CN113335242A - Integrated braking energy recovery system and integrated braking energy recovery method - Google Patents
Integrated braking energy recovery system and integrated braking energy recovery method Download PDFInfo
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- CN113335242A CN113335242A CN202110696485.2A CN202110696485A CN113335242A CN 113335242 A CN113335242 A CN 113335242A CN 202110696485 A CN202110696485 A CN 202110696485A CN 113335242 A CN113335242 A CN 113335242A
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- 238000011084 recovery Methods 0.000 title claims abstract description 60
- 238000000034 method Methods 0.000 title claims abstract description 28
- 230000001172 regenerating effect Effects 0.000 claims abstract description 91
- 239000007788 liquid Substances 0.000 claims description 53
- 238000006073 displacement reaction Methods 0.000 claims description 42
- 239000012530 fluid Substances 0.000 claims description 37
- 230000008859 change Effects 0.000 claims description 21
- 238000004088 simulation Methods 0.000 claims description 17
- 238000002955 isolation Methods 0.000 claims description 16
- 238000007599 discharging Methods 0.000 claims description 2
- 230000005611 electricity Effects 0.000 claims description 2
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- 230000008569 process Effects 0.000 description 7
- 230000001276 controlling effect Effects 0.000 description 4
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
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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
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/02—Dynamic electric resistor braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/171—Detecting parameters used in the regulation; Measuring values used in the regulation
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Abstract
The invention belongs to the technical field of vehicles and discloses an integrated braking energy recovery system and an integrated braking energy recovery method. The integrated braking energy recovery system comprises: the driver braking intention module acquires a driver braking intention; the hydraulic braking force control module realizes complete decoupling of hydraulic braking force in a brake pedal and a wheel cylinder; the regenerative braking force acquisition module acquires current regenerative braking force; the regenerative braking force request module requests that a target regenerative braking force can be generated, and controls and generates power for the driving motor according to the target regenerative braking force to convert kinetic energy of the wheel cylinder into electric energy and store the electric energy in the battery; the braking force coordination module coordinates the hydraulic braking force control module and the regenerative braking force request module according to the driver braking intention and the current regenerative braking force. The integrated braking energy recovery system utilizes the braking force coordination module to coordinate and distribute the regenerative braking force request module and the hydraulic braking force control module, thereby realizing the high-efficiency recovery of braking energy.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to an integrated braking energy recovery system and an integrated braking energy recovery method.
Background
With the rapid development of new energy technologies of automobiles, one of the ways of improving the energy utilization rate of electric automobiles is to recover braking energy. The braking energy recovery is specifically to convert kinetic energy of an automobile during braking into electric energy through a motor and store the electric energy in a battery, and then utilize the electric energy to traction drive, so that the loss of energy converted into friction heat energy is avoided, the use efficiency of the energy is improved, and the driving range of the electric automobile is increased.
The conventional brake system comprises a master cylinder and a pressure building unit, wherein the master cylinder realizes auxiliary pressure building by using a vacuum booster, the pressure building unit is controlled by an electronic stability control unit (ESC), and the electronic stability control unit ensures the lateral stability of vehicle running. In order to adapt to the development of new energy automobiles and meet the requirements of automatic driving on a brake system, the traditional brake system can not meet the requirements of people any more, and therefore an integrated brake control system is produced at present. The integrated braking system integrates the original brake master cylinder and the pressure building unit, but the control strategy is obviously different from that of the traditional ESC system due to the change of the pressure building principle.
The energy recovery control method of the conventional brake system is realized by combining a vacuum booster and a vacuum pump. Because the traditional engine is not arranged on the electric vehicle, the vacuum degree can not be provided for the vacuum booster, and the brake assistance can not be provided under the condition that the vacuum booster is not in vacuum. In order to meet the use requirement, an Electronic Vacuum Pump (EVP), a vacuum tank and a Pedal Travel Sensor (PTS) are added on the basis of the conventional brake system, the electronic vacuum Pump provides a power source for a vacuum booster, and the vacuum tank is used for storing vacuum with a certain volume, so that the vacuum degree of the system is more stable, the starting frequency of the electronic vacuum Pump is reduced, and the service life of the electronic vacuum Pump is prolonged. The pedal stroke sensor can provide a braking signal for the motor controller, effectively utilizes the braking idle stroke to recover energy, and improves the energy recovery rate.
By adopting the mode, the motor feedback braking force is directly superposed on the original friction braking force, the original friction braking force is not regulated, the energy recovery rate is low, and the coupling and the switching of the motor feedback braking and the friction braking are easy to generate impact, so that the braking comfort is poor. When the pressure is relatively low in the plateau area, the electronic vacuum pump cannot provide as high a vacuum degree as in the plateau area, resulting in poor power assistance of the vacuum booster and increased pedal force, thereby affecting the use of the user.
Disclosure of Invention
The invention aims to provide an integrated braking energy recovery system and an integrated braking energy recovery method, which have high braking recovery efficiency and can simultaneously give consideration to the requirements.
