WO2018113462A1

WO2018113462A1 - Braking control method for vehicle, braking system, and vehicle

Info

Publication number: WO2018113462A1
Application number: PCT/CN2017/111383
Authority: WO
Inventors: 翁建平; 姚东亮; 钟志靖; 石为利; 吴春芬
Original assignee: 比亚迪股份有限公司
Priority date: 2016-12-22
Filing date: 2017-11-16
Publication date: 2018-06-28

Abstract

A braking control method for a vehicle, comprising: collecting a tread depth parameter of a brake pedal, and a driving road parameter and a vehicle driving posture parameter for a vehicle, and generating a braking torque (T) required by a wheel according to the parameters; according to a maximum feedback torque (T1) of a driving motor of the vehicle, calculating a target feedback torque (T2), producing a target feedback torque signal, and controlling the driving motor, so that same responds to the target feedback torque signal, and controlling the driving motor, so that same operates according to an actual torque (T3); obtaining an actual torque (T4) at the wheel according to the actual torque (T3) of the driving motor; comparing the braking torque (T) required by the wheel with the actual torque (T4) at the wheel; if T＞T4, then starting an electrodynamic brake corresponding to the wheel to output a supplementary torque △T, where △T＝T-T4; and if T≤T4, then not starting the electrodynamic brake corresponding to the wheel. Also provided are a braking system and a vehicle.

Description

Brake control method for vehicle, brake system, and vehicle

Cross-reference to related applications

The present application claims priority to Chinese Patent Application No. 201611201629.8 and No. 201611199934.8, filed on Dec.

Technical field

The present disclosure relates to the field of vehicle technology, and in particular to a brake control method, a brake system, and a vehicle for a vehicle.

Background technique

In the related art, the service brake system is usually braked by a hydraulic brake system or an electro-hydraulic hybrid brake system, which is prone to the risk of hydraulic oil leakage, has low driving safety, and has a slow brake response speed and high energy consumption. Brake force adjustment is not sensitive and other shortcomings.

Summary of the invention

The present disclosure aims to solve at least one of the technical problems in the related art to some extent. To this end, embodiments of the present disclosure propose a brake control method for a vehicle.

The embodiment of the present disclosure also proposes a brake system to which the brake control method is applied and a vehicle having the brake system.

A first aspect of the present disclosure provides a brake control method for a vehicle, including: acquiring a pedaling depth parameter of a brake pedal of the vehicle, a driving road surface parameter, a vehicle driving posture parameter, according to a pedaling depth of the brake pedal The parameter, the driving road parameter, the vehicle driving posture parameter generate a braking torque T required for the wheel of the vehicle; calculate the target feedback torque T2 according to the maximum feedback torque T1 of the driving motor of the vehicle, generate a target feedback torque signal, and control The drive motor is responsive to the target feedback torque signal and controls the drive motor to operate at an actual torque T3; the actual torque T4 at the wheel is obtained from the actual torque T3 of the drive motor; the brake torque T required to compare the wheel with The magnitude of the actual torque T4 at the wheel; if T>T4, the electric brake corresponding to the wheel is activated to output the supplemental torque ΔT, where ΔT=T-T4; and if T≤T4, the start is not activated The electric brake corresponding to the wheel.

A second aspect of the present disclosure provides a brake system to which the above brake control method is applied, comprising: an electric brake corresponding to a wheel of the vehicle and used to brake the wheel; Controller, the brake The controller is configured to collect the pedaling depth parameter of the brake pedal of the vehicle, the driving road surface parameter, the vehicle driving posture parameter, and calculate the wheel of the vehicle according to the pedaling depth parameter of the brake pedal, the driving road surface parameter, and the vehicle driving posture parameter. a required braking torque T; and a motor controller for generating a maximum feedback torque signal according to a maximum feedback torque T1 of the driving motor of the vehicle and transmitting a maximum feedback torque signal to the brake controller, The brake controller is further configured to calculate a target feedback torque T2 according to the maximum feedback torque signal, generate a target feedback torque signal and send a target feedback torque signal to the motor controller, and the motor controller is further configured to control the driving motor Responding to the target feedback torque signal and controlling the drive motor to operate at the actual torque T3, generating an actual torque signal based on the actual torque T3 of the drive motor and transmitting an actual torque signal to the brake controller, the brake controller also being used to The torque signal gets the actual torque T4 at the wheel, which is also used by the brake controller Comparing the braking torque T required by the wheel with the magnitude of the actual torque T4 at the wheel, if T>T4, the brake controller activates the electric brake corresponding to the wheel to output the supplemental torque ΔT, Where ΔT=T-T4; and if T≤T4, the brake controller does not activate the electric brake corresponding to the wheel.

