WO2017129092A1 - 电动汽车的辅助制动系统及其控制方法及电动汽车 - Google Patents

电动汽车的辅助制动系统及其控制方法及电动汽车 Download PDF

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Publication number
WO2017129092A1
WO2017129092A1 PCT/CN2017/072207 CN2017072207W WO2017129092A1 WO 2017129092 A1 WO2017129092 A1 WO 2017129092A1 CN 2017072207 W CN2017072207 W CN 2017072207W WO 2017129092 A1 WO2017129092 A1 WO 2017129092A1
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WIPO (PCT)
Prior art keywords
wheel
braking
speed
brake
vehicle
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PCT/CN2017/072207
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English (en)
French (fr)
Inventor
凌和平
姜龙
熊焱飞
杨金波
陈伟强
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比亚迪股份有限公司
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Publication of WO2017129092A1 publication Critical patent/WO2017129092A1/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
    • B60L7/10—Dynamic electric 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
    • 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
    • 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
    • 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
    • B60L7/22—Dynamic electric resistor braking, combined with dynamic electric 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic 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
    • 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
    • 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
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • 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

Definitions

  • the invention relates to the technical field of automobiles, and particularly relates to an auxiliary braking system, a control method and an electric vehicle of an electric vehicle.
  • the hydraulic brake system In a vehicle that uses only a hydraulic brake system for braking, the hydraulic brake system has a complicated structure, a long assembly process, and a slow braking response speed, thereby affecting the braking effect, which causes safety hazards in the above-mentioned vehicles.
  • Even vehicles that use hydraulic brakes and drive motor-assisted braking are usually braked with hydraulic brake system when performing emergency braking, supplemented by driving motor-assisted braking, and thus upgraded to a certain extent. Dynamic effect.
  • the hydraulic brake response speed due to the complicated structure of the brake system, the long assembly process and the slow braking response speed, such as the emergency braking, the hydraulic brake response speed is slow, it is easy to cause the car to stop. In turn, accidents affect traffic safety.
  • the present invention aims to solve at least one of the technical problems in the related art to some extent.
  • auxiliary brake system for an electric vehicle.
  • the auxiliary braking system of the electric vehicle has the advantages of fast braking response speed and short braking distance, thereby ensuring vehicle safety.
  • the auxiliary braking system has the advantages of simple structure and low cost.
  • Another object of the present invention is to provide a control method for an auxiliary brake system of an electric vehicle.
  • Still another object of the present invention is to provide an electric vehicle.
  • an embodiment of the first aspect of the present invention discloses an auxiliary brake system for an electric vehicle, including: a speed detecting device, a brake pedal opening degree detecting device, a vehicle controller, and a wheel motor braking device. .
  • the speed detecting device is configured to detect the vehicle speed and the wheel speed; the brake pedal opening detecting device is configured to detect the brake pedal opening degree; and the vehicle controller is configured to change the brake pedal opening degree when the vehicle speed is greater than the predetermined vehicle speed
  • the brake pedal determines the acceleration of the brake pedal when the change time of the change opening degree is determined, and determines the braking torque according to the vehicle speed, the wheel speed, and the predetermined tire slip ratio when the acceleration is greater than the predetermined acceleration, and according to the
  • the braking torque generates the feedback braking signal;
  • the wheel motor braking device comprises a wheel braking motor, and the wheel motor braking device is configured to feed back the vehicle by the wheel braking motor when receiving the feedback braking signal move.
  • the wheel motor brake device further includes a motor controller, the motor controller and the wheel respectively a brake motor is coupled to the vehicle controller for receiving the feedback brake signal sent from the vehicle controller, and driving the wheel brake motor to feedback the vehicle according to the feedback brake signal brake.
  • the wheel motor brake device may further include a transmission that is respectively coupled to the wheel of the electric vehicle and the wheel brake motor to cause the wheel brake motor to apply a braking force to the wheel through the transmission.
  • the wheel motor braking device is a plurality of, and the plurality of wheel motor braking devices correspond to the plurality of wheels of the vehicle one by one.
  • the wheel brake motor is a wheel motor or a hub motor.
  • the pedal opening degree is at a time corresponding to the second opening degree
  • t 2 -t 1 is a change time of the brake pedal corresponding to the change opening degree, wherein the first opening degree is smaller than the second opening degree.
  • the vehicle controller is further configured to: obtain an actual slip ratio of the tire according to the vehicle speed and the wheel speed; determine a target speed of the wheel according to the actual slip ratio of the tire and the predetermined tire slip ratio; The wheel target speed determines the braking torque and generates the feedback braking signal based on the braking torque.
  • the maximum braking torque is determined according to the vehicle speed, the wheel speed, and the actual slip ratio of the wheel, and the like, and thus can be passed through, for example, a wheel motor or The hub motor and the like apply a braking force to the wheel to achieve the effect of rapid braking, reduce the braking distance, and ensure the safety of the vehicle.
  • a method of applying a braking force to a wheel by a wheel motor or a hub motor or the like is compared with a hydraulic brake in the related art, and has a brake response speed advantage and a wheel motor or a hub motor has a relative The structure is simple and the cost is low.
  • An embodiment of the second aspect of the present invention discloses a control method of an auxiliary brake system for an electric vehicle, comprising the steps of: detecting a vehicle speed, a wheel speed, and a brake pedal opening degree; when the vehicle speed is greater than a predetermined vehicle speed, The change of the opening degree of the pedal and the change time of the brake pedal corresponding to the change degree of opening determine the acceleration of the brake pedal; when the acceleration is greater than the predetermined acceleration, the system determines the speed according to the vehicle speed, the wheel speed and the predetermined tire slip ratio. Dynamic torque, and generating a feedback brake signal according to the braking torque; controlling the wheel motor braking device to apply a braking force to the wheel according to the feedback braking signal to perform feedback braking on the vehicle.