In order to achieve the purpose, the invention adopts the following technical scheme:
an integrated braking energy recovery system comprising:
the driver braking intention module comprises a brake master cylinder, a brake pedal, a pedal sensor, a simulation valve and a pedal feeling simulator, wherein the brake pedal is connected to a piston rod in the brake master cylinder, the pedal sensor is used for detecting actual displacement and actual displacement change rate of the brake pedal so as to obtain driver braking intention, and a piston cavity of the brake master cylinder is selectively communicated with the pedal feeling simulator through the simulation valve;
the hydraulic braking force control module comprises a braking motor, a servo cylinder, a wheel cylinder and a valve block, wherein the output end of the braking motor is connected to a piston rod of the servo cylinder, a piston cavity of the servo cylinder is selectively communicated with the wheel cylinder through the valve block, so that the valve block can adjust the hydraulic braking force in the wheel cylinder, and the valve block is positioned between the driver braking intention module and the wheel cylinder and used for separating the piston cavity of the brake master cylinder from the wheel cylinder so as to realize the complete decoupling of the hydraulic braking force in the brake pedal and the wheel cylinder;
a regenerative braking force acquisition module configured to acquire a current regenerative braking force;
a regenerative braking force request module configured to request that a target regenerative braking force can be generated, and to control and generate electric power for the drive motor according to the target regenerative braking force to convert kinetic energy of the wheel cylinder into electric energy and store the electric energy in a battery;
a braking force coordination module that coordinates the hydraulic braking force control module and the regenerative braking force request module according to the driver braking intention and the current regenerative braking force.
Preferably, the valve block includes:
the liquid inlet valve is used for feeding liquid into the wheel cylinder;
the liquid outlet valve is used for discharging liquid out of the wheel cylinder;
the isolation valve is positioned between the piston cavity of the brake master cylinder and the liquid inlet valve and used for interrupting a connecting oil path between the piston cavity of the brake master cylinder and the liquid inlet valve;
and the servo valve is positioned between the piston cavity of the servo cylinder and the liquid inlet valve, so that the piston cavity of the servo cylinder is communicated with the liquid inlet valve through the servo valve.
Preferably, the method further comprises the following steps:
the master cylinder pressure sensor is used for detecting the pressure of brake fluid in a piston cavity of the brake master cylinder and is electrically connected to the braking force coordination module;
and the servo pressure sensor is used for detecting the pressure of the brake fluid in the piston cavity of the servo cylinder and is electrically connected with the braking force coordination module.
Preferably, the brake system further comprises a brake oil can, wherein the brake oil can is used for storing brake fluid and is respectively communicated with the piston cavity of the brake master cylinder and the piston cavity of the servo cylinder.
Preferably, a check valve is provided in a connection line between the brake oil can and the piston chamber of the servo cylinder.
In order to achieve the above object, the present invention further provides an integrated braking energy recovery method using the above integrated braking energy recovery system, wherein the integrated braking energy recovery method comprises:
acquiring a driver braking intention through a driver braking intention module;
acquiring current regenerative braking force by using a regenerative braking force acquisition module;
according to the braking intention of the driver and the current regenerative braking force, the braking force coordination module coordinates the hydraulic braking force control module and the regenerative braking force request module to enable the regenerative braking force request module and/or the hydraulic braking force control module to be started;
when the regenerative braking force request module is started, the regenerative braking force request module requests that the target regenerative braking force can be generated, and controls the driving motor according to the target regenerative braking force and generates electricity, so that the electric energy generated by the kinetic energy of the wheels is stored in the battery;
when the hydraulic braking force control module is started, the hydraulic braking force control module enables the wheel cylinder to achieve the target hydraulic braking force by controlling the braking motor, the servo cylinder and the valve block.
Preferably, if the actual displacement of the brake pedal is greater than the preset displacement and the actual displacement change rate of the brake pedal is greater than the preset displacement change rate, the braking intention of the driver is in an emergency braking state, and the regenerative braking force request module is closed at the moment;
and if the actual displacement of the brake pedal is smaller than the preset displacement and/or the actual displacement change rate of the brake pedal is smaller than the preset displacement change rate, the driver's braking intention is in a comfortable braking state, and the regenerative braking force request module is started at the moment.
Preferably, after the hydraulic braking force control module receives the request of the braking force coordination module, the simulation valve is opened, and the piston cavity of the brake master cylinder is communicated with the pedal feel simulator through the simulation valve to establish the feel of the simulated brake pedal.
Preferably, after the pedal feel simulator and the brake master cylinder generate brake pressure, the master cylinder pressure sensor detects the pressure of the brake fluid in the piston cavity of the brake master cylinder and transmits the pressure to the braking force coordination module, and the braking force coordination module controls the hydraulic braking force control module to start.
Preferably, the starting hydraulic power control module comprises the steps of:
when the feeling of the simulated brake pedal is established, the isolating valve is closed and the servo valve is opened, so that the liquid inlet valve is cut off from the brake main cylinder, and the liquid inlet valve is communicated with the servo cylinder; and then, the wheel cylinder achieves the target hydraulic braking force by controlling the rotating speed of the braking motor, the opening and closing of the liquid inlet valve and the opening and closing of the liquid outlet valve.
The invention has the beneficial effects that:
the invention provides an integrated braking energy recovery system, according to a driver braking intention and a current regenerative braking force, a braking force coordination module coordinates a hydraulic braking force control module and a regenerative braking force request module, so that the regenerative braking force request module requests to generate a target regenerative braking force, and the hydraulic braking force control module generates a target hydraulic braking force. And the braking force coordination module is used for coordinating and distributing the regenerative braking force request module and the hydraulic braking force control module, so that the high-efficiency recovery of the braking energy is realized.
