CN112140904A - Electro-hydraulic composite brake coordination control method - Google Patents

Electro-hydraulic composite brake coordination control method Download PDF

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CN112140904A
CN112140904A CN202010978489.5A CN202010978489A CN112140904A CN 112140904 A CN112140904 A CN 112140904A CN 202010978489 A CN202010978489 A CN 202010978489A CN 112140904 A CN112140904 A CN 112140904A
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electric braking
braking power
electric
control
control period
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Inventor
阮仁新
周贝
黄松
薛琼
***
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Dongfeng Motor Corp
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Dongfeng Motor Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • 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
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • 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

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Regulating Braking Force (AREA)

Abstract

The invention relates to the technical field of automobile control methods, in particular to an electro-hydraulic composite brake coordination control method. After the brake pedal acts, the controller acquires the vehicle braking requirement through the voltage output by the pedal rotation angle sensor, so that the electric braking power theoretically required by each wheel is determined, the real-time slip rate of each wheel at the current moment is acquired, the real-time slip rate is compared with the set upper threshold value of the electric braking control slip rate of each wheel and the set lower threshold value of the electric braking control slip rate, whether the electric braking power applied in the previous control period is adjusted or not is determined according to the comparison result, and the electric braking power required by the current moment in the control period is acquired. In the electro-hydraulic hybrid braking process, the electro-hydraulic hybrid braking system can accurately regulate and control the electric braking power, fully utilize the braking effect of the electric braking, exert the braking capability of the electric braking to the maximum extent, and reduce the mass of the hub motor assembly and the size scale of the hub motor assembly by matching with the hydraulic braking, and can also effectively recover the braking energy.

