WO2024016859A1 - 三电机电动汽车复合制动控制方法、装置、设备及介质 - Google Patents

三电机电动汽车复合制动控制方法、装置、设备及介质 Download PDF

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Publication number
WO2024016859A1
WO2024016859A1 PCT/CN2023/098059 CN2023098059W WO2024016859A1 WO 2024016859 A1 WO2024016859 A1 WO 2024016859A1 CN 2023098059 W CN2023098059 W CN 2023098059W WO 2024016859 A1 WO2024016859 A1 WO 2024016859A1
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WIPO (PCT)
Prior art keywords
electric vehicle
braking force
motor
braking
rear wheels
Prior art date
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Ceased
Application number
PCT/CN2023/098059
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English (en)
French (fr)
Inventor
王念
赵春来
张泽阳
周波
王成
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Dongfeng Motor Group Co Ltd
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Dongfeng Motor Group Co Ltd
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Publication of WO2024016859A1 publication Critical patent/WO2024016859A1/zh
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present disclosure belongs to the field of vehicle control technology and relates to a three-motor electric vehicle composite braking control method, device, equipment and medium.
  • Hub motor drive places the drive motor inside the wheel rim. It is an important form of distributed drive and has outstanding advantages such as short drive chain, efficient transmission, compact structure, and fast response.
  • the best form of distributed drive based on in-wheel motors is centralized drive for the front wheels and hub motors for the rear wheels. This can not only reflect the advantages of distributed drive, achieve precise vehicle active safety control and high-quality driving experience, but also avoid the impact of increased unsprung mass on the steering system and complex wheel end arrangement work.
  • This disclosure proposes a composite braking control method, device, equipment and medium for a three-motor electric vehicle. By utilizing one or more embodiments of this disclosure, braking can be maximized while ensuring stable operation of the vehicle. Energy recovery efficiency.
  • a composite braking control method for a three-motor electric vehicle is provided.
  • the front wheels of the electric vehicle are driven by a centralized motor, and the rear wheels of the electric vehicle are driven by two hub motors.
  • the method includes: determining the current brake pedal stroke of the electric vehicle; determining the brake pedal stroke of the electric vehicle according to the brake pedal stroke, the total braking demand curve of the electric vehicle and the first pedal braking characteristic curve. braking force and hydraulic braking force; according to the first distribution rule, the hydraulic braking force is proportionally distributed to the front wheels and rear wheels of the electric vehicle; and according to the second distribution rule, all the electric braking force is distributed to The rear wheels of the electric car.
  • a composite braking control device for a three-motor electric vehicle.
  • the front wheels of the electric vehicle are driven by a centralized motor, and the rear wheels of the electric vehicle are driven by two hub motors.
  • the device includes: a pedal stroke determination module, used to determine the current brake pedal stroke of the electric vehicle; a braking force determination module, used to determine the brake pedal stroke according to the brake pedal stroke, the total braking demand curve of the electric vehicle and the third A pedal braking characteristic curve determines the electric braking force and hydraulic braking force of the electric vehicle; a first braking force distribution module is used to allocate the hydraulic braking force to the electric vehicle in proportion according to the first distribution rule The front wheels and rear wheels; and a second braking force distribution module, configured to distribute all the electric braking force to the rear wheels of the electric vehicle according to the second distribution rule.
  • an electronic device including: a memory and a processor, the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor passes The computer instructions are executed, thereby executing the three-motor electric vehicle composite braking control method as described in the first aspect of the present disclosure.
  • a computer-readable storage medium stores computer instructions, and the computer instructions are used to cause the computer to execute as described in the first aspect of the present disclosure.
  • Figure 1 shows a flow chart of a three-motor electric vehicle composite braking control method according to some embodiments of the present disclosure
  • Figure 2 shows a pedal braking characteristic curve for the electric vehicle of Figure 1;
  • Figure 3 shows a schematic diagram of the calculation logic for the total motor efficiency of the electric vehicle in Figure 1;
  • Figure 4 shows a schematic diagram of the torque distribution coefficient of the rear axle motor for the electric vehicle in Figure 1;
  • Figure 5 shows a flow chart of a three-motor electric vehicle composite braking control method according to other embodiments of the present disclosure
  • Figure 6 shows a schematic diagram of the sliding regenerative braking force distribution related curve for the electric vehicle in Figure 5;
  • Figure 7 shows a schematic diagram of the relationship between the vehicle speed influencing factor and the rotational speed for the electric vehicle in Figure 5;
  • Figure 8 shows a schematic diagram of the relationship between the battery impact factor and SOC used in the electric vehicle in Figure 5;
  • Figure 9 shows a schematic structural diagram of a three-motor electric vehicle composite braking control device according to some embodiments of the present disclosure.
  • Electric vehicles have many advantages in terms of energy saving, environmental protection, and improved vehicle performance. However, their driving range on a single charge is generally short. Insufficient driving range on a single charge is the main problem restricting the further development of electric vehicles. Distributed three-motor driving vehicles using in-wheel motors can reduce energy loss during braking energy recovery.
  • Braking energy usually accounts for a large proportion of the total vehicle driving energy, and this proportion can even be as high as 50% under urban road conditions with frequent acceleration, braking and parking. Adopting a reasonable braking energy recovery strategy can increase the vehicle's driving range by 20% to 30%. Recovering braking energy through regenerative braking is very important for improving energy utilization and increasing driving range of electric vehicles. It is an important technical means to improve the performance of electric vehicles.
  • the present disclosure provides a composite braking control method for a three-motor electric vehicle, which can be applied to a distributed three-motor electric vehicle in which the front wheels are driven by a centralized motor and the rear wheels are driven by two hub motors.
  • the electric braking force of the front and rear axles can be distributed independently, and the vehicle controller sends the distributed electric braking force to the centralized motor of the front axle and the two wheel hub motors of the rear axle.
  • the hydraulic braking system uses a traditional braking system consisting of a brake pedal, vacuum booster, brake master cylinder, etc. Therefore, the brake pedal and hydraulic pressure cannot be decoupled, and the hydraulic braking force of the front and rear axles needs to be distributed according to fixed values. .
  • the brake pedal pushes the vacuum booster to work, and the vacuum booster generates hydraulic force to push the brake caliper.
  • the electric braking force of the three motors and the hydraulic braking force generated by the caliper achieve braking. Since the in-wheel motor has no transmission shaft and responds quickly, it can significantly reduce energy loss during electric braking and improve energy recovery and utilization.
  • Figure 1 shows a flow chart of a three-motor electric vehicle composite braking control method according to some embodiments of the present disclosure. As shown in Figure 1, the method may include steps S110 to S140.
  • Step S110 Determine the current brake pedal stroke of the electric vehicle.
  • the sensor when the driver steps on the brake pedal, can detect the brake pedal stroke and convert it into a brake pedal stroke signal. By obtaining the brake pedal stroke signal, the current braking speed of the electric vehicle can be determined. Pedal travel.
  • Step S120 Determine the electric braking force and hydraulic braking force of the electric vehicle based on the brake pedal stroke, the total braking demand curve of the electric vehicle and the first pedal braking characteristic curve.
  • Figure 2 shows the pedal braking characteristic curve for the electric vehicle in Figure 1.
  • curve I in the figure is the total braking demand of the original electric vehicle (that is, when the rear wheels are not driven by a hub motor) Curve
  • curve II is the pedal braking characteristic curve of the original electric vehicle (that is, when the rear wheel is not driven by a hub motor), which is recorded as the first pedal braking characteristic curve
  • curve III is the pedal braking characteristic curve of the distributed three-motor electric vehicle of the present disclosure.
  • the plate braking characteristic curve is recorded as the second pedal braking characteristic curve.
