WO2020135340A1 - 车辆及其制动方法和装置 - Google Patents

车辆及其制动方法和装置 Download PDF

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Publication number
WO2020135340A1
WO2020135340A1 PCT/CN2019/127461 CN2019127461W WO2020135340A1 WO 2020135340 A1 WO2020135340 A1 WO 2020135340A1 CN 2019127461 W CN2019127461 W CN 2019127461W WO 2020135340 A1 WO2020135340 A1 WO 2020135340A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
braking
torque
speed
deceleration
Prior art date
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Ceased
Application number
PCT/CN2019/127461
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English (en)
French (fr)
Inventor
郭一郎
王鑫正
沈宝森
李英涛
张鑫鑫
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BYD Co Ltd
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BYD Co Ltd
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Publication date
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Priority to BR112021012313-0A priority Critical patent/BR112021012313B1/pt
Publication of WO2020135340A1 publication Critical patent/WO2020135340A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • 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
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/58—Combined or convertible systems
    • 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
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
    • B61H11/14—Combinations of different types of brakes, e.g. brake blocks acting on wheel-rim combined with disc brakes

Definitions

  • the present application relates to the technical field of vehicle control, in particular to a vehicle and its braking method and device.
  • hybrid braking is usually adopted, that is, the electric braking and the mechanical braking act on the vehicle to provide the required braking force for the vehicle.
  • This application aims to solve one of the technical problems in the related art at least to a certain extent.
  • the first object of the present application is to propose a vehicle braking method.
  • This method controls the vehicle to perform electric braking during the braking process, and no longer uses mechanical braking during the braking process, thereby reducing the wear on the braking system during the braking process and making the vehicle more stable during the braking process And reduce the noise generated by braking, improve the user's comfort when driving the vehicle.
  • the second object of the present application is to propose a vehicle braking device.
  • the third purpose of this application is to propose a vehicle.
  • the fourth purpose of this application is to propose a traction controller.
  • an embodiment of the first aspect of the present application provides a vehicle braking method, including the following steps:
  • vehicle status information Obtain vehicle status information, and generate a braking request for the vehicle based on the vehicle status information, where the vehicle status information includes the vehicle's current load, level, number of TCU activations, and vehicle grouping;
  • the vehicle is controlled to perform electric braking, and during the electric braking process, it is determined whether to end the electric braking according to the current speed of the vehicle.
  • vehicle braking method may also have the following additional technical features:
  • the vehicle braking method further includes: when the vehicle needs to be parked, controlling the vehicle to apply a mechanical brake to assist the vehicle to park.
  • controlling the vehicle to perform electrical braking according to the braking request, and during the electrical braking process, determining whether to end the electrical braking based on the current speed of the vehicle includes: extracting the The braking torque of the vehicle, and use the braking torque to electrically brake the vehicle; during the electrical braking process, obtain the target speed of the vehicle that triggers the exit of the electrical brake; determine the current speed of the vehicle Whether to decelerate to the target vehicle speed; if the current vehicle speed decelerates to the target vehicle speed, control the vehicle to exit the electric brake and unload the torque of the electric brake.
  • obtaining the target vehicle speed that triggers the exit of the electric brake of the vehicle further includes: during the electric braking process, determining whether the current speed of the vehicle decelerates to a preset speed, if the current vehicle speed decelerates When the preset vehicle speed is reached, the target vehicle speed that triggers the exit of the electric brake of the vehicle is obtained in real time.
  • acquiring the target vehicle speed that triggers the electric brake exit of the vehicle includes: acquiring the vehicle's vehicle weight, tire radius, torque unloading rate, and gear speed ratio; according to the vehicle's Maximum torque to obtain the maximum deceleration of the vehicle; according to the vehicle weight, the tire radius, the absolute value of the maximum deceleration and the torque unloading rate and the gear speed ratio, obtain the vehicle The torque unloading time required to complete the torque unloading; according to the maximum deceleration and the preset equivalent acceleration coefficient, obtain the deceleration of the vehicle during the torque unloading process; according to the torque unloading time and the torque unloading process To obtain the target vehicle speed.
  • the method further includes: obtaining the current slope of the vehicle and the current ground adhesion coefficient; obtaining the ramp deceleration according to the current slope; Obtain the current ground adhesion coefficient to obtain the deceleration caused by friction; use the ramp deceleration and the deceleration caused by the friction to correct the deceleration during the unloading process.
  • the vehicle braking method first obtains vehicle state information and generates a vehicle braking request based on the vehicle state information, and then controls the vehicle to perform electrical braking according to the braking request, and during the electrical braking process, according to The current speed of the vehicle determines whether to end the electric braking. Therefore, during the vehicle braking process, the purpose of vehicle braking can be achieved through electric braking, and mechanical braking is no longer used during braking, thereby reducing wear on the braking system during braking. It makes the vehicle more stable during braking, reduces the noise generated by braking, and improves the user's comfort in driving the vehicle.
  • the method can calculate the current braking torque required by the vehicle according to the state information of the vehicle, so that the vehicle outputs the torque for braking, and, after the vehicle is braked, when the vehicle speed is reduced to the point where the vehicle's electric brake exits Unload the electric braking torque at the target vehicle speed to ensure that the electric braking force is reduced to zero at the same time when the vehicle speed is reduced to zero to avoid the vehicle from slipping backward.
  • an embodiment of the second aspect of the present application provides a vehicle braking device, including:
  • the generation module is used to obtain vehicle status information and generate a braking request for the vehicle according to the vehicle status information, where the vehicle status information includes the current load of the vehicle, the level, the number of TCU activations, and the vehicle number;
  • the brake control module is used to control the vehicle to perform electrical braking according to the braking request, and during the electrical braking process, determine whether to end the electrical braking according to the current vehicle speed.
  • the parking control device of the embodiment of the present application first obtains vehicle state information and generates a braking request of the vehicle according to the vehicle state information, and then controls the vehicle to perform electric braking according to the braking request, and during the electric braking process, according to The current speed of the vehicle determines whether to end the electric braking. Therefore, during the vehicle braking process, the purpose of vehicle braking can be achieved through electric braking, and mechanical braking is no longer used during braking, thereby reducing wear on the braking system during braking. It makes the vehicle more stable during braking, reduces the noise generated by braking, and improves the user's comfort in driving the vehicle.
  • the device can calculate the current braking torque required by the vehicle according to the state information of the vehicle, so that the vehicle outputs the torque for braking, and, after the vehicle is braked, when the vehicle speed decreases to the point where the vehicle's electric brake is withdrawn Unload the electric braking torque at the target vehicle speed to ensure that the electric braking force is reduced to zero at the same time when the vehicle speed is reduced to zero to avoid the vehicle from slipping backward.
  • an embodiment of the third aspect of the present application proposes a vehicle including the vehicle braking device as described in the above embodiment.
  • an embodiment of the fourth aspect of the present application provides a traction controller, including a memory and a processor; wherein, the processor runs the program corresponding to the executable program code by reading the executable program code stored in the memory , For implementing the vehicle braking method as described in any of the above embodiments.
  • FIG. 1 is a schematic flowchart of a vehicle braking method provided by an embodiment of this application;
  • FIG. 2 is a schematic flowchart of a specific vehicle braking method provided by an embodiment of this application.
  • FIG. 3 is a schematic flowchart of a method for obtaining a target vehicle speed that triggers the exit of an electric brake provided by an embodiment of the present application;
  • FIG. 4 is a schematic structural diagram of a vehicle braking device provided by an embodiment of the present application.