Description

Electro-hydraulic composite brake coordination control method
Technical Field
The invention relates to the technical field of automobile control methods, in particular to an electro-hydraulic composite brake coordination control method.
Background
In the wheel hub motor type, a wheel hub motor is an unsprung mass, and the larger the mass of the wheel hub motor is, the poorer the smoothness of an automobile is. Therefore, it is necessary to minimize the mass of the components in the in-wheel motor assembly (including the brake mechanism disposed thereon); but if the mass of the brake mechanism is reduced, the problem of insufficient braking force is caused. In order to solve the technical problem, the hub motor can be switched from an electric drive mode to an excitation power generation mode under the braking working condition, and the electric braking can enable the whole vehicle to achieve the deceleration of about 0.3g at most, so that the quality of the hub motor assembly can be effectively reduced, and the braking energy can be recovered. However, at present, there is no good control and coordination method, namely how to perfectly coordinate the two brake powers so that the sum of the two brake powers is equal to the brake intention of the driver.
Disclosure of Invention
The invention aims to solve the defects of the background technology and provide an electro-hydraulic compound brake coordination control method.
The technical scheme of the invention is as follows: an electro-hydraulic compound brake coordination control method is characterized by comprising the following steps: after the brake pedal acts, the controller acquires the braking requirement of the vehicle according to the output voltage of the pedal rotation angle sensor, determining the electric braking power theoretically required by each wheel in the control period according to the braking requirement of the vehicle and the size of the hydraulic braking force, if the emergency braking does not occur in the current control period and the current coordinated control period is not the first period, acquiring the real-time slip rate of each wheel at the current moment, comparing the real-time slip rate with the upper threshold value and the lower threshold value of the electric braking control slip rate of each wheel, determining whether to adjust the electric braking power applied in the last control period according to the comparison result, wherein the control period enables the motor to generate electricity according to the electric braking power adjusted in the control period or the electric braking power applied in the last control period until the set time, and finishing the coordinated braking control of the control period; then, carrying out the coordination control of the next period according to the steps until the braking requirement is finished;
the upper threshold value of the electric brake control slip rate is larger than the lower threshold value of the electric brake control slip rate.
Preferably, if the real-time slip rate is larger than or equal to the upper threshold value of the electric brake control slip rate of the wheel, the difference value between the electric brake power applied in the previous control period and the first gradient value is obtained, and if the difference value is smaller than or equal to 0, 0 is output as the electric brake power of the control period; if the difference value is larger than or equal to the electric braking power limit value, outputting the electric braking power limit value as the electric braking power of the control period; and if the difference is between 0 and the electric braking power limit value, outputting the difference as the electric braking power of the control period.
Preferably, if the lower threshold value of the brake control slip rate is less than the real-time slip rate and less than the upper threshold value of the brake control slip rate, comparing the electric brake power applied in the previous control period with the electric brake power limit value: if the electric braking power applied in the previous control period is not less than the electric braking power limit value, the output electric braking power limit value is the electric braking power of the control period; and if the electric braking power applied in the last control period is less than the electric braking power limit value, outputting the electric braking power applied in the last control period as the electric braking power of the control period.
Preferably, if the real-time slip ratio is less than or equal to the lower threshold value of the electric brake control slip ratio of the wheel, the sum of the electric brake power applied in the previous control period and the second gradient value is obtained: if the sum is smaller than the theoretical required electric braking power obtained by calculation and is smaller than the electric braking power limit value, outputting the sum as the electric braking power of the control period; if the sum is smaller than the theoretical required electric braking power obtained by calculation and the sum is larger than or equal to the electric braking power limit value, outputting the electric braking power limit value as the electric braking power of the control cycle; if the sum value is larger than or equal to the theoretical required electric braking power and the theoretical required electric braking power is smaller than the electric braking power limit value, outputting the theoretical required electric braking power as the electric braking power of the control period; and if the sum value is larger than or equal to the theoretical required electric braking power and the theoretical required electric braking power is larger than or equal to the electric braking power limit value, outputting the electric braking power limit value as the electric braking power of the control period.
Preferably, whether emergency braking occurs in the control cycle is judged, and if the emergency braking occurs, the electric braking power limit value is compared with the theoretical required electric braking power obtained by calculation: if the theoretical required electric braking power is smaller than the electric braking power limit value, outputting the theoretical required electric braking power as the electric braking power of the control period; and if the theoretically required electric braking power is larger than or equal to the electric braking power limit value, the output electric braking power limit value is the electric braking power of the control period.
Preferably, the method for judging whether emergency braking occurs in the control cycle includes: and calculating to obtain theoretical required electric braking power, if the ratio of the theoretical required electric braking power to the electric braking power applied in the last control period is less than or equal to a set value, determining that emergency braking does not occur in the current slow braking process, and otherwise, determining that emergency braking occurs in the current slow braking process.
Preferably, if the current coordination control period is the first period, comparing the electric brake power limit value with the theoretical required electric brake power obtained by calculation: if the theoretical required electric braking power is smaller than the electric braking power limit value, outputting the theoretical required electric braking power as the electric braking power of the control period; and if the theoretically required electric braking power is larger than or equal to the electric braking power limit value, the output electric braking power limit value is the electric braking power of the control period.
Preferably, the theoretically required electric braking power is a difference value between an actual braking required power and a hydraulic power of the wheel.
Preferably, the lower threshold value of the electric brake control slip rate is smaller than the lower threshold value of the brake ABS control slip rate of each wheel; the upper threshold value of the electric brake control slip rate is larger than the upper threshold value of the brake ABS control slip rate of the wheels.
In the electro-hydraulic hybrid braking process, the electro-hydraulic hybrid braking system can accurately regulate and control the electric braking power, fully utilize the braking effect of the electric braking, exert the braking capability of the electric braking to the maximum extent, reduce the quality of the hub motor assembly greatly by matching with the hydraulic braking, reduce the size scale of the hub motor assembly, effectively recover the braking energy, and have great popularization value.
Drawings
FIG. 1: the present invention is a coordinated control strategy diagram.
Detailed Description
The invention is described in further detail below with reference to the figures and the specific embodiments.