A third aspect of the present disclosure provides a vehicle including the above brake system.

DRAWINGS

1 is a flow chart of a brake control method for a vehicle according to an embodiment of the first aspect of the present disclosure.

2 is a schematic diagram of an electric brake of a brake system in accordance with an embodiment of the second aspect of the present disclosure.

Reference mark:

Electric brake 100, housing 10, first stop portion 11, second stop portion 12, motor 20, output shaft 21, transmission mechanism 30, power input member 31, power output member 32, extension rod 321, a sliding groove 322, a moving member 40, a second friction reducing member 41, a second extending portion 411, a second receiving groove 42, a groove 43, a second sliding groove 431, a friction member 50, a first friction reducing member 51, An extension section 511, a first receiving groove 52, a friction lining 53, an elastic member 60, a brake disk 70, a ball 80, and a tapered roller bearing 90.

detailed description

Embodiments of the present disclosure are described in detail below, examples of which are illustrated in the accompanying drawings. The embodiments described below with reference to the drawings are illustrative, and are not intended to be construed as limiting.

A brake control method for a vehicle, a brake system to which the brake control method is applied, and a vehicle having the same according to an embodiment of the present disclosure will be described in detail below with reference to FIGS. 1 and 2.

As shown in FIG. 1, a brake control method for a vehicle according to an embodiment of the first aspect of the present disclosure includes the following steps.

S1: collecting the pedaling depth parameter of the brake pedal of the vehicle, the driving road surface parameter, the vehicle driving posture parameter, and the basis The pedaling depth parameter of the moving pedal, the driving road surface parameter, and the vehicle running posture parameter generate the braking torque T required for the wheel of the vehicle. A plurality of control strategies are preset in the brake controller of the vehicle, and the corresponding braking strategy is selected according to the pedaling depth parameter, the driving road parameter and the vehicle driving posture parameter. In each braking strategy, the braking torque required for the wheels is preset. The braking torque T required for the wheel increases as the pedaling depth parameter increases, and decreases as the pedaling depth parameter decreases.

S2: The target feedback torque T2 is obtained according to the maximum feedback torque T1 of the driving motor of the vehicle, and a target feedback torque signal is generated, and the driving motor is controlled to respond to the target feedback torque signal and control the driving motor to operate at the actual torque T3. In some embodiments of the present disclosure, the current of the driving motor is detected by the current sensor, and the actual torque T3 of the driving motor is obtained according to the current of the driving motor according to the parameters of the driving motor and according to a known conversion relationship, wherein the conversion relationship is obtained. It is well known to those skilled in the art and will not be described in detail herein.

S3: The actual torque T4 at the wheel is obtained according to the actual torque T3 of the drive motor. In some embodiments of the present disclosure, the actual torque T4 at the wheel is obtained from the gear ratio of the transmission system of the vehicle using the actual torque T3 of the drive motor.

S4: Compare the braking torque T required for the wheel with the actual torque T4 at the wheel.

S5: If T>T4, the electric brake corresponding to the wheel is started to output the supplemental torque ΔT, where ΔT=T-T4. That is, when ΔT>0, the electric brake is activated, and the motor of the electric brake is rotated in the first direction until the supplementary torque ΔT is output.

S6: If T ≤ T4, the electric brake corresponding to the wheel is not activated. In other words, the wheel is provided with a separate electric brake. For a vehicle having four wheels, the magnitudes of the braking torque T and the actual torque T4 required for each wheel are respectively compared, and the electric brakes of the respective wheels are controlled according to the comparison result.

According to the brake control method of the embodiment of the present disclosure, the drive motor is preferentially used to feed back the braking force, and the brake force is supplemented by the electric brake to the insufficient braking force. Thus, the combination of the drive motor and the electric brake not only saves energy, but also significantly shortens the braking torque response time and enhances the sensitivity of the brake response.

In some embodiments of the present disclosure, the vehicle includes four gears, and step S1 includes the following steps.

S11: Determine whether the vehicle is in an extreme working condition according to the driving road surface parameter and the vehicle driving posture parameter.

S12: When the vehicle is in the extreme working condition, the braking torque T required for each of the four wheels is respectively generated.

S13: When the vehicle is in normal working condition, the braking torques T required for the four wheels are equal.