The pedal sensor is used for detecting the actual displacement and the actual displacement change rate of the brake pedal, so that the braking intention of a driver can be accurately identified, and safety and comfort are both considered. Meanwhile, when the piston cavity of the brake master cylinder is communicated with the pedal feeling simulator through the simulation valve, the pedal feeling simulator can simulate the feeling of the driver stepping on the brake pedal.
A high-performance brake motor is adopted, and a piston rod in a servo cylinder is driven to drive a piston to move so as to generate main cylinder brake pressure in the servo cylinder, so that the pressure building process is completed. Compared with the existing brake system, the novel high-grade driving auxiliary system has the advantages of small installation size, light weight, light structure and quicker response, can remarkably improve the building pressure speed, and effectively shortens the braking distance, thereby meeting the higher requirement of the novel high-grade driving auxiliary system on the dynamic characteristic of braking pressure control. The piston cavity of the servo cylinder can adjust the hydraulic braking force in the wheel cylinder through the valve block, and the hydraulic braking force can be adjusted flexibly. The valve block can isolate the piston cavity and the wheel cylinder of the brake master cylinder, so that no direct connection exists between the valve block and the brake pedal in the pressure process, the impact caused by coupling and switching in the brake process of the brake is avoided, the smoothness is good, the problem that the electronic vacuum pump cannot provide the same vacuum degree as that of a plain area in a high-pressure area due to low air pressure can be solved, the electronic vacuum pump can be well used in the plain area or the plateau area with low air pressure, the resistance of the brake pedal is reduced, and the use feeling of a user is improved.
According to the integrated braking energy recovery method provided by the invention, the braking intention of the driver is obtained according to the braking intention module of the driver, so that the braking demand of the driver is calculated. The braking force coordination module is used for coordinating and distributing the regenerative braking force request module and the hydraulic braking force control module, and the coordination of feedback torque and hydraulic torque can be performed, so that the high-efficiency recovery of braking energy is realized.
Drawings
FIG. 1 is a block diagram of the framework of the integrated braking energy recovery system of the present invention;
fig. 2 is a schematic structural diagram of an integrated braking energy recovery system of the present invention.
In the figure:
100. a driver braking intent module; 200. a hydraulic braking force control module; 300. a regenerative braking force acquisition module; 400. a regenerative braking force request module; 500. a braking force coordination module;
1. a brake master cylinder; 2. a brake pedal; 3. a pedal sensor; 4. a simulation valve; 5. a pedal feel simulator; 6. braking the motor; 7. a servo cylinder; 8. a wheel cylinder; 9. a valve block; 91. a liquid inlet valve; 92. a liquid outlet valve; 93. an isolation valve; 94. a servo valve; 10. a master cylinder pressure sensor; 11. a servo pressure sensor; 12. a brake oil can; 13. a one-way valve; 14. and detecting the valve.
Detailed Description
In order to make the technical problems solved, technical solutions adopted and technical effects achieved by the present invention clearer, the technical solutions of the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the present invention, unless expressly stated or limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, e.g., as meaning permanently connected, removably connected, or integral to one another; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
The technical scheme of the invention is further explained by the specific implementation mode in combination with the attached drawings.
The embodiment provides an integrated braking energy recovery system, which is suitable for the technical field of automobiles, in particular to electric automobiles. As shown in fig. 1, the integrated braking energy recovery system includes a driver braking intention module 100, a hydraulic braking force control module 200, a regenerative braking force acquisition module 300, a regenerative braking force request module 400, and a braking force coordination module 500, wherein the driver braking intention module 100 is configured to acquire a driver braking intention, the regenerative braking force acquisition module 300 is configured to acquire a current regenerative braking force, and the regenerative braking force request module 400 is configured to request generation of a target regenerative braking force, and control and generate power for a driving motor according to the target regenerative braking force to convert kinetic energy of a wheel cylinder 8 (shown in fig. 2) into electric energy and store the electric energy in a battery. The braking force coordination module 500 coordinates the hydraulic braking force control module 200 and the regenerative braking force request module 400 such that the regenerative braking force request module 400 requests generation of the target regenerative braking force and the hydraulic braking force control module 200 generates the target hydraulic braking force according to the driver's braking intention and the current regenerative braking force. The braking force coordination module 500 is used for coordinating and distributing the regenerative braking force request module 400 and the hydraulic braking force control module 200, so that the efficient recovery of braking energy is realized.
Specifically, as shown in fig. 2, the driver braking intention module 100 includes a master cylinder 1, a brake pedal 2, a pedal sensor 3, a simulation valve 4, and a pedal feel simulator 5, the brake pedal 2 is connected to a piston rod in the master cylinder 1, the pedal sensor 3 is used to detect an actual displacement and an actual displacement change rate of the brake pedal 2 to acquire the driver braking intention, and a piston cavity of the master cylinder 1 is selectively communicated to the pedal feel simulator 5 through the simulation valve 4.