  • the opening degree is changed from the first opening degree to the opening degree of the second opening degree
  • the t 1 is a time when the brake pedal opening degree is at the first opening degree
  • the t 2 is the The brake pedal opening degree is at a time corresponding to the second opening degree
  • t 2 -t 1 is a change time of the brake pedal corresponding to the change opening degree, wherein the first opening degree is smaller than the second opening degree.
  • the determining a braking torque according to the vehicle speed, the wheel speed, and the predetermined tire slip ratio, and generating the feedback braking signal according to the braking torque specifically, according to the vehicle speed and the wheel Calculating the actual slip ratio of the tire; determining the target speed of the wheel according to the actual slip ratio of the tire and the predetermined slip ratio; determining the braking torque according to the target rotational speed of the wheel, and generating the braking torque according to the braking torque The feedback brake signal.
  • the determining the braking torque according to the vehicle speed, the wheel speed, and the predetermined tire slip ratio is: determining the braking torque to maintain an actual tire slip ratio during the braking process. Schedule the tire slip rate.
  • the maximum braking torque is determined according to the vehicle speed, the wheel speed, and the actual slip ratio of the wheel, and the like, and A side motor or a hub motor applies a braking force to the wheel to achieve a fast braking effect, reduce the braking distance, and ensure vehicle safety.
  • a method of applying a braking force to a wheel by a wheel motor or a hub motor or the like is compared with a hydraulic brake in the related art, and has a brake response speed advantage and a wheel motor or a hub motor has a relative The structure is simple and the cost is low.
  • An embodiment of the third aspect of the invention discloses an electric vehicle.
  • the electric vehicle may include an auxiliary brake system of an electric vehicle according to an embodiment of the first aspect of the present invention.
  • an electric vehicle includes a computer readable storage medium having stored therein executable code for performing an electric vehicle according to the second aspect of the present invention when the executable code is executed Control method for the auxiliary brake system.
  • the maximum braking torque can be determined according to, for example, the vehicle speed, the wheel speed, and the actual slip ratio of the wheel, and thus the braking force can be applied to the wheel by a wheel motor or a hub motor.
  • the effect of fast braking reduces the braking distance and ensures the safety of the vehicle.
  • a method of applying a braking force to a wheel by a wheel motor or a hub motor or the like is compared with a hydraulic brake in the related art, and has a brake response speed advantage and a wheel motor or a hub motor has a relative
  • the structure is simple and the cost is low.
  • FIG. 1 is a block diagram showing the structure of an auxiliary brake system of an electric vehicle according to an embodiment of the present invention
  • FIG. 2 is a schematic diagram of an auxiliary brake system of an electric vehicle according to an embodiment of the present invention.
  • FIG. 3 is a flow chart of a method of controlling an auxiliary brake system of an electric vehicle according to an embodiment of the present invention.
  • an auxiliary brake system 100 for an electric vehicle according to an embodiment of the present invention includes: a speed detecting device 110, a brake pedal opening detecting device 120, a wheel motor braking device 130, and a vehicle controller 140. .
  • the speed detecting device 110 is used to detect the vehicle speed and the wheel speed.
  • the brake pedal opening degree detecting means 120 is for detecting the brake pedal opening degree.
  • the wheel motor brake device 130 includes a wheel brake motor 131 for applying a braking force to the wheel upon receiving the feedback brake signal to provide feedback braking to the vehicle.
  • the vehicle controller 140 is configured to determine the acceleration of the brake pedal when the vehicle speed is greater than the predetermined vehicle speed according to the change and the change time of the brake pedal opening degree, and according to the vehicle speed, the wheel speed and the predetermined tire when the acceleration is greater than the predetermined acceleration.
  • the slip ratio determines the braking torque and generates a feedback braking signal based on the braking torque.
  • the vehicle controller 140 is configured to determine the acceleration of the brake pedal based on the change of the brake pedal opening degree and the change time of the brake pedal corresponding to the opening degree when the vehicle speed is greater than the predetermined vehicle speed.
  • the acceleration of the pedal is determined, and when the acceleration is greater than the predetermined acceleration, the braking torque is determined according to the vehicle speed, the wheel speed, and the predetermined tire slip ratio, and the feedback braking signal is generated according to the braking torque.
  • the speed detecting device 110 may include, for example, a vehicle speed sensor and a wheel speed sensor provided on the vehicle to monitor the vehicle speed V and the wheel speed u of the vehicle in real time.
  • the brake pedal opening degree detecting means 120 is, for example, a pedal opening degree sensor provided on the vehicle to monitor the pedal opening degree in real time.
  • the wheel brake motor 131 is a wheel motor or a hub motor. That is, the wheel brake motor 131 may be a wheel motor or a hub motor.
  • the wheel motor brake device 130 includes a wheel brake motor 131 and a motor controller 133, and may of course include a transmission 132.
  • the wheel brake motor 131 is connected to the wheel through the transmission 132, and the wheel brake motor 131 is used to apply a braking force to the wheel through the transmission 132.
  • the motor controller 133 is connected to the wheel brake motor 131 and the vehicle controller 140, respectively, to receive the feedback brake signal sent from the vehicle controller 140, and drives the wheel brake motor 131 to feed back the vehicle according to the feedback brake signal.
  • the wheel motor brake device 130 is electrically connected to the power battery and exchanges energy with the power battery.
  • the wheel brake motor 131 is connected to the power battery through the motor controller 133.