  • curve I is used as the desired braking characteristic target of the normal driving mode: that is, the relationship between the brake pedal stroke and vehicle braking deceleration should satisfy the relationship of curve I as much as possible.
  • step S120 may include: the first step: determining the corresponding first braking deceleration a1 under the current brake pedal stroke according to the total braking demand curve I.
  • the first braking deceleration a1 Determine the total braking force F required by the electric vehicle
  • the second step is to determine the second braking deceleration a2 corresponding to the current brake pedal stroke according to the first pedal braking characteristic curve II.
  • the speed a2 determines the hydraulic braking force F of the electric vehicle
  • the third step is to determine the electric braking force F according to the total braking force F and the hydraulic braking force F.
  • the braking deceleration generated by the electric braking force allocated to the rear wheels of the electric vehicle should be equal to the braking deceleration lost when the rear wheels are driven by hub motors.
  • the speed is comparable. Therefore, multiply the braking deceleration in the original brake pedal characteristics by a preset value (for example, 1-0.752) to obtain the braking deceleration that the two hub motors of the rear wheel should compensate under the current brake pedal stroke. Then it is converted into the torque of the wheel hub motor through parameters such as vehicle weight and wheel radius.
  • Step S130 According to the first distribution rule, the hydraulic braking force is proportionally distributed to the front wheels and rear wheels of the electric vehicle.
  • the first distribution rule refers to the principle of distributing hydraulic braking force, which may be a preset proportion of hydraulic braking force distribution, or a percentage of hydraulic braking force distributed to the front wheels or rear wheels, etc. , this disclosure does not limit this.
  • step S130 may also include: allocating hydraulic braking force to the front wheels and rear wheels of the electric vehicle respectively according to the ratio of ⁇ 2: (1- ⁇ 2), where 0.55 ⁇ 2 ⁇ 0.92.
  • the distribution ratio is usually ⁇ 0: (1- ⁇ 0).
  • the distribution ratio becomes ⁇ 2: (1- ⁇ 2).
  • 0.55 ⁇ 2 ⁇ 0.92. Taking ⁇ 0 as 0.678 and ⁇ 2 as 0.901 as an example, under the same brake pedal stroke, the vehicle braking deceleration becomes 0.752 times that before the modification (0.678/0.901 0.752).
  • Step S140 According to the second distribution rule, all the electric braking force is distributed to the rear wheels of the electric vehicle.
  • the second distribution rule refers to the principle of distributing electric braking force, which may be a preset proportion of electric braking force distribution, or a percentage of electric braking force distributed to the rear wheels, etc., the present disclosure There is no limit to this.
  • FIG. 3 shows the calculation logic diagram for the total motor efficiency of the electric vehicle in Figure 1.
  • the front axle motor torque distribution coefficient 1-Krear and the rear axle motor torque distribution coefficient Krear performs motor torque conversion to obtain the front motor torque and rear motor torque.
  • the motor torque distribution coefficient that maximizes the sum of all motor efficiencies can be calculated under a certain total motor braking demand and vehicle speed.
  • Figure 4 shows a schematic diagram of the torque distribution coefficient of the rear axle motor for the electric vehicle in Figure 1. Calculation shows that in all cases, all the electric braking force is distributed to the rear axle motor (that is, the torque distribution coefficient of the rear axle motor is 1 ), the total power generation efficiency is the highest, which can maximize the efficiency of braking energy recovery.
  • the method may further include: after detecting the brake pedal stroke signal, delaying a preset time and sending a first electrical signal to the three motors of the electric vehicle; wherein the brake pedal stroke signal includes the brake pedal stroke signal.
  • the first electrical signal contains the braking force information of the front and rear wheels of the electric vehicle, and the braking force includes electric braking force and hydraulic braking force.
  • the target motor force analyzed by the brake pedal plus a delay link is then given to the motor, so that the electric braking force and the hydraulic braking force can be output at the same time as much as possible to ensure that the electric braking force is added.
  • the vehicle still has a good braking feel after braking force is applied.
  • the preset time T is set to 0.1s. In actual working conditions, T can be calibrated on the actual vehicle to change the time of T.
  • Figure 5 shows a flow chart of a three-motor electric vehicle composite braking control method according to other embodiments of the present disclosure. As shown in Figure 5, the method may include steps S510 to S570.
  • Step S510 Determine the current brake pedal stroke of the electric vehicle. Step S510 is the same as step S110 in the above embodiment, and please refer to the above description.
  • Step S520 Determine the electric braking force and hydraulic braking force of the electric vehicle based on the brake pedal stroke, the total braking demand curve of the electric vehicle, and the first pedal braking characteristic curve. Step S520 is the same as step S120 in the above embodiment, and please refer to the above description.
  • Step S530 According to the first distribution rule, the hydraulic braking force is proportionally distributed to the front wheels and rear wheels of the electric vehicle. Step S530 is the same as step S130 in the above embodiment, and please refer to the above description.
  • Step S540 According to the second distribution rule, all the electric braking force is distributed to the rear wheels of the electric vehicle. Step S540 is the same as step S140 in the above embodiment, and please refer to the above description.
  • Step S550 Determine whether the electric vehicle enters a coasting regenerative braking condition.
  • the accelerator pedal signal is 0, it is determined that the electric vehicle has begun to enter the coasting regenerative braking condition.
  • the accelerator pedal signal can be obtained by detecting the accelerator pedal stroke through an accelerator pedal sensor.
  • Step S560 When the electric vehicle enters the coasting regenerative braking condition, determine the sliding regenerative braking force of the electric vehicle.
  • V 1 10km/h
  • V 2 120km/h
  • Z 1 0.05
  • Z 2 0.1.
  • Step S570 According to the third distribution rule, the sliding regenerative braking force is proportionally distributed to the front wheels and rear wheels of the electric vehicle to obtain the front wheel motor regenerative braking force and the rear wheel motor regenerative braking force.
  • the third distribution rule refers to the principle of distributing the sliding regenerative braking force, which may be a preset proportion of the sliding regenerative braking force, or the sliding regenerative braking force distributed to the front wheels or rear wheels. percentage, etc., this disclosure does not limit this.
  • the sliding regenerative braking force can be distributed to the front wheels and rear wheels of the electric vehicle respectively according to the ratio of ⁇ 1: (1- ⁇ 1), where 0.55 ⁇ 1 ⁇ 0.92.
  • ⁇ 1 can be set according to specific conditions, for example, it can be set to 0.678, 0.706 or other values.
  • the ratio of recovered torque from the front and rear axle motors is distributed according to the ideal braking force, which not only ensures that the front wheels lock first, but also ensures high braking efficiency.
  • the method may further include the following six steps from the first step to the sixth step.
  • the first step is to obtain the vehicle speed influencing factors.
  • the motor speed when the vehicle speed is very low, the motor speed is very low, the power generation voltage and power generation efficiency are low, and regenerative braking should be exited at this time.
  • the proposed vehicle speed is between 5km/h and 10km/h, the regenerative braking force of the motor gradually exits, and the design speed influence factor ⁇ 1 is shown in Figure 7.
  • the second step is to obtain the battery impact factor.
  • the third step is to determine the braking torque required by each motor based on the regenerative braking force of the front wheel motor and the regenerative braking force of the rear wheel motor.
  • the fourth step is to determine the maximum output torque of each motor.
  • the present disclosure limits the generated power of the motor when the total generated power exceeds the allowable charging power of the battery.
  • the measure adopted is to limit the braking force of the rear axle motor, which can ensure the braking stability of the vehicle.
  • Step 5 Select the smaller of the braking torque and maximum output torque required by each motor, and multiply the smaller by the battery influence factor and vehicle speed influence factor to get the actual braking torque of the motor.
