CN108615125B - Comprehensive performance evaluation method for braking energy recovery system - Google Patents

Comprehensive performance evaluation method for braking energy recovery system Download PDF

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CN108615125B
CN108615125B CN201810584287.5A CN201810584287A CN108615125B CN 108615125 B CN108615125 B CN 108615125B CN 201810584287 A CN201810584287 A CN 201810584287A CN 108615125 B CN108615125 B CN 108615125B
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CN108615125A (en
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吴进军
方继根
刘镔豪
王西峰
李亮
丁华
聂军刚
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CHINA PRODUCTIVITY CENTER FOR MACHINERY
Tsinghua University
Ningbo Geely Automobile Research and Development Co Ltd
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Tsinghua University
Ningbo Geely Automobile Research and Development Co Ltd
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Abstract

The invention discloses a comprehensive performance evaluation method of a braking energy recovery system, which comprises the steps of obtaining a braking efficiency quantitative index and a safety quantitative index, wherein the safety quantitative index is obtained by calculating the yaw velocity and the deviation of an actual vehicle and comparing the target yaw velocity with the specified deviation; obtaining an energy recovery rate quantization index, wherein the energy recovery rate quantization index is obtained by calculating a weighted average of a peak value and an average value of an energy recovery rate and a driving brake ratio quotient; obtaining a subjective evaluation quantitative index, wherein the subjective evaluation quantitative index is obtained by calculating subjective evaluation scores of a driver on pedal feeling, steering wheel drag force and vehicle direction stability; according to the method, the braking energy recovery system is evaluated from four aspects of safety, braking efficiency, recovery rate evaluation and subjective evaluation, and finally the four performance evaluations are weighted to obtain the braking energy recovery performance of the vehicle.

Description

Comprehensive performance evaluation method for braking energy recovery system
Technical Field
The invention relates to the technical field of vehicle performance evaluation methods, in particular to a brake energy recovery system comprehensive performance evaluation method.
Background
The pure electric vehicle or the hybrid electric vehicle has the greatest advantage of saving energy sources compared with the traditional fuel vehicle, and meanwhile, the braking energy can be recovered in the braking process, so that the energy utilization rate is improved, but the evaluation system of the braking energy recovery system is not perfect at present, and a set of braking energy recovery system cannot be comprehensively and accurately evaluated.
Disclosure of Invention
The invention provides a comprehensive performance evaluation method for a braking energy recovery system.
The invention provides the following scheme:
a comprehensive performance evaluation method for a braking energy recovery system comprises the following steps:
obtaining a quantitative index χ of braking efficiency1The quantitative index χ of braking effectiveness1Is obtained by calculating the ratio of the difference between the brake intensity of the real vehicle and the brake intensity expected by the driver to the brake intensity expected by the driver;
obtaining safety quantization index chi2The safety quantitative index χ2Is obtained by comparing the calculated yaw rate and the deviation of the real vehicle with the target yaw rate and the specified deviation;
obtaining the quantitative index chi of the energy recovery rate3The quantitative index χ of energy recovery rate3Is obtained by calculating a weighted average of the peak and average values of the energy recovery ratio and the driving-braking ratio quotient;
obtaining a subjective evaluation quantization index chi4The subjective evaluation quantitative index χ4Is obtained by calculating the subjective evaluation scores of the driver on pedal feeling, steering wheel dragging force and vehicle direction stability;
acquiring comprehensive performance evaluation values chi, and respectively quantizing the braking efficiency quantitative indexes chi1Safety quantitative index chi2Energy recovery rate quantization index chi3Subjective evaluation quantitative index chi4Substituting the comprehensive performance evaluation value χ into the following formula to obtain the comprehensive performance evaluation value χ;
χ＝0.3*(χ1)+0.3*(χ2)+0.25*(χ3)+0.15*(χ4)。
preferably: the quantitative index χ of braking effectiveness1Obtained by the following formula:
Figure GDA0003110459600000021
in the formula: zEM,ZH,ZDRespectively the motor braking strength, the hydraulic braking strength and the driver expected braking strength; t is time; dt is the time derivative.