  • FIG. 5 is a schematic structural diagram of a traction controller provided by an embodiment of the present application.
  • FIG. 1 is a schematic flowchart of a vehicle braking method according to an embodiment of the present application. As shown in FIG. 1, the vehicle braking method includes the following steps:
  • Step 101 Obtain vehicle state information and generate a braking request for the vehicle according to the vehicle state information, where the vehicle state information includes the current load, grade, number of TCU activations, and vehicle grouping of the vehicle.
  • the main control part (Transmission Control Unit, TCU for short) in the traction controller receives the vehicle status information sent by the vehicle controller (Central Control Unit, CCU for short), where the vehicle status information It can include information such as the vehicle's current load, level, number of TCU activations, and vehicle grouping.
  • the current level of the vehicle may be a control level within a preset range in the vehicle's control system, for example, the level of the vehicle is in the range [0,100], it may also be the throttle information of the vehicle, or other corresponding range Traction information, etc.
  • the TCU calculates the braking torque required by the vehicle for electrical braking during braking based on the received vehicle state information, where the braking torque is the torque output by the drive motor without the participation of mechanical braking, and then , Generate a braking request based on the calculated braking torque, to facilitate subsequent control of the vehicle's electrical braking based on the braking request.
  • step 102 the vehicle is controlled to perform electric braking according to the braking request, and during the electric braking process, it is determined whether to end the electric braking according to the current vehicle speed of the vehicle.
  • the vehicle's motor is controlled to output braking torque to reduce the vehicle speed to electrically brake the vehicle.
  • the vehicle speed is collected in real time during the vehicle braking process, and the collected vehicle speed is compared with the calculated target speed to end the electric braking to determine whether to end the electric braking.
  • Unload the braking torque of the motor to end the electric braking so as to ensure that the electric braking force is reduced to zero at the same time when the vehicle speed is reduced to zero, to avoid that the motor still has a reverse braking torque that causes the vehicle to slip after the vehicle stops.
  • the vehicle is controlled to perform electric braking throughout the braking process.
  • the vehicle braking method of the embodiment of the present application first receives the vehicle state information sent by the vehicle controller, and then generates a vehicle braking request according to the vehicle state information, thereby controlling the vehicle to perform electric braking, and during the electric braking process To determine whether to end electric braking based on the current speed of the vehicle.
  • the purpose of vehicle braking can be achieved by electric braking.
  • Mechanical braking is no longer used during braking, thereby reducing the wear on the braking system during braking and making the vehicle The braking process is more stable, and the noise generated by braking is reduced, and the user's comfort in driving the vehicle is improved.
  • FIG. 2 is a Schematic diagram of a specific vehicle braking method.
  • the method includes the following steps:
  • Step 201 Extract the braking torque of the vehicle from the braking request, and use the braking torque to electrically brake the vehicle.
  • the TCU After receiving the state information of the vehicle, the TCU first calculates the braking torque of the vehicle according to the state information of the vehicle.
  • the TCU first extracts the vehicle's current level x, vehicle weight M, vehicle grouping, single-car rotating mass m r , wheel radius R, and vehicle speed reducer efficiency from the vehicle state information. Kn, and the reduction ratio Kr of the speed reducer, where the single-car rotating mass is the mass equivalent to the rotational kinetic energy of the rotating parts such as the wheels of the single-car.
  • the initial value Tb of the braking torque currently required by the vehicle is determined by the following formula:
  • Tb ⁇ [(m+m r )*1000*Kb*x]*R ⁇ /(Kn*Kr)
  • the initial value of the calculated braking torque is filtered to improve the smoothness of the torque switching, to avoid the vehicle shaking caused by the switching of the braking torque, and to improve the user's comfort in driving the vehicle. Finally, judge Whether the filtered initial value of the braking torque is within the range of the preset torque limit value under the failure state of the vehicle, if it is determined that the initial value of the braking torque is within the range of the torque limit value, the initial value of the braking torque is controlled The braking torque for vehicle braking.
  • the TCU After acquiring the braking torque of the vehicle, the TCU generates a braking request to output the braking torque, and sends the braking request to the motor controller (DCU) in the traction controller.
  • the DCU motor controller
  • the DCU The braking torque is extracted from the braking request, and the motor of the vehicle is controlled to output the braking torque, thereby satisfying the braking force requirement of the vehicle, and controlling the vehicle to perform electrical braking during the braking process to reduce the vehicle speed to zero.
  • Step 202 During the electric braking process, a target vehicle speed that triggers the exit of the electric brake of the vehicle is obtained.
  • the TCU needs to control the DCU to unload the braking torque of the motor, so as to ensure the braking torque of the motor when the vehicle speed decreases to zero
  • the unloading is also completed to prevent the motor from still having reverse braking torque after the vehicle stops to cause the vehicle to slip backward.
  • the TCU first calculates the target speed of the vehicle to trigger the exit of the electric brake according to the state information of the vehicle, which is convenient for subsequent determination whether the current speed of the vehicle has decreased to the target speed.
  • Step 203 Determine whether the current speed of the vehicle decelerates to the target speed.
  • the TCU when the vehicle starts to brake, the speed of the vehicle is large, which is usually much higher than the target speed of the vehicle to trigger the exit of the electric brake. Therefore, in order to save computing resources, in an embodiment of the present application, when the vehicle starts to brake After that, the TCU first calculates the current speed of the vehicle based on the motor speed sent by the DCU, and then determines whether the current speed of the vehicle decelerates to the preset speed, where the preset speed is under different braking torques obtained through a large number of experiments, which is greater than the trigger electric system The speed of the target vehicle with a certain range of exit speed.
  • the TCU makes a difference between the calculated current speed of the vehicle and the acquired target speed to determine whether the current speed of the vehicle decelerates to the target speed.
  • step 204 if the current vehicle speed decelerates to the target vehicle speed, the vehicle is controlled to exit electric braking, and the torque of the electric braking is unloaded.
  • the TCU controls the vehicle to exit electric braking, and sends a braking torque unloading command to the DCU to unload the torque of the electric braking.
  • the torque unloading can be carried out according to the torque unloading rate K T and the torque unloading time t determined when the target vehicle speed is obtained, so that the step value of the torque unloading is in an appropriate range, and the torque unloading is completed At the same time, it reduces the impact of the vehicle during braking and improves the comfort of driving the vehicle.
  • the braking torque of the motor is also unloaded, to avoid the reverse braking torque of the motor after the vehicle stops to cause the vehicle to slip backward.
  • the vehicle can be controlled to apply a mechanical brake to assist the parking of the vehicle through the mechanical braking force, thereby avoiding the vehicle from being affected Displacement occurs due to the external environment, which improves the safety of the parking of the two cars.
  • FIG. 3 is a schematic flowchart of a method for acquiring a target vehicle speed that triggers the exit of an electric brake provided by an embodiment of the present application.
  • the method includes the following steps:
  • Step 301 Obtain vehicle weight, tire radius, torque unloading rate, and gear speed ratio.
  • a sensor is provided on the vehicle in advance to detect the current vehicle weight M v of the vehicle, and then the detected data is sent to the TCU through the CAN bus.
  • the TCU obtains the torque unloading rate K T corresponding to the braking torque during the braking process according to the vehicle state information such as the current load, motor speed, and driving state sent by the CCU.
  • the vehicle state information such as the current load, motor speed, and driving state sent by the CCU.
  • the calculated torque unloading rate K T is large, when the current load of the vehicle and the motor speed are small, and When the braking demand of the vehicle is low, the calculated torque unloading rate K T is small.