  • the motor when the motor speed is less than the base speed, the motor works with constant torque; when the motor speed is greater than the base speed, the motor works with constant power.
  • the braking force the motor can provide decreases as the speed increases. Therefore, taking into account the motor capabilities, the braking force provided by the motor should not exceed its external characteristics. That is: the output torque of the motor takes the smaller of the braking torque required by each motor and the maximum output torque.
  • the sixth step is to drive the corresponding motor according to the actual braking torque to charge the power battery and realize energy recovery.
  • FIG. 9 shows a schematic structural diagram of a three-motor electric vehicle composite braking control device according to some embodiments of the present disclosure.
  • the device 900 shown in Figure 9 includes a pedal stroke determination module 910, a braking force determination module 920, a first braking system The power distribution module 930 and the second braking force distribution module 940.
  • the pedal stroke determination module 910 is used to determine the current brake pedal stroke of the electric vehicle;
  • the braking force determination module 920 is used to determine the current brake pedal stroke of the electric vehicle according to the brake pedal stroke, the total braking demand curve of the electric vehicle and the first pedal.
  • the braking characteristic curve determines the electric braking force and hydraulic braking force of the electric vehicle; the first braking force distribution module 930 is used to proportionally distribute the hydraulic braking force to the front wheels and rear wheels of the electric vehicle according to the first distribution rule; The second braking force distribution module 940 is used to distribute all the electric braking force to the rear wheels of the electric vehicle according to the second distribution rule.
  • the braking force determination module 920 is also configured to: determine the corresponding first braking deceleration under the current brake pedal stroke according to the total braking demand curve. According to the first braking deceleration Determine the total braking force required by the electric vehicle; determine the second braking deceleration corresponding to the current brake pedal stroke according to the first pedal braking characteristic curve, and determine the hydraulic pressure of the electric vehicle according to the second braking deceleration. Power; determine the electric braking force based on the total braking force and hydraulic braking force.
  • the first braking force distribution module 930 is also used to distribute the hydraulic braking force to the front wheels and rear wheels of the electric vehicle respectively according to the ratio of ⁇ 2: (1- ⁇ 2), where, 0.55 ⁇ 2 ⁇ 0.92.
  • the device 900 also includes: a coasting regenerative braking condition determination module 950, used to determine whether the electric vehicle enters a coasting regenerative braking condition; a coasting regenerative braking force determination module 960, used to determine when the electric vehicle enters a coasting state.
  • a coasting regenerative braking condition determination module 950 used to determine whether the electric vehicle enters a coasting regenerative braking condition
  • a coasting regenerative braking force determination module 960 used to determine when the electric vehicle enters a coasting state.
  • the third braking force distribution module 970 is used to proportionally distribute the sliding regenerative braking force to the front wheels and rear wheels of the electric vehicle according to the third distribution rule.
  • the third braking force distribution module 970 is also used to distribute the sliding regenerative braking force to the front wheels and rear wheels of the electric vehicle respectively according to the ratio of ⁇ 1: (1- ⁇ 1), where 0.55 ⁇ 1 ⁇ 0.92.
  • the device 900 also includes an energy recovery module 980, which is used to: obtain the vehicle speed influencing factor; obtain the battery influencing factor; and determine the braking force required for each motor according to the regenerative braking force of the front wheel motor and the regenerative braking force of the rear wheel motor. dynamic torque; determine the maximum output torque of each motor; select the smaller of the braking torque and maximum output torque required by each motor, and multiply the smaller by the battery influence factor and vehicle speed influence factor to obtain Actual braking torque of the motor; drive the corresponding motor to work according to the actual braking torque to charge the power battery.
  • an energy recovery module 980 which is used to: obtain the vehicle speed influencing factor; obtain the battery influencing factor; and determine the braking force required for each motor according to the regenerative braking force of the front wheel motor and the regenerative braking force of the rear wheel motor. dynamic torque; determine the maximum output torque of each motor; select the smaller of the braking torque and maximum output torque required by each motor, and multiply the smaller by the battery influence factor and vehicle speed influence factor to
  • the vehicle speed influence factor is ⁇ 1.
  • V is the current speed of the electric vehicle.
  • the battery impact factor is ⁇ 2.
  • the device 900 may also include a signal sending module 990, configured to: after detecting the brake pedal stroke signal, delay a preset time and send the first electrical signal to the three motors of the electric vehicle;
  • the brake pedal stroke signal contains brake pedal stroke information
  • the first electrical signal contains braking force information of the front wheels and rear wheels of the electric vehicle.
  • the present disclosure also provides an electronic device, which may include a processor and a memory, where the processor and the memory may be connected through a bus or other means.
  • the processor may be a central processing unit (Central Processing Unit, CPU).
  • the processor can also be other general-purpose processors, Digital Signal Processor (DSP), Application Specific Integrated Circuit (ASIC), Field-Programmable Gate Array (FPGA) or other Chips such as programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, or combinations of these types of chips.
  • DSP Digital Signal Processor
  • ASIC Application Specific Integrated Circuit
  • FPGA Field-Programmable Gate Array
  • the memory can be used to store non-transitory software programs, non-transitory computer executable programs and modules, such as those corresponding to the three-motor electric vehicle composite braking control device in the embodiment of the present disclosure.
  • the processor executes various functional applications and data processing of the processor by running non-transient software programs, instructions and modules stored in the memory, that is, implementing the three-motor electric vehicle composite braking control method in the above method embodiment.
  • the memory may include a program storage area and a data storage area, where the program storage area may store an operating system and an application program required for at least one function; the data storage area may store data created by the processor, etc.
  • the memory may include high-speed random access memory and may also include non-transitory memory, such as at least one magnetic disk storage device, flash memory device, or other non-transitory solid-state storage device.
  • the one or more modules are stored in the memory, and when executed by the processor, execute the three-motor electric vehicle composite braking control method in the embodiment shown in FIG. 1 .
  • the details of the above electronic device can be understood by referring to the corresponding descriptions and effects in the embodiment shown in Figure 1. No further details will be given here.
  • the program can be stored in a computer-readable storage medium.
  • the program can be stored in a computer-readable storage medium.
  • the process may include the processes of the embodiments of each of the above methods.
  • the storage medium can be read-only memory (ROM), random access memory (RAM), flash memory (Flash Memory), hard disk (Hard Disk Drive, abbreviation: HDD) Or solid-state drive (SSD), etc.; the storage medium may also include a combination of the above types of memories.
  • the disclosure provides a three-motor electric vehicle composite braking control method, device, equipment and medium.
  • the current brake pedal stroke of the electric vehicle is determined to determine whether the electric vehicle is in a braking state.
  • the electric braking force and hydraulic braking force required by the electric vehicle are determined based on the brake pedal stroke, the total braking demand curve of the electric vehicle and the first pedal braking characteristic curve.
  • the hydraulic braking force and the electric braking force are distributed to the front and rear wheels of the car to meet the braking needs.
  • This method not only distributes the hydraulic braking force and electric braking force of the front and rear wheels to ensure the stable operation of the car, but also distributes all the electric braking force to the rear wheels of the car, so that the total power generation efficiency of the motor is the highest, thereby achieving the maximum Improve the efficiency of braking energy recovery to a great extent. Since the efficiency of braking energy recovery is affected by the power generation efficiency of the motor, when the power generation efficiency of the motor is higher, the efficiency of braking energy recovery is higher. Therefore, the efficiency of braking energy recovery can be improved to the greatest extent.