  • the wheel brake motor 131 performs feedback braking on the vehicle, which means that the wheel brake motor 131 generates a braking force opposite to the traveling direction of the vehicle, thereby achieving the purpose of braking, and the wheel braking power
  • the machine 131 can convert the energy of the feedback braking into electric energy for power generation, so as to charge the power battery when the power battery needs to be charged to recover energy through the power battery, thereby reducing the energy consumption of the whole vehicle.
  • the vehicle includes four wheels, namely, a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel, a left front wheel motor brake device 130-1 corresponding to the left front wheel, and a right front wheel corresponding to the right front wheel.
  • the wheel brake motor 131 is a wheel motor or a hub motor. That is, the wheel brake motor 131 may be a wheel motor or a hub motor.
  • the vehicle controller 140 may calculate the acceleration of the driver's depression of the brake pedal according to the model of constant acceleration, and the model of the constant acceleration may be expressed by a formula. Therefore, the acceleration may pass the following formula. Get, the formula is:
  • a is the acceleration of the brake pedal depressed
  • L is the opening change value of the brake pedal opening degree from the first opening degree to the second opening degree
  • t 1 is when the brake pedal opening degree is at the first opening degree
  • t 2 is a time corresponding to when the brake pedal opening degree is at the second opening degree, wherein the first opening degree is smaller than the second opening degree.
  • the pedal opening sensor monitors the pedal opening in real time.
  • the vehicle controller 140 may receive the vehicle speed and the brake pedal opening transmitted by the vehicle speed sensor and the brake pedal opening sensor via the CAN network.
  • the vehicle speed is greater than the predetermined vehicle speed
  • the vehicle speed is considered to be in a high speed running process, wherein the predetermined vehicle speed is, but not limited to, 60 kilometers/hour.
  • the acceleration a is greater than the predetermined acceleration
  • emergency braking is taken, wherein the predetermined acceleration is but not limited to 2 m/s 2 .
  • the vehicle controller 140 determines the braking torque according to the vehicle speed, the wheel speed, and the predetermined tire slip ratio, and generates a feedback braking signal according to the braking torque, specifically including : obtaining the actual slip ratio of the tire according to the vehicle speed and the wheel speed; determining the target speed of the wheel according to the actual slip ratio of the tire and the predetermined slip ratio; determining the braking torque according to the target speed of the wheel, and generating the feedback brake according to the braking torque signal.
  • the maximum braking torque when emergency braking is applied during high-speed traveling, in order to reduce the braking distance, it is necessary to determine the maximum braking torque.
  • embodiments of the present invention can determine this maximum braking torque based on vehicle speed, wheel speed, and predetermined tire slip ratio.
  • the actual slip ratio of the tire is obtained by the following formula:
  • S is the actual slip ratio of the tire
  • V is the vehicle speed
  • u is the wheel speed
  • the wheel when the actual slip ratio S of the tire is about 20%, the wheel can obtain the maximum braking force at this time, and therefore, for example, the tire slip ratio of 20% can be set as the predetermined tire slip ratio.
  • the vehicle controller 140 calculates the actual slip ratio S of the tire in real time, and then determines the maximum braking torque according to the actual slip ratio S of the tire and the predetermined tire slip ratio, etc., and then the wheel motor braking device 130 according to the maximum braking.
  • the torque applies a braking force to the wheel, so that the actual slip ratio S of the tire during the emergency braking is always maintained at the predetermined tire slip ratio or the closer to the predetermined tire slip ratio, for example, the actual slip ratio S of the tire is maintained at 20 About %, so as to achieve the effect of fast braking, reduce the braking distance and ensure the safety of the vehicle.
  • the vehicle controller 140 sends a signal to the wheel motor brake device 130, so that the wheel motor brake device 130 The feedback braking torque is gradually reduced, so that the braking force of the wheel is reduced, and until the pedal opening degree sensor detects that the brake pedal opening degree is restored to 0, the application of the braking force to the wheel is stopped.
  • the maximum braking torque is determined according to, for example, the vehicle speed, the wheel speed, and the actual slip ratio of the wheel, and the motor can be passed through, for example, a wheel motor.
  • the hub motor or the like applies a braking force to the wheel, thereby achieving the effect of rapid braking, reducing the braking distance, and ensuring vehicle safety.
  • a method of applying a braking force to a wheel by a wheel motor or a hub motor or the like is compared with a hydraulic brake in the related art, and has a brake response speed advantage and a wheel motor or a hub motor has a relative
  • the structure is simple and the cost is low.
  • the method further includes: determining whether the power battery meets the charging condition, for example, when the power battery is insufficient, and passing the wheel
  • the motor braking device 130 collects the energy generated by the braking, converts it into electric energy, and charges the power battery to realize energy recovery, thereby improving the cruising range of the electric vehicle and avoiding waste of energy.
  • FIG. 3 is a flow chart of a method of controlling an auxiliary brake system of an electric vehicle according to an embodiment of the present invention.
  • the auxiliary brake system of the electric vehicle is the auxiliary brake system of the electric vehicle described in the above embodiment.
  • a method for controlling an auxiliary brake system of an electric vehicle includes the following steps:
  • S304 Control the wheel motor brake device to apply a braking force to the wheel according to the feedback brake signal to perform feedback braking on the vehicle.
  • a is the acceleration
  • L is the opening change value of the brake pedal opening degree from the first opening degree to the second opening degree
  • t 1 is the time corresponding to when the brake pedal opening degree is at the first opening degree
  • t 2 is a time corresponding to when the brake pedal opening degree is at the second opening degree
  • t 2 -t 1 is a change time of the brake pedal corresponding to the change opening degree, wherein the first opening degree is smaller than the second opening degree.