That is to say, when the vehicle is in the extreme working condition, the braking torque T required for each wheel needs to be separately calculated and independently braked by the respective electric brakes, thereby improving the vehicle under various working conditions. Brake stability and reliability. When the vehicle is in normal operating conditions, the braking torque T required for the four wheels takes the same value, thereby increasing the braking response speed.

The extreme conditions of the vehicle include the sudden yaw of the vehicle, side slip, and the like. For example, when the road surface becomes slippery, the braking torque T required by the corresponding wheel in the selected braking strategy is increased compared to the braking torque required by the corresponding wheel in the previously selected braking strategy. The braking torque T required for the respective wheel in the selected braking strategy is reduced compared to the braking torque required for the corresponding wheel in the previously selected braking strategy. When the driving state of the vehicle changes from a flat road driving state to an uphill running state The brake torque T required for the respective wheel in the selected braking strategy is reduced compared to the braking torque required for the corresponding wheel in the previously selected braking strategy. When the running state of the vehicle is changed from the flat road driving state to the downhill motion state, the braking torque T required for the corresponding wheel in the selected braking strategy is higher than the corresponding wheel required in the previously selected braking strategy. The dynamic torque increases.

In some embodiments of the present disclosure, step S5 further includes the following steps.

S51: Collect the current working torque ΔT' of the electric brake, and compare the magnitude of the supplemental torque ΔT with the current working torque ΔT'.

S52: If ΔT'<ΔT, increase at least one of the motor current, the motor voltage or the motor energization time of the electric brake until the electric brake output supplement torque ΔT, and control the electric brake to maintain the output supplement torque △ T.

S53: If ΔT' > ΔT, the motor that controls the electric brake is reversely rotated until the electric brake outputs the supplemental torque ΔT, and the electric brake is controlled to maintain the output supplemental torque ΔT.

S54: If ΔT' = ΔT, the electric brake is controlled to maintain the output supplemental torque ΔT.

It should be noted that the motor of the electric brake is energized and outputs a stable holding torque through the output shaft to counteract the reaction force of the brake disc to the electric brake, so that the electric brake maintains the output supplementary torque ΔT (electric brake The specific structure and working principle will be described in detail below).

When the vehicle is transferred from the non-braking state to the braking state, the current working torque ΔT' of the collected electric brake is 0; when the vehicle is transferred from the current braking state to the next braking state, ΔT' is The output torque of the electric brake in the current braking state.

According to some embodiments of the present disclosure, the brake control method further includes the step S7 of acquiring the slip ratio, the angular acceleration, and the linear velocity of the wheel to correct the brake torque T required for the wheel. That is to say, the braking torque T required for the wheel is corrected based on a parameter curve such as slip ratio, angular acceleration, and linear velocity of the wheel. When the slip ratio, angular acceleration or linear velocity of the wheel is high, the braking torque T required for the wheel can be appropriately increased. When the slip ratio, angular acceleration or linear velocity of the wheel is small, the wheel can be appropriately reduced. Required braking torque T.

A brake system to which the above brake control method is applied according to an embodiment of the second aspect of the present disclosure includes: an electric brake, a brake controller, and a motor controller.

The electric brake corresponds to the wheel of the vehicle and is used to brake the wheel. The brake controller is configured to collect the pedaling depth parameter of the brake pedal of the vehicle, the driving road surface parameter, the vehicle driving posture parameter, and calculate the required wheel of the vehicle according to the pedaling depth parameter of the brake pedal, the driving road parameter, and the vehicle driving posture parameter. Brake torque T. The motor controller is operative to generate a maximum feedback torque signal based on the maximum feedback torque T1 of the drive motor of the vehicle and to transmit a maximum feedback torque signal to the brake controller. The brake controller is further configured to obtain the target feedback torque T2 based on the maximum feedback torque signal, and generate a target feedback torque signal and transmit the target feedback torque signal to the motor controller. The motor controller is also used to control the drive motor to respond to the target back The torque signal is fed and the drive motor is controlled to operate at the actual torque T3, the actual torque signal is generated based on the actual torque T3 of the drive motor and the actual torque signal is sent to the brake controller. The brake controller is further configured to obtain the actual torque T4 at the wheel based on the actual torque signal and compare the brake torque T required by the wheel with the actual torque T4 at the wheel, wherein the actual torque signal can carry the actual torque of the drive motor T3 and other information, and the calculation process of the actual torque T3 of the drive motor and the actual torque T4 at the wheel can be referred to the above brake control method. If T>T4, the brake controller activates the electric brake corresponding to the wheel to output the supplemental torque ΔT, where ΔT=T-T4. If T ≤ T4, the brake controller does not activate the electric brake corresponding to the wheel.