The pedal sensor 3 is used for detecting the actual displacement and the actual displacement change rate of the brake pedal 2, so that the braking intention of a driver can be accurately identified, and safety and comfort are both considered. Meanwhile, when the piston chamber of the brake master cylinder 1 communicates with the pedal feel simulator 5 through the simulation valve 4, the pedal feel simulator 5 is enabled to simulate the driver's feeling of stepping on the brake pedal 2.
The pedal feeling simulator 5 is a spring or a buffer unit, the pedal feeling simulator 5 can be adjusted respectively according to the requirements of the whole vehicle, and can be adjusted independently according to different driving conditions (such as emergency braking) or operation modes (such as movement), and the unification of regenerative braking and comfort can be realized without any additional measures.
Further, the hydraulic braking force control module 200 includes a braking motor 6, a servo cylinder 7, a wheel cylinder 8 and a valve block 9, an output end of the braking motor 6 is connected to a piston rod of the servo cylinder 7, a piston cavity of the servo cylinder 7 is selectively communicated with the wheel cylinder 8 through the valve block 9, so that the valve block 9 can adjust the hydraulic braking force in the wheel cylinder 8, the hydraulic braking force of the wheel cylinder 8 is accurately adjusted according to the regenerative braking force, and the braking recovery efficiency can be improved. Meanwhile, the valve block 9 is positioned between the driver braking intention module 100 and the wheel cylinder 8 and is used for isolating the piston cavity of the master brake cylinder 1 from the wheel cylinder 8 so as to completely decouple the hydraulic braking force in the brake pedal 2 and the wheel cylinder 8.
A high-performance brake motor 6 is adopted, and a main cylinder brake pressure is generated in a servo cylinder 7 by driving a piston rod in the servo cylinder 7 and driving a piston to move, so that the pressure building process is completed. Compared with the existing brake system, the novel high-grade driving auxiliary system has the advantages of small installation size, light weight, light structure and quicker response, can remarkably improve the building pressure speed, and effectively shortens the braking distance, thereby meeting the higher requirement of the novel high-grade driving auxiliary system on the dynamic characteristic of braking pressure control. The piston cavity of the servo cylinder 7 can adjust the hydraulic braking force in the wheel cylinder 8 through the valve block 9, and the hydraulic braking force can be flexibly adjusted. The valve block 9 can isolate the piston cavity of the brake master cylinder 1 from the wheel cylinder 8, so that no direct connection exists between the pressure process and the brake pedal 2, the impact caused by coupling and switching in the braking process of the brake motor 6 is avoided, the smoothness is good, the problem that the electronic vacuum pump cannot provide the same vacuum degree as that of a plain area due to low air pressure in a high-pressure area can be solved, the electronic vacuum pump can be well used in the plain area and the plateau area with low air pressure, the resistance of the brake pedal 2 is reduced, and the use feeling of a user is improved.
In order to ensure that sufficient brake fluid can be provided for the servo cylinder 7 and the brake master cylinder 1, as shown in fig. 2, the integrated brake energy recovery system further includes a brake oil can 12, the brake oil can 12 is used for storing the brake fluid, and the brake oil can 12 is respectively communicated with the piston cavity of the brake master cylinder 1 and the piston cavity of the servo cylinder 7. The brake fluid can be timely supplied to the servo cylinder 7 and the brake master cylinder 1 by the brake oil can 12.
Optionally, a check valve 14 is provided on a connecting line between the brake oil can 12 and the piston cavity of the master cylinder 1, and the check valve 14 is used for opening and closing the connecting line. The detection valve 14 is specifically a two-position two-way valve, when the working position of the detection valve 14 is a left position, the connecting pipeline between the brake oil can 12 and the piston cavity of the brake master cylinder 1 is in a conducting state, and the brake fluid in the brake oil can 12 can flow into the piston cavity of the brake master cylinder 1; when the operation position of the check valve 14 is the right position, the connection pipe between the brake oil pot 12 and the piston chamber of the master cylinder 1 is in a cut-off state, and the brake fluid in the brake oil pot 12 cannot flow into the piston chamber of the master cylinder 1. It should be noted that the check valve 14 is a normally open check valve, that is, the check valve 14 is operated in the left position.
Optionally, a non-return valve 13 is provided on the connecting line between the brake oil pot 12 and the piston chamber of the servo cylinder 7. The check valve 13 has the function of limiting the flowing direction of the brake fluid, so that the brake fluid in the brake oil can 12 can smoothly flow into the piston cavity of the servo cylinder 7, and the brake fluid in the piston cavity of the servo cylinder 7 is prevented from flowing back into the brake oil can 12.
Because the piston cavity of the servo cylinder 7 is selectively communicated with the wheel cylinder 8 through the valve block 9, the valve block 9 can also isolate the piston cavity of the brake master cylinder 1 from the wheel cylinder 8, the piston cavity of the servo cylinder 7 and the piston cavity of the brake master cylinder 1 are connected through the valve block 9 and the wheel cylinder 8, and the valve block 9 realizes the function integration.
