决定是否继续保持正常行驶或 者启动再生制动模式或者同时启动再生制动和机械制动模式的复合制动模式; 再生制动模块 104, 根据智能决策模块 103所提供的启动再生制动模式 信号对电动汽车启动再生制动； 机械制动模块 105 , 根据智能决策模块 103所提供的启动复合制动模式 信号对电动汽车启动机械制动。
如图 2所示，信息釆集模块 101包括距离传感器 201和车速传感器 202 , 距离传感器 201和车速传感器 202分别和信号转换电路 203连接， 距离传感 器 201安装在车辆正前方， 其作用在于实时检测电动汽车与前方车辆或障碍 物之间的距离，其实现方法包括但不限于激光距离传感器、超声距离传感器、 雷达距离传感器等， 其技术指标要求距离测量范围 1-50 米、 测量误差小于 0. 5米。 车速传感器 202釆用一般车辆的车速测量装置， 其作用在于实时检 测车辆当前的绝对速度，其技术指标要求车速测量范围 0-160千米 /小时，测 量误差小于 1千米 /小时。 信号转换电路 203主要包括一块 MCU, 其作用在于 将距离传感器 201和车速传感器 202测得的模拟信号转化为釆样频率 20Hz 以上的数字信号， 并通过 CAN总线或串口将距离和车速信号发送到信息处理 模块 102。
如图 3所示， 信息处理模块 102主要包括追尾时间计算模块 301 , 再生 制动安全时间计算模块 302 , 机械制动安全时间计算模块 303。 一般情况下， 该模块主要由软件实现， 信号输入主要是来自信息釆集模块 101传输过来的 与前车或障碍物的距离信号， 以及电动汽车当前行驶速度。
追尾时间的计算方法如下：
在 k时刻，记录距离信号为 s (k) (单位 m )、车速信号为 v (k) (单位 m/s ), 则追尾时间 t (k) (单位 s )代表了前车急停时， 在不改变本车速度情况下， 本车追尾前车的时间， 其具体计算方法为：
t (k) =s (k) ÷ v (k) 再生制动安全时间的计算方法如下：
再生制动安全时间 te (k) (单位 S )是依赖于车速信号 v (k)的预设阔值， 当车速较快时 te (k)应较长， 当车速较慢时 te (k)应较短。 一种典型的实现方 式为根据车辆再生制动刹车的性能特点， 设定高速情况下的最大再生制动安 全时间 te max和低速情况下的最小再生制动安全时间 te min, 并釆用线性插值的 办法确定中速情况下的再生制动安全时间， 如下式：
Figure imgf000010_0001
"min v(k) < 20
机械制动安全时间的计算方法如下：
机械制动安全时间 tm (k) (单位 s )是依赖于车速信号 v (k)的预设阔值， 当车速较快时 tm (k)应较长， 当车速较慢时 tm (k)应较短。 一种典型的实现方 式为根据车辆机械制动刹车的性能特点， 设定高速情况下的最大机械制动安 全时间 tm max和低速情况下的最小机械制动安全时间 tm min, 并釆用线性插值的 办法确定中速情况下的机械制动安全时间， 如下式：
120
Figure imgf000010_0002
Lmin v(k) < 20
需要说明的是： 由于机械制动的力矩大于再生制动， 因此， 同等情况下， tm (k)总是小于 te (k)。 如图 4所示， 图 4为本发明实施例中智能决策模块各部分连接关系示意 图， 智能决策模块 103的主要作用是艮据电动汽车与前方车辆或障碍物的追 尾时间， 以及再生制动安全时间和机械制动安全时间， 决定是否继续保持正 常行驶或者启动再生制动模式或者同时启动再生制动和机械制动模式的复合 制动模式。
智能决策模块 103主要包括如下部分：
制动时间比较模块 401 , 用于分别比较追尾时间与再生制动安全时间和 机械制动安全时间的大小。