  • the braking torque is determined according to the vehicle speed, the wheel speed, and the predetermined tire slip ratio
  • the feedback braking signal is generated according to the braking torque, including: obtaining the actual slip ratio of the tire according to the vehicle speed and the wheel speed;
  • the wheel target speed is determined according to the actual slip ratio of the tire and the predetermined tire slip rate;
  • the braking torque is determined according to the target speed of the wheel, and the feedback brake signal is generated according to the braking torque.
  • S is the actual slip ratio of the tire
  • V is the vehicle speed
  • u is the wheel speed
  • the maximum brake is determined according to, for example, the vehicle speed, the wheel speed, the actual slip ratio of the tire, and the predetermined tire slip ratio.
  • Torque can apply braking force to the wheel through a wheel motor or a hub motor to achieve a fast braking effect, reduce the braking distance, and ensure vehicle safety.
  • a method of applying a braking force to a wheel by a wheel motor or a hub motor or the like is compared with a hydraulic brake in the related art, and has a brake response speed advantage and a wheel motor or a hub motor has a relative The structure is simple and the cost is low.
  • an electric vehicle comprising: an auxiliary brake system for an electric vehicle according to any one of the above embodiments.
  • an electric vehicle includes a computer readable storage medium having stored therein executable code for performing an electric vehicle according to the second aspect of the present invention when the executable code is executed Control method for the auxiliary brake system.
  • the maximum braking torque can be determined according to, for example, the vehicle speed, the wheel speed, and the actual slip ratio of the wheel, and thus the braking force can be applied to the wheel by a wheel motor or a hub motor.
  • the effect of fast braking reduces the braking distance and ensures the safety of the vehicle.
  • a method of applying a braking force to a wheel by a wheel motor or a hub motor or the like is compared with a hydraulic brake in the related art, and has a brake response speed advantage and a wheel motor or a hub motor has a relative
  • the structure is simple and the cost is low.
  • the description with reference to the terms “one embodiment”, “some embodiments”, “example”, “specific example”, or “some examples” and the like means a specific feature described in connection with the embodiment or example.