Therefore, by preferentially using the driving motor to feed back the braking force and braking the insufficient braking force by the electric brake, the driving motor and the electric brake cooperate together, which not only saves energy but also significantly shortens the braking torque. The response time enhances the sensitivity of the brake response.

Wherein, the motor controller is an electronic controller of the driving motor of the vehicle, and the brake controller and the motor controller may be integrated on the electronic controller (ECU) of the vehicle, or may be independently set.

A vehicle according to an embodiment of the third aspect of the present disclosure includes the above-described brake system.

The specific structure and operation principle of the electric brake in the above embodiment will be described below.

As shown in FIG. 2, the electric brake 100 includes a housing 10, a motor 20 (which is different from the above-described drive motor), a transmission mechanism 30, a moving member 40, a friction member 50, and a brake disk 70.

The motor 20 is fixedly coupled to a housing 10 having an output shaft 21. The transmission mechanism 30 has a power input member 31 and a power output member 32. The power input member 31 is coupled to the output shaft 21, and the moving member 40 is configured to be screwed with the power output member 32. The friction member 50 and the moving member 40 are slidably engaged with the housing 10, respectively. An elastic member 60 is provided between the friction member 50 and the moving member 40. The friction member 50 is disposed opposite to the brake disk 70.

When braking, the output shaft 21 rotates in the first direction, and the moving member 40 drives the friction member 50 to move against the brake disc 70. When the braking is cancelled, the output shaft 21 rotates in the second direction and drives the moving member 40 to move in the opposite direction, and the elastic member 60 drives the friction member 50 to move away from the brake disc 70.

When the electric brake 100 receives the brake signal, the motor 20 starts operating and the output shaft 21 rotates in the first direction (such as the forward direction of the motor 20), at which time the output shaft 21 transmits torque to the transmission mechanism 30. The transmission mechanism 30 is screwed with the moving member 40 to convert the rotational motion of the transmission mechanism 30 into a linear motion of the moving member 40. The moving member 40 pushes the friction member 50 toward the brake disk 70 and comes into contact with the brake disk 70, thereby achieving braking of the wheel by the electric brake 100.

When the friction member 50 is moved to cause the electric brake 100 to output the required braking torque, the motor 20 stops rotating, at which time the electric brake 100 outputs a stable braking torque.

When the electric brake 100 receives the cancel brake signal, the output shaft 21 of the motor 20 rotates in the second direction (such as the reverse direction of the motor 20), at which time the moving member 40 moves in the reverse direction, and the elastic member 60 drives the friction member 50 away. Brake disc 70 Move and disengage from the brake disc 70.

It will be appreciated that during parking braking, the output shaft 21 of the motor 20 of the electric brake 100 is rotated in a first direction to a suitable position and the desired braking torque is output. During the service braking, when the braking torque required for the electric brake 100 is increased, the control motor 20 is rotated in the first direction to increase the pressing force of the friction member 50 against the brake disc 70 and thereby increase the system. Dynamic torque; when the braking torque required for the electric brake 100 is reduced, the control motor 20 is rotated in the second direction to reduce the pressing force of the friction member 50 against the brake disk 70 to thereby reduce the braking torque, thereby reducing the braking torque. Give reasonable braking force during the driving process of the vehicle.

According to the electric brake 100 of the embodiment of the present disclosure, the transmission mechanism 30 is moved by the motor 20 to transmit torque to the moving member 40, and the moving member 40 is moved forward or reverse to make the friction member 50 and the brake disc 70. The brakes are mutually stopped or disengaged, thereby causing the electric brake 100 to output the required braking torque. Therefore, the electric brake 100 can be used not only for the service brake and the parking brake, but also is convenient to use, saves cost, and reduces energy consumption, quick response, and sensitive brake force adjustment.

According to some embodiments of the present disclosure, the friction member 50 is disposed opposite the moving member 40. In the non-braking state of the vehicle, there is a gap between the friction member 50 and the moving member 40. In the braking state of the vehicle, the friction member 50 is stopped against the moving member 40. The non-braking state means that the electric brake 100 is in an initial state of being inoperative, and the braking state means that the friction member 50 is in contact with the brake disc 70 to output a required braking torque. Thus, when the electric brake 100 starts to perform the braking operation, the motor 20 drives the transmission mechanism 30 to move to move the moving member 40, and the moving member 40 applies the pre-tightening force to the friction member 50 through the elastic member 60 to make the friction member 50 comes into contact with the brake disc 70. As the moving member 40 moves, the friction member 50 abuts against the opposite end of the moving member 40, and the moving member 40 pushes the friction member 50 into more complete and stable contact with the brake disk 70.