制动模式决策模块 402 , 用于当追尾时间大于再生制动安全时间时， 向 电动汽车动力装置输入继续正常行驶的信号， 当追尾时间小于再生制动安全 时间并小于机械制动安全时间时， 向再生制动模块 104输入启动再生制动模 式的信号， 当追尾时间小于机械制动安全时间时， 同时向再生制动模块 104 和机械制动模块 105输入同时启动再生制动和机械制动模式的复合制动模式 信号。
再生制动力矩计算模块 403, 用于当追尾时间比机械制动安全时间大, 但小于再生制动安全时间时， 计算再生制动力矩， 用如下公式进行计算：
t(k) - tm(k)
T(k) = T,
te(k) - tm(k) 其中， T (k)为再生制动力矩；
t (k)为追尾时间；
tm (k)为机械制动安全时间；
te (k)为再生制动安全时间；
Tmax为最大的再生制动力矩，该值为系统才艮据电动汽车刹车性能和驱动 电机性能以及各零部件性能测试调试获得后由系统预设。
刹车踏板下压角度计算模块 404, 刹车踏板下压角度釆用如下公式进行 计算：
Figure imgf000011_0001
其中， A (k)为刹车踏板下压角度；
Amax为刹车踏板可下压的最大角度，该值为根据电动汽车刹车踏板特性预 设；
t (k)为追尾时间；
in为刹车踏板下压至最大角度时的最短追尾时间， 该值为根据电动汽 车刹车踏板特性预设；
tm (k)为机械制动安全时间。 智能决策模块 103通过 CAN总线或串口将刹车踏板下压角度 A (k)和再 生制动力矩 T (k)分别送到机械制动模块 105和再生制动模块 104。 再生制动模块 104包括驱动电机控制器和驱动电机， 驱动电机控制器用 于接收再生制动模式信号或者复合制动模式信号， 并将该信号转变为电机驱 动信号， 驱动电机接收电机驱动信号产生制动力矩对电动汽车进行制动。 其 中， 驱动电机可以是同步电机、 异步电机、 交流电机、 直流电机等。
机械制动模块 105包括： 刹车踏板电机控制器和刹车踏板电机， 刹车踏 板电机控制器用于接收复合制动模式信号， 并将该信号转变为刹车踏板电机 控制信号， 刹车踏板电机用于接收刹车踏板电机控制信号并将其转变成控制 刹车踏板下压角度的力。 其中， 刹车踏板电机包括但不限于步进电机、 伺服 电机等。
作为一种优选的实施例， 如图 5所示， 本发明所公开的电动汽车的防撞 系统还可以包括光电提醒模块 106, 用于当电动汽车进入再生制动模式或复 合制动模式时， 以声光形式对驾驶员和跟随车辆发出提示刹车的声光报警信 号，具体为，在电动汽车中控显示面板上显示追尾时间，在车内发出报警声， 同时点亮车辆刹车灯。
基于上述的电动汽车的防撞系统， 本发明还公开一种电动汽车的自动刹 车方法， 该方法包括：
步骤 1、 实时釆集电动汽车与前方车辆或障碍物之间的距离和当前行驶 速度；
步骤 2、 计算电动汽车与前方车辆或障碍物的追尾时间， 以及再生制动 安全时间和机械制动安全时间；
步骤 3、 智能决策模块根据电动汽车与前方车辆或障碍物的追尾时间， 以及再生制动安全时间和机械制动安全时间， 决定是否继续保持正常行驶或 者启动再生制动模式或者同时启动再生制动和机械制动模式的复合制动模式; 步骤 4、 电动汽车根据智能决策模块所提供的信号， 对电动汽车进行再 生制动或者同时启动再生制动和机械制动的复合制动。
其中， 上述各个步骤的具体实现方式， 已经在上文中做出了详细描述， 需要进一步说明的是， 在步骤 3中， 智能决策模块根据电动汽车与前方车辆 或障碍物的追尾时间， 以及再生制动安全时间和机械制动安全时间， 决定是 否继续保持正常行驶或者启动再生制动模式或者同时启动再生制动和机械制 动模式的复合制动模式； 智能决策模块的具体策略， 如图 6所示， 智能决策 模块 103读取追尾时间 t(k)、 机械制动安全时间 tm(k)和再生制动安全时间 t6(k)后， 将追尾时间 t(k)与再生制动安全时间 t6(k)进行比较， 