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  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

一种三电机电动汽车复合制动控制方法，包括：确定电动汽车当前的制动踏板行程；根据制动踏板行程、电动汽车的总制动需求曲线和第一踏板制动特性曲线，确定电动汽车的电制动力和液压制动力；按照第一分配规则，将液压制动力按比例分配给电动汽车的前轮和后轮；按照第二分配规则，将电制动力全部分配给电动汽车的后轮。还包括一种三电机电动汽车复合制动控制装置。还包括一种执行三电机电动汽车复合制动控制方法的电子设备。还包括一种执行三电机电动汽车复合制动控制方法的介质。该三电机电动汽车复合制动控制方法、设备和该执行三电机电动汽车复合制动控制方法的电子设备和介质可实现在保证车辆稳定运行的前提下，最大程度提高制动能量的回收效率。

Description

三电机电动汽车复合制动控制方法、装置、设备及介质
相关申请的交叉引用
本申请要求于2022年7月19日提交、申请号为CN202210855313.X的中国专利申请的优先权，其全部内容通过引用合并于此。
技术领域
本公开属于车辆控制技术领域，涉及一种三电机电动汽车复合制动控制方法、装置、设备及介质。
背景技术
轮毂电机驱动是将驱动电机置于车轮轮辋内，是分布式驱动的一种重要体现形式，具有驱动传动链短、传动高效、结构紧凑、响应快等突出优点。基于轮毂电机的分布式驱动的最佳形式为前轮采用集中式驱动，后轮采用轮毂电机驱动。这样不仅可以体现分布式驱动优点，实现精确的车辆主动安全控制以及高品质的驾驶体验，还避免了簧下质量增加对转向系统的影响以及复杂的轮端布置工作。
目前基于三电机电动汽车复合制动控制的方案较少，且主要都是研究在一定的制动强度下，如何合理的分配电液制动力的比例以提高电机再生制动能量回收利用率，而很少关注汽车前后轮制动力的分配对汽车稳定性的影响。然而制动能量回收的前提即是确保车辆在制动时保持安全稳定的运行状态。
因此，如何提供一种基于三电机电动汽车的复合制动控制方法，能在保证车辆稳定运行的前提下，最大程度的提高制动能量回收的效率，已经成为本领域技术人员急需解决的技术问题。
发明内容
本公开提出了一种三电机电动汽车复合制动控制方法、装置、设备及介质，通过利用本公开内容的一个或多个实施方式可以在保证车辆稳定运行的前提下，最大程度的提高制动能量回收的效率。
依据本公开的第一方面，提供了一种三电机电动汽车复合制动控制方法，所述电动汽车的前轮采用集中式电机驱动，所述电动汽车的后轮采用两个轮毂电机驱动，所述方法包括：确定所述电动汽车当前的制动踏板行程；根据所述制动踏板行程、所述电动汽车的总制动需求曲线和第一踏板制动特性曲线，确定所述电动汽车的电制动力和液压制动力；按照第一分配规则，将所述液压制动力按比例分配给所述电动汽车的前轮和后轮；以及按照第二分配规则，将所述电制动力全部分配给所述电动汽车的后轮。
依据本公开的第二方面，提供了一种三电机电动汽车复合制动控制装置，所述电动汽车的前轮采用集中式电机驱动，所述电动汽车的后轮采用两个轮毂电机驱动，所述装置包括：踏板行程确定模块，用于确定所述电动汽车当前的制动踏板行程；制动力确定模块，用于根据所述制动踏板行程、所述电动汽车的总制动需求曲线和第一踏板制动特性曲线，确定所述电动汽车的电制动力和液压制动力；第一制动力分配模块，用于按照第一分配规则，将所述液压制动力按比例分配给所述电动汽车的前轮和后轮；以及第二制动力分配模块，用于按照第二分配规则，将所述电制动力全部分配给所述电动汽车的后轮。
依据本公开的第三方面，提供了一种电子设备，包括：存储器和处理器，所述存储器和所述处理器之间互相通信连接，所述存储器中存储有计算机指令，所述处理器通过执行所述计算机指令，从而执行如本公开的第一方面所述的三电机电动汽车复合制动控制方法。
依据本公开的第四方面，提供了一种计算机可读存储介质，所述计算机可读存储介质存储有计算机指令，所述计算机指令用于使所述计算机执行如本公开的第一方面所述的三电机电动汽车复合制动控制方法。
上述说明仅是本公开技术方案的概述，为了能够更清楚了解本公开的技术手段，而可依照说明书的内容予以实施，并且为了让本公开的上述和其它目的、特征和优点能够更明显易懂，以下特举本公开的实施方式。
附图说明
通过阅读下文优选实施方式的详细描述，各种其他的优点和益处对于本领域普通技术人员将变得清楚明了。附图仅用于示出优选实施方式的目的，而并不认为是对本公开的限制。而且在整个附图中，用相同的参考符号表示相同的部件。在附图中：
图1示出了依据本公开一些实施例的三电机电动汽车复合制动控制方法的流程图；
图2示出了用于图1中电动汽车的踏板制动特性曲线图；
图3示出了用于图1中电动汽车的总电机效率的计算逻辑示意图；
图4示出了用于图1中电动汽车的后轴电机力矩分配系数示意图；
图5示出了依据本公开另一些实施例的三电机电动汽车复合制动控制方法的流程图；
图6示出了用于图5中电动汽车的滑动再生制动力分配相关曲线示意图；
图7示出了用于图5中电动汽车的车速影响因子与转速的关系示意图；
图8示出了用于图5中电动汽车的电池影响因子与SOC的关系示意图；
图9示出了依据本公开一些实施例的三电机电动汽车复合制动控制装置的结构示意图。
具体实施方式
下面将参照附图更详细地描述本公开的示例性实施例。
为了更好的理解上述技术方案，下面将结合实施方式对上述技术方案进行详细说明，应当理解本公开内容实施例以及实施例中的特征是对本申请技术方案的详细的说明，而不是对本申请技术方案的限定，在不冲突的情况下，本申请实施例以及实施例中的技术特征可以相互组合。
电动汽车在节能、环保、改善车辆性能等方面具有诸多优势，但其一次充电续驶里程普遍较短，单次充电续驶里程不足是制约电动汽车进一步发展的主要难题。采用轮毂电机的分布式三电机驱动汽车，在制动能量回收时均可减少能量损耗。
制动能量通常在整车驱动总能量中占有较大的比例，在加速、制动和停车频繁的城市道路工况下，这一比例甚至高达50％。采用合理的制动能量回收策略可以增加整车20％～30％续驶里程。通过再生制动回收制动能量，对电动汽车提高能量利用率及增加续驶里程意义非常重要，是提升电动汽车性能的重要技术手段。
本公开提供了一种三电机电动汽车复合制动控制方法，该方法可以适用于前轮采用集中式电机驱动，后轮采用两个轮毂电机驱动的分布式三电机电动汽车。其前后轴的电制动力可独立分配，由整车控制器将分配的电制动力发送给前轴的集中式电机和后轴的两个轮毂电机。液压制动系统是采用由制动踏板、真空助力器、制动主缸等组成的传统制动系统，因此制动踏板与液压力不能解耦，且前后轴的液压制动力需按照固定值分配。制动时，制动踏板推动真空助力器工作，真空助力器产生液压力推动制动卡钳，最终由三个电机的电制动力和卡钳产生的液压制动力一起实现制动。由于轮毂电机没有传动轴且响应迅速，在电制动时可大幅减少能量损耗，提高能量回收利用率。
图1示出了依据本公开一些实施例的三电机电动汽车复合制动控制方法的流程图，如图1所示，该方法可以包括步骤S110至S140。
步骤S110、确定电动汽车当前的制动踏板行程。