  • CCU reads the current vehicle pre-stored gear ratio and the tire radius R K r, the radius R of the tire and the current transmission gear ratio and the vehicle K r to TCU.
  • Step 302 Obtain the maximum deceleration of the vehicle according to the maximum torque of the vehicle.
  • the vehicle’s torque is the maximum torque during the vehicle’s unloading torque
  • the vehicle’s current deceleration is the maximum deceleration during the torque unloading process
  • the mapping relationship between the 1-100 level of the vehicle and the deceleration of 0.01-1m/s 2 is preset.
  • the maximum deceleration av of the vehicle is 0.5m/s 2 according to the mapping relationship.
  • Step 303 Obtain the torque unloading time required by the vehicle to complete the torque unloading according to the vehicle weight, tire radius, absolute value of maximum deceleration, torque unloading rate and gear speed ratio.
  • the torque unloading time is the magnitude of the torque divided by the torque unloading rate, that is, the torque unloading time required for the vehicle to complete the torque unloading can be calculated by the following formula (1):
  • T m is the torque at the motor end.
  • T m can be calculated by the following formula (2):
  • T r is the wheel end torque.
  • the wheel end torque can be calculated by multiplying the vehicle's braking force by the tire radius. Furthermore, after taking the absolute value of the maximum deceleration of the vehicle obtained in the above step, multiply it by the vehicle weight M v Replace the braking force of the vehicle to obtain formula (2).
  • the torque unloading required by the vehicle to complete the torque unloading can be obtained according to the vehicle weight, tire radius, absolute value of maximum deceleration, torque unloading rate and gear speed ratio Time, that is, the torque unloading time t required for the vehicle to complete torque unloading is calculated by the following formula (3).
  • step 304 according to the maximum deceleration and the preset equivalent acceleration coefficient, the deceleration of the vehicle during the torque unloading process is obtained.
  • Step 305 Obtain the target vehicle speed according to the torque unloading time and the deceleration during the torque unloading process.
  • v t the target vehicle speed that triggers the electric brake exit of the vehicle
  • the target vehicle speed at which the vehicle triggers the electric brake exit can be obtained.
  • the calculated torque unloading time and the deceleration of the vehicle during the torque unloading process can also be corrected.
  • the TCU can also use the vehicle's torque filter delay time to correct the torque unloading time, that is, the calculated torque unloading time is corrected by the following formula (6) :
  • t f is the torque filtering delay time. Since the torque filtering will take a certain time, the torque unloading time after adding the torque filtering delay time is the time when the vehicle actually completes the torque unloading, which improves the calculated torque unloading time. Accuracy and reliability.
  • the TCU can also obtain the current slope ⁇ of the vehicle and the current ground adhesion coefficient through the car navigation device or the transponder device on the driving route, and then obtain the slope deceleration a ⁇ according to the current slope ⁇ , that is, by the following formula (7 ) Calculate ramp deceleration a ⁇ :
  • the TCU obtains the deceleration a f caused by friction, and finally uses the deceleration caused by the ramp deceleration and friction to reduce the unloading process.
  • the speed is corrected, that is, the deceleration during the unloading process is calculated by the following formula (8):
  • formula (6) and formula (8) can be substituted into formula (5) to obtain the corrected formula for calculating the target vehicle speed at which the vehicle triggers the electric brake exit, that is, the following formula (9)
  • the TCU calculates the target speed of the vehicle to trigger the electric brake exit based on the obtained vehicle state parameters, and corrects the calculated target speed through the torque filter delay time, the ramp deceleration and the deceleration caused by the friction force , which improves the accuracy of the obtained target speed.
  • the vehicle braking method first obtains vehicle state information and generates a vehicle braking request based on the vehicle state information, and then controls the vehicle to perform electrical control during braking according to the braking request And determine whether to end electric braking according to the current speed of the vehicle during electric braking. Therefore, during the vehicle braking process, the purpose of vehicle braking can be achieved through electric braking, and mechanical braking is no longer used during braking, thereby reducing wear on the braking system during braking. It makes the vehicle more stable during braking, reduces the noise generated by braking, and improves the user's comfort in driving the vehicle.
  • the method can calculate the current braking torque required by the vehicle according to the state information of the vehicle, so that the vehicle outputs the torque for braking, and, after the vehicle is braked, when the vehicle speed is reduced to the point where the vehicle's electric brake exits Unload the electric braking torque at the target vehicle speed to ensure that the electric braking force is reduced to zero at the same time when the vehicle speed is reduced to zero to avoid the vehicle from slipping backward.
  • FIG. 4 is a schematic structural diagram of a vehicle braking device according to an embodiment of the present application. As shown in FIG. 4, the vehicle braking device includes a generation module 100 and a brake control module 200.
  • the generation module 100 is used to obtain vehicle state information and generate a braking request for the vehicle according to the vehicle state information, where the vehicle state information includes the current load of the vehicle, the rank, the number of TCU activations, and the vehicle number.
  • the brake control module 200 is used to control the vehicle to perform electrical braking according to the braking request, and in the electrical braking process, determine whether to end the electrical braking according to the current vehicle speed of the vehicle.
  • the brake control module 200 is also used to extract the braking torque of the vehicle from the braking request, and use the braking torque to electrically brake the vehicle, and then During the driving process, the target vehicle speed that triggers the exit of the electric brake of the vehicle is obtained, and it is determined whether the current speed of the vehicle decelerates to the target speed. If the current vehicle speed decelerates to the target speed, the vehicle is controlled to exit the electric brake and the electric system is unloaded Dynamic torque.
  • the brake control module 200 is specifically used to determine whether the current speed of the vehicle decelerates to the preset speed during the braking process, if the current speed decelerates to the preset speed, the target speed of the vehicle to trigger the exit of the electric brake is obtained in real time .
  • the brake control module 200 is specifically used to obtain the vehicle's vehicle weight, tire radius, torque unloading rate and gear speed ratio, obtain the vehicle's maximum deceleration according to the vehicle's maximum torque, and then obtain the vehicle's vehicle weight, Tire radius, absolute value of maximum deceleration, torque unloading rate and gear speed ratio, obtain the torque unloading time required for the vehicle to complete torque unloading, and obtain the vehicle to complete the torque unloading process according to the maximum deceleration and the preset equivalent acceleration coefficient The deceleration in, and finally obtain the target vehicle speed according to the torque unloading time and the deceleration during torque unloading.
  • the brake control module 200 is also used to correct the torque unloading time by using the vehicle's torque filtering delay time after acquiring the torque unloading time required by the vehicle to complete the torque unloading. And, after obtaining the deceleration of the vehicle during the torque unloading process, obtain the current slope of the vehicle and the current ground adhesion coefficient, then obtain the ramp deceleration according to the current slope, and obtain the deceleration caused by the friction force according to the current ground attachment system, and finally use The deceleration caused by the ramp deceleration and friction force is corrected during the unloading process.
  • the vehicle braking device of the embodiment of the present application first obtains vehicle state information and generates a vehicle braking request based on the vehicle state information, and then controls the vehicle to perform electrical braking according to the braking request, and During the braking process, it is determined whether to end the electric braking according to the current speed of the vehicle. Therefore, during the vehicle braking process, the purpose of vehicle braking can be achieved through electric braking, and mechanical braking is no longer used during braking, thereby reducing wear on the braking system during braking. It makes the vehicle more stable during braking, reduces the noise generated by braking, and improves the user's comfort in driving the vehicle.