Further, the friction member 50 is provided with a first friction reducing member 51, and the friction member 50 is slidably engaged with the housing 10 by the first friction reducing member 51. The moving member 40 is provided with a second friction reducing member 41, and the moving member 40 is slidably engaged with the housing 10 via the second friction reducing member 41. It can be understood that the first friction reducing member 51 and the second friction reducing member 41 are made of a friction reducing material. The friction member 50 and the moving member 40 are disposed coaxially. The first friction reducing member 51 is fixedly coupled to the outer wall of the friction member 50 and located between the housing 10 and the friction member 50. The second friction reducing member 41 is fixedly coupled to the moving member 40. The outer wall is located between the housing 10 and the moving part 40. Thereby, the frictional resistance that hinders the movement of the moving member 40 and the friction member 50 is reduced, and the smoothness and stability of the braking operation are improved.

In some specific examples of the present disclosure, the friction member 50 and the moving member 40 are substantially columnar, the first friction reducing member 51 is a sleeve and is jacketed on the friction member 50, the second friction reducing member 41 is a sleeve body and the outer casing is moving. On component 40.

Further, the first friction reducing member 51 and the second friction reducing member 41 can also be used to protect the moving member 40 and the friction member 50 during braking. Specifically, the first friction reducing member 51 has a first extending portion 511 which is distributed on an end surface of the friction member 50 opposite to the moving member 40. The second friction reducing member 41 has a second extension 411, and the second extension 411 It is distributed on the end surface of the moving member 40 opposite to the friction member 50. In the braking state, the friction member 50 and the moving member 40 are mutually stopped by the first extension 511 and the second extension 411.

Referring to FIG. 2, the elastic member 60 is a compression spring, and the end surface of the friction member 50 opposite to the moving member 40 is provided with a first receiving groove 52, and the end surface of the moving member 40 opposite to the friction member 50 is provided with a second receiving portion. The groove 42 has one end of the compression spring located in the first receiving groove 52 and the other end located in the second receiving groove 42. Thereby, the structure of the electric brake 100 is more compact.

According to further embodiments of the present disclosure, the friction lining 53 is provided on one end of the friction member 50 opposite to the brake disc 70, and the friction member 50 is in contact with the brake disc 70 through the friction lining 53. Therefore, it is only necessary to provide the friction lining 53 on the end of the friction member 50 opposite to the brake disk 70, thereby reducing the cost of the electric brake 100 while ensuring the strength of the friction member 50 and achieving friction braking. .

In some embodiments of the present disclosure, the transmission mechanism 30, the moving member 40 and the elastic member 60 are disposed in the housing 10, and the friction member 50 is at least partially located in the housing 10 and the friction lining 53 at least partially protrudes from the housing in the braking state. Body 10. Further, the motor 20 is located outside of the housing 10 and the output shaft 21 extends into the housing 10. Thereby, the structure of the electric brake 100 is more compact and the arrangement is more reasonable.

According to some embodiments of the present disclosure, the housing 10 is provided with a first stop portion 11 and a second stop portion 12 for defining a stroke of the friction member 50. Specifically, the first stopping portion 11 and the second stopping portion 12 are protrusions formed on the inner wall of the housing 10, and the first stopping portion 11 is for defining a maximum extended position of the friction member 50, and the second stopping portion The portion 12 is for defining a reset position (i.e., an initial position) of the friction member 50. In other words, the friction member 50 is completely housed in the space defined by the first stop portion 11 and the second stop portion 12, that is, the friction member 50 is completely located within the housing 10. When the friction member 50 is stopped against the first stopper portion 11, the friction lining 53 is in the maximum extended position, and when the friction member 50 is stopped against the second stopper portion 12, the friction lining 53 is not braked. The initial position.

In some embodiments of the present disclosure, the transmission mechanism 30 is a primary gear transmission or a multi-stage gear transmission.

In the embodiment shown in FIG. 2, the transmission mechanism 30 is a primary gear transmission mechanism. At this time, the driving gear of the primary gear transmission mechanism is formed as a power input member 31, and the driven gear of the primary transmission mechanism 30 is formed as Power output member 32. The driving gear is coaxially and fixedly connected with the output shaft 21, the driving gear and the driven gear mesh with each other, and the driven gear and the moving member 40 constitute a screw transmission.