在一些实施方式中，当驾驶员脚踩制动踏板后，传感器可以检测到制动踏板行程并转换成制动踏板行程信号，通过获取制动踏板行程信号，即可确定电动汽车当前的制动踏板行程。
步骤S120、根据制动踏板行程、电动汽车的总制动需求曲线和第一踏板制动特性曲线，确定电动汽车的电制动力和液压制动力。
图2示出了用于图1中电动汽车的踏板制动特性曲线图，如图2所示，图中曲线I为原电动汽车(即后轮未采用轮毂电机驱动时)的总制动需求曲线，曲线II为原电动汽车(即后轮未采用轮毂电机驱动时)的踏板制动特性曲线，记为第一踏板制动特性曲线，曲线III为本公开的分布式三电机电动汽车的踏 板制动特性曲线，记为第二踏板制动特性曲线。本申请中将曲线I作为常规(Normal)驾驶模式的期望制动特性目标：即制动踏板行程与车辆制动减速度之间的关系要尽量满足曲线I的关系。
在一些实施方式中，步骤S120可以包括：第一步、根据总制动需求曲线I，确定在当前的制动踏板行程下对应的第一制动减速度a1，根据第一制动减速度a1确定电动汽车所需的总制动力F；第二步、根据第一踏板制动特性曲线II，确定在当前的制动踏板行程下对应的第二制动减速度a2，根据第二制动减速度a2确定电动汽车的液压制动力F液；第三步、根据总制动力F和液压制动力F液，确定电制动力F电。
在一些实施方式中，电制动力F电等于总制动力F与液压制动力F液之差，即F电＝F-F液。
在一些实施方式中，制动力可以根据制动减速度和汽车质量M计算得到。即F＝M*a1，F液＝M*a2。在其它实施方式中，制动力还可以根据其他计算方式得到，本公开对此不作限定。
需要说明的是，当电制动力全部分配给后轮时，分配给电动汽车的后轮的电制动力所产生的制动减速度大小应与后轮采用轮毂电机驱动后所损失的制动减速度相当。因此将原制动踏板特性中的制动减速度乘以预设数值(例如1-0.752)即得到在当前制动踏板行程下，后轮的两个轮毂电机应补偿的制动减速度。再通过整车重量和车轮半径等参数将其换算成轮毂电机的力矩。
在一些实施方式中，可以按照以下公式确定电动汽车后轮轮毂电机的力矩：T2pedal＝ZpedalK1K2；其中，Zpedal为根据第三制动加速度a3确定的制动强度，K1为常数，G为整车重量，r为车轮的滚动半径。在另一些实施方式中，K1＝0.275，第三制动加速度a3可以根据第二踏板制动特性曲线计算得到。
步骤S130、按照第一分配规则，将液压制动力按比例分配给电动汽车的前轮和后轮。
应当理解的是，第一分配规则指对液压制动力进行分配的原则，可以是预先设定的对液压制动力进行分配的比例，或者是分配至前轮或后轮的液压制动力的百分比等，本公开对此不作限定。
在一些实施方式中，步骤S130可以包括：按照β2：(1-β2)的比例将液压制动力分别分配给电动汽车的前轮和后轮，其中，β2＝0.901。
在一些实施方式中，步骤S130还可以包括：按照β2：(1-β2)的比例将液压制动力分别分配给电动汽车的前轮和后轮，其中，0.55≦β2≦0.92。
此时，可以确定出前轮液压制动力F液1＝β2*F液，后轮液压制动力F液 2＝(1-β2)*F液。
需要说明的是，在后轮未采用轮毂电机之前，常规的前后轮液压制动力 的分配比例通常为β0：(1-β0)。本公开一些实施方式中，在后轮采用轮毂电机驱动之后，分配比例变为β2：(1-β2)，在一些实施方式中，0.55≦β2≦0.92。以β0为0.678，β2为0.901为例，在相同的制动踏板行程下，车辆制动减速度即变为改制之前的0.752倍(0.678/0.901＝0.752)。
步骤S140、按照第二分配规则，将电制动力全部分配给电动汽车的后轮。
应当理解的是，第二分配规则指对电制动力进行分配的原则，可以是预先设定的对电制动力进行分配的比例，或者是分配至后轮的电制动力的百分比等，本公开对此不作限定。
由于制动能量回收的效率受电机发电效率影响，当电机的发电效率越高时，制动能量回收的效率越高，因此，可以最大程度的提高制动能量回收的效率。而电机发电效率与其转速和转矩有关，因此，可以在变化的总电机制动需求、以及变化的车速下，编程序计算不同的前后轴电机力矩分配系数时的总电机效率。图3示出了用于图1中电动汽车的总电机效率的计算逻辑示意图，如图3所示，根据总电机制动需求、前轴电机力矩分配系数1-Krear和后轴电机力矩分配系数Krear进行电机转矩换算，得到前电机转矩和后电机转矩，根据车速进行电机转速换算，得到前电机转速和后电机转速，根据前电机转速和前电机转矩查找前电机效率映射图，得到前电机效率，根据后电机转速和后电机转矩查找后电机效率映射图，得到后电机效率，将后电机效率乘以2后与前电机效率求和，得到总电机效率。按照如图3所示的逻辑，可以计算出在某一总电机制动需求和车速下，使所有电机效率之和最大的电机力矩分配系数。
图4示出了用于图1中电动汽车的后轴电机力矩分配系数示意图，通过计算表明，在所有情况下，将全部电制动力分配给后轴电机(即后轴电机力矩分配系数为1)时总发电效率最高，从而可以最大程度的提高制动能量回收的效率。
需要说明的是，如图2所示，当后轮采用轮毂电机驱动后，第二踏板制动特性曲线III相对于第一踏板制动特性曲线II下移。在同样的制动踏板行程下，本公开的三电机电动汽车的车辆制动减速度更小，距离期望制动特性目标更远。而将电制动力全部分配给电动汽车的后轮进行补偿，即可满足常规模式制动特性设计目标。
在一些实施方式中，该方法还可以包括：当检测到制动踏板行程信号后，延迟预设时间，向电动汽车的三个电机发送第一电信号；其中，制动踏板行程信号中包含制动踏板行程信息，第一电信号中包含电动汽车的前轮和后轮的制动力大小信息，该制动力包括电制动力和液压制动力。
由于电机响应时间比液压响应时间快，因此将制动踏板解析出的目标电机力加一延迟环节再给到电机，即可使电制动力与液压制动力尽可能保持同时输出，以保证加入电制动力后车辆仍有良好的制动感觉。
在一些实施方式中，预设时间T设置为0.1s。实际工况中，可以对T进行实车标定，以改变T的时间大小。
图5示出了依据本公开另一些实施例的三电机电动汽车复合制动控制方法的流程图，如图5所示，该方法可以包括步骤S510至S570。
步骤S510、确定电动汽车当前的制动踏板行程。步骤S510与上述实施例中的步骤S110相同，可以参见上述描述。
步骤S520、根据制动踏板行程、电动汽车的总制动需求曲线和第一踏板制动特性曲线，确定电动汽车的电制动力和液压制动力。步骤S520与上述实施例中的步骤S120相同，可以参见上述描述。
步骤S530、按照第一分配规则，将液压制动力按比例分配给电动汽车的前轮和后轮。步骤S530与上述实施例中的步骤S130相同，可以参见上述描述。
步骤S540、按照第二分配规则，将电制动力全部分配给电动汽车的后轮。步骤S540与上述实施例中的步骤S140相同，可以参见上述描述。
步骤S550、判断电动汽车是否进入滑行再生制动工况。
在一些实施方式中，可以通过获取加速踏板信号来确定电动汽车是否进入滑行再生制动工况。当加速踏板信号为0时，则判定电动汽车开始进入滑行再生制动工况。在一个实施方式中，加速踏板信号可以通过加速踏板传感器检测加速踏板行程得到。
步骤S560、当电动汽车进入滑行再生制动工况时，确定电动汽车的滑动再生制动力。