  • the device can calculate the current braking torque required by the vehicle according to the state information of the vehicle, so that the vehicle outputs the torque for braking, and, after the vehicle is braked, when the vehicle speed decreases to the point where the vehicle's electric brake is withdrawn Unload the electric braking torque at the target vehicle speed to ensure that the electric braking force is reduced to zero at the same time when the vehicle speed is reduced to zero to avoid the vehicle from slipping backward.
  • the present application also proposes a vehicle including the vehicle braking device as described in the above-mentioned embodiment.
  • the present application also proposes a traction controller.
  • the traction controller 120 includes: a processor 121 and a memory 122; the memory 122 is used to store executable program code; the processor 121 runs and executes by reading the executable program code stored in the memory 122 The program corresponding to the program code is used to implement the vehicle braking method as described in the above embodiment.
  • first and second are used for description purposes only, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features.
  • the features defined as “first” and “second” may include at least one of the features explicitly or implicitly.
  • the meaning of “plurality” is at least two, such as two, three, etc., unless otherwise specifically limited.
  • Any process or method description in a flowchart or otherwise described herein may be understood as representing a module, segment, or portion of code that includes one or more executable instructions for implementing custom logic functions or steps of a process , And the scope of the preferred embodiment of the present application includes additional implementations, in which the order may not be shown or discussed, including performing the functions in a substantially simultaneous manner or in reverse order according to the functions involved, which shall It is understood by those skilled in the art to which the embodiments of the present application belong.
  • a "computer-readable medium” may be any device that can contain, store, communicate, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device.
  • computer-readable media include the following: electrical connections (electronic devices) with one or more wires, portable computer cartridges (magnetic devices), random access memory (RAM), Read only memory (ROM), erasable and editable read only memory (EPROM or flash memory), fiber optic devices, and portable compact disk read only memory (CDROM).
  • the computer-readable medium may even be paper or other suitable medium on which the program can be printed, because, for example, by optically scanning the paper or other medium, followed by editing, interpretation, or other appropriate if necessary Process to obtain the program electronically and then store it in computer memory.
  • each part of the present application may be implemented by hardware, software, firmware, or a combination thereof.
  • multiple steps or methods may be implemented in software or firmware stored in memory and executed by a suitable instruction execution system.
  • a suitable instruction execution system For example, if it is implemented in hardware as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete with logic gates for implementing logic functions on data signals Logic circuits, dedicated integrated circuits with appropriate combinational logic gates, programmable gate arrays (PGA), field programmable gate arrays (FPGA), etc.