Preferably: z isEM,ZH,ZDThe calculation formulas of (A) and (B) are respectively as follows:
Figure GDA0003110459600000022
in the formula: t isEM,TH,TDRespectively a motor braking torque, a hydraulic braking torque and a target braking torque; m is the vehicle mass, g is the gravitational acceleration, and R is the wheel radius.
Preferably: the safety quantitative index χ2Obtained by the following formula:
Figure GDA0003110459600000023
in the formula:
Figure GDA0003110459600000024
is the target yaw rate,
Figure GDA0003110459600000025
The specified deviation amount,
Figure GDA0003110459600000026
The yaw rate of the real vehicle and the Y are the deviation of the real vehicle.
Preferably: yaw rate of the real vehicle
Figure GDA0003110459600000027
Obtained by the following formula:
Figure GDA0003110459600000028
in the formula:
Figure GDA0003110459600000029
the yaw angular velocity;
Figure GDA00031104596000000210
yaw angular acceleration; dt is the time derivative.
The deviation Y of the real vehicle is obtained by calculating according to the following formula:
Figure GDA00031104596000000211
in the formula: vXIs the longitudinal speed of the vehicle; Δ M is the yaw moment of the vehicle; i iszIs the moment of inertia of the vehicle about the z-axis; dt is the time derivative.
Preferably: the energy recovery rate quantization index χ3Obtained by the following formula:
Figure GDA0003110459600000031
in the formula: eta0Is the peak value of the energy recovery rate of the motor, eta is the average value of the energy recovery rate, aDrive，aBrakeMaximum acceleration and maximum deceleration, respectively.
Preferably: the peak value eta of the motor energy recovery rate0Obtained by the following formula:
Figure GDA0003110459600000032
in the formula: pEMPower for motor braking; pDIs the required braking power; t isEMThe braking torque of the motor; t isDThe required braking torque; omegaRIs the rotational speed of the wheel; etaEMMechanical efficiency for braking the motor; etaDThe mechanical efficiency of the hydraulic brake system.
The average value eta of the energy recovery rate is calculated by the following formula:
Figure GDA0003110459600000033
in the formula: pEMPower for motor braking; pDIs the required braking power; t isEMThe braking torque of the motor; t isDThe required braking torque; omegaRIs the rotational speed of the wheel; etaEMMechanical efficiency for braking the motor; etaDThe mechanical efficiency of the hydraulic brake system; dt is the time derivative.
Preferably: the subjective evaluation quantitative index χ4Obtained by the following formula:
χ4＝0.4*(χ41)+0.3*(χ42)+0.3*(χ43)
in the formula: chi shape41，χ42，χ43Scores for pedal feel, steering wheel drag and vehicle directional stability, respectively.
According to the specific embodiment provided by the invention, the invention discloses the following technical effects:
according to the invention, the comprehensive performance evaluation method of the braking energy recovery system can be realized, and in an implementation mode, the method can comprise the step of obtaining a braking efficiency quantitative index chi1The quantitative index χ of braking effectiveness1Is obtained by calculating the ratio of the difference between the brake intensity of the real vehicle and the brake intensity expected by the driver to the brake intensity expected by the driver; obtaining safety quantization index chi2The safety quantitative index χ2Is obtained by comparing the calculated yaw rate and the deviation of the real vehicle with the target yaw rate and the specified deviation; obtaining the quantitative index chi of the energy recovery rate3The quantitative index χ of energy recovery rate3Is obtained by calculating a weighted average of the peak and average values of the energy recovery ratio and the driving-braking ratio quotient; obtaining a subjective evaluation quantization index chi4The subjective evaluation quantitative index χ4Is obtained by calculating the subjective evaluation scores of the driver on pedal feeling, steering wheel dragging force and vehicle direction stability; acquiring comprehensive performance evaluation values chi, and respectively quantizing the braking efficiency quantitative indexes chi1Safety quantitative index chi2Energy recovery rate quantization index chi3Subjective evaluation quantitative index chi4Substituting the comprehensive performance evaluation value χ into the following formula to obtain the comprehensive performance evaluation value χ; χ ═ 0.3 × (χ)1)+0.3*(χ2)+0.25*(χ3)+0.15*(χ4). According to the method, the braking energy recovery system is evaluated from four aspects of safety, braking efficiency, recovery rate evaluation and subjective evaluation, and finally the four performance evaluations are weighted to obtain the braking energy recovery performance of the vehicle.