  • a structure, material or feature is included in at least one embodiment or example of the invention.
  • the terms “first” and “second” are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated.
  • features defining “first” or “second” may include at least one of the features, either explicitly or implicitly.
  • the meaning of "a plurality" is at least two, such as two, three, etc., unless specifically defined otherwise.

Abstract

一种电动汽车的辅助制动系统（100）及其控制方法及电动汽车，该系统（100）包括：速度检测装置（110）；制动踏板开度检测装置（120）；整车控制器（140）。整车控制器（140）用于在车速大于预定车速时，根据制动踏板开度的变化和变化时间确定踩下制动踏板的加速度，并在加速度大于预定加速度时，根据车速、车轮转速和预定车胎滑移率确定制动力矩，并根据制动力矩生成回馈制动信号；车轮电机制动装置（130），包括车轮制动电机（131），车轮电机制动装置（130）用于在接收到回馈制动信号时向车轮施加制动力，以对车辆进行回馈制动。该辅助制动系统（100）具有制动响应速度快、制动距离短的优点，从而可以保证车辆安全，另外，该辅助制动系统具有结构简单、成本低的优点。

Description

电动汽车的辅助制动系统及其控制方法及电动汽车 技术领域
本发明涉及汽车技术领域，特别涉及一种电动汽车的辅助制动系统、控制方法及电动汽车。
背景技术
目前，车辆一般使用液压制动系统进行制动。对于如动力汽车而言，有时候通过驱动电机进行辅助的回馈制动。这些车辆上的液压制动系统本身的结构较为复杂，并且液压制动系统响应慢、成本高。
在只采用液压制动系统进行制动的车辆上，由于液压制动系统结构复杂，装配流程长且制动响应速度慢，进而影响制动效果，使得上述车辆存在安全隐患。即使采用液压制动和驱动电机辅助制动的车辆，在进行如紧急制动的时候，通常以液压制动系统制动为主，以驱动电机辅助制动为辅，进而在一定程度上提升制动效果。但是，由于液压系统本身存在制动系统结构复杂，装配流程长且制动响应速度慢的问题，如进行紧急制动时，由于液压制动响应速度慢，还是很容易导致刹不住车的情况，进而发生事故，影响行车安全。
发明内容
本发明旨在至少在一定程度上解决相关技术中的技术问题之一。
为此，本发明的一个目的在于提出一种电动汽车的辅助制动系统。该电动汽车的辅助制动系统具有制动响应速度快、制动距离短的优点，从而可以保证车辆安全，另外，该辅助制动系统具有结构简单、成本低的优点。
本发明的另一个目的在于提出一种电动汽车的辅助制动系统的控制方法。
本发明的再一个目的在于提出一种电动汽车。
为了实现上述目的，本发明的第一方面的实施例公开了一种电动汽车的辅助制动系统，包括：速度检测装置、制动踏板开度检测装置、整车控制器和车轮电机制动装置。速度检测装置用于检测车速和车轮转速；制动踏板开度检测装置用于检测制动踏板开度；整车控制器用于在所述车速大于预定车速时，根据制动踏板开度的变化和制动踏板对应变化开度的变化时间确定踩下制动踏板的加速度，并在所述加速度大于预定加速度时，根据所述车速、车轮转速和预定车胎滑移率确定制动力矩，并根据所述制动力矩生成所述回馈制动信号；车轮电机制动装置包括车轮制动电机，车轮电机制动装置用于在接收到回馈制动信号时通过所述车轮制动电机对车辆进行回馈制动。
在一实施例中，车轮电机制动装置还包括电机控制器，所述电机控制器分别与所述车轮 制动电机和所述整车控制器相连，用于接收来自所述整车控制器发送的所述回馈制动信号，并根据所述回馈制动信号驱动所述车轮制动电机对车辆进行回馈制动。
其中，所述车轮电机制动装置还可进一步包括变速器，所述变速器分别与电动汽车的车轮和所述车轮制动电机连接以使所述车轮制动电机通过所述变速器向车轮施加制动力。
在一实施例中，车轮电机制动装置为多个，多个车轮电机制动装置一一对应于车辆的多个车轮。
在一实施例中，车轮制动电机为轮边电机或轮毂电机。
在一实施例中，踩下制动踏板的加速度通过如下公式得到：a＝2L/(t2-t1)2，其中，所述a为所述加速度，所述L为制动踏板开度由第一开度变化到第二开度的开度变化值，所述t1为所述制动踏板开度处于所述第一开度时对应的时刻，所述t2为所述制动踏板开度处于所述第二开度时对应的时刻，t2-t1为制动踏板对应变化开度的变化时间，其中，所述第一开度小于所述第二开度。
在一实施例中，整车控制器还用于：根据所述车速和车轮转速得到车胎实际滑移率；根据所述车胎实际滑移率和所述预定车胎滑移率确定车轮目标转速；根据所述车轮目标转速确定所述制动力矩，并根据所述制动力矩生成所述回馈制动信号。
在一实施例中，通过如下公式得到所述车胎实际滑移率：S＝(V-u)/V×100％，其中，所述S为所述车胎实际滑移率，所述V为车速、所述u为车轮转速。
根据本发明实施例的电动汽车的辅助制动系统，当车辆进行紧急制动时，根据车速、车轮转速以及车轮实际滑移率等确定出最大的制动力矩，进而可以通过如轮边电机或轮毂电机等对车轮施加制动力，从而达到快速制动的效果，减小制动距离，保证车辆安全。此外，通过如轮边电机或轮毂电机等对车轮施加制动力的方式相比于相关技术中的通过液压制动的方式，具有制动响应速度快的优点且轮边电机或轮毂电机等具有相对结构简单、成本低的优点。
本发明第二方面的实施例公开了一种电动汽车的辅助制动系统的控制方法，包括以下步骤：检测车速、车轮转速和制动踏板开度；当所述车速大于预定车速时，根据制动踏板开度的变化和制动踏板对应变化开度的变化时间确定踩下制动踏板的加速度；当所述加速度大于预定加速度时，根据所述车速、车轮转速和预定车胎滑移率确定制动力矩，并根据所述制动力矩生成回馈制动信号；根据所述回馈制动信号控制车轮电机制动装置向车轮施加制动力，以对车辆进行回馈制动。