  • each functional unit in each embodiment of the present application may be integrated into one processing module, or each unit may exist alone physically, or two or more units are integrated into one module.
  • the above integrated modules can be implemented in the form of hardware or software function modules. If the integrated module is implemented in the form of a software function module and sold or used as an independent product, it may also be stored in a computer-readable storage medium.
  • the storage medium mentioned above may be a read-only memory, a magnetic disk or an optical disk.

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  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Regulating Braking Force (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

一种车辆及其制动方法和装置，方法包括：获取车辆状态信息，根据车辆状态信息生成车辆的制动请求，车辆状态信息包括车辆当前的载荷、级位、TCU激活个数和车辆编组；根据制动请求，控制车辆进行电制动，并在电制动过程中，根据车辆的当前车速判断是否结束电制动。

Description

车辆及其制动方法和装置
相关申请的交叉引用
本申请基于申请号为201811584255.1，申请日为2018年12月24日的中国专利申请提出，并要求该中国专利申请的优先权，该中国专利申请的全部内容在此引入本申请作为参考。
技术领域
本申请涉及车辆控制技术领域，尤其涉及一种车辆及其制动方法和装置。
背景技术
目前，轨道车辆在制动过程中通常采用混合制动的方式，即通过电制动和机械制动共同作用于车辆，为车辆提供所需的制动力。
然而，申请人发现，通过上述制动方式进行制动时，机械制动会对制动系统中的设备造成磨损，减少了车辆的使用寿命，并且，机械制动会对车辆产生较大的冲击，造成车辆的抖动等影响，降低了用户驾乘车辆的舒适性。
申请内容
本申请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，本申请的第一个目的在于提出一种车辆的制动方法。该方法控制车辆在制动过程中进行电制动，不再在制动过程中采用机械制动，从而减小了制动过程中对制动系统的磨损，使车辆在制动过程中更加平稳，并且降低了制动产生的噪音，提高了用户驾乘车辆的舒适性。
本申请的第二个目的在于提出一种车辆的制动装置。
本申请的第三个目的在于提出一种车辆。
本申请的第四个目的在于提出一种牵引控制器。
为达上述目的，本申请第一方面实施例提出了一种车辆的制动方法，包括以下步骤：
获取车辆状态信息，根据车辆状态信息生成车辆的制动请求，其中，车辆状态信息包括车辆当前的载荷、级位、TCU激活个数和车辆编组；
根据制动请求，控制车辆进行电制动，并在电制动过程中，根据车辆的当前车速判断是否结束电制动。
另外，根据本申请上述实施例的车辆的制动方法，还可以具有如下附加的技术特征：
在本申请一个实施例中，车辆的制动方法还包括：在所述车辆需要驻车时，控制所述车辆施加机械制动，协助所述车辆驻车。
在本申请一个实施例中，根据制动请求控制车辆进行电制动，并在电制动过程中，根据车辆的当前车速判断是否结束电制动，包括：从制动请求中，提取所述车辆的制动扭矩，并利用所述制动扭矩对所述车辆进行电制动；在电制动过程中，获取所述车辆的触发电制动退出的目标车速；判断所述车辆的当前车速是否减速到所述目标车速；如果所述当前车速减速到所述目标车速，则控制所述车辆退出电制动，并卸载电制动的扭矩。
在本申请一个实施例中，获取车辆的触发电制动退出的目标车速，还包括：在电制动过程中，判断所述车辆的当前车速是否减速到预设车速，如果所述当前车速减速到所述预设车速，则实时获取所述车辆的触发电制动退出的目标车速。
在本申请一个实施例中，获取所述车辆的触发电制动退出的目标车速，包括：获取所述车辆的整车车重、轮胎半径、扭矩卸载速率和齿轮速比；根据所述车辆的最大扭矩，获取所述车辆的最大减速度；根据所述整车车重、所述轮胎半径、所述最大减速度的绝对值和所述扭矩卸载速率和所述齿轮速比，获取所述车辆完成扭矩卸载所需的扭矩卸载时间；根据所述最大减速度和预设的等效加速度系数，获取所述车辆完成扭矩卸载过程中的减速度；根据所述扭矩卸载时间和所述扭矩卸载过程中的减速度，获取所述目标车速。
在本申请一个实施例中，获取所述车辆完成扭矩卸载所需的扭矩卸载时间之后，还包括：利用所述车辆的扭矩滤波延时时间，对所述扭矩卸载时间进行修正。
在本申请一个实施例中，根据扭矩卸载时间和扭矩卸载过程中的减速度之后，还包括：获取所述车辆的当前坡度和当前地面附着系数；根据所述当前坡度获取坡道减速；根据所述当前地面附着系数，获取摩擦力造成的减速度；利用所述坡道减速度和所述摩擦力造成的减速度，对所述卸载过程中的减速度进行修正。
本申请实施例的车辆的制动方法，首先获取车辆状态信息，并根据车辆状态信息生成车辆的制动请求，然后根据制动请求控制车辆进行电制动，并在电制动过程中，根据车辆的当前车速判断是否结束电制动。由此，在车辆制动过程中，通过电制动即可实现车辆制动的目的，不再在制动过程中采用机械制动，从而减小了制动过程中对制动系统的磨损，使车辆在制动过程中更加平稳，并且降低了制动产生的噪音，提高了用户驾乘车辆的舒适性。进一步地，该方法可以根据车辆的状态信息计算车辆当前所需的制动扭矩，以使车辆输出该扭矩进行制动，并且，在车辆制动后，当车速降低至车辆的电制动退出的目标车速时卸载电制动扭矩，确保车速降低为零时电制动力同时降低为零，避免车辆后溜。
为达上述目的，本申请第二方面实施例提出了一种车辆的制动装置，包括：
生成模块，用于获取车辆状态信息，并根据车辆状态信息生成车辆的制动请求，其中，车辆状态信息包括车辆当前的载荷、级位、TCU激活个数和车辆编；
制动控制模块，用于根据制动请求，控制车辆进行电制动，并在电制动过程中，根据车 辆的当前车速判断是否结束电制动。
本申请实施例的驻车控制装置，首先获取车辆状态信息，并根据车辆状态信息生成车辆的制动请求，然后根据制动请求，控制车辆进行电制动，并在电制动过程中，根据车辆的当前车速判断是否结束电制动。由此，在车辆制动过程中，通过电制动即可实现车辆制动的目的，不再在制动过程中采用机械制动，从而减小了制动过程中对制动系统的磨损，使车辆在制动过程中更加平稳，并且降低了制动产生的噪音，提高了用户驾乘车辆的舒适性。进一步的，该装置可以根据车辆的状态信息计算车辆当前所需的制动扭矩，以使车辆输出该扭矩进行制动，并且，在车辆制动后，当车速降低至车辆的电制动退出的目标车速时卸载电制动扭矩，确保车速降低为零时电制动力同时降低为零，避免车辆后溜。
为了实现上述目的，本申请的第三方面实施例提出一种车辆，包括如上述实施例所述的车辆的制动装置。
为了实现上述目的，本申请第四方面实施例提出一种牵引控制器，包括存储器、处理器；其中，处理器通过读取存储器中存储的可执行程序代码来运行与可执行程序代码对应的程序，以用于实现如上述实施例中任一所述的车辆的制动方法。
本申请附加的方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本申请的实践了解到。
附图说明
图1为本申请实施例所提供的一种车辆的制动方法的流程示意图；
图2为本申请实施例所提供的一种具体的车辆的制动方法的流程示意图；
图3为本申请实施例所提供的一种获取触发电制动退出的目标车速的方法的流程示意图；
图4为本申请实施例所提供的一种车辆的制动装置的结构示意图；以及