在一些实施方式中，步骤S560可以包括：第一步、获取电动汽车当前的车速；第二步、按照以下公式，确定滑动再生制动力：F0＝zslide*G；其中，F0为滑动再生制动力，zslide为电动汽车当前的滑动再生制动强度，0.05≤zslide≤0.1，Z1、Z2、V1和V2均为常数，V为电动汽车当前的车速，G为整车重量。zslide随车速增大而增大，例如车速10km/h对应的滑动再生制动强度Z1为0.05，车速120km/h对应的滑动再生制动强度Z2为0.1。
在一些实施方式中，V1＝10km/h，V2＝120km/h，Z1＝0.05，Z2＝0.1，此四个参数可在实车试验中由驾驶员根据实际情况再进行标定和修正。
步骤S570、按照第三分配规则，将滑动再生制动力按比例分配给电动汽车的前轮和后轮，得到前轮电机再生制动力和后轮电机再生制动力。
应当理解的是，第三分配规则指对滑动再生制动力进行分配的原则，可以是预先设定的对滑动再生制动力进行分配的比例，或者是分配至前轮或后轮的滑动再生制动力的百分比等，本公开对此不作限定。
在一些实施方式中，可以按照β1：(1-β1)的比例将滑动再生制动力分 别分配给电动汽车的前轮和后轮，其中β1＝0.678。
在一些实施方式中，可以按照β1：(1-β1)的比例将滑动再生制动力分别分配给电动汽车的前轮和后轮，其中，0.55≦β1≦0.92。
β1可以根据具体情况进行设置，例如，可以设置为0.678、0.706或其它值。
理论上F01、F02有无数种分配方法，但是还要考虑以下问题：如图6所示，设线条IV(Z＝0.1的线条)与曲线V(改装前β线)交于A点。则分配点在A点之上时，若再叠加液压制动力，即将曲线V上移，这样在制动强度需求较大时，后轴制动力会超过I曲线，有后轴先抱死的风险；当分配点在A点之下时，若再叠加液压制动力，即将曲线V下移，则虽能保证前轮先抱死，但制动效率降低。因此将滑行制动时的前后滑动再生制动力分配定在A点，则前后轮滑动再生制动力(即前轮电机再生制动力和后轮电机再生制动力)分别为：前轮电机再生制动力F01＝β1*F0；后轮电机再生制动力F02＝(1-β1)*F0，其中，F0为滑动再生制动力，β1为电动汽车的前轮的滑动再生制动力分配系数。
要达到0.1g的滑行制动减速度，只要满足前后轴总的电制动力为0.1G即可，因此前后轮电机再生制动力按照如图6所示的曲线IV分配即可，曲线IV解析式为：F01+F02＝0.1G。
滑行再生制动时，前后轴电机回收扭矩比例按理想制动力分配，不仅能保证前轮先抱死，同时制动效率高。
由于再生制动系统中涉及到电机、电池等部件，为保证其安全工作，需做以下限制条件。
在一些实施方式中，该方法还可以包括以下第一步至第六步共六个步骤。第一步、获取车速影响因子。
在一些实施方式中，当车速很低时，电机转速很低，发电电压和发电效率低，此时应当退出再生制动。拟定车速在5km/h～10km/h时，电机再生制动力逐渐退出，设计车速影响因子ω1，如图7所示。
当0≤V＜5km/h时，ω1＝0；当5km/h≤V≤10km/h时，ω1＝0.2V-1；当V＞10km/h时，ω1＝1，其中，V为电动汽车当前的车速。
第二步、获取电池影响因子。
在一些实施方式中，为避免电池过充，动力电池的SOC的范围在90％～95％时，再生制动逐渐退出，设计电池影响因子为ω2，如图8所示。
当SOC＞0.95时，ω2＝0；当0.9≤SOC≤0.95时，ω2＝19-20*SOC；当SOC＜0.9时，ω2＝1，其中，SOC为动力电池的剩余电量。
第三步、根据前轮电机再生制动力和后轮电机再生制动力，确定各个电机所需的制动转矩。
在一些实施方式中，可以根据以下公式，确定集中式电机所需的制动转 矩T1：T1＝F01*r/(ig*η)；根据以下公式，确定轮毂电机所需的制动转矩T2：T2＝F02*r/2；其中，F01为前轮电机再生制动力，r为车轮滚动半径，ig为减速器传动比，η为减速器传动效率，F02为后轮电机再生制动力。
第四步、确定各个电机的最大输出转矩。
在一些实施方式中，可以根据以下公式，确定集中式电机的最大输出转矩T1max：T1max＝9550*P1/n1；P1≤P0；根据以下公式，确定轮毂电机的最大输出转矩T2max：T2max＝9550*P2/n2；P1+2*P2≤P0；其中，P1为集中式电机的峰值功率，n1为集中式电机当前的转速，P2为轮毂电机的峰值功率，n2为轮毂电机当前的转速，P0为动力电池允许的最大充电功率。
本公开内容为了保护电池，避免充电功率过大，当总发电功率超过电池允许充电功率时，限制电机的发电功率。采用的措施是限制后轴电机的制动力，这样可以保证车辆的制动稳定性。采取的策略为：前集中式电机的发电功率不能超过动力电池的充电功率限制，且前后电机总发电功率不能超过动力电池的充电功率限制，则自然约束了后轮毂电机发电功率也不会超过电池充电功率限制。即：P1＝P0；
第五步、选择各个电机所需的制动转矩和最大输出转矩两者中的较小者，将较小者乘以电池影响因子和车速影响因子得到电机的实际制动转矩。
根据电机外特性，在电机转速小于基速时，电机恒转矩工作；在电机转速大于基速时，电机恒功率工作。当电机转速较高，进入恒功率区时，电机所能提供的制动力随转速增加而降低。因此，考虑到电机能力，电机所提供的制动力不应超过其外特性。即：电机的输出转矩取各个电机所需的制动转矩和最大输出转矩两者中的较小者。
第六步、根据实际制动转矩驱动对应的电机工作，以给动力电池充电，实现能量回收。
基于同一构思，本公开提供了一种三电机电动汽车复合制动控制装置。图9示出了依据本公开一些实施例的三电机电动汽车复合制动控制装置的结构示意图，如图9所示的装置900中包括踏板行程确定模块910、制动力确定模块920、第一制动力分配模块930和第二制动力分配模块940。在一些实施方式中，踏板行程确定模块910，用于确定电动汽车当前的制动踏板行程；制动力确定模块920，用于根据制动踏板行程、电动汽车的总制动需求曲线和第一踏板制动特性曲线，确定电动汽车的电制动力和液压制动力；第一制动力分配模块930，用于按照第一分配规则，将液压制动力按比例分配给电动汽车的前轮和后轮；第二制动力分配模块940，用于按照第二分配规则，将电制动力全部分配给电动汽车的后轮。
在一些实施方式中，制动力确定模块920还用于：根据总制动需求曲线，确定在当前的制动踏板行程下对应的第一制动减速度，根据第一制动减速度 确定电动汽车所需的总制动力；根据第一踏板制动特性曲线，确定在当前的制动踏板行程下对应的第二制动减速度，根据第二制动减速度确定电动汽车的液压制动力；根据总制动力和液压制动力，确定电制动力。
在一些实施方式中，第一制动力分配模块930还用于：按照β2：(1-β2)的比例将所述液压制动力分别分配给所述电动汽车的前轮和后轮，其中，β2＝0.901。
在一些实施方式中，第一制动力分配模块930还用于：按照β2：(1-β2)的比例将所述液压制动力分别分配给所述电动汽车的前轮和后轮，其中，0.55≦β2≦0.92。
在一些实施方式中，装置900还包括：滑行再生制动工况确定模块950，用于判断电动汽车是否进入滑行再生制动工况；滑行再生制动力确定模块960，用于当电动汽车进入滑行再生制动工况时，确定电动汽车的滑动再生制动力；第三制动力分配模块970，用于按照第三分配规则，将滑动再生制动力按比例分配给电动汽车的前轮和后轮，以确定前轮电机再生制动力和后轮电机再生制动力。