In other embodiments of the present disclosure, the transmission mechanism 30 is a multi-stage gear transmission mechanism, and the multi-stage transmission mechanism includes a plurality of pairs of intermeshing drive gears and driven gears (ie, multi-stage gear pairs, for example, first-order gears in order) Pair, secondary gear pair, ..., N-class gear pair, where N ≥ 2). The driving gear of the first gear pair is connected with the output shaft 21, the driven gear of the first gear pair is connected with the driving gear of the secondary gear pair, the driven gear of the secondary gear pair is connected with the driving gear of the third gear pair, In this type of push, the driven gear of the final gear pair is screwed with the moving member 40. At this time, the driving gear of the primary gear pair is formed as the power input member 31, and the driven gear of the final gear pair is formed as the power output member 32.

The gear in the gear transmission mechanism may be a spur gear, a helical gear or a bevel gear, and the axial direction of the driven gear that is helically driven by the moving member 40 coincides with the sliding direction of the moving member 40 and the friction member 50.

In some embodiments of the present disclosure, the screw drive is implemented by a ball screw. Specifically, one end of the power output member 32 is pivotally connected to the housing 10, and the other end of the power output member 32 has a protruding rod 321 on which a spiral first sliding slot 322 is disposed. The moving member 40 has a recess 43 into which the extension rod 321 extends, and the recess 43 has a second sliding groove 431 therein. The first chute 322 is matched with the second chute 431 to define a space for accommodating the balls 80. The balls 80 are disposed in the space and cooperate with the first chute 322 and the second chute 431. The power take-off 32 can be pivotally coupled to the housing 10 by a tapered roller bearing 90.

It can be understood that the screw drive is not limited to being realized by the above-mentioned ball screw, and can also be realized by any mechanism capable of converting a rotary motion into a linear motion, such as a rack and a pinion.

The operation of the electric brake 100 according to the embodiment shown in Fig. 2 will be described below.

When the driver depresses the brake pedal, the electronic controller of the brake system controls the energization time, energization voltage, and energization current of the motor 20 in accordance with the depression depth of the brake pedal. The power and torque of the motor 20 can be selected and matched, and the gear ratio of the gear train 30 of the electric brake 100 and the gear ratio of the screw drive need to be matched with the characteristics of the motor 20.

When the driver depresses the brake pedal and maintains the stroke within a stable range, the motor 20 is energized and the output shaft 21 of the motor 20 outputs a stable torque to resist the reaction force of the brake disc 70 against the friction lining 53 to make The abutment distance of the rotor plate 70 and the friction lining 53 is maintained at a fixed distance, whereby the electric brake 100 can provide a stable braking torque.

When the driver increases the depth at which the brake pedal is stepped on, the electric brake 100 controls the motor 20 to rotate forward so that the friction lining 53 continues to abut against the brake disc 70 and stays at another position, whereby the electric brake 100 is The last stable braking state switches to another stable braking state.

Similarly, when the driver reduces the depth of the brake pedal depression (when the electric brake 100 is still required to provide the braking torque), the electric brake 100 controls the motor 20 to rotate in the reverse direction to move the friction lining 53 away from the brake disc 70. The motion stays in another position, whereby the electric brake 100 is switched from the last stable braking state to another stable braking state.

When the driver completely releases the brake pedal, it is necessary to eliminate the braking force of the electric brake 100. At this time, the motor 20 is reversed, and the moving member 40 is caused to return along the original stroke. When the first friction reducing member 51 is separated from the second friction reducing member 41, the restoring force of the elastic member 60 returns the friction member 50 to a predetermined initial position, and the friction lining 53 of the friction member 50 and the brake disk 70 are mutually Separation, braking force is eliminated.

In the description of the present disclosure, it is to be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", " After, "Left", "Right", "Vertical", "Horizontal", "Top", "Bottom", "Inside", "Outside", "Clockwise", "Counterclockwise", "Axial", The orientation or positional relationship of the indications "radial", "circumferential", etc. is based on the drawing Orientation or positional relationship is merely for the convenience of the description of the disclosure and the description of the disclosure, and is not intended to indicate or imply that the device or component referred to has a specific orientation, is constructed and operated in a specific orientation, and thus is not to be construed as limiting the disclosure. .

Moreover, 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. Thus, features defining "first" or "second" may include at least one of the features, either explicitly or implicitly. In the description of the present disclosure, the meaning of "a plurality" is at least two, such as two, three, etc., unless specifically defined otherwise.