Of course, it is not necessary for any product in which the invention is practiced to achieve all of the above-described advantages at the same time.
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In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.
FIG. 1 is a distribution chart of braking intensity provided by an embodiment of the present invention;
fig. 2 is a MAP of a motor according to an embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments that can be derived by one of ordinary skill in the art from the embodiments given herein are intended to be within the scope of the present invention.
Examples
Referring to fig. 1, a method for evaluating the comprehensive performance of a braking energy recovery system according to an embodiment of the present invention is shown in fig. 1, and the method includes obtaining a quantitative index χ of braking effectiveness1The quantitative index χ of braking effectiveness1Is obtained by calculating the ratio of the difference between the brake intensity of the real vehicle and the brake intensity expected by the driver to the brake intensity expected by the driver;
obtaining safety quantization index chi2The safety quantitative index χ2Is obtained by comparing the calculated yaw rate and the deviation of the real vehicle with the target yaw rate and the specified deviation;
obtaining the quantitative index chi of the energy recovery rate3The quantitative index χ of energy recovery rate3Is obtained by calculating a weighted average of the peak and average values of the energy recovery ratio and the driving-braking ratio quotient;
obtaining a subjective evaluation quantization index chi4The subjective evaluation quantitative index χ4Is obtained by calculating the subjective evaluation scores of the driver on pedal feeling, steering wheel dragging force and vehicle direction stability;
acquiring comprehensive performance evaluation values chi, and respectively quantizing the braking efficiency quantitative indexes chi1Safety quantitative index chi2Energy recovery rate quantization index chi3Subjective evaluation quantitative index chi4Substituting the comprehensive performance evaluation value χ into the following formula to obtain the comprehensive performance evaluation value χ;
χ＝0.3*(χ1)+0.3*(χ2)+0.25*(χ3)+0.15*(χ4)。
further, the brake performance quantitative index χ1Obtained by the following formula:
Figure GDA0003110459600000051
in the formula: zEM,ZH,ZDRespectively the motor braking strength, the hydraulic braking strength and the driver expected braking strength; t is time; dt is the time derivative.
Z isEM,ZH,ZDThe calculation formulas of (A) and (B) are respectively as follows:
Figure GDA0003110459600000061
in the formula: t isEM,TH,TDRespectively a motor braking torque, a hydraulic braking torque and a target braking torque; m is the vehicle mass, g is the gravitational acceleration, and R is the wheel radius.
The safety quantitative index χ2Obtained by the following formula:
Figure GDA0003110459600000062
in the formula:
Figure GDA0003110459600000063
is the target yaw rate,
Figure GDA0003110459600000064
The specified deviation amount,
Figure GDA0003110459600000065
The yaw rate of the real vehicle and the Y are the deviation of the real vehicle.
Yaw rate of the real vehicle
Figure GDA0003110459600000066
Obtained by the following formula:
Figure GDA0003110459600000067
in the formula:
Figure GDA0003110459600000068
the yaw angular velocity;
Figure GDA0003110459600000069
yaw angular acceleration; dt is the time derivative.
The deviation Y of the real vehicle is obtained by calculating according to the following formula:
Figure GDA00031104596000000610
in the formula: vXIs the longitudinal speed of the vehicle; Δ M is the yaw moment of the vehicle; i iszIs the moment of inertia of the vehicle about the z-axis; dt is the time derivative.
The energy recovery rate quantization index χ3Obtained by the following formula:
Figure GDA00031104596000000611
in the formula: eta0Is the peak value of the energy recovery rate of the motor, eta is the average value of the energy recovery rate, aDrive，aBrakeMaximum acceleration and maximum deceleration, respectively.
The peak value eta of the motor energy recovery rate0Obtained by the following formula:
Figure GDA0003110459600000071
in the formula: pEMPower for motor braking; pDIs the required braking power; t isEMThe braking torque of the motor; t isDThe required braking torque; omegaRIs the rotational speed of the wheel; etaEMMechanical efficiency for braking the motor; etaDIs hydraulic pressureMechanical efficiency of the braking system.