Specifically, as shown in fig. 2, the valve block 9 includes an inlet valve 91, an outlet valve 92, an isolation valve 93, and a servo valve 94, the inlet valve 91 is used for inlet of the wheel cylinder 8, and the outlet valve 92 is used for outlet of the wheel cylinder 8. An isolation valve 93 is located between the piston chamber of the master cylinder 1 and the liquid inlet valve 91 for interrupting a connection oil path between the piston chamber of the master cylinder 1 and the liquid inlet valve 91. The servo valve 94 is located between the piston chamber of the servo cylinder 7 and the intake valve 91, so that the piston chamber of the servo cylinder 7 is communicated with the intake valve 91 through the servo valve 94.
Wherein, feed liquor valve 91 is normally open feed liquor valve, goes out liquid valve 92 and is normally closed to go out the liquid valve, and isolating valve 93 is normally open isolating valve, and servo valve 94 is normally closed servo valve, and analog valve 4 specifically is normally closed analog valve.
When the brake pedal 2 is stepped by a driver, the piston in the brake master cylinder 1 is pushed to move, and the brake fluid in the brake master cylinder 1 is pushed to enter the pedal feeling simulator 5 through the simulation valve 4, so that the aim of simulating the force and displacement of the driver for stepping the brake pedal 2 is fulfilled.
At this time, the isolation valve 93 is powered on and closed, that is, the isolation valve 93 works in the lower position, and under the isolation action of the isolation valve 93, the brake fluid in the brake master cylinder 1 cannot enter the fluid inlet valve 91 and further cannot enter the wheel cylinder 8, so that the brake pedal 2 and the wheel cylinder 8 are completely decoupled, and the brake pedal 2 is prevented from interfering with the hydraulic braking of the wheel cylinder 8.
Meanwhile, the servo valve 94 is electrically opened, that is, the working position of the servo valve 94 is at the lower position, so that the brake fluid in the servo cylinder 7 enters the fluid inlet valve 91 through the servo valve 94 and then enters the wheel cylinder 8, thereby completing the pressure reduction process of the wheel cylinder 8. The liquid outlet valve 92 is closed when the power is off, the working position of the liquid outlet valve 92 is at the upper position, and the liquid outlet valve 92 cuts off the connecting pipeline between the wheel cylinder 8 and the brake oil can 12, so that the brake fluid in the wheel cylinder 8 cannot flow back to the brake oil can 12.
In the power-off state, the simulation valve 4 works in the left position, the piston cavity of the brake master cylinder 1 is not communicated with the pedal feeling simulator 5, and the brake motor 6, the servo cylinder 7 and the pedal feeling simulator 5 do not work. If the brake motor 6 or the servo cylinder 7 has a fault, the brake motor 6 and the servo cylinder 7 cannot be used normally, at the moment, the isolation valve 93 works in an upper position, and when a driver steps on the brake pedal 2, brake fluid in the brake master cylinder 1 enters the fluid inlet valve 91 through the isolation valve 93 and finally enters the wheel cylinder 8 to complete the pressure building process.
It can be understood that the activation of the brake motor 6 and the servo cylinder 7 is the main way for the pressure build-up of the wheel cylinder 8, and the completion of the pressure build-up of the wheel cylinder 8 by the master cylinder 1 is a backup scheme after the brake motor 6 and the servo cylinder 7 are in failure, so as to ensure the use under various working conditions.
The number of the wheel cylinders 8 is multiple, in this embodiment, it is preferable that the number of the wheel cylinders 8 is four, the four wheel cylinders 8 correspond to the front-left wheel cylinder, the front-right wheel cylinder, the rear-left wheel cylinder and the rear-right wheel cylinder from top to bottom, the numbers of the liquid inlet valves 91 and the liquid outlet valves 92 are four, each wheel cylinder 8 corresponds to one liquid inlet valve 91 and one liquid outlet valve 92, the numbers of the isolation valves 93 and the servo valves 94 are two, each isolation valve 93 corresponds to two of the liquid inlet valves 91, and each servo valve 94 corresponds to the other two liquid inlet valves 91.
Specifically, the brake fluid flowing out of the piston cavity of the servo cylinder 7 is divided into two main paths, the first main path is divided into two sub-paths after passing through one servo valve 94, one sub-path enters the left front wheel cylinder after passing through the fluid inlet valve 91 corresponding to the left front wheel cylinder, and the other sub-path enters the right front wheel cylinder after passing through the fluid inlet valve 91 corresponding to the right front wheel cylinder; the second main path is divided into two branch paths after passing through another servo valve 94, wherein one branch path enters the left rear wheel cylinder after passing through a liquid inlet valve 91 corresponding to the left rear wheel cylinder, and the other branch path enters the right rear wheel cylinder after passing through a liquid inlet valve 91 corresponding to the right rear wheel cylinder.
The brake fluid flowing out of the piston cavity of the brake master cylinder 1 is divided into two fluid paths, the first fluid path is divided into two sub-paths after passing through one isolation valve 93, one sub-path enters the left front wheel cylinder after passing through a fluid inlet valve 91 corresponding to the left front wheel cylinder, and the other sub-path enters the right front wheel cylinder after passing through a fluid inlet valve 91 corresponding to the right front wheel cylinder; the second liquid path is divided into two branches after passing through another isolating valve 93, wherein one branch enters the left rear wheel cylinder after passing through a liquid inlet valve 91 corresponding to the left rear wheel cylinder, and the other branch enters the right rear wheel cylinder 8 after passing through a liquid inlet valve 91 corresponding to the right rear wheel cylinder.