图5为本申请实施例所提供的一种牵引控制器的结构示意图。
具体实施方式
下面详细描述本申请的实施例，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，旨在用于解释本申请，而不能理解为对本申请的限制。
下面参考附图描述本申请实施例的车辆及其制动方法、装置、设备。
图1为本申请实施例所提供的一种车辆的制动方法的流程示意图，如图1所示，该车辆的制动方法包括以下步骤：
步骤101，获取车辆状态信息，根据车辆状态信息生成车辆的制动请求，其中，车辆状态信息包括车辆当前的载荷、级位、TCU激活个数和车辆编组。
其中，在车辆开始进行制动时，牵引控制器中的主控部分(Transmission Control Unit，简称TCU)接收整车控制器(Central Control Unit,简称CCU)发送的车辆状态信息，其中，车辆状态信息可以包括车辆当前的载荷、级位、TCU激活个数和车辆编组等信息。其中，车辆当前的级位可以是车辆的控制系统中在预设范围内控制级位，比如车辆的级位在[0,100]区间内，也可以是车辆的油门信息，或者是其他相应范围内的牵引力信息等。
进一步的，TCU根据接收到的车辆状态信息计算车辆在制动过程中进行电制动所需的制动扭矩，其中，制动扭矩是在无机械制动参与时，驱动电机输出的扭矩，然后，根据计算出的制动扭矩生成制动请求，便于后续根据制动请求控制车辆进行电制动。
步骤102，根据制动请求，控制车辆进行电制动，并在电制动过程中，根据车辆的当前车速判断是否结束电制动。
其中，TCU生成制动请求后，通过控制车辆的电机输出制动扭矩来降低车速，以对车辆进行电制动。并且，在车辆制动过程中实时采集车辆的车速，并将采集到的车速与计算出的结束电制动的目标车速做比较，以判断是否结束电制动，当确定车速降低至目标车速时，卸载电机的制动扭矩以结束电制动，从而保证在车辆速度降低为零时电制动力同时降低为零，避免车辆停止后电机仍然存在反向制动扭矩导致车辆后溜。由此，实现了控制车辆在制动过程中全程进行电制动。
本申请实施例的车辆的制动方法，首先接收整车控制器发送的车辆状态信息，然后根据车辆状态信息生成车辆的制动请求，从而控制车辆进行电制动，并在电制动过程中，根据车辆的当前车速判断是否结束电制动。在车辆制动过程中，通过电制动即可实现车辆制动的目的，不再在制动过程中采用机械制动，从而减小了制动过程中对制动系统的磨损，使车辆在制动过程中更加平稳，并且降低了制动产生的噪音，提高了用户驾乘车辆的舒适性。
为了更加清楚的描述控制车辆在制动过程中全程进行电制动的具体实现过程，本申请实施例还提出了一种具体的车辆的制动方法，图2为本申请实施例所提供的一种具体的车辆的制动方法的流程示意图。
如图2所示，该方法包括以下步骤：
步骤201，从制动请求中，提取车辆的制动扭矩，并利用制动扭矩对车辆进行电制动。
其中，TCU接收到车辆的状态信息后，首先根据车辆的状态信息计算车辆的制动扭矩。
作为一种可能的实现方式，TCU首先从车辆状态信息中提取出车辆当前的级位x、整车车重M、车辆编组、单节车旋转质量m r、车轮半径R、车辆减速器的效率Kn、和减速器的减速比Kr，其中，单节车旋转质量是单节车辆的车轮等旋转部件的旋转动能等效的质量。
然后，根据预先存储的车辆级位与等效制动加速度系数Kb的映射关系，获取车辆当前的级位对应的等效制动加速度系数Kb，并将整车车重除以车辆编组数，以获得车辆的单节车重量m。进而，通过以下公式确定车辆当前所需的制动扭矩的初始值Tb：
Tb＝{[(m+m r)*1000*Kb*x]*R}/(Kn*Kr)
进一步的，对计算出的制动扭矩的初始值进行滤波处理，以提升扭矩切换的平顺性，避免车辆在切换制动扭矩时造成车辆的抖动，提高用户驾乘车辆的舒适性，最后，判断滤波后的制动扭矩初始值是否处于预设的车辆故障失效状态下的扭矩限制值的范围内，若确定制动扭矩初始值处于扭矩限制值范围内，则以该制动扭矩初始值为控制车辆制动的制动扭矩。
更进一步的，TCU获取车辆的制动扭矩后，生成输出该制动扭矩的制动请求，并向牵引控制器中的电机控制器(DCU)发送制动请求，DCU接收到输出请求后，从制动请求中提取出制动扭矩，并控制车辆的电机输出该制动扭矩，从而满足了车辆的制动力需求，控制车辆在制动过程中进行电制动，使车辆速度降低为零。
步骤202，在电制动过程中，获取车辆的触发电制动退出的目标车速。
需要说明的是，在车辆制动后，当车辆速度降低至触发电制动退出的目标车速时，TCU需要控制DCU卸载电机的制动扭矩，从而保证当车速降低为零时电机的制动扭矩也卸载完成，避免车辆停止后电机仍然存在反向制动扭矩导致车辆后溜。
其中，TCU首先根据车辆的状态信息计算车辆的触发电制动退出的目标车速，便于后续判断车辆当前的速度是否降低到目标车速。
步骤203，判断车辆的当前车速是否减速到目标车速。
可以理解，当车辆开始制动时车辆的速度较大，通常情况下远大于车辆触发电制动退出的目标车速，因此，为了节省计算资源，在本申请一个实施例中，当车辆开始制动后，TCU首先根据DCU发送的电机转速计算车辆的当前车速，然后判断车辆的当前车速是否减速到预设车速，其中，预设车速是通过大量实验获得的不同制动扭矩下，大于触发电制动退出的目标车速一定范围的车速。
进而，当确定车辆的当前车速减速到预设车速后，TCU将计算出的车辆的当前车速与获取的目标车速做差，以判断车辆的当前车速是否减速到目标车速。
步骤204，如果当前车速减速到目标车速，则控制车辆退出电制动，并卸载电制动的扭矩。
其中，若确定当前车速减速到目标车速，则TCU控制车辆退出电制动，并向DCU发送制动扭矩卸载命令，以卸载电制动的扭矩。
其中，在卸载电制动扭矩时，可以按照获取目标车速时确定的扭矩卸载速率K T和扭矩卸载时间t进行扭矩卸载，从而使扭矩卸载的步进值处于适当的范围，在确保扭矩卸载完成 的同时，降低了车辆制动过程中的冲击程度，提高了驾乘车辆的舒适性。
进而，当车速降低为零时电机的制动扭矩也卸载完成，避免车辆停止后电机的反向制动扭矩导致车辆后溜。
更进一步的，当车辆制动完成即车辆停止后，为了提高车辆驻车的稳定性，可选的，可以控制车辆施加机械制动，通过机械制动力协助车辆驻车，从而避免车辆停止后受外界环境影响而发生位移，提高车俩驻车的安全性。
为了更加清楚的描述TCU计算车辆的触发电制动退出的目标车速的方法，本申请实施例还提出了一种获取触发电制动退出的目标车速的方法。图3为本申请实施例所提供的一种获取触发电制动退出的目标车速的方法的流程示意图。
如图3所示，该方法包括以下步骤：
步骤301，获取车辆的整车车重、轮胎半径、扭矩卸载速率和齿轮速比。
其中，作为一种可能的实现方式，预先在车辆上设置传感器检测车辆当前的整车车重M v，然后将检测到的数据通过CAN总线发送给TCU。同时，TCU根据CCU发送的车辆当前的载荷、电机转速和行驶状态等车辆状态信息，获取本次制动过程中的制动扭矩对应的扭矩卸载速率K T。比如，当车辆的当前载荷较大，电机转速较大，并且根据停车距离预计扭矩卸载时间较短时，计算出的扭矩卸载速率K T较大，当车辆的当前载荷和电机转速较小，并且车辆的制动需求较低时，计算出的扭矩卸载速率K T较小。
进一步的，CCU读取预先存储的当前车辆的轮胎半径R和齿轮速比K r，并将当前车辆的轮胎半径R和齿轮速比K r发送给TCU。
步骤302，根据车辆的最大扭矩，获取车辆的最大减速度。
可以理解，在卸载扭矩的过程中，电机的扭矩逐渐减小，因此电机产生的制动力逐渐减小，而当电机的制动力减小时，车辆的加速度也相应减小。因此在卸载扭矩的初始时刻，车辆的扭矩为车辆卸载扭矩过程中的最大扭矩，车辆当前的减速度为扭矩卸载过程中的最大减速度，而由于车辆的制动加速度与车辆的级位存在映射关系，因此可以根据在车辆扭矩最大的时刻CCU发送的车辆当前级位，获取车辆的最大减速度，比如，预先设置车辆的1-100级位与0.01-1m/s 2的减速度的映射关系，当车辆扭矩最大的时刻CCU发送的车辆当前级位为50时，根据映射关系可以获取车辆的最大减速a v为0.5m/s 2。
步骤303，根据整车车重、轮胎半径、最大减速度的绝对值和扭矩卸载速率和齿轮速比，获取车辆完成扭矩卸载所需的扭矩卸载时间。
可以理解，扭矩卸载时间为扭矩的大小除以扭矩的卸载速率，即可以通过下述公式(1)计算出车辆完成扭矩卸载所需的扭矩卸载时间：
Figure PCTCN2019127461-appb-000001
其中，T m为电机端的扭矩。而T m可以通过下述公式(2)进行计算：