The average value eta of the energy recovery rate is calculated by the following formula:
Figure GDA0003110459600000072
in the formula: pEMPower for motor braking; pDIs the required braking power; t isEMThe braking torque of the motor; t isDThe required braking torque; omegaRIs the rotational speed of the wheel; etaEMMechanical efficiency for braking the motor; etaDThe mechanical efficiency of the hydraulic brake system; dt is the time derivative.
The subjective evaluation quantitative index χ4Obtained by the following formula:
χ4＝0.4*(χ41)+0.3*(χ42)+0.3*(χ43)
in the formula: chi shape41，χ42，χ43Scores for pedal feel, steering wheel drag and vehicle directional stability, respectively.
The braking energy recovery system is required to meet the requirement of braking efficiency firstly in a vehicle system, and is a set of system for recovering energy secondly, so that evaluation is required in the aspect of energy recovery rate. Because the series-parallel connection form of motor braking and hydraulic braking exists in the system, the transition and conversion of the motor braking and the hydraulic braking also need to meet certain conditions, namely, the evaluation is made from the aspects of safety and subjective evaluation, and the evaluation of the four performances is integrated for weighting, so that the comprehensive performance of the braking energy recovery system of the vehicle is obtained.
First is the braking effectiveness. The definition of the braking intensity is defined, namely the ratio of the braking deceleration to the gravity acceleration. Different brake decelerations correspond to different brake strengths.
Under light braking conditions, as in the process from the origin to point A in FIG. 1, the braking torque of the vehicle should be provided by the electric motor, and the braking torque provided by the electric motor should meet the driver braking intensity requirement ZD。
At a moderate braking intensity, as shown in the process from point A to point B in FIG. 1, the braking torque of the motor is subjected to a maximum torque TADoes not meet the requirement of the brake intensity of the driver, and at the moment, hydraulic brake is required to cooperate with braking so as to meet the requirement of the driver on the brake intensity ZDThe requirements of (a).
Under the condition of heavy braking, such as the process from point B to point D in fig. 1, because the required braking torque is very large and the ABS function is possibly triggered, at the moment, the motor needs to quit braking, the hydraulic braking force compensation and the motor braking torque reduction in the quitting process should be coordinated with each other, and the total braking strength is in accordance with the requirement Z of the driverDDuring this process, since the force applied to the brake pedal by the driver reaches the maximum value, as shown by point C in fig. 1, the hydraulic braking strength ZHShould be changed accordingly.
Figure GDA0003110459600000081
Figure GDA0003110459600000082
Figure GDA0003110459600000083
Wherein m-vehicle mass, kg
g-acceleration of gravity, m/s2
R-radius of wheel, m
TEM,TH,TDElectric braking torque, hydraulic braking torque, target braking torque, Nm
ZEM,ZH,ZDMotor braking intensity, hydraulic braking intensity, driver desired braking intensity, respectively.
The quantization index χ1The calculation method is the ratio of the difference between the braking intensity of the real vehicle and the braking intensity expected by the driver to the braking intensity expected by the driver:
Figure GDA0003110459600000084
from the perspective of safety, in the process of slight braking, the influence of braking on the stability of the vehicle is small, and the large yaw velocity of the vehicle body cannot be generated
Figure GDA0003110459600000085
And a vehicle body offset Y.
During moderate braking, the vehicle body may produce yaw rate due to the influence of the brakes or the road surface
Figure GDA0003110459600000091
And the vehicle body is deviated Y, in the process, the motor braking torque and the hydraulic braking torque should be mutually coordinated to ensure the stability of the vehicle body and the yaw angular speed
Figure GDA0003110459600000092
And the vehicle body offset amount Y is controlled within a certain range.
Under the condition of severe braking, the motor braking and the hydraulic braking need to be switched and controlled, and at the moment, the switching effectiveness of the two braking modes needs to be ensured and must be successfully switched.
Under the braking condition, the longitudinal force of the tire is extremely large and even reaches the road adhesion limit, and the lateral force of the tire can be ignored at the moment. During braking, the longitudinal forces acting on the four wheels are respectively Fxfl,Fxfr,Fxrl,FxrrThen, the yaw moment of couple acting on the whole vehicle is Δ M:
ΔM＝Fxfllw/2-Fxfrlw/2+Fxrllw/2-Fxrrlw/2 (5)
in the formula IwIs the distance between the left and right tires.