In the present disclosure, the terms "installation", "connected", "connected", "fixed", and the like, are to be understood broadly, and may be either a fixed connection or a detachable connection, unless explicitly stated or defined otherwise. Or in one piece; it may be a mechanical connection, or it may be an electrical connection or a communication with each other; it may be directly connected or indirectly connected through an intermediate medium, and may be an internal connection of two elements or an interaction relationship between two elements. Unless otherwise expressly defined. The specific meanings of the above terms in the present disclosure can be understood by those skilled in the art on a case-by-case basis.

In the present disclosure, the first feature "on" or "under" the second feature may be a direct contact of the first and second features, or the first and second features may be indirectly through an intermediate medium, unless otherwise explicitly stated and defined. contact. Moreover, the first feature "above", "above" and "above" the second feature may be that the first feature is directly above or above the second feature, or merely that the first feature level is higher than the second feature. The first feature "below", "below" and "below" the second feature may be that the first feature is directly below or obliquely below the second feature, or merely that the first feature level is less than the second feature.

In the description of the present specification, 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 present disclosure. In the present specification, the schematic representation of the above terms is not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or examples. In addition, various embodiments or examples described in the specification, as well as features of various embodiments or examples, may be combined and combined.

While the embodiments of the present disclosure have been shown and described above, it is understood that the foregoing embodiments are illustrative and are not to be construed as limiting the scope of the disclosure The embodiments are subject to variations, modifications, substitutions and variations.

Claims

A brake control method for a vehicle, comprising:

Collecting the pedaling depth parameter of the brake pedal of the vehicle, the driving road surface parameter, the vehicle driving posture parameter, and generating the braking required for the wheel of the vehicle according to the pedaling depth parameter of the brake pedal, the driving road surface parameter, and the vehicle driving posture parameter Torque T;

Calculating a target feedback torque T2 according to a maximum feedback torque T1 of the driving motor of the vehicle, generating a target feedback torque signal, controlling the driving motor to respond to the target feedback torque signal and controlling the driving motor to operate according to an actual torque T3;

Obtaining the actual torque T4 at the wheel according to the actual torque T3 of the drive motor;

Comparing the braking torque T required for the wheel with the actual torque T4 at the wheel;

If T>T4, an electric brake corresponding to the wheel is activated to output a supplemental torque ΔT, where ΔT=T-T4;

If T ≤ T4, the electric brake corresponding to the wheel is not activated.
The brake control method according to claim 1, wherein the vehicle comprises four wheels, and a stepping depth parameter of the brake pedal of the vehicle, a driving road surface parameter, and a vehicle driving posture parameter are collected, according to the system. The pedaling depth parameter of the moving pedal, the driving road parameter, and the vehicle driving posture parameter generate the braking torque T required for the wheels of the vehicle, including:

Determining whether the vehicle is in an extreme working condition according to the driving road surface parameter and the vehicle driving posture parameter;

When the vehicle is in an extreme working condition, respectively generating a braking torque T required for each of the four wheels;

When the vehicle is in normal operating conditions, the braking torques T required for the four wheels are equal.
The brake control method according to claim 1 or 2, wherein if T>T4, starting the electric brake corresponding to the wheel and controlling the electric brake output supplemental torque ΔT includes:

Collecting a current working torque ΔT' of the electric brake, and comparing a magnitude of the supplemental torque ΔT and the current working torque ΔT';

If ΔT' < ΔT, increasing at least one of a motor current, a motor voltage, or a motor energization time of the electric brake until the electric brake outputs a supplemental torque ΔT, and controlling the electric brake to remain Output supplemental torque △T;

If ΔT'> ΔT, the motor of the electric brake is controlled to rotate in reverse until the electric brake outputs a supplemental torque ΔT, and the electric brake is controlled to maintain an output supplemental torque ΔT;

If ΔT' = ΔT, the electric brake is controlled to maintain the output supplemental torque ΔT.
The brake control method according to any one of claims 1 to 3, further comprising:

Collecting the slip ratio, angular acceleration, and linear velocity of the wheel to repair the required braking torque T of the wheel positive.
A brake system for a brake control method for a vehicle according to any one of claims 1 to 4, comprising:

An electric brake corresponding to a wheel of the vehicle and for braking the wheel;

a brake controller, configured to collect a pedaling depth parameter of the brake pedal of the vehicle, a driving road surface parameter, a vehicle driving posture parameter, and according to a pedaling depth parameter of the brake pedal, a driving road parameter, and a vehicle driving The attitude parameter generates a braking torque T required for the wheels of the vehicle;

a motor controller for generating a maximum feedback torque signal according to a maximum feedback torque T1 of a drive motor of the vehicle and transmitting a maximum feedback torque signal to the brake controller,