Figure PCTCN2019127461-appb-000002
其中，T r为轮端扭矩，轮端扭矩可以通过车辆的制动力乘以轮胎半径计算得到，进而，将上述步骤中获取车辆的最大减速度取绝对值后，乘以整车车重M v替换车辆的制动力，从而得到公式(2)。
进一步的，将公式(2)代入公式(1)后，可以根据整车车重、轮胎半径、最大减速度的绝对值和扭矩卸载速率和齿轮速比，获取车辆完成扭矩卸载所需的扭矩卸载时间，即通过下述公式(3)计算出车辆完成扭矩卸载所需的扭矩卸载时间t。
Figure PCTCN2019127461-appb-000003
步骤304，根据最大减速度和预设的等效加速度系数，获取车辆完成扭矩卸载过程中的减速度。
具体的，由于扭矩卸载过程中，扭矩卸载速率K T为定值，所以扭矩卸载过程中，电机的制动扭矩呈线性变化，因此将整个扭矩卸载过程中车辆的等效减速度近似为最大减速度a v的一半，进一步的，将等效减速度乘以预设的等效加速度系数K t可以获得车辆完成扭矩卸载过程中的减速度，即可以通过下述公式(4)计算车辆完成扭矩卸载过程中的减速度：
Figure PCTCN2019127461-appb-000004
步骤305，根据扭矩卸载时间和扭矩卸载过程中的减速度，获取目标车速。
具体的，当车辆在扭矩卸载过程中行驶时，车辆的速度可以通过公式v t＝v 0+at进行计算，其中，v 0为触发电制动退出的目标车速。当车辆完成制动，即v t取0时，可以通过下述公式(5)计算车辆的触发电制动退出的目标车速v 0：
v 0＝-at   公式(5)
进而，将计算出的车辆完成扭矩卸载所需的扭矩卸载时间t，以及车辆完成扭矩卸载过程中的减速度a代入公式(5)后，可以获取车辆触发电制动退出的目标车速。
需要说明的是，实际应用中，外界环境因素或者TCU执行上述步骤占用的时间可能会对影响计算出的目标车速，从而，为了提高计算出的车辆触发电制动退出的目标车速的准确性，避免车辆在制动完成后产生位移，在本申请一个实施例中，还可以对计算出的扭矩卸载时间和车辆完成扭矩卸载过程中的减速度进行修正。
首先，在获取车辆完成扭矩卸载所需的扭矩卸载时间之后，TCU还可以利用车辆的扭矩滤波延时时间，对扭矩卸载时间进行修正，即通过下述公式(6)修正计算出的扭矩卸载时间：
Figure PCTCN2019127461-appb-000005
其中，t f为扭矩滤波延迟时间，由于对扭矩进行滤波会占用一定的时间，因此加入扭矩滤波延迟时间后的扭矩卸载时间，为车辆实际完成扭矩卸载的时间，提高了计算的扭矩卸载时间的准确性和可靠性。
然后，可以理解，在车辆制动过程中，地面摩擦力或者坡度造成的沿坡面方向的重力加速度分量会影响车辆的行驶，改变车辆的减速度，因此在获取车辆完成扭矩卸载过程中的减速度之后，TCU还可以通过车载导航设备或者行驶路线上的应答器设备，获取车辆的当前坡度θ和当前地面附着系数，然后根据当前坡度θ获取坡道减速a θ，即通过下述公式(7)计算坡道减速a θ：
a θ＝gθ   公式(7)
其中，g为重力加速度。当坡度较小时，可以近似认为θ＝sinθ＝tanθ，因此坡道减速a θ可以近似等于gθ。
进一步的，TCU根据当前地面附着系数，以及当前的整车车重M v，获取摩擦力造成的减速度a f，最后利用坡道减速度和摩擦力造成的减速度，对卸载过程中的减速度进行修正，即通过下述公式(8)计算卸载过程中的减速度：
Figure PCTCN2019127461-appb-000006
更进一步的，将公式(6)和公式(8)代入公式(5)后可以得到经过修正后的车辆触发电制动退出的目标车速的计算公式，即下述公式(9)
Figure PCTCN2019127461-appb-000007
由此，TCU根据获取到的车辆状态参数计算车辆的触发电制动退出的目标车速，并通过扭矩滤波延时时间、坡道减速度和摩擦力造成的减速度对计算出的目标车速进行修正，提高了获取到的目标车速的精确性。
综上所述，本申请实施例的车辆的制动方法，首先获取车辆状态信息，并根据车辆状态信息生成车辆的制动请求，然后根据制动请求，控制车辆在制动过程中进行电制动，并在电制动过程中，根据车辆的当前车速判断是否结束电制动。由此，在车辆制动过程中，通过电制动即可实现车辆制动的目的，不再在制动过程中采用机械制动，从而减小了制动过程中对 制动系统的磨损，使车辆在制动过程中更加平稳，并且降低了制动产生的噪音，提高了用户驾乘车辆的舒适性。进一步地，该方法可以根据车辆的状态信息计算车辆当前所需的制动扭矩，以使车辆输出该扭矩进行制动，并且，在车辆制动后，当车速降低至车辆的电制动退出的目标车速时卸载电制动扭矩，确保车速降低为零时电制动力同时降低为零，避免车辆后溜。
为了实现上述实施例，本申请实施例还提出一种车辆的制动装置。图4为本申请实施例所提供的一种车辆的制动装置的结构示意图，如图4所示，该车辆的制动装置包括：生成模块100和制动控制模块200。
其中，生成模块100，用于获取车辆状态信息，并根据车辆状态信息生成车辆的制动请求，其中，车辆状态信息包括车辆当前的载荷、级位、TCU激活个数和车辆编。
制动控制模块200，用于根据制动请求，控制车辆进行电制动，并在电制动过程中，根据车辆的当前车速判断是否结束电制动。
在本申请实施例一种可能的实现方式中，制动控制模块200还用于从制动请求中，提取车辆的制动扭矩，并利用制动扭矩对车辆进行电制动，然后在电制动过程中，获取车辆的触发电制动退出的目标车速，并判断车辆的当前车速是否减速到目标车速，如果当前车速减速到所述目标车速，则控制车辆退出电制动，并卸载电制动的扭矩。
其中，制动控制模块200具体用于在制动过程中，判断车辆的当前车速是否减速到预设车速，如果当前车速减速到预设车速，则实时获取车辆的触发电制动退出的目标车速。
进一步的，制动控制模块200具体用于获取车辆的整车车重、轮胎半径、扭矩卸载速率和齿轮速比，根据车辆的最大扭矩，获取车辆的最大减速度，然后根据整车车重、轮胎半径、最大减速度的绝对值和扭矩卸载速率和齿轮速比，获取车辆完成扭矩卸载所需的扭矩卸载时间，并且根据最大减速度和预设的等效加速度系数，获取车辆完成扭矩卸载过程中的减速度，最后根据扭矩卸载时间和扭矩卸载过程中的减速度，获取目标车速。
更进一步的，制动控制模块200还用于在获取车辆完成扭矩卸载所需的扭矩卸载时间之后，利用车辆的扭矩滤波延时时间，对扭矩卸载时间进行修正。以及，获取车辆完成扭矩卸载过程中的减速度之后，获取车辆的当前坡度和当前地面附着系数，然后根据当前坡度获取坡道减速，并且根据当前地面附着系获取摩擦力造成的减速度，最后利用坡道减速度和摩擦力造成的减速度，对卸载过程中的减速度进行修正。
需要说明的是，前述对车辆的制动方法实施例的解释说明也适用于该实施例的车辆的制动装置，此处不再赘述。
综上所述，本申请实施例的车辆的制动装置，首先获取车辆状态信息，并根据车辆状态信息生成车辆的制动请求，然后根据制动请求，控制车辆进行电制动，并在电制动过程中， 根据车辆的当前车速判断是否结束电制动。由此，在车辆制动过程中，通过电制动即可实现车辆制动的目的，不再在制动过程中采用机械制动，从而减小了制动过程中对制动系统的磨损，使车辆在制动过程中更加平稳，并且降低了制动产生的噪音，提高了用户驾乘车辆的舒适性。进一步的，该装置可以根据车辆的状态信息计算车辆当前所需的制动扭矩，以使车辆输出该扭矩进行制动，并且，在车辆制动后，当车速降低至车辆的电制动退出的目标车速时卸载电制动扭矩，确保车速降低为零时电制动力同时降低为零，避免车辆后溜。
为了实现上述实施例，本申请还提出一种车辆，包括如上述实施例所述的车辆的制动装置。
为了实现上述实施例，本申请还提出一种牵引控制器。
图5为本申请一实施例提出的一种牵引控制器的结构示意图。如图5所示，该牵引控制器120包括：处理器121和存储器122；存储器122用于存储可执行程序代码；处理器121通过读取存储器122中存储的可执行程序代码来运行与可执行程序代码对应的程序，用于实现如上述实施例所述的车辆的制动方法。
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申请的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
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。在本申请的描述中，“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。