The yaw moment couple acting on the vehicle generates the yaw angular acceleration of the vehicle:
Figure GDA0003110459600000093
and (3) knowing the deviation according to the kinematic relationship of the vehicle:
Figure GDA0003110459600000094
the vehicle body yaw rate can be obtained by integrating the yaw acceleration:
Figure GDA0003110459600000095
the vehicle body yaw angle can be obtained by integrating the yaw angular acceleration:
Figure GDA0003110459600000096
the braking deviation can be analyzed by combining the formulas (5) to (8) to simplify the theoretical analysis of the vehicle model:
Figure GDA0003110459600000097
the quantization index χ2The calculation method is the yaw velocity of the real vehicle
Figure GDA0003110459600000098
The deviation Y and the specified value
Figure GDA0003110459600000099
YDComparison of (1):
Figure GDA0003110459600000101
from the aspect of energy recovery rate, when the brake is slightly applied, the motor brake torque can meet the requirement of a driver on brake deceleration, and hydraulic brake is not neededDynamic participation, peak value eta of energy recovery rate of motor braking at the moment0Is the largest. Under the condition of medium braking intensity, the braking torque of the motor cannot meet the braking deceleration requirement due to the power limitation of the motor, and at the moment, the hydraulic braking participates, and the peak value eta of the energy recovery rate of the motor0And decreases. Under the condition of severe braking, the motor braking is withdrawn for ensuring the safety, and the peak value eta of the motor energy recovery rate at the moment0And (4) the total energy recovered by motor braking is divided by the total energy in the braking process to obtain an average value eta of the energy recovery rate.
PEM＝TEM·ωR·ηEM (11)
PD＝TD·ωR·ηD (12)
Figure GDA0003110459600000102
Figure GDA0003110459600000103
Since the energy recovery rate is related to the power of the electric machine, it is necessary to eliminate the influence of the power of the electric machine, and the concept of the driving-braking ratio, i.e. the quotient of the maximum acceleration of the pure electric machine drive and the maximum deceleration of the braking process, is proposed here.
The quantization index χ3The calculation method is that the weighted average of the peak value and the average value of the energy recovery rate is given as a quotient with the driving brake ratio:
Figure GDA0003110459600000104
wherein, aDrive，aBrakeMaximum acceleration and maximum deceleration, respectively.
From a subjective evaluation point of view, during light braking, the pedal feels the same as conventional hydraulic braking, and the drag of the steering wheel is smaller than that of conventional hydraulic braking. At moderate braking intensity, the pedal feels the same as a conventional hydraulic brake, and the drag force of the steering wheel is the same as a conventional hydraulic brake. Under the condition of severe braking, when the motor is braked and withdrawn, the pedal feeling cannot be obviously changed, and the vehicle direction needs to have better stability.
The quantization index χ4The calculation method is the subjective feeling evaluation of the driver, and comprises the following steps of pedal feeling, steering wheel dragging force and vehicle direction stability:
χ4＝0.4*(χ41)+0.3*(χ42)+0.3*(χ43) (16)
wherein, χ41，χ42，χ43Scores for pedal feel, steering wheel drag and vehicle directional stability, respectively.
And carrying out subjective and objective evaluation on the braking energy recovery system of the vehicle according to the evaluation indexes, quantizing and finally weighting to obtain the comprehensive performance of the braking energy recovery system.
χ＝0.3*(χ1)+0.3*(χ2)+0.25*(χ3)+0.15*(χ4) (17)
And x is comprehensive evaluation of the braking energy recovery system.
In a word, the method provided by the application evaluates the braking energy recovery system from four aspects of safety, braking efficiency, recovery rate evaluation and subjective evaluation, and finally weights the four performance evaluations to obtain the performance of the braking energy recovery of the vehicle.
It is noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
The above description is only for the preferred embodiment of the present invention, and is not intended to limit the scope of the present invention. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention shall fall within the protection scope of the present invention.