如果追尾时 间 t(k)大于再生制动安全时间 te(k) , 说明当前还不会发生撞车， 所以保持 正常行驶； 如果追尾时间 t(k)小于再生制动安全时间 te(k)时， 说明有碰撞 的危险， 需要进行刹车， 但是， 在进行刹车之前， 还需要比较追尾时间 t(k) 与机械制动安全时间 tm(k)的大小， 如果追尾时间 t(k)大于机械制动安全时 间 tm(k) , 则需要让汽车进入再生制动模式， 计算再生制动力矩 T(k); 如果 追尾时间 t(k)小于机械制动安全时间 tm(k) , 需要让汽车进入再生制动和机 械制动同时进行的复合制动模式， 再生制动力矩 T(k)给定最大值， 计算刹车 踏板下压角度 A(k)。
优选地， 当电动汽车进入再生制动模式或复合制动模式时， 以声光形式 对驾驶员和跟随车辆发出提示刹车的声光报警信号， 具体为， 在电动汽车中 控显示面板上显示追尾时间， 在车内发出报警声， 同时点亮车辆刹车灯。
以上参照附图说明了本发明的优选实施例， 本领域技术人员不脱离本发 明的范围和实质， 可以有多种变型方案实现本发明。 举例而言， 作为一个实 施例的部分示出或描述的特征可用于另一实施例以得到又一实施例。 以上仅 为本发明较佳可行的实施例而已， 并非因此局限本发明的权利范围， 凡运用 本发明说明书及附图内容所作的等效变化，均包含于本发明的权利范围之内。
工业实用性
通过以上技术方案， 实现了电动汽车的快速、 准确、 及时地自动避免在 行驶过程中发生追尾和碰撞的问题， 全面提高汽车的智能化和安全性， 而且 由于釆用了再生制动的方式， 能够回收部分能量， 使得电动汽车电池续航能 力较高， 节省了能量， 同时， 由于在危机状况时同时釆用了再生制动和机械 制动的方式， 使得刹车距离短， 大大缩短了汽车的安全距离， 提高了道路的 利用率。

Claims

权 利 要 求 书
1、 一种电动汽车的防撞系统， 包括：
信息釆集模块， 设置为： 实时釆集电动汽车与前方车辆或障碍物之间的 距离以及当前行驶速度；
信息处理模块， 设置为： 实时计算电动汽车与前方车辆或障碍物的追尾 时间 , 以及再生制动安全时间和机械制动安全时间；
智能决策模块， 设置为： 根据所述电动汽车与前方车辆或障碍物的追尾 时间， 以及再生制动安全时间和机械制动安全时间， 决定是否继续保持正常 行驶或者启动再生制动模式或者同时启动再生制动和机械制动模式的复合制 动模式；
再生制动模块， 设置为： 根据所述智能决策模块所提供的启动再生制动 模式信号对电动汽车启动再生制动； 以及
机械制动模块， 设置为： 根据所述智能决策模块所提供的启动复合制动 模式信号对电动汽车启动机械制动。
2、根据权利要求 1所述的电动汽车的防撞系统， 其中， 所述的信息釆集 模块包括距离传感器、 车速传感器以及信号转换电路， 所述信号转换电路设 置为： 将所述距离传感器和车速传感器所釆集的模拟信号转换为数字信号， 并将所述数字信号传输给所述信息处理模块。
3、根据权利要求 1所述的电动汽车的防撞系统， 其中， 所述的信息处理 模块还包括追尾时间计算模块， 所述追尾时间计算模块设置为： 实时计算电 动汽车与前方车辆或障碍物的追尾时间， 根据如下公式进行计算：
t (k) =s (k) ÷ v (k)
其中， t (k)为追尾时间；
s (k)为电动汽车与前方车辆或障碍物的距离；
V (k)为当前汽车的行驶速度。
4、根据权利要求 1至 3任意一项所述的电动汽车的防撞系统， 其中， 所 述的信息处理模块还包括再生制动安全时间计算模块， 所述再生制动安全时 间计算模块设置为： 计算再生制动安全时间， 根据如下公式进行计算：
Figure imgf000015_0001
其中， te (k) 为再生制动安全时间；
v (k)为当前汽车的行驶速度；
te fflax为高速情况下的最大再生制动安全时间， 该值由系统根据电动汽车 制动性能， 由系统预设；