It should be noted that the front axle of the integrated brake energy system is decoupled, the brake lines are arranged in a "II" shape, which is different from the conventional "X" shape, and the solution is only suitable for small vehicles.
Further, as shown in fig. 2, the integrated braking energy recovery system further includes a master cylinder pressure sensor 10 and a servo pressure sensor 11, the master cylinder pressure sensor 10 is used for detecting the pressure of the brake fluid in the piston cavity of the brake master cylinder 1 and is electrically connected to the braking force coordination module 500, and the pressure detected by the master cylinder pressure sensor 10 is the braking pressure desired by the driver. The servo pressure sensor 11 is used for detecting the pressure of the brake fluid in the piston cavity of the servo cylinder 7 and is electrically connected to the braking force coordination module 500, and the pressure detected by the servo pressure sensor 11 is the pressure of the actual servo cylinder 7.
The driver's depression of the brake pedal 2 generates a pedal displacement, and the degree and position of the driver's depression of the brake pedal 2 are simulated by the pedal feel simulator 5, so that the driver's desired brake pressure is obtained, and the driver's desired brake pressure can be used as an input for the control of the brake motor 6. The brake motor 6 is controlled to move forward or backward according to the feedback of the brake pressure expected by the driver and the pressure of the actual servo cylinder 7 so as to build the pressure of the wheel cylinder 8.
The embodiment also provides an integrated braking energy recovery method using the integrated braking energy recovery system, which is used for controlling the integrated braking energy recovery system, and the integrated braking energy recovery method includes: acquiring a driver braking intention through a driver braking intention module 100; acquiring the current regenerative braking force by using the regenerative braking force acquisition module 300; the braking force coordination module 500 coordinates the hydraulic braking force control module 200 and the regenerative braking force request module 400 to enable the regenerative braking force request module 400 and/or the hydraulic braking force control module 200 according to the driver's braking intention and the current regenerative braking force; when the regenerative braking force request module 400 is activated, the regenerative braking force request module 400 requests the generation of a target regenerative braking force, and controls the driving motor according to the target regenerative braking force and generates power such that electric energy generated by kinetic energy of the wheels is stored in the battery; when the hydraulic braking force control module 200 is activated, the hydraulic braking force control module 200 controls the brake motor 6, the servo cylinder 7, and the valve block 9 to bring the wheel cylinder 8 to the target hydraulic braking force.
According to the integrated braking energy recovery method provided by the embodiment, the braking intention of the driver is acquired according to the braking intention module 100 of the driver, so that the braking demand of the driver is calculated. The braking force coordination module 500 is used for coordinating and distributing the regenerative braking force request module 400 and the hydraulic braking force control module 200, so that the coordination of feedback torque and hydraulic torque can be carried out, and the efficient recovery of braking energy is realized.
Further, if the actual displacement of the brake pedal 2 is greater than the preset displacement and the actual displacement change rate of the brake pedal 2 is greater than the preset displacement change rate, the driver intends to brake in an emergency braking state, and at this time, the regenerative braking force request module 400 is turned off; if the actual displacement of the brake pedal 2 is less than the preset displacement and/or the actual displacement change rate of the brake pedal 2 is less than the preset displacement change rate, the driver's braking intention is a comfortable braking state, and at this time, the regenerative braking force request module 400 is started.
In other words, the braking intention of the driver is judged according to the displacement size and the displacement change rate of the pedal sensor 3, when the actual displacement of the brake pedal 2 is larger than the preset displacement and the actual displacement change rate of the brake pedal 2 is larger than the preset displacement change rate, emergency braking is judged, a comfortable braking state is judged under the rest conditions, the braking energy recovery is activated only in the comfortable braking state, and the energy recovery control is not activated under the condition of the emergency braking state.
In the case of comfort braking, the current regenerative braking force is acquired by the regenerative braking force acquisition module 300, and the magnitudes of the hydraulic braking force and the regenerative braking force are coordinated by the braking force coordination module 500, at which time the braking force coordination module 500 determines a target hydraulic braking force and a target regenerative braking force, and then the generation of the target regenerative braking force is requested by the regenerative braking force request module 400, and the generation of the target regenerative braking force is not requested in the case of emergency braking, and the regenerative braking force request module 400 can distinguish between the request of the front wheel regenerative braking force and the request of the rear wheel regenerative braking force.
It should be noted that, during the comfort braking state, the braking force coordination module 500 may preferentially determine the target regenerative braking force, and the braking force coordination module 500 determines the hydraulic braking force as an auxiliary supplement to ensure the high efficiency of energy recovery.
When the hydraulic braking force control module 200 is required to perform a specific target hydraulic braking force, after the hydraulic braking force control module 200 receives the request of the braking force coordination module 500, the simulation valve 4 is opened to communicate the piston chamber of the master cylinder 1 to the pedal feel simulator 5 through the simulation valve 4 to establish the feel of the simulated brake pedal 2. The main purpose of this approach is to have two; firstly, a flowing path and an accommodating space are provided for the brake fluid in the brake master cylinder 1, the brake fluid in the brake master cylinder 1 is prevented from generating interference on the hydraulic brake force control module 200, and brake decoupling is realized; second, the driver's braking intention can be reflected realistically using the pedal feel simulator 5.