Claims (5)

1. A method for evaluating the comprehensive performance of a braking energy recovery system is characterized by comprising the following steps:
obtaining a quantitative index χ of braking efficiency1The quantitative index χ of braking effectiveness1Is obtained by calculating the ratio of the difference between the brake intensity of the real vehicle and the brake intensity expected by the driver to the brake intensity expected by the driver; the quantitative index χ of braking effectiveness1Obtained by the following formula:
Figure FDA0003110459590000011
in the formula: zEM,ZH,ZDRespectively the motor braking strength, the hydraulic braking strength and the driver expected braking strength; t is time; dt is the time derivative;
obtaining safety quantization index chi2The safety quantitative index χ2Is obtained by comparing the calculated yaw rate and the deviation of the real vehicle with the target yaw rate and the specified deviation; the safety quantitative index χ2Obtained by the following formula:
Figure FDA0003110459590000012
in the formula:
Figure FDA0003110459590000013
is a target yaw rate, YDThe specified deviation amount,
Figure FDA0003110459590000014
The yaw angular velocity of the real vehicle and the Y are the deviation of the real vehicle;
obtaining the quantitative index chi of the energy recovery rate3The quantitative index χ of energy recovery rate3Is obtained by calculating a weighted average of the peak and average values of the energy recovery ratio and the driving-braking ratio quotient; the energy recovery rate quantization index χ3Obtained by the following formula:
Figure FDA0003110459590000015
in the formula: eta0Is the peak value of the energy recovery rate of the motor, eta is the average value of the energy recovery rate, aDrive，aBrakeMaximum acceleration and maximum deceleration, respectively;
obtaining a subjective evaluation quantization index chi4The subjective evaluation quantitative index χ4Is obtained by calculating the subjective evaluation scores of the driver on pedal feeling, steering wheel dragging force and vehicle direction stability;
acquiring comprehensive performance evaluation values chi, and respectively quantizing the braking efficiency quantitative indexes chi1Safety quantitative index chi2Energy recovery rate quantization index chi3Subjective evaluation quantitative index chi4Substituting the comprehensive performance evaluation value χ into the following formula to obtain the comprehensive performance evaluation value χ;
χ＝0.3*(χ1)+0.3*(χ2)+0.25*(χ3)+0.15*(χ4)。
2. the method of evaluating the overall performance of a braking energy recovery system of claim 1, wherein Z isEM,ZH,ZDIs calculated byRespectively as follows:
Figure FDA0003110459590000021
in the formula: t isEM,TH,TDRespectively a motor braking torque, a hydraulic braking torque and a target braking torque; m is the vehicle mass, g is the gravitational acceleration, and R is the wheel radius.
3. The method of claim 1, wherein the yaw rate of the real vehicle is determined by the method
Figure FDA0003110459590000022
Obtained by the following formula:
Figure FDA0003110459590000023
in the formula:
Figure FDA0003110459590000024
the yaw angular velocity;
Figure FDA0003110459590000025
yaw angular acceleration; dt is the time derivative.
The deviation Y of the real vehicle is obtained by calculating according to the following formula:
Figure FDA0003110459590000026
in the formula: vXIs the longitudinal speed of the vehicle; Δ M is the yaw moment of the vehicle; i iszIs the moment of inertia of the vehicle about the z-axis; dt is the time derivative.
4. The braking energy recovery system comprehensive performance evaluation method of claim 1,
the peak value eta of the motor energy recovery rate0Obtained by the following formula:
Figure FDA0003110459590000027
in the formula: pEMPower for motor braking; pDIs the required braking power; t isEMThe braking torque of the motor; t isDThe required braking torque; omegaRIs the rotational speed of the wheel; etaEMMechanical efficiency for braking the motor; etaDThe mechanical efficiency of the hydraulic brake system.
The average value eta of the energy recovery rate is calculated by the following formula:
Figure FDA0003110459590000031
in the formula: pEMPower for motor braking; pDIs the required braking power; t isEMThe braking torque of the motor; t isDThe required braking torque; omegaRIs the rotational speed of the wheel; etaEMMechanical efficiency for braking the motor; etaDThe mechanical efficiency of the hydraulic brake system; dt is the time derivative.
5. The method for evaluating the comprehensive performance of a braking energy recovery system according to claim 1, wherein the subjective evaluation quantitative index χ4Obtained by the following formula:
χ4＝0.4*(χ41)+0.3*(χ42)+0.3*(χ43)
in the formula: chi shape41，χ42，χ43Scores for pedal feel, steering wheel drag and vehicle directional stability, respectively.
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