te fflin为低速情况下的最小再生制动安全时间， 该值由系统根据电动汽车 制动性能， 由系统预设。
5、根据权利要求 1至 3任意一项所述的电动汽车的防撞系统， 其中， 所 述的信息处理模块还包括机械制动安全时间计算模块， 所述机械制动安全时 间计算模块设置为： 计算机械制动安全时间， 根据如下公式进行计算：
Figure imgf000015_0002
其中， tm (k)为机械制动安全时间；
v (k)为当前汽车的行驶速度；
tm max为高速情况下的最大机械制动安全时间， 该值由系统根据电动汽车 制动性能， 由系统预设；
tm fflin为低速情况下的最小机械制动安全时间， 该值由系统根据电动汽车 制动性能， 由系统预设。
6、根据权利要求 1所述的电动汽车的防撞系统， 其中， 所述的智能决策 模块包括制动时间比较模块， 设置为： 分别比较追尾时间与再生制动安全时 间和机械制动安全时间的大小。
7、根据权利要求 6所述的电动汽车的防撞系统， 其中， 所述的智能决策 模块还包括制动模式决策模块， 设置为： 当追尾时间大于再生制动安全时间 时， 向电动汽车动力装置输入继续正常行驶的信号； 当追尾时间小于再生制 动安全时间并小于机械制动安全时间时， 向再生制动模块输入启动再生制动 模式的信号； 当追尾时间小于机械制动安全时间时， 同时向再生制动模块和 机械制动模块输入同时启动再生制动和机械制动模式的复合制动模式信号。
8、根据权利要求 7所述的电动汽车的防撞系统， 其中， 所述的智能决策 模块还包括再生制动力矩计算模块， 设置为： 当追尾时间比机械制动安全时 间大， 但小于再生制动安全时间时， 计算再生制动力矩， 用如下公式进行计 算：
_ t(k) - tm(k)
T(k)― Tmax - te(k)― tm(k) X Tmax 其中， T (k)为再生制动力矩；
t (k)为追尾时间；
tm (k)为机械制动安全时间；
t ε (k)为再生制动安全时间；
Tmax为最大的再生制动力矩，该值为系统才艮据电动汽车刹车性能和驱动 电机性能以及各零部件性能测试调试获得后由系统预设。
9、根据权利要求 8所述的电动汽车的防撞系统， 其中， 所述的智能决策 模块包括刹车踏板下压角度计算模块， 设置为： 当追尾时间比机械制动安全 时间小时， 计算刹车踏板下压角度， 用如下公式进行计算：
A(k) -
Figure imgf000016_0001
其中， A (k)为刹车踏板下压角度；
Amax为刹车踏板可下压的最大角度，该值为根据电动汽车刹车踏板特性预 设；
t (k)为追尾时间；
tm min为刹车踏板下压至最大角度时的最短追尾时间， 该值为根据电动汽 车刹车踏板特性预设；
tm (k)为机械制动安全时间。
10、 根据权利要求 1所述的电动汽车的防撞系统， 其中， 所述的再生制 动模块包括驱动电机控制器和驱动电机， 所述驱动电机控制器设置为： 接收 所述再生制动模式信号或者复合制动模式信号， 并将该信号转变为电机驱动 信号； 所述的驱动电机设置为： 接收所述电机驱动信号产生制动力矩对所述 电动汽车进行制动。
11、根据权利要求 1或 10所述的电动汽车的防撞系统， 其中， 所述的机 械制动模块包括： 刹车踏板电机控制器和刹车踏板电机， 所述的刹车踏板电 机控制器设置为： 接收所述复合制动模式信号， 并将该信号转变为刹车踏板 电机控制信号； 所述刹车踏板电机设置为： 接收所述刹车踏板电机控制信号 并将其转变成控制刹车踏板下压角度的力。
12、 根据权利要求 1所述的电动汽车的防撞系统， 其中， 还包括光电提 醒模块， 设置为： 当电动汽车进入再生制动模式或复合制动模式时， 以声光 形式对驾驶员和跟随车辆发出提示刹车的声光报警信号。
13、 一种电动汽车的自动刹车方法， 包括：