在一实施例中，所述踩下制动踏板的加速度通过如下公式得到：a＝2L/(t2-t1)2，其中，所述a为所述加速度，所述L为制动踏板开度由第一开度变化到第二开度的开度变化值，所述 t1为所述制动踏板开度处于所述第一开度时对应的时刻，所述t2为所述制动踏板开度处于所述第二开度时对应的时刻，t2-t1为制动踏板对应变化开度的变化时间，其中，所述第一开度小于所述第二开度。
在一实施例中，所述根据所述车速、车轮转速和预定车胎滑移率确定制动力矩，并根据所述制动力矩生成所述回馈制动信号，具体包括：根据所述车速和车轮转速得到车胎实际滑移率；根据所述车胎实际滑移率和所述预定车胎滑移率确定车轮目标转速；根据所述车轮目标转速确定所述制动力矩，并根据所述制动力矩生成所述回馈制动信号。
在一实施例中，通过如下公式得到所述车胎实际滑移率：S＝(V-u)/V×100％，其中，所述S为所述车胎实际滑移率，所述V为车速、所述u为车轮转速。
在一实施例中，所述根据所述车速、车轮转速和预定车胎滑移率确定制动力矩的方式是：确定所述制动力矩以使制动过程中车胎实际滑移率保持在所述预定车胎滑移率。
根据本发明实施例的电动汽车的辅助制动系统的控制方法，当车辆进行紧急制动时，根据车速、车轮转速以及车轮实际滑移率等确定出最大的制动力矩，进而可以通过如轮边电机或轮毂电机等对车轮施加制动力，从而达到快速制动的效果，减小制动距离，保证车辆安全。此外，通过如轮边电机或轮毂电机等对车轮施加制动力的方式相比于相关技术中的通过液压制动的方式，具有制动响应速度快的优点且轮边电机或轮毂电机等具有相对结构简单、成本低的优点。
本发明第三方面的实施例公开了一种电动汽车。该电动汽车可包括根据本发明第一方面的实施例所述的电动汽车的辅助制动系统。
在一实施例中，电动汽车包括计算机可读存储介质，所述存储介质中存储有可执行的代码，当所述可执行的代码被运行时，执行根据本发明第二方面所述电动汽车的辅助制动系统的控制方法。
该车辆在进行紧急制动时，可以根据如车速、车轮转速以及车轮实际滑移率等确定出最大的制动力矩，进而可以通过如轮边电机或轮毂电机等对车轮施加制动力，从而达到快速制动的效果，减小制动距离，保证车辆安全。此外，通过如轮边电机或轮毂电机等对车轮施加制动力的方式相比于相关技术中的通过液压制动的方式，具有制动响应速度快的优点且轮边电机或轮毂电机等具有相对结构简单、成本低的优点。
附图说明
图1是根据本发明一个实施例的电动汽车的辅助制动系统的结构框图；
图2是根据本发明一个实施例的电动汽车的辅助制动系统的示意图；以及
图3是根据本发明一个实施例的电动汽车的辅助制动系统的控制方法的流程图。
具体实施方式
下面详细描述本发明的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本发明，而不能理解为对本发明的限制。
以下结合附图描述根据本发明实施例的电动汽车的辅助制动系统及其控制方法及电动汽车。
图1是根据本发明一个实施例的电动汽车的辅助制动系统的结构框图。如图1所示，根据本发明一个实施例的电动汽车的辅助制动系统100，包括：速度检测装置110、制动踏板开度检测装置120、车轮电机制动装置130和整车控制器140。
具体地，结合图2所示，速度检测装置110用于检测车速和车轮转速。制动踏板开度检测装置120用于检测制动踏板开度。车轮电机制动装置130包括车轮制动电机131，车轮电机制动装置130用于在接收到回馈制动信号时向车轮施加制动力，以对车辆进行回馈制动。整车控制器140用于在车速大于预定车速时，根据制动踏板开度的变化和变化时间确定踩下制动踏板的加速度，并在加速度大于预定加速度时，根据车速、车轮转速和预定车胎滑移率确定制动力矩，并根据制动力矩生成回馈制动信号。也就是说，整车控制器140用于在车速大于预定车速时，根据制动踏板开度的变化和和制动踏板对应变化开度的变化时间确定踩下制动踏板的加速度确定踩下制动踏板的加速度，并在加速度大于预定加速度时，根据车速、车轮转速和预定车胎滑移率确定制动力矩，并根据制动力矩生成回馈制动信号。
其中，速度检测装置110例如可包括设置在车辆上的车速传感器和车轮转速传感器，以实时监测车辆的车速V和车轮转速u。制动踏板开度检测装置120例如为设置在车辆上的踏板开度传感器，以实时监测踏板开度。车轮制动电机131为轮边电机或轮毂电机。即：车轮制动电机131可以是轮边电机，也可以是轮毂电机。
作为一个具体的示例，如图2所示，车轮电机制动装置130包括：车轮制动电机131和电机控制器133，当然还可包括变速器132。其中，车轮制动电机131通过变速器132与车轮相连，车轮制动电机131用于通过变速器132向车轮施加制动力。电机控制器133分别与车轮制动电机131和整车控制器140相连，以接收来自整车控制器140发送的回馈制动信号，并根据回馈制动信号驱动车轮制动电机131对车辆进行回馈制动。其中，车轮电机制动装置130与动力电池电连接，并且与动力电池之间可进行能量交换。例如，车轮制动电机131通过电机控制器133连接到动力电池。其中，车轮制动电机131对车辆进行回馈制动是指使车轮制动电机131产生与车辆行驶方向相反的制动力，从而达到制动的目的，并且车轮制动电 机131在进行回馈制动的过程中可将回馈制动的能量转化为电能进行发电，以在动力电池需要充电时对动力电池充电以通过动力电池进行能量回收，从而可降低整车的能耗。
车轮电机制动装置130为多个，多个车轮电机制动装置130一一对应于车辆的多个车轮。如图2所示，车辆包括4个车轮，即：左前车轮、右前车轮、左后车轮和右后车轮，对应于左前车轮的左前车轮电机制动装置130-1、对应于右前车轮的右前车轮电机制动装置130-2、对应于左后车轮的左后车轮电机制动装置130-3、对应于右后车轮的右后车轮电机制动装置130-4。再次结合图2所示，车轮制动电机131为轮边电机或轮毂电机。即：车轮制动电机131可以是轮边电机，也可以是轮毂电机。
在本发明的一个实施例中，整车控制器140可以按照加速度不变的模型来计算驾驶员踩下制动踏板的加速度，加速度不变的模型可以通过公式表示，因此，加速度可通过如下公式得到，该公式为：
