CN113844423A - New energy automobile motor braking system - Google Patents

New energy automobile motor braking system Download PDF

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Publication number
CN113844423A
CN113844423A CN202111319101.1A CN202111319101A CN113844423A CN 113844423 A CN113844423 A CN 113844423A CN 202111319101 A CN202111319101 A CN 202111319101A CN 113844423 A CN113844423 A CN 113844423A
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Prior art keywords
motor
braking
brake
braking force
force
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郑竹安
戴广金
石小龙
熊新
孙婷婷
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Yancheng Institute of Technology
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Yancheng Institute of Technology
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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
    • B60L7/18—Controlling the braking effect

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses a new energy automobile motor braking system, which comprises a sliding working condition judgment module, a sliding deceleration calculation module, a sliding braking force distribution module, a front motor sliding regenerative braking force module, a rear motor sliding regenerative braking force module, a target vehicle hydraulic braking characteristic module, a rear motor resolving power module, an I curve limit module, a motor, a battery, a vehicle speed and other constraint conditions, an ABS coordination strategy and a fault handling mechanism, a front shaft motor controller and a rear shaft motor controller, wherein when a driver releases an accelerator pedal, the vehicle speed is detected to be reduced, the working condition is judged, the sliding deceleration is calculated, so that the regenerative braking force distribution module is used for distributing the front motor and the rear motor, when the driver steps on the brake pedal, the rear shaft motor actively compensates the equivalent braking deceleration of a rear shaft brake according to the braking intensity, and the equivalent braking deceleration is converted into motor torque according to vehicle information, finally, the braking of the front and rear shaft motors is finished.