流程图中或在此以其他方式描述的任何过程或方法描述可以被理解为，表示包括一个或更多个用于实现定制逻辑功能或过程的步骤的可执行指令的代码的模块、片段或部分，并且本申请的优选实施方式的范围包括另外的实现，其中可以不按所示出或讨论的顺序，包括根据所涉及的功能按基本同时的方式或按相反的顺序，来执行功能，这应被本申请的实施例所属技术领域的技术人员所理解。
在流程图中表示或在此以其他方式描述的逻辑和/或步骤，例如，可以被认为是用于实现逻辑功能的可执行指令的定序列表，可以具体实现在任何计算机可读介质中，以供指令执 行系统、装置或设备(如基于计算机的系统、包括处理器的系统或其他可以从指令执行系统、装置或设备取指令并执行指令的系统)使用，或结合这些指令执行系统、装置或设备而使用。就本说明书而言，"计算机可读介质"可以是任何可以包含、存储、通信、传播或传输程序以供指令执行系统、装置或设备或结合这些指令执行系统、装置或设备而使用的装置。计算机可读介质的更具体的示例(非穷尽性列表)包括以下：具有一个或多个布线的电连接部(电子装置)，便携式计算机盘盒(磁装置)，随机存取存储器(RAM)，只读存储器(ROM)，可擦除可编辑只读存储器(EPROM或闪速存储器)，光纤装置，以及便携式光盘只读存储器(CDROM)。另外，计算机可读介质甚至可以是可在其上打印所述程序的纸或其他合适的介质，因为可以例如通过对纸或其他介质进行光学扫描，接着进行编辑、解译或必要时以其他合适方式进行处理来以电子方式获得所述程序，然后将其存储在计算机存储器中。
应当理解，本申请的各部分可以用硬件、软件、固件或它们的组合来实现。在上述实施方式中，多个步骤或方法可以用存储在存储器中且由合适的指令执行系统执行的软件或固件来实现。如，如果用硬件来实现和在另一实施方式中一样，可用本领域公知的下列技术中的任一项或他们的组合来实现：具有用于对数据信号实现逻辑功能的逻辑门电路的离散逻辑电路，具有合适的组合逻辑门电路的专用集成电路，可编程门阵列(PGA)，现场可编程门阵列(FPGA)等。
本技术领域的普通技术人员可以理解实现上述实施例方法携带的全部或部分步骤是可以通过程序来指令相关的硬件完成，所述的程序可以存储于一种计算机可读存储介质中，该程序在执行时，包括方法实施例的步骤之一或其组合。
此外，在本申请各个实施例中的各功能单元可以集成在一个处理模块中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个模块中。上述集成的模块既可以采用硬件的形式实现，也可以采用软件功能模块的形式实现。所述集成的模块如果以软件功能模块的形式实现并作为独立的产品销售或使用时，也可以存储在一个计算机可读取存储介质中。
上述提到的存储介质可以是只读存储器，磁盘或光盘等。尽管上面已经示出和描述了本申请的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本申请的限制，本领域的普通技术人员在本申请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. 一种车辆的制动方法，其特征在于，包括以下步骤：
    获取车辆状态信息，根据所述车辆状态信息生成车辆的制动请求；其中，所述车辆状态信息包括车辆当前的载荷、级位、TCU激活个数和车辆编组；
    根据所述制动请求，控制所述车辆进行电制动，并在电制动过程中，根据所述车辆的当前车速判断是否结束电制动。
  2. 根据权利要求1所述的方法，其特征在于，还包括：
    在所述车辆需要驻车时，控制所述车辆施加机械制动，协助所述车辆驻车。
  3. 根据权利要求1或2所述的方法，其特征在于，所述根据所述制动请求，控制所述车辆进行电制动，并在电制动过程中，根据所述车辆的当前车速判断是否结束电制动，包括：
    从所述制动请求中，提取所述车辆所需的制动扭矩，并利用所述制动扭矩对所述车辆进行电制动；
    在电制动过程中，获取所述车辆的触发电制动退出的目标车速；
    判断所述车辆的当前车速是否减速到所述目标车速；
    如果所述当前车速减速到所述目标车速，则控制所述车辆退出电制动，并卸载电制动的扭矩。
  4. 根据权利要求3所述的方法，其特征在于，所述获取所述车辆的触发电制动退出的目标车速，还包括：
    在电制动过程中，判断所述车辆的当前车速是否减速到预设车速，如果所述当前车速减速到所述预设车速，则实时获取所述车辆的触发电制动退出的目标车速。
  5. 根据权利要求3或4所述的方法，其特征在于，所述获取所述车辆的触发电制动退出的目标车速，包括：
    获取所述车辆的整车车重、轮胎半径、扭矩卸载速率和齿轮速比；
    根据所述车辆的最大扭矩，获取所述车辆的最大减速度；
    根据所述整车车重、所述轮胎半径、所述最大减速度的绝对值、所述扭矩卸载速率和所述齿轮速比，获取所述车辆完成扭矩卸载所需的扭矩卸载时间；
    根据所述最大减速度和预设的等效加速度系数，获取所述车辆完成扭矩卸载过程中的减速度；
    根据所述扭矩卸载时间和所述扭矩卸载过程中的减速度，获取所述目标车速。
  6. 根据权利要求5所述的方法，其特征在于，所述获取所述车辆完成扭矩卸载所需的扭矩卸载时间之后，还包括：
    利用所述车辆的扭矩滤波延时时间，对所述扭矩卸载时间进行修正。
  7. 根据权利要求6所述的方法，其特征在于，所述获取所述车辆完成扭矩卸载过程中的减速度之后，还包括：
    获取所述车辆的当前坡度和当前地面附着系数；
    根据所述当前坡度获取坡道减速；
    根据所述当前地面附着系数，获取摩擦力造成的减速度；
    利用所述坡道减速度和所述摩擦力造成的减速度，对所述卸载过程中的减速度进行修正。
  8. 一种车辆的制动装置，其特征在于，包括：
    生成模块，用于获取车辆状态信息，并根据所述车辆状态信息生成车辆的制动请求；其中，所述车辆状态信息包括车辆当前的载荷、级位、TCU激活个数和车辆编组；
    制动控制模块，用于根据所述制动请求，控制所述车辆进行电制动，并在电制动过程中，根据所述车辆的当前车速判断是否结束电制动。
  9. 根据权利要求8所述的装置，其特征在于，所述制动控制模块，具体用于：
    从所述制动请求中，提取所述车辆所需的制动扭矩，并利用所述制动扭矩对所述车辆进行电制动；
    在电制动过程中，获取所述车辆的触发电制动退出的目标车速；
    判断所述车辆的当前车速是否减速到所述目标车速；
    如果所述当前车速减速到所述目标车速，则控制所述车辆退出电制动，并卸载电制动的扭矩。
  10. 根据权利要求9所述的装置，其特征在于，所述制动控制模块，具体用于：
    获取所述车辆的整车车重、轮胎半径、扭矩卸载速率和齿轮速比；
    根据所述车辆的最大扭矩，获取所述车辆的最大减速度；
    根据所述整车车重、所述轮胎半径、所述最大减速度的绝对值和所述扭矩卸载速率和所述齿轮速比，获取所述车辆完成扭矩卸载所需的扭矩卸载时间；
    根据所述最大减速度和预设的等效加速度系数，获取所述车辆完成扭矩卸载过程中的减速度；
    根据所述扭矩卸载时间和所述扭矩卸载过程中的减速度，获取所述目标车速。
  11. 根据权利要求10所述的装置，其特征在于，所述制动控制模块，具体用于：
    在获取所述车辆完成扭矩卸载所需的扭矩卸载时间之后，利用所述车辆的扭矩滤波延时时间，对所述扭矩卸载时间进行修正。
  12. 根据权利要求9或10所述的装置，其特征在于，所述制动控制模块，具体用于：
    获取所述车辆的当前坡度和当前地面附着系数；
    根据所述当前坡度获取坡道减速；
    根据所述当前地面附着系数，获取摩擦力造成的减速度；
    利用所述坡道减速度和所述摩擦力造成的减速度，对所述卸载过程中的减速度进行修正。
  13. 一种车辆，其特征在于，包括：如权利要求8-12任一项所述的车辆的制动装置。
  14. 一种牵引控制器，其特征在于，包括存储器、处理器；
    其中，所述处理器通过读取所述存储器中存储的可执行程序代码来运行与所述可执行程序代码对应的程序，以用于实现如权利要求1-7中任一所述的车辆的制动方法。
PCT/CN2019/127461 2018-12-24 2019-12-23 车辆及其制动方法和装置 Ceased WO2020135340A1 (zh)

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