a＝2L/(t2-t1)2，
其中，a为踩下制动踏板的加速度，L为制动踏板开度由第一开度变化到第二开度的开度变化值，t1为制动踏板开度处于第一开度时对应的时刻，t2为制动踏板开度处于第二开度时对应的时刻，其中，第一开度小于第二开度。例如：踏板开度传感实时监测踏板开度。记录下踏板开度由0转变为非0(即：第一开度)的时刻，即第一开度对应的t1，踏板开度为第二开度时的时刻，即第二开度对应的时刻t2，t2-t1为制动踏板对应变化开度的变化时间。在本发明的一个实施例中，整车控制器140可以通过CAN网络接收车速传感器和制动踏板开度传感器发送的车速和制动踏板开度。
当计算出踩下制动踏板的加速度a以后，可以根据加速度a和车速判断车辆是否在高速行驶过程中进行紧急制动。例如：当车速大于预定车速时，认为车辆处于高速行驶过程，其中，预定车速为但不限于60千米/小时。当加速度a大于预定加速度时，认为采取了紧急制动，其中，预定加速度为但不限于2m/s2。
当判定出车辆在高速行驶过程中采取了紧急制动，则整车控制器140根据车速、车轮转速和预定车胎滑移率确定制动力矩，并根据制动力矩生成回馈制动信号，具体包括：根据车速和车轮转速得到车胎实际滑移率；根据车胎实际滑移率和所述预定车胎滑移率确定车轮目标转速；根据车轮目标转速确定制动力矩，并根据制动力矩生成回馈制动信号。
具体地说，高速行驶过程采取紧急制动时，为了减小制动距离，需要确定最大的制动力矩。而本发明的实施例可以根据车速、车轮转速和预定车胎滑移率确定出这个最大的制动力矩。首先，通过如下公式得到车胎实际滑移率，该公式为：
S＝(V-u)/V×100％，
其中，S为车胎实际滑移率，V为车速、u为车轮转速。
根据试验，当车胎实际滑移率S为20％左右时，此时车轮可以获得最大的制动力，因此，例如可将车胎滑移率20％设为预定车胎滑移率。整车控制器140实时计算车胎实际滑移率S，然后根据车胎实际滑移率S和预定车胎滑移率等确定出最大的制动力矩，然后车轮电机制动装置130根据该最大的制动力矩向车轮施加制动力，使紧急制动过程中车胎实际滑移率S始终保持在预定车胎滑移率或者是与预定车胎滑移率越近接越好，例如车胎实际滑移率S保持在20％左右，从而达到快速制动的效果，减小制动距离，保证车辆安全。
当制动踏板开度传感器监测到驾驶员松开制动踏板时，即制动踏板开度开始减小时，整车控制器140给车轮电机制动装置130发出信号，使得车轮电机制动装置130的回馈制动力矩逐渐减小，从而使得车轮的制动力减小，直到踏板开度传感器监测到制动踏板开度还原为0以后，停止向车轮施加制动力。
根据本发明实施例的电动汽车的辅助制动系统，当车辆进行紧急制动时，根据如车速、车轮转速以及车轮实际滑移率等确定出最大的制动力矩，进而可以通过如轮边电机或轮毂电机等对车轮施加制动力，从而达到快速制动的效果，减小制动距离，保证车辆安全。此外，通过如轮边电机或轮毂电机等对车轮施加制动力的方式相比于相关技术中的通过液压制动的方式，具有制动响应速度快的优点且轮边电机或轮毂电机等具有相对结构简单、成本低的优点。
在本发明的一个实施例中，在通过车轮电机制动装置130对车辆采取紧急制动的过程中，还包括：判断动力电池是否满足充电条件，例如动力电池的电量不足时，还可以通过车轮电机制动装置130收集制动产生的能量，转换为电能后为动力电池充电，实现能量回收，进而可以提升电动汽车的续航里程，并避免能源的浪费。
图3是根据本发明一个实施例的电动汽车的辅助制动系统的控制方法的流程图。
需要说明的是，在本发明实施例的电动汽车的辅助制动系统的控制方法中，电动汽车的辅助制动系统为上述实施例所述的电动汽车的辅助制动系统。
如图3所示，根据本发明一个实施例的电动汽车的辅助制动系统的控制方法，包括以下步骤：
S301：检测车速、车轮转速和制动踏板开度。
S302：当车速大于预定车速时，根据制动踏板开度的变化和制动踏板对应变化开度的变化时间确定踩下制动踏板的加速度。
S303：当加速度大于预定加速度时，根据车速、车轮转速和预定车胎滑移率确定制动力矩，并根据制动力矩生成回馈制动信号。
S304：根据回馈制动信号控制车轮电机制动装置向车轮施加制动力，以对车辆进行回馈制动。
进一步地，加速度通过如下公式得到，该公式为：
a＝2L/(t2-t1)2，
其中，a为加速度，L为制动踏板开度由第一开度变化到第二开度的开度变化值，t1为制动踏板开度处于所述第一开度时对应的时刻，t2为制动踏板开度处于第二开度时对应的时刻，t2-t1为制动踏板对应变化开度的变化时间，其中，第一开度小于第二开度。
在本发明的一个实施例中，根据车速、车轮转速和预定车胎滑移率确定制动力矩，并根据制动力矩生成回馈制动信号，包括：根据车速和车轮转速得到车胎实际滑移率；根据车胎实际滑移率和预定车胎滑移率确定车轮目标转速；根据车轮目标转速确定制动力矩，并根据制动力矩生成回馈制动信号。
进一步地，通过如下公式得到车胎实际滑移率，该公式为：
S＝(V-u)/V×100％，
其中，S为车胎实际滑移率，V为车速、u为车轮转速。
根据本发明实施例的电动汽车的辅助制动系统的控制方法，当车辆进行紧急制动时，根据如车速、车轮转速以及车胎实际滑移率和预定车胎滑移率等确定出最大的制动力矩，进而可以通过如轮边电机或轮毂电机等对车轮施加制动力，从而达到快速制动的效果，减小制动距离，保证车辆安全。此外，通过如轮边电机或轮毂电机等对车轮施加制动力的方式相比于相关技术中的通过液压制动的方式，具有制动响应速度快的优点且轮边电机或轮毂电机等具有相对结构简单、成本低的优点。
需要说明的是，本发明实施例的电动汽车的辅助制动系统的控制方法的具体实现方式请参见本发明实施例的电动汽车的辅助制动系统的具体实现方式，为了减少冗余，此处不做赘述。
在本发明的实施例中，进一步公开了一种电动汽车，包括：根据上述任意一个实施例所述的电动汽车的辅助制动系统。在一实施例中，电动汽车包括计算机可读存储介质，所述存储介质中存储有可执行的代码，当所述可执行的代码被运行时，执行根据本发明第二方面所述电动汽车的辅助制动系统的控制方法。该车辆在进行紧急制动时，可以根据如车速、车轮转速以及车轮实际滑移率等确定出最大的制动力矩，进而可以通过如轮边电机或轮毂电机等对车轮施加制动力，从而达到快速制动的效果，减小制动距离，保证车辆安全。此外，通过如轮边电机或轮毂电机等对车轮施加制动力的方式相比于相关技术中的通过液压制动的方式，具有制动响应速度快的优点且轮边电机或轮毂电机等具有相对结构简单、成本低的优点。