Description

New energy automobile motor braking system
Technical Field
The invention relates to the technical field of new energy automobile motor braking systems, in particular to a new energy automobile motor braking system.
Background
Energy crisis and environmental pollution make the automobile that the development electric energy participation was driven vigorously become the demand of the times, and distributed drive electric automobile all has the advantage that centralized drive system is incomparable in the aspect of dynamic nature, economic nature and operating stability. The electric automobile can rely on a composite braking system to recover braking energy, and the energy recovery is an important way for improving the driving range of the automobile under the condition that the battery technology cannot make breakthrough progress.
The composite braking strategy is divided into a parallel type and a serial type according to different braking systems: the parallel finger electric mechanism power is directly superimposed on the hydraulic braking force in proportion, is suitable for the traditional braking system, is easy to realize, has low cost and lower energy recovery rate; the tandem strategy is decoupled from the brake fluid pressure by means of the brake pedal, the motor force can be preferentially used for braking, the energy recovery rate is high, but the brake system needs to be redesigned, and the cost is high.
The research on the braking force distribution strategy mainly focuses on how to distribute front and rear braking forces and how to further distribute hydraulic braking force and electric braking force under a certain braking demand, and rarely considers how to distribute front and rear electric braking force under a certain electric braking demand. The power generation efficiency of the motor in the braking process is related to the current rotating speed and torque of the motor, and how to adjust the distribution of the braking force of the front motor and the rear motor in real time according to the working state of the motor so as to obtain the highest overall power generation efficiency and improve the driving range.
Disclosure of Invention
The invention aims to provide a new energy automobile motor braking system which distributes motor braking force under a sliding working condition and a braking working condition under the condition that the total motor braking force is determined, gradually adjusts the total motor efficiency under different rear axle motor force distribution coefficients under the condition of changing vehicle speed and changing total motor braking requirements, and enables the sum of all the motor efficiencies to be the maximum motor force distribution coefficient, thereby obtaining the optimal rear axle motor moment distribution coefficient, improving the total power generation efficiency of a motor, and enabling a target vehicle to generate higher driving range, so as to solve the problems in the background technology.
In order to achieve the purpose, the invention provides the following technical scheme: a motor braking system of a new energy automobile comprises slide working condition judgment, slide deceleration calculation, slide braking force distribution, front motor slide regenerative braking force, rear motor slide regenerative braking force, target vehicle hydraulic braking characteristics, rear motor analytic force, I curve limit, a motor, a battery, vehicle speed and other constraint conditions, an ABS coordination strategy, a fault processing mechanism, a front axle motor controller and a rear axle motor controller, wherein the front axle motor controller is connected with the front axle motor controller through a transmission line, the rear axle motor controller is connected with the rear axle motor controller through a transmission line, and the front axle motor controller is connected with the rear axle motor controller through a transmission line
When a driver releases an accelerator pedal, the vehicle speed is detected to be reduced, the working condition of the vehicle is judged, the sliding deceleration is calculated, and the regenerative braking force distribution is performed on the front motor and the rear motor through a sliding braking force distribution module;
when a driver steps on a brake pedal, the rear axle motor actively compensates the equivalent braking deceleration of the rear axle brake according to the braking intensity, the brake pedal judges the difference value of the product of the braking intensity multiplied by the ratio of the front axle braking force to the rear axle braking force and the brake braking force distribution coefficient, and then the difference value is converted into motor torque according to vehicle information, and finally the braking of the front axle motor and the rear axle motor is finished.
Preferably, when the driver steps on the brake pedal, the braking force of the rear axle motor is used for actively compensating the lost hydraulic braking force after the rear axle brake is modified, so that the final distribution ratio of the front braking force and the rear braking force is equal to beta 1;
multiplying the brake deceleration in the brake pedal characteristic by (1-beta)1/β2) That is, under this pedal opening, the equivalent braking deceleration that the rear axle motor should compensate, and then through parameters such as the whole vehicle mass and the wheel radius, etc. convert it into motor torque, the analytic power of each rear wheel hub motor is:
T2i＝zjK1K2
in the formula, zjThe analyzed brake strength is obtained; k1＝1-β1/β2；K2Gr/2; g is the mass of the whole vehicle; r is the rolling radius of the wheel, beta1The distribution coefficient of the braking force of the front-drive vehicle brake driven by the centralized motor is obtained; beta is a2Front axle centralized motor drive and rear axle hub motor driveThe dynamic distributed driving automobile brake braking force distribution coefficient;
during sliding braking, all motor force is distributed to a rear axle motor, the braking force distribution crosses an I curve, an ECE (engineering brake Engineer) regulation is not met, the braking force is distributed to a rear axle, the total braking force is distributed according to the I curve, and at the moment, the front braking force and the rear braking force are respectively as follows:
F1＝zsG(b+zhg)/L
F2＝zsG(a-zhg)/L
the braking torques of the front motor and the rear motor are respectively as follows:
T1＝zsG(b+zhg)r/igLη
T2＝zsG(a-zhg)r/2L
wherein a and b are the distances from the front and the back to the center of mass respectively; hg is the height of the centroid; l is the wheelbase.
Setting the slide regenerative braking force as a linear function varying linearly with the vehicle speed v1The intensity of sliding brake corresponding to 10km/h is Z10.05, vehicle speed vv2The intensity of sliding brake corresponding to 120km/h is Z20.1, i.e.
z＝Z1+(v-v1)(Z2-Z1)/(v2-v1)
Preferably, after the driver steps on the brake pedal, the brake force of the rear motor analyzed by the pedal is preferentially distributed to the rear axle motor in full, the total brake force distribution is gradually distributed according to the brake force distribution coefficient along with the increase of the brake demand, at the moment, whether the total brake force distribution exceeds an I curve or not is detected, and once the total brake force distribution exceeds the I curve, the analysis force of the rear motor is restrained, so that the total brake force is distributed according to the I curve.
The I curve constraint calculation method comprises the following steps: (z)s+zj) For the current total brake intensity, the rear brake force corresponding to the I curve is:
Figure BDA0003344582770000031
consider that at the current coast brake level, the total rear brake force, as a function of the front pedal opening, is:
Figure BDA0003344582770000041