The brake controller is further configured to obtain a target feedback torque T2 according to the maximum feedback torque signal, and generate a target feedback torque signal and send a target feedback torque signal to the motor controller,

The motor controller is further configured to control the driving motor to respond to the target feedback torque signal and control the driving motor to operate according to the actual torque T3, generate an actual torque signal according to the actual torque T3 of the driving motor, and send an actual torque signal to the brake controller,

The brake controller is further configured to obtain an actual torque T4 at the wheel according to the actual torque signal,

The brake controller is further configured to compare the braking torque T required by the wheel with the actual torque T4 at the wheel,

If T>T4, the brake controller activates the electric brake corresponding to the wheel to output a supplemental torque ΔT, where ΔT=T−T4;

If T ≤ T4, the brake controller does not activate the electric brake corresponding to the wheel.
The brake system of claim 5 wherein said electric brake comprises:

case;

a motor, the motor is fixedly coupled to the housing, the motor having an output shaft;

a transmission mechanism having a power input member and a power output member, wherein the power input member is coupled to the output shaft;

a moving member configured to be screwed with the power output member;

a friction member, the friction member and the moving member are respectively slidably engaged with the housing, and an elastic member is disposed between the friction member and the moving member;

a brake disc, the friction member is disposed opposite to the brake disc;

When braking, the output shaft rotates in a first direction and drives the moving member to move, the moving member pushes the friction member to abut against the brake disc; when the brake is cancelled, The output shaft rotates in the second direction and drives the moving member to move, and the elastic member drives the friction member to move away from the brake disc.
The brake system according to claim 6, wherein said friction member is opposed to said moving member Setting

In the non-braking state of the vehicle, there is a gap between the friction member and the moving member,

In the braking state of the vehicle, the friction member abuts against the moving member.
The brake system according to claim 6 or 7, wherein the friction member is provided with a first friction reducing member, and the friction member is slidably engaged with the housing by the first friction reducing member. A second wear reducing member is disposed on the moving component, and the moving component is slidably engaged with the housing by a second wear reducing member.
The brake system according to claim 8, wherein said first wear reducing member has a first extending portion, said first extending portion being distributed on an end surface of said friction member opposite said moving member The second wear reducing member has a second extending portion, and the second extending portion is distributed on an end surface of the moving member opposite to the friction member.

In the braking state of the vehicle, the friction member and the moving member abut each other through the first extension and the second extension.
The brake system according to any one of claims 6 to 9, wherein the elastic member is a compression spring, and an end surface of the friction member opposite to the moving member is provided with a first receiving groove. A second receiving groove is disposed on an end surface of the moving member opposite to the friction member, and one end of the compression spring is located in the first receiving groove and the other end is located in the second receiving groove.
The brake system according to any one of claims 5 to 10, wherein the transmission mechanism is a primary gear transmission mechanism, and a driving gear of the primary gear transmission mechanism is formed as the power input member. The driven gear of the primary gear transmission mechanism is formed as the power output member.
A brake system according to claim 11, wherein one end of said driven gear is pivotally coupled to said housing, and the other end of said driven gear has an extension rod on said extension rod a spiral first sliding groove is provided, the moving part has a groove for the protruding rod to protrude therein, the groove has a second sliding groove, the first sliding groove and the second sliding The slots cooperate to define a space for receiving the balls, the balls being disposed within the space and cooperating with the first chute and the second chute.
A brake system according to any one of claims 5 to 10, wherein the transmission mechanism is a multi-stage gear transmission mechanism, and the multi-stage gear transmission mechanism includes a multi-stage gear pair, the multi-stage gear A driving gear of the pair of primary gear pairs is formed as the power input member, and a driven gear of the last gear pair of the multi-stage gear pair is formed as the power output member.
The brake system according to claim 13, wherein one end of the driven gear of the final gear pair is pivotally coupled to the housing, and the other end of the driven gear of the final gear pair has Extending a rod, the protruding rod is provided with a spiral first sliding groove, the moving part has a groove for the protruding rod to protrude therein, and the groove has a second sliding groove therein, The first chute and the second chute cooperate to define a space for accommodating the balls, and the balls are disposed in the space and cooperate with the first chute and the second chute.
A vehicle characterized by comprising the brake system of any of claims 5-14.