另外，根据本发明实施例的电动汽车的其它构成以及作用对于本领域的普通技术人员而言都是已知的，为了减少冗余，此处不做赘述。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本发明的至少一个实施例或示例中。此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。在本发明的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。
尽管上面已经示出和描述了本发明的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本发明的限制，本领域的普通技术人员在本发明的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (14)

  1. 一种电动汽车的辅助制动系统，其特征在于，所述系统包括：
    速度检测装置，用于检测车速和车轮转速；
    制动踏板开度检测装置，用于检测制动踏板开度；
    整车控制器，用于在所述车速大于预定车速时，根据制动踏板开度的变化和制动踏板对应变化开度的变化时间确定踩下制动踏板的加速度，并在所述加速度大于预定加速度时，根据所述车速、车轮转速和预定车胎滑移率确定制动力矩，并根据所述制动力矩生成回馈制动信号并输出；
    车轮电机制动装置，所述车轮电机制动装置包括车轮制动电机，所述车轮电机制动装置用于在接收到回馈制动信号时通过所述车轮制动电机对车辆进行回馈制动。
  2. 根据权利要求1所述的电动汽车的辅助制动系统，其特征在于，所述车轮电机制动装置还包括：
    电机控制器，所述电机控制器分别与所述车轮制动电机和所述整车控制器相连，用于接收来自所述整车控制器发送的所述回馈制动信号，并根据所述回馈制动信号驱动所述车轮制动电机对车辆进行回馈制动。
  3. 根据权利要求1-2中任意一项所述的电动汽车的辅助制动系统，其特征在于，所述车轮电机制动装置为多个，多个所述车轮电机制动装置一一对应于车辆的多个车轮。
  4. 根据权利要求1到3中任意一项所述的电动汽车的辅助制动系统，其特征在于，所述车轮制动电机为轮边电机或轮毂电机。
  5. 根据权利要求1到4中任意一项所述的电动汽车的辅助制动系统，其特征在于，所述踩下制动踏板的加速度通过如下公式得到：
    a＝2L/(t2-t1)2，
    其中，所述a为所述加速度，所述L为制动踏板开度由第一开度变化到第二开度的开度变化值，所述t1为所述制动踏板开度处于所述第一开度时对应的时刻，所述t2为所述制动踏板开度处于所述第二开度时对应的时刻，其中，所述第一开度小于所述第二开度。
  6. 根据权利要求1到5中任意一项所述的电动汽车的辅助制动系统，其特征在于，所述整车控制器还用于：
    根据所述车速和车轮转速得到车胎实际滑移率；
    根据所述车胎实际滑移率和所述预定车胎滑移率确定车轮目标转速；
    根据所述车轮目标转速确定所述制动力矩，并根据所述制动力矩生成所述回馈制动信 号。
  7. 根据权利要求6所述的电动汽车的辅助制动系统，其特征在于，通过如下公式得到所述车胎实际滑移率：
    S＝(V-u)/V×100％，
    其中，所述S为所述车胎实际滑移率，所述V为车速、所述u为车轮转速。
  8. 一种电动汽车的辅助制动系统的控制方法，其特征在于，包括以下步骤：
    检测车速、车轮转速和制动踏板开度；
    当所述车速大于预定车速时，根据制动踏板开度的变化和制动踏板对应变化开度的变化时间确定踩下制动踏板的加速度；
    当所述加速度大于预定加速度时，根据所述车速、车轮转速和预定车胎滑移率确定制动力矩，并根据所述制动力矩生成回馈制动信号；
    根据所述回馈制动信号控制车轮电机制动装置向车轮施加制动力，以对车辆进行回馈制动。
  9. 根据权利要求8所述的电动汽车的辅助制动系统的控制方法，其特征在于，所述踩下制动踏板的加速度通过如下公式得到：
    a＝2L/(t2-t1)2，
    其中，所述a为所述加速度，所述L为制动踏板开度由第一开度变化到第二开度的开度变化值，所述t1为所述制动踏板开度处于所述第一开度时对应的时刻，所述t2为所述制动踏板开度处于所述第二开度时对应的时刻，其中，所述第一开度小于所述第二开度。
  10. 根据权利要求8或9所述的电动汽车的辅助制动系统的控制方法，其特征在于，所述根据所述车速、车轮转速和预定车胎滑移率确定制动力矩，并根据所述制动力矩生成所述回馈制动信号，具体包括：
    根据所述车速和车轮转速得到车胎实际滑移率；
    根据所述车胎实际滑移率和所述预定车胎滑移率确定车轮目标转速；
    根据所述车轮目标转速确定所述制动力矩，并根据所述制动力矩生成所述回馈制动信号。
  11. 根据权利要求8到10中任意一项所述的电动汽车的辅助制动系统的控制方法，其特征在于，通过如下公式得到所述车胎实际滑移率：
    S＝(V-u)/V×100％，
    其中，所述S为所述车胎实际滑移率，所述V为车速、所述u为车轮转速。
  12. 根据权利要求8到11中任意一项所述的电动汽车的辅助制动系统的控制方法，其 特征在于，所述根据所述车速、车轮转速和预定车胎滑移率确定制动力矩的方式是：
    确定所述制动力矩以使制动过程中车胎实际滑移率保持在所述预定车胎滑移率。
  13. 一种电动汽车，其特征在于，所述汽车包括：根据权利要求1-7中任一项所述的电动汽车的辅助制动系统。
  14. 一种电动汽车，其中包括计算机可读存储介质，其特征在于，所述存储介质中存储有可执行的代码，当所述可执行的代码被运行时，执行权利要求8到12中任意一项所述的方法。
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