As shown in fig. 1, a strategy diagram of the cooperative control method according to the present embodiment is shown. The following signals are input to the control system: real-time wheel speed omega of each wheeli(ii) a Real-time reference vehicle speed v; real-time oil pressure X of each slave cylinderi(ii) a The rotation angle sensor outputs the voltage U of the whole vehicle controller in real time; real-time maximum charging power P of motormotmax-i(ii) a Real-time maximum charging power P of batterybatmax(ii) a Electric brake power limit value Preqmax-i(ii) a Theoretical electric braking power P of wheelreqi(ii) a A relation function f (U) of the braking torque required by the whole vehicle and a corner sensor; function G (X) of single front wheel brake torque and wheel cylinder pressurei) (ii) a Function R (X) of single rear wheel brake torque and wheel cylinder pressurei) (ii) a Threshold value lambda under electric brake control slip rate1(ii) a Electric brake control slip rate upper threshold lambda2(ii) a Threshold value lambda under brake ABS control slip rate1'; brake ABS control slip rate upper threshold value lambda2'; a braking force distribution coefficient beta; the power adjusts the gradient K.
The implementation slip ratio lambda of the wheel can be calculated through the parametersiThe calculation formula is as follows:
Figure BDA0002686698660000041
can calculate two front wheels(1, 2 in the following equations refer to two front wheels of the automobile) of the theoretically required electric braking power Preqi(the theoretical required electric braking power is actually the difference between the braking required power and the hydraulic braking power), the calculation formula is as follows:
Preqi(1、2)＝[0.5*β*f(U)-G(Xi)]*ωi/9550；
the theoretical required electric braking power P of two rear wheels (3, 4 in the following formula refer to two rear wheels of the automobile) can be calculatedreqiThe calculation formula is as follows:
Preqi(3、4)＝[0.5*(1-β)*f(U)-R(Xi)]*ωi/9550；
can calculate the electric braking power limit value Preqmax-iIn this embodiment, the maximum charging power P of the motor is set in real time for leaving a marginmotmax-iAnd battery real-time maximum charging power PbatmaxThe lower value of 97% is set as the electric braking power limit value, and the calculation formula is as follows:
Preqmax-i＝0.97min(Pmotmax-i,Pbatmax)。
when the brake signal exists, judging whether the first period is the first period of the coordinated control, if the first period is the first period of the coordinated control, namely i is 1, directly judging PreqiAnd Preqmax-iThe size of (2): if Preqi≥Preqmax-iThen output Preqmax-iElectric brake power P as ith coordination control periodiAnd sending out an alarm signal; if Preqi＜Preqmax-iThen output PreqiAs the electric braking power P of the control periodi. Determining the electric braking power P of the control periodiThen, in the ith period, the wheels are made to follow the electric braking power PiAnd generating power for 40ms to complete a coordination control period.
When there is a braking signal, it is determined that the braking signal is not the first cycle of the coordinated control, i ≠ 1, and it is also necessary to determine whether emergency braking occurs in this control cycle, where the determination method in this embodiment is as follows: and calculating the ratio of the electric braking power required by the control period to the electric braking power applied in the previous control period, if the ratio is less than or equal to 4, determining that the emergency braking does not occur in the control period, otherwise, determining that the emergency braking occurs in the control period.
If emergency braking occurs in the control period, the theoretically required electric braking power P is directly judgedreqiAnd Preqmax-iThe size of (2): if Preqi≥Preqmax-iThen output Preqmax-iThe electric braking power P of the control period as the periodiAnd sending out an alarm signal; if Preqi＜Preqmax-iThen output PreqiAs the electric braking power P of the control periodi. In the ith period, making wheels according to the electric braking power PiAnd generating power for 40ms to complete a coordination control period.
If the current control period has no emergency braking and the period is not the first control period, calculating the real-time slip ratio lambda of the wheeliWith threshold value lambda under electric brake control slip rate1Upper threshold lambda of electric brake control slip rate2When the comparison is carried out, three conditions are presented in total:
the first method comprises the following steps: if the real-time slip ratio lambdaiThreshold value lambda of electric brake control slip rate of wheel is less than or equal to1Electric braking power P applied to the last control cycleiAdding a power regulation gradient K1 value (obtained by calibration) to obtain a sum: if the sum value is less than the theoretical required electric braking power PreqiAnd the sum is more than or equal to the electric braking power limit value (the electric braking power limit value of the embodiment is P)reqmax-i) Then output Preqmax-iAs the electric braking power P of the control periodi(ii) a If the sum value is < PreqiAnd the sum is < Preqmax-iThen outputting the sum value as the electric braking power P of the control periodi(ii) a If the sum value is more than or equal to PreqiAnd P isreqi≥Preqmax-iThen output Preqmax-iAs the electric braking power P of the control periodi(ii) a If the sum value is more than or equal to PreqiAnd P isreqi＜Preqmax-iThen output PreqiAs the electric braking power P of the control periodi；
And the second method comprises the following steps: if electric braking controls slip rateThreshold lambda1< real-time slip ratio λi< electric brake control slip ratio upper threshold value lambda of electric brake wheel of wheel2: if the electric braking power applied in the last control period is more than or equal to Preqmax-iThen output Preqmax-iAs the electric braking power P of the control period; if the electric braking power applied in the last control period is less than Preqmax-iOutputting the electric braking power applied in the last control period as the electric braking power P of the control periodi；
And the third is that: if the real-time slip ratio lambdaiThe upper threshold value lambda of the electric brake control slip rate of not less than the wheel2Subtracting a power adjustment gradient K2 value (the adjustment gradient K1 value and the adjustment gradient K2 value in this embodiment may be the same or different) from the electric braking power applied in the previous control period to obtain a difference value: if the difference is less than or equal to 0, outputting 0 as the electric braking power P of the control periodi(ii) a If the difference is greater than 0 and the difference is less than Preqmax-iThen the difference value is output as the electric braking power P of the control periodi(ii) a If the difference is greater than 0 and the difference is greater than or equal to Preqmax-iThen output Preqmax-iAs the electric braking power P of the control periodi。
When outputting Preqmax-iAs the electric braking power P of the control periodiAnd the system sends out an alarm signal.
In the ith period, the motor of the wheel is enabled to electrically brake power P according to the control periodiAnd generating power, delaying for 40ms, completing a coordination control period, recording the value i of the times of the coordination control period and adding 1, and then performing the next period according to the flow.
The embodiment sets the threshold value lambda under the electric brake control slip rate1Make it < threshold lambda under ABS control slip rate1'; setting an upper threshold lambda of an electric brake control slip ratio2Make it > ABS control slip rate upper threshold lambda2'. The arrangement can ensure that the electric braking power is kept unchanged when the ABS controller performs pressure regulation, so that the electric braking and the anti-lock braking ABS can be prevented from simultaneously regulating the braking force and interfering with each other. In other words, in performing the coordinated control of the present embodiment, each timeOnly one braking mode is adjusted at the time, namely the electric braking power is kept unchanged when the hydraulic braking power is adjusted, and the hydraulic braking power is kept unchanged when the electric braking power is adjusted.
The wheel cylinder hydraulic pressure is obtained from a brake anti-lock braking system (ABS system) controller, and the hydraulic braking force on the wheel side can be converted into hydraulic braking power based on physical common knowledge. The vehicle braking demand is obtained based on the set voltage output from the brake pedal rotation angle sensor, and then converted into the required braking power. The required braking power is reduced by the hydraulic braking power, namely the theoretically required electric braking power (or called as theoretically required generating power).
The foregoing shows and describes the general principles, essential features, and advantages of the invention. It will be understood by those skilled in the art that the present invention is not limited to the embodiments described above, which are given by way of illustration of the principles of the present invention, and that various changes and modifications may be made without departing from the spirit and scope of the invention as defined by the appended claims. The scope of the invention is defined by the appended claims and equivalents thereof.