实时釆集电动汽车与前方车辆或障碍物之间的距离和当前行驶速度； 计算电动汽车与前方车辆或障碍物的追尾时间， 以及再生制动安全时间 和机械制动安全时间；
智能决策模块根据所述电动汽车与前方车辆或障碍物的追尾时间， 以及 再生制动安全时间和机械制动安全时间， 决定是否继续保持正常行驶或者启 动再生制动模式或者同时启动再生制动和机械制动模式的复合制动模式； 电动汽车根据所述智能决策模块所提供的信号， 对电动汽车进行再生制 动或者同时启动再生制动和机械制动的复合制动。
14、根据权利要求 13所述的自动刹车方法， 其中， 根据如下公式计算所 述电动汽车与前方车辆或障碍物的追尾时间：
t (k) =s (k) ÷ v (k)
其中， t (k)为追尾时间；
s (k)为电动汽车与前方车辆或障碍物的距离；
V (k)为当前汽车的行驶速度。
15、 根据权利要求 13或 14所述的自动刹车方法， 其中， 根据如下公式 进行计算所述再生制动安全时间：
Figure imgf000018_0001
"min v(k) < 20
其中， te (k) 为再生制动安全时间；
v (k)为汽车的行驶速度；
te fflax为高速情况下的最大再生制动安全时间， 该值由系统根据电动汽车 制动性能， 由系统预设；
te fflin为低速情况下的最小再生制动安全时间， 该值由系统根据电动汽车 制动性能， 由系统预设。
16、根据权利要求 15所述的自动刹车方法， 其中， 根据如下公式进行计 算所述机械制动安全时间：
Lmax v(k) > 120
： 120
Figure imgf000018_0002
其中， tm (k)为机械制动安全时间；
v (k)为汽车的行驶速度; tm max为高速情况下的最大机械制动安全时间， 该值由系统根据电动汽车 制动性能， 由系统预设；
tm fflin为低速情况下的最小机械制动安全时间， 该值由系统根据电动汽车 制动性能， 由系统预设。
17、根据权利要求 13所述的自动刹车方法， 其中， 所述智能决策模块根 据所述电动汽车与前方车辆或障碍物的追尾时间， 以及再生制动安全时间和 机械制动安全时间， 决定是否继续保持正常行驶或者启动再生制动模式或者 同时启动再生制动和机械制动模式的复合制动模式还包括：
分别比较追尾时间与再生制动安全时间和机械制动安全时间的大小； 当追尾时间小于再生制动安全时间并小于机械制动安全时间时， 向再生 制动模块输入启动再生制动模式的信号； 当追尾时间小于机械制动安全时间时， 同时向再生制动模块和机械制动 模块输入同时启动再生制动和机械制动模式的复合制动模式信号。
18、根据权利要求 17所述的自动刹车方法， 其中， 所述启动再生制动模 式的信号包括再生制动力矩， 所述再生制动力矩釆用如下公式进行计算：
_ t(k) - tm(k)
T(k)― Tmax - te(k)― tm(k) X Tmax 其中， T (k)为再生制动力矩；
t (k)为追尾时间；
tm (k)为机械制动安全时间；
te (k)为再生制动安全时间；
Tmax为最大的再生制动力矩，该值为系统才艮据电动汽车刹车性能和驱动 电机性能以及各零部件性能测试调试获得后由系统预设。
19、根据权利要求 18所述的自动刹车方法， 其中， 所述同时启动再生制 动和机械制动模式的复合制动模式信号包括所述最大的再生制动力矩 Tmax和 刹车踏板下压角度， 所述刹车踏板下压角度釆用如下公式进行计算： A(k) =
Figure imgf000020_0001
其中， A (k)为刹车踏板下压角度；
Amax为刹车踏板可下压的最大角度，该值为根据电动汽车刹车踏板特性预 设；
t (k)为追尾时间；
t'"min为刹车踏板下压至最大角度时的最短追尾时间， 该值为根据电动汽 车刹车踏板特性预设；
tm (k)为机械制动安全时间。
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