在一些实施方式中，滑行再生制动力确定模块960还用于：获取电动汽车当前的车速；按照以下公式，确定滑动再生制动力：F0＝zslide*G；其中，F0为滑动再生制动力，zslide为电动汽车当前的滑动再生制动强度，0.05≤zslide≤0.1，Z1、Z2、V1和V2均为常数，V为电动汽车当前的车速，G为整车重量。
在一些实施方式中，第三制动力分配模块970还用于：按照β1：(1-β1)的比例将滑动再生制动力分别分配给电动汽车的前轮和后轮，其中，β1＝0.678。
在一些实施方式中，第三制动力分配模块970还用于：按照β1：(1-β1)的比例将滑动再生制动力分别分配给电动汽车的前轮和后轮，其中，0.55≦β1≦0.92。
在一些实施方式中，装置900还包括能量回收模块980，用于：获取车速影响因子；获取电池影响因子；根据前轮电机再生制动力和后轮电机再生制动力，确定各个电机所需的制动转矩；确定各个电机的最大输出转矩；选择各个电机所需的制动转矩和最大输出转矩两者中的较小者，将较小者乘以电池影响因子和车速影响因子得到电机的实际制动转矩；根据实际制动转矩驱动对应的电机工作，以给动力电池充电。
在一些实施方式中，能量回收模块980还用于：根据以下公式，确定集中式电机所需的制动转矩T1：T1＝F01*r/(ig*η)；根据以下公式，确定轮毂电机所需的制动转矩T2：T2＝F02*r/2；其中，F1为前轮电机再生制动力，r为车轮滚动半径，ig为减速器传动比，η为减速器传动效率，F2为后轮电机再生制动力。
在一些实施方式中，能量回收模块980还用于：根据以下公式，确定集中式电机的最大输出转矩T1max：T1max＝9550*P1/n1；P1≤P0；根据以下公式，确定轮毂电机的最大输出转矩T2max：T2max＝9550*P2/n2；P1+2*P2≤P0；其中，P1为集中式电机的峰值功率，n1为集中式电机当前的转速，P2为轮毂电机的峰值功率，n2为轮毂电机当前的转速，P0为动力电池允许的最大充电功率。
在一些实施方式中，车速影响因子为ω1，当0≤V＜5km/h时，ω1＝0；当5km/h≤V≤10km/h时，ω1＝0.2V-1；当V＞10km/h时，ω1＝1，其中，V为电动汽车当前的车速。
在一些实施方式中，电池影响因子为ω2，当SOC＞0.95时，ω2＝0；当0.9≤SOC≤0.95时，ω2＝19-20*SOC；当SOC＜0.9时，ω2＝1，其中，SOC为动力电池的剩余电量。
在一些实施方式中，该装置900还可以包括信号发送模块990，用于：当检测到制动踏板行程信号后，延迟预设时间，向电动汽车的三个电机发送第一电信号；
其中，制动踏板行程信号中包含制动踏板行程信息，第一电信号中包含电动汽车的前轮和后轮的制动力大小信息。
关于本公开实施例中未介绍或未描述的内容可对应参考前述方法实施例中的相关介绍，这里不再赘述。
本公开还提供了一种电子设备，该电子设备可以包括处理器和存储器，其中处理器和存储器可以通过总线或者其他方式连接。处理器可以为中央处理器(Central Processing Unit，CPU)。处理器还可以为其他通用处理器、数字信号处理器(Digital Signal Processor，DSP)、专用集成电路(Application Specific Integrated Circuit，ASIC)、现场可编程门阵列(Field-Programmable Gate Array，FPGA)或者其他可编程逻辑器件、分立门或者晶体管逻辑器件、分立硬件组件等芯片，或者上述各类芯片的组合。存储器作为一种非暂态计算机可读存储介质，可用于存储非暂态软件程序、非暂态计算机可执行程序以及模块，如本公开实施例中的三电机电动汽车复合制动控制装置对应的程序指令/模块。处理器通过运行存储在存储器中的非暂态软件程序、指令以及模块，从而执行处理器的各种功能应用以及数据处理，即实现上述方法实施例中的三电机电动汽车复合制动控制方法。
存储器可以包括存储程序区和存储数据区，其中，存储程序区可存储操作系统、至少一个功能所需要的应用程序；存储数据区可存储处理器所创建的数据等。此外，存储器可以包括高速随机存取存储器，还可以包括非暂态存储器，例如至少一个磁盘存储器件、闪存器件、或其他非暂态固态存储器件。所述一个或者多个模块存储在所述存储器中，当被所述处理器执行时，执行如图1所示实施例中的三电机电动汽车复合制动控制方法。上述电子设备的细节可以对应参阅图1所示的实施例中对应的相关描述和效果进行理解， 此处不再赘述。本领域技术人员可以理解，实现上述实施例方法中的全部或部分流程，是可以通过计算机程序来指令相关的硬件来完成，所述的程序可存储于一计算机可读取存储介质中，该程序在执行时，可包括如上述各方法的实施例的流程。其中，所述存储介质可为只读存储记忆体(Read-Only Memory，ROM)、随机存储记忆体(RandomAccessMemory，RAM)、快闪存储器(Flash Memory)、硬盘(Hard Disk Drive，缩写：HDD)或固态硬盘(Solid-State Drive，SSD)等；所述存储介质还可以包括上述种类的存储器的组合。
上述本公开的技术方案，至少具有如下的技术效果或优点：
本公开提供的一种三电机电动汽车复合制动控制方法、装置、设备及介质，首先确定电动汽车当前的制动踏板行程，以确定电动汽车是否处于制动状态。然后根据制动踏板行程、电动汽车的总制动需求曲线和第一踏板制动特性曲线确定出电动汽车所需的电制动力和液压制动力。最后，分别按照第一分配规则和第二分配规则，将液压制动力和电制动力分配给汽车的前后轮，以满足制动需求。该方法不仅对前后轮的液压制动力和电制动力进行了分配，保证了汽车的稳定运行，还将电制动力全部分配给了汽车后轮，以使得电机的总发电效率最高，从而实现最大程度的提高制动能量回收的效率。由于制动能量回收的效率受电机发电效率影响，当电机的发电效率越高时，制动能量回收的效率越高，因此，可以最大程度的提高制动能量回收的效率。
在此处所提供的说明书中，说明了大量细节。然而，能够理解，本公开的实施例可以在没有这些具体细节的情况下实践。在一些实例中，并未详细示出公知的方法、结构和技术，以便不模糊对本说明书的理解。
类似地，应当理解，为了精简本公开并帮助理解本公开的各个方面中的一个或多个，在上面对本公开的示例性实施例的描述中，本公开的各个特征有时被一起分组到单个实施例、图、或者对其的描述中。然而，并不应将该公开的方法解释成反映如下意图：即所要求保护的本公开要求比在每个权利要求中所明确记载的特征更多的特征。更确切地说，如下面的权利要求书所反映的那样，公开方面在于少于前面公开的单个实施例的所有特征。因此，遵循具体实施方式的权利要求书由此明确地并入该具体实施方式，其中每个权利要求本身都作为本公开的单独实施例。
应该注意的是上述实施例对本公开进行说明而不是对本公开进行限制，并且本领域技术人员在不脱离所附权利要求的范围的情况下可设计出替换实施例。在权利要求中，不应将位于括号之间的任何参考符号构造成对权利要求的限制。单词“包含”不排除存在未列在权利要求中的部件或步骤。位于部件之前的单词“一”或“一个”不排除存在多个这样的部件。本公开可以借助于包括有若干不同部件的硬件以及借助于适当编程的计算机来实现。在列举了若干装置的单元权利要求中，这些装置中的若干个可以是通过同一个 硬件项来体现。单词第一、第二、以及第三等的使用不表示任何顺序。可将这些单词解释为名称。