Claims (9)

1. An electro-hydraulic compound brake coordination control method is characterized by comprising the following steps: after the brake pedal acts, the controller acquires the braking requirement of the vehicle according to the output voltage of the pedal rotation angle sensor, determining the theoretical electric braking power required by each wheel in the control period according to the braking requirement of the vehicle and the hydraulic braking force, if the emergency braking does not occur in the current control period and the current coordinated control period is not the first period, acquiring the real-time slip rate of each wheel at the current moment, comparing the real-time slip rate with the upper threshold value and the lower threshold value of the electric braking control slip rate of each wheel, determining whether to adjust the electric braking power applied in the last control period according to the comparison result, wherein the control period enables the motor to generate electricity according to the electric braking power adjusted in the control period or the electric braking power applied in the last control period until the set time, and finishing the coordinated braking control of the control period; then, carrying out the coordination control of the next period according to the steps until the braking requirement is finished;
the upper threshold value of the electric brake control slip rate is larger than the lower threshold value of the electric brake control slip rate.
2. The electro-hydraulic compound brake coordination control method according to claim 1, characterized in that: if the real-time slip rate is larger than or equal to the upper threshold value of the electric brake control slip rate of the wheel, acquiring the difference value between the electric brake power applied in the previous control period and the first gradient value: if the difference is less than or equal to 0, outputting 0 as the electric braking power of the control period; if the difference value is larger than or equal to the electric braking power limit value, outputting the electric braking power limit value as the electric braking power of the control period; and if the difference is between 0 and the electric braking power limit value, outputting the difference as the electric braking power of the control period.
3. The electro-hydraulic compound brake coordination control method according to claim 1, characterized in that: if the lower threshold value of the brake control slip rate is less than the real-time slip rate and less than the upper threshold value of the brake control slip rate, comparing the electric brake power applied in the previous control period with the electric brake power limit value: if the electric braking power applied in the previous control period is not less than the electric braking power limit value, the output electric braking power limit value is the electric braking power of the control period; and if the electric braking power applied in the last control period is less than the electric braking power limit value, outputting the electric braking power applied in the last control period as the electric braking power of the control period.
4. The electro-hydraulic compound brake coordination control method according to claim 1, characterized in that: if the real-time slip rate is less than or equal to the lower threshold value of the electric brake control slip rate of the wheel, acquiring the sum value of the electric brake power applied in the previous control period and the second gradient value: if the sum is smaller than the theoretical required electric braking power obtained by calculation and is smaller than the electric braking power limit value, outputting the sum as the electric braking power of the control period; if the sum is smaller than the theoretical required electric braking power obtained by calculation and the sum is larger than or equal to the electric braking power limit value, outputting the electric braking power limit value as the electric braking power of the control cycle;
if the sum value is larger than or equal to the theoretical required electric braking power and the theoretical required electric braking power is smaller than the electric braking power limit value, outputting the theoretical required electric braking power as the electric braking power of the control period; and if the sum value is larger than or equal to the theoretical required electric braking power and the theoretical required electric braking power is larger than or equal to the electric braking power limit value, outputting the electric braking power limit value as the electric braking power of the control period.
5. The electro-hydraulic compound brake coordination control method according to claim 1, characterized in that: judging whether emergency braking occurs in the control period, if the emergency braking occurs, comparing the electric braking power limit value with the theoretical required electric braking power obtained by calculation: if the theoretical required electric braking power is smaller than the electric braking power limit value, outputting the theoretical required electric braking power as the electric braking power of the control period; and if the theoretically required electric braking power is larger than or equal to the electric braking power limit value, the output electric braking power limit value is the electric braking power of the control period.
6. The electro-hydraulic compound brake coordination control method according to claim 5, characterized in that: the method for judging whether the emergency braking occurs in the control cycle comprises the following steps: and calculating to obtain theoretical required electric braking power, if the ratio of the theoretical required electric braking power to the electric braking power applied in the last control period is less than or equal to a set value, determining that emergency braking does not occur in the current slow braking process, and otherwise, determining that emergency braking occurs in the current slow braking process.
7. The electro-hydraulic compound brake coordination control method according to claim 1, characterized in that: if the current coordination control period is the first period, comparing the electric brake power limit value with the theoretical required electric brake power obtained by calculation: if the theoretical required electric braking power is smaller than the electric braking power limit value, outputting the theoretical required electric braking power as the electric braking power of the control period; and if the theoretically required electric braking power is larger than or equal to the electric braking power limit value, the output electric braking power limit value is the electric braking power of the control period.
8. The electro-hydraulic compound brake coordination control method according to any one of claims 1 and 4 to 7, characterized by comprising the following steps: the theoretical required electric braking power is the difference value between the actual braking required power of the wheels and the hydraulic power.
9. The electro-hydraulic compound brake coordination control method according to claim 1, characterized in that: the lower threshold value of the electric brake control slip rate is smaller than the lower threshold value of the brake ABS control slip rate of each wheel; the upper threshold value of the electric brake control slip rate is larger than the upper threshold value of the brake ABS control slip rate of the wheels.
CN202010978489.5A 2020-09-17 2020-09-17 Electro-hydraulic composite brake coordination control method Pending CN112140904A (en)