After the pedal feel simulator 5 and the master cylinder 1 generate the brake pressure, the master cylinder pressure sensor 10 detects the pressure of the brake fluid in the piston chamber of the master cylinder 1 and transmits the pressure to the braking force coordination module 500, so that the braking force coordination module 500 controls the hydraulic braking force control module 200 to start. In this way, the starting time is provided for the hydraulic braking force control module 200, and the response speed and the response accuracy are high.
The method comprises the following steps in starting the hydraulic power control module 200: while establishing the feeling of simulating the brake pedal 2, closing the isolation valve 93 and opening the servo valve 94 to cut off the liquid inlet valve 91 from the brake master cylinder 1, and communicating the liquid inlet valve 91 with the servo cylinder 7; and then the wheel cylinder 8 achieves the target hydraulic braking force by controlling the rotating speed of the brake motor 6, the opening and closing of the liquid inlet valve 91 and the opening and closing of the liquid outlet valve 92.
When the brake works normally and is in an energy recovery state, the hydraulic braking force control module 200 calculates a required target hydraulic braking force according to a total target braking pressure required to be achieved and a current regenerative braking force which can be provided by energy recovery braking, pushes the servo cylinder 7 to move accurately and establishes pressure in the wheel cylinder 8 through multi-closed-loop control on the position speed, the current and the like of the brake motor 6, and controls the liquid inlet valve 91 and the liquid outlet valve 92 simultaneously to perform pressure control on the wheel cylinder 8, so that the target hydraulic braking pressures of the front wheel cylinder 8 and the rear wheel cylinder 8 are respectively met.
If the target hydraulic brake pressures of the front left wheel cylinder and the rear left wheel cylinder are different, the front left wheel cylinder and the rear left wheel cylinder need to be controlled respectively. The target hydraulic braking pressure of the front left wheel cylinder is defined as a first target hydraulic braking pressure, and the target hydraulic braking pressure of the rear left wheel cylinder is defined as a second target hydraulic braking pressure, wherein the first target hydraulic braking pressure is greater than the second target hydraulic braking pressure. At this time, according to a larger first target hydraulic braking pressure, the hydraulic braking force control module 200 calculates control parameters such as the rotating speed of the braking motor 6, controls the braking motor 6 to push the servo cylinder 7 to generate the first target hydraulic braking pressure, at this time, the two liquid inlet valves 91 corresponding to the front left wheel cylinder and the rear left wheel cylinder are both opened, so that the front left wheel cylinder reaches the first target hydraulic braking pressure, the rear left wheel cylinder monitors the pressure of the wheel cylinder 8, when the pressure of the rear left wheel cylinder reaches a second target hydraulic braking pressure, the liquid inlet valve 91 corresponding to the rear left wheel cylinder is closed, and at this time, the rear left wheel cylinder reaches the second target hydraulic braking pressure.
It is understood that the control of the right front wheel cylinder and the right rear wheel cylinder is similar and thus will not be described in detail. When the target hydraulic braking force distributed to each wheel cylinder 8 by the braking force coordination module 500 changes, the corresponding target hydraulic braking force is adjusted by adjusting the liquid inlet valve 91 and the liquid outlet valve 92 of each wheel cylinder 8, so that the target hydraulic braking force and the target regenerative braking force of the front and rear wheel cylinders can be accurately coordinated in real time, and the braking smoothness and consistency are ensured.
The integrated braking energy recovery method can be applied and popularized quickly, energy recovery is reasonably controlled according to the intention of a driver and the state of the vehicle, and electric energy can be effectively recovered during the braking or sliding stage through the energy recovery, so that the purpose of improving the endurance mileage of the whole vehicle is achieved.
In the description herein, it is to be understood that the terms "upper", "lower", "right", and the like are based on the orientations and positional relationships shown in the drawings and are used for convenience in description and simplicity in operation, but do not indicate or imply that the referenced devices or elements must have a particular orientation, be constructed in a particular orientation, and be constructed in a particular operation, and thus should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used merely for descriptive purposes and are not intended to have any special meaning.
In the description herein, references to the description of "an embodiment," "an example" or the like are intended to mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example.
In addition, the foregoing is only the preferred embodiment of the present invention and the technical principles applied. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.
Claims (10)
1. An integrated braking energy recovery system, comprising:
the driver braking intention module (100) comprises a brake master cylinder (1), a brake pedal (2), a pedal sensor (3), a simulation valve (4) and a pedal feeling simulator (5), wherein the brake pedal (2) is connected to a piston rod in the brake master cylinder (1), the pedal sensor (3) is used for detecting actual displacement and actual displacement change rate of the brake pedal (2) so as to obtain driver braking intention, and a piston cavity of the brake master cylinder (1) is selectively communicated with the pedal feeling simulator (5) through the simulation valve (4);
a hydraulic braking force control module (200), wherein the hydraulic braking force control module (200) comprises a brake motor (6), a servo cylinder (7), a wheel cylinder (8) and a valve block (9), the output end of the brake motor (6) is connected to the piston rod of the servo cylinder (7), the piston cavity of the servo cylinder (7) is selectively communicated with the wheel cylinder (8) through the valve block (9), so that the valve block (9) can adjust the hydraulic braking force in the wheel cylinder (8), and the valve block (9) is located between the driver braking intention module (100) and the wheel cylinder (8) and used for separating the piston cavity of the master cylinder (1) and the wheel cylinder (8) so as to realize the complete decoupling of the hydraulic braking force in the brake pedal (2) and the wheel cylinder (8);
a regenerative braking force acquisition module (300) configured to acquire a current regenerative braking force;
a regenerative braking force request module (400) configured to request that a target regenerative braking force can be generated, and to control and generate electric power for a drive motor according to the target regenerative braking force to convert kinetic energy of the wheel cylinder (8) into electric energy and store the electric energy in a battery;
a braking force coordination module (500), the braking force coordination module (500) coordinating the hydraulic braking force control module (200) and the regenerative braking force request module (400) according to the driver braking intent and the current regenerative braking force.