Claims (17)

  1. 一种三电机电动汽车复合制动控制方法，所述电动汽车的前轮采用集中式电机驱动，所述电动汽车的后轮采用两个轮毂电机驱动，所述方法包括：
    确定所述电动汽车当前的制动踏板行程；
    根据所述制动踏板行程、所述电动汽车的总制动需求曲线和第一踏板制动特性曲线，确定所述电动汽车的电制动力和液压制动力；
    按照第一分配规则，将所述液压制动力按比例分配给所述电动汽车的前轮和后轮；以及
    按照第二分配规则，将所述电制动力全部分配给所述电动汽车的后轮。
  2. 根据权利要求1所述的方法，其中，所述根据所述制动踏板行程、所述电动汽车的总制动需求曲线和第一踏板制动特性曲线，确定所述电动汽车的电制动力和液压制动力，包括：
    根据所述总制动需求曲线，确定在当前的所述制动踏板行程下对应的第一制动减速度，根据所述第一制动减速度确定所述电动汽车所需的总制动力；
    根据所述第一踏板制动特性曲线，确定在当前的所述制动踏板行程下对应的第二制动减速度，根据所述第二制动减速度确定所述电动汽车的液压制动力；以及
    根据所述总制动力和所述液压制动力，确定所述电制动力。
  3. 根据权利要求1所述的方法，其中，所述按照第一分配规则，将所述液压制动力按比例分配给所述电动汽车的前轮和后轮，包括：
    按照β2：(1-β2)的比例将所述液压制动力分别分配给所述电动汽车的前轮和后轮，其中，β2＝0.901。
  4. 根据权利要求1所述的方法，其中，所述按照第一分配规则，将所述液压制动力按比例分配给所述电动汽车的前轮和后轮，包括：
    按照β2：(1-β2)的比例将所述液压制动力分别分配给所述电动汽车的前轮和后轮，其中，0.55≦β2≦0.92。
  5. 根据权利要求1所述的方法，还包括：
    判断所述电动汽车是否进入滑行再生制动工况；
    当所述电动汽车进入滑行再生制动工况时，确定所述电动汽车的滑动再生制动力；以及
    按照第三分配规则，将所述滑动再生制动力按比例分配给所述电动汽车 的前轮和后轮，得到前轮电机再生制动力和后轮电机再生制动力。
  6. 根据权利要求5所述的方法，其中，所述当所述电动汽车进入滑行再生制动工况时，确定所述电动汽车的滑动再生制动力，包括：
    获取所述电动汽车当前的车速；
    按照以下公式，确定所述滑动再生制动力：
    F0＝Zslide*G；
    其中，F0为所述滑动再生制动力，zslide为所述电动汽车当前的滑动再生制动强度，0.05≤zslide≤0.1，Z1、Z2、V1和V2均为常数，V为所述电动汽车当前的车速，G为整车重量。
  7. 根据权利要求6所述的方法，其中，所述按照第三分配规则，将所述滑动再生制动力按比例分配给所述电动汽车的前轮和后轮，包括：
    按照β1：(1-β1)的比例将所述滑动再生制动力分别分配给所述电动汽车的前轮和后轮，其中，β1＝0.678。
  8. 根据权利要求6所述的方法，其中，所述按照第三分配规则，将所述滑动再生制动力按比例分配给所述电动汽车的前轮和后轮，包括：
    按照β1：(1-β1)的比例将所述滑动再生制动力分别分配给所述电动汽车的前轮和后轮，其中，0.55≦β1≦0.92。
  9. 根据权利要求5所述的方法，还包括：
    获取车速影响因子；
    获取电池影响因子；
    根据所述前轮电机再生制动力和所述后轮电机再生制动力，确定各个电机所需的制动转矩；
    确定各个电机的最大输出转矩；
    选择各个电机所需的制动转矩和最大输出转矩两者中的较小者，将所述较小者乘以所述电池影响因子和所述车速影响因子得到所述电机的实际制动转矩；以及
    根据所述实际制动转矩驱动对应的所述电机工作，以给动力电池充电。
  10. 根据权利要求9所述的方法，其中，所述根据所述前轮电机再生制动力和所述后轮电机再生制动力，确定各个电机所需的制动转矩，包括：
    根据以下公式，确定所述集中式电机所需的制动转矩T1：
    T1＝F01*r/(ig*η)；以及
    根据以下公式，确定所述轮毂电机所需的制动转矩T2：
    T2＝F02*r/2；
    其中，F01为所述前轮电机再生制动力，r为车轮滚动半径，ig为减速器传动比，η为减速器传动效率，F02为所述后轮电机再生制动力。
  11. 根据权利要求9所述的方法，其中，所述确定各个电机的最大输出转矩，包括：
    根据以下公式，确定所述集中式电机的最大输出转矩T1max：
    T1max＝9550*P1/n1；
    P1≤P0；以及
    根据以下公式，确定所述轮毂电机的最大输出转矩T2max：
    T2max＝9550*P2/n2；
    P1+2*P2≤P0；
    其中，P1为所述集中式电机的峰值功率，n1为所述集中式电机当前的转速，P2为所述轮毂电机的峰值功率，n2为所述轮毂电机当前的转速，P0为所述动力电池允许的最大充电功率。
  12. 根据权利要求9所述的方法，其中，所述车速影响因子为ω1，当0≤V＜5km/h时，ω1＝0；当5km/h≤V≤10km/h时，ω1＝0.2V-1；当V＞10km/h时，ω1＝1，其中，V为所述电动汽车当前的车速。
  13. 根据权利要求9所述的方法，其中，所述电池影响因子为ω2，当SOC＞0.95时，ω2＝0；当0.9≤SOC≤0.95时，ω2＝19-20*SOC；当SOC＜0.9时，ω2＝1，其中，SOC为所述动力电池的剩余电量。
  14. 根据权利要求1至13任一项所述的方法，还包括：
    当检测到制动踏板行程信号后，延迟预设时间，向所述电动汽车的三个电机发送第一电信号；其中，所述制动踏板行程信号中包含所述制动踏板行程信息，所述第一电信号中包含所述电动汽车的前轮和后轮的制动力大小信息。
  15. 一种三电机电动汽车复合制动控制装置，所述电动汽车的前轮采用集中式电机驱动，所述电动汽车的后轮采用两个轮毂电机驱动，所述装置包括：
    踏板行程确定模块，用于确定所述电动汽车当前的制动踏板行程；
    制动力确定模块，用于根据所述制动踏板行程、所述电动汽车的总制动需求曲线和第一踏板制动特性曲线，确定所述电动汽车的电制动力和液压制 动力；
    第一制动力分配模块，用于按照第一分配规则，将所述液压制动力按比例分配给所述电动汽车的前轮和后轮；以及
    第二制动力分配模块，用于按照第二分配规则，将所述电制动力全部分配给所述电动汽车的后轮。
  16. 一种电子设备，包括：存储器和处理器，所述存储器和所述处理器之间互相通信连接，所述存储器中存储有计算机指令，所述处理器通过执行所述计算机指令，从而执行权利要求1-14中任一项所述的三电机电动汽车复合制动控制方法。
  17. 一种计算机可读存储介质，所述计算机可读存储介质存储有计算机指令，所述计算机指令用于使所述计算机执行权利要求1-14中任一项所述的三电机电动汽车复合制动控制方法。
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