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104828044A (en) * 2014-07-03 2015-08-12 北汽福田汽车股份有限公司 Braking control method and braking control system of vehicle
CN106080242A (en) * 2016-07-07 2016-11-09 扬子江汽车集团有限公司 The power of motor control method of pure electric automobile and system
US20180178657A1 (en) * 2016-12-26 2018-06-28 Subaru Corporation Braking control device for vehicle
CN108725214A (en) * 2018-05-31 2018-11-02 武汉理工大学 Four wheel hub motor-driven vehicles of composite braking brake anti-skid control method
CN109017323A (en) * 2018-08-06 2018-12-18 武汉理工大学 The tandem electric vehicle lower long slope regenerating brake control method of In-wheel motor driving
CN110001610A (en) * 2019-04-23 2019-07-12 岭南师范学院 A kind of four-wheel independent hub electric car composite braking control device

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104828044A (en) * 2014-07-03 2015-08-12 北汽福田汽车股份有限公司 Braking control method and braking control system of vehicle
CN106080242A (en) * 2016-07-07 2016-11-09 扬子江汽车集团有限公司 The power of motor control method of pure electric automobile and system
US20180178657A1 (en) * 2016-12-26 2018-06-28 Subaru Corporation Braking control device for vehicle
CN108725214A (en) * 2018-05-31 2018-11-02 武汉理工大学 Four wheel hub motor-driven vehicles of composite braking brake anti-skid control method
CN109017323A (en) * 2018-08-06 2018-12-18 武汉理工大学 The tandem electric vehicle lower long slope regenerating brake control method of In-wheel motor driving
CN110001610A (en) * 2019-04-23 2019-07-12 岭南师范学院 A kind of four-wheel independent hub electric car composite braking control device

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