2. The integrated braking energy recovery system according to claim 1, wherein the valve block (9) comprises:
a liquid inlet valve (91) for inlet of the wheel cylinder (8);
the liquid outlet valve (92) is used for discharging liquid out of the wheel cylinder (8);
an isolation valve (93) located between the piston chamber of the master cylinder (1) and the liquid inlet valve (91) for interrupting a connection oil path between the piston chamber of the master cylinder (1) and the liquid inlet valve (91);
and the servo valve (94) is positioned between the piston cavity of the servo cylinder (7) and the liquid inlet valve (91), so that the piston cavity of the servo cylinder (7) is communicated with the liquid inlet valve (91) through the servo valve (94).
3. The integrated braking energy recovery system of claim 1, further comprising:
a master cylinder pressure sensor (10) for detecting the pressure of the brake fluid in the piston cavity of the brake master cylinder (1) and electrically connected to the braking force coordination module (500);
and the servo pressure sensor (11) is used for detecting the pressure of the brake fluid in the piston cavity of the servo cylinder (7) and is electrically connected with the braking force coordination module (500).
4. The integrated braking energy recovery system according to claim 1, further comprising a braking oil pot (12), wherein the braking oil pot (12) is used for storing brake fluid, and the braking oil pot (12) is respectively communicated with the piston cavity of the brake master cylinder (1) and the piston cavity of the servo cylinder (7).
5. Integrated braking energy recovery system according to claim 4, characterized in that a one-way valve (13) is provided on the connection line between the brake oil can (12) and the piston chamber of the servo cylinder (7).
6. An integrated braking energy recovery method using the integrated braking energy recovery system of any of claims 1-5, characterized in that the integrated braking energy recovery method comprises:
acquiring a driver braking intention through a driver braking intention module (100);
acquiring current regenerative braking force by using a regenerative braking force acquisition module (300);
the braking force coordination module (500) coordinates the hydraulic braking force control module (200) and the regenerative braking force request module (400) according to the braking intention of the driver and the current regenerative braking force, and enables the regenerative braking force request module (400) and/or the hydraulic braking force control module (200) to be started;
when the regenerative braking force request module (400) is started, the regenerative braking force request module (400) requests that the target regenerative braking force can be generated, and controls the driving motor according to the target regenerative braking force and generates electricity, so that the electric energy generated by the kinetic energy of the wheels is stored in the battery;
when the hydraulic braking force control module (200) is started, the hydraulic braking force control module (200) enables the wheel cylinder (8) to achieve the target hydraulic braking force by controlling the braking motor (6), the servo cylinder (7) and the valve block (9).
7. The integrated braking energy recovery method according to claim 6, characterized in that if the actual displacement of the brake pedal (2) is greater than the preset displacement and the actual rate of change of the displacement of the brake pedal (2) is greater than the preset rate of change of the displacement, the driver's braking intention is in an emergency braking state, at which time the regenerative braking force request module (400) is turned off;
and if the actual displacement of the brake pedal (2) is less than the preset displacement and/or the actual displacement change rate of the brake pedal (2) is less than the preset displacement change rate, the driver intends to be in a comfortable braking state, and the regenerative braking force request module (400) is started at the moment.
8. The integrated braking energy recovery method according to claim 6, characterized in that after the hydraulic braking force control module (200) receives the request of the braking force coordination module (500), the simulation valve (4) is opened to communicate the piston chamber of the master cylinder (1) to the pedal feel simulator (5) through the simulation valve (4) to establish the feel of the simulated brake pedal (2).
9. The integrated braking energy recovery method according to claim 8, characterized in that after the pedal feel simulator (5) and the brake master cylinder (1) generate the braking pressure, the master cylinder pressure sensor (10) is used to detect the pressure of the brake fluid in the piston cavity of the brake master cylinder (1) and transmit the pressure to the braking force coordination module (500), so that the braking force coordination module (500) controls the hydraulic braking force control module (200) to be started.
10. The integrated braking energy recovery method according to claim 8, wherein activating the hydraulic braking force control module (200) comprises the steps of:
while establishing the feeling of simulating the brake pedal (2), closing the isolation valve (93) and opening the servo valve (94) to cut off the liquid inlet valve (91) and the brake main cylinder (1), and communicating the liquid inlet valve (91) and the servo cylinder (7); and then the wheel cylinder (8) achieves the target hydraulic braking force by controlling the rotating speed of the brake motor (6), the opening and closing of the liquid inlet valve (91) and the opening and closing of the liquid outlet valve (92).
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