the braking force of the rear axle is distributed according to the I curve, and the motor torque which should be superposed by the current single hub motor is as follows:
Figure BDA0003344582770000042
in the formula, K1For the safety factor of the I curve and for preventing the braking force distribution from crossing the I curve, K is taken10.9. Get Tj2And T2maxThe minimum value of (d) is used as the final brake pedal resolving torque.
Preferably, during the coasting regenerative braking, the coasting regenerative braking force is analyzed and changed along with the vehicle speed, different braking strengths are selected, and the total motor braking force requirements of the front axle and the rear axle are met.
Preferably, during service braking, the analyzed braking force of the rear motor is preferentially distributed to the rear axle motor in full, and the analysis force of the rear motor is constrained according to the I curve.
Preferably, when the total efficiency of the motor is calculated, the speed line is converted to obtain the rotating speed of the front motor, and the efficiency of the front motor is obtained through the rotating speed of the front motor between units;
total braking force demand 1+ K required for vehiclerear、KrearThe motor torque is converted into a front motor torque and a rear motor torque, so that front motor efficiency and rear motor efficiency are obtained, and the rear motor efficiency is multiplied by 2+ the front motor efficiency, which is the total motor efficiency.
Compared with the prior art, the invention has the beneficial effects that:
(1) the driver loosens the accelerator pedal, detects that the vehicle speed is reduced, judges the working condition of the vehicle, and calculates the sliding deceleration, so that the regenerative braking force distribution is performed on the front motor and the rear motor through the sliding braking force distribution module;
(2) under the condition that the total braking force of the motor is determined, the motor braking force under the sliding working condition and the braking working condition is distributed, under the conditions of changing vehicle speed and changing total motor braking requirements, the total motor efficiency under different rear axle motor force distribution coefficients is adjusted gradually, the motor force distribution coefficient with the maximum sum of all the motor efficiencies is enabled, the optimal rear axle motor moment distribution coefficient is obtained, the total power generation efficiency of the motor is improved, and the target vehicle can generate higher driving range.
Drawings
FIG. 1 is a schematic diagram of the overall motor brake distribution strategy of the present invention;
FIG. 2 is a schematic illustration of the coasting regenerative braking force distribution strategy of the present invention;
FIG. 3 is a schematic diagram of a motor total efficiency calculation strategy according to the present invention;
fig. 4 is a schematic diagram of the resolving torque of the rear axle motor pedal according to the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, 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.
Referring to fig. 1-4, the present invention provides a technical solution: a new energy automobile motor braking system comprises slide working condition judgment, slide deceleration calculation, slide braking force distribution, front motor slide regenerative braking force, rear motor slide regenerative braking force, target vehicle hydraulic braking characteristics, rear motor analytic force, I curve limit, a motor, a battery, vehicle speed and other constraint conditions, an ABS coordination strategy, a fault processing mechanism, a front axle motor controller and a rear axle motor controller, and is characterized in that: the above-mentioned
When a driver releases an accelerator pedal, the vehicle speed is detected to be reduced, the working condition of the vehicle is judged, the sliding deceleration is calculated, and the regenerative braking force distribution is performed on the front motor and the rear motor through a sliding braking force distribution module;
when a driver steps on a brake pedal, the rear axle motor actively compensates the equivalent braking deceleration of the rear axle brake according to the braking intensity, the brake pedal judges the difference value of the product of the braking intensity multiplied by the ratio of the front axle braking force to the rear axle braking force and the brake braking force distribution coefficient, and then the difference value is converted into motor torque according to vehicle information, and finally the braking of the front axle motor and the rear axle motor is finished.
When a driver steps on a brake pedal, the braking force of a rear axle motor is used for actively compensating the lost hydraulic braking force after the rear axle brake is modified, so that the final distribution ratio of front braking force and rear braking force is equal to beta 1;
multiplying the brake deceleration in the brake pedal characteristic by (1-beta)1/β2) That is, under this pedal opening, the equivalent braking deceleration that the rear axle motor should compensate, and then through parameters such as the whole vehicle mass and the wheel radius, etc. convert it into motor torque, the analytic power of each rear wheel hub motor is:
T2i＝zjK1K2
in the formula, zjThe analyzed brake strength is obtained; k1＝1-β1/β2；K2Gr/2; g is the mass of the whole vehicle; r is the rolling radius of the wheel, beta1The distribution coefficient of the braking force of the front-drive vehicle brake driven by the centralized motor is obtained; beta is a2The front axle is driven by a centralized motor, and the brake force distribution coefficient of the brake of the automobile is driven by a hub motor of the rear axle in a distributed mode;
during sliding braking, all motor force is distributed to a rear axle motor, the braking force distribution crosses an I curve, an ECE (engineering brake Engineer) regulation is not met, the braking force is distributed to a rear axle, the total braking force is distributed according to the I curve, and at the moment, the front braking force and the rear braking force are respectively as follows:
F1＝zsG(b+zhg)/L
F2＝zsG(a-zhg)/L
the braking torques of the front motor and the rear motor are respectively as follows:
T1＝zsG(b+zhg)r/igLη
T2＝zsG(a-zhg)r/2L
wherein a and b are the distances from the front and the back to the center of mass respectively; hg is the height of the centroid; l is the wheelbase.
Setting the slide regenerative braking force as a linear function varying linearly with the vehicle speed v1The intensity of sliding brake corresponding to 10km/h is Z10.05, vehicle speed vv2The intensity of sliding brake corresponding to 120km/h is Z20.1, i.e.
z＝Z1+(v-v1)(Z2-Z1)/(v2-v1)
After a driver steps on a brake pedal, the brake force of a rear motor analyzed by the pedal is preferentially distributed to a rear axle motor in full, the total brake force distribution is gradually distributed according to the brake force distribution coefficient along with the increase of the brake demand, at the moment, whether the total brake force distribution exceeds an I curve or not is detected, and once the total brake force distribution exceeds the I curve, the analysis force of the rear motor is restrained, so that the total brake force is distributed according to the I curve.
The I curve constraint calculation method comprises the following steps: (z)s+zj) For the current total brake intensity, the rear brake force corresponding to the I curve is:
Figure BDA0003344582770000071
consider that at the current coast brake level, the total rear brake force, as a function of the front pedal opening, is:
Figure BDA0003344582770000072
the braking force of the rear axle is distributed according to the I curve, and the motor torque which should be superposed by the current single hub motor is as follows:
Figure BDA0003344582770000073
in the formula, K1For the safety factor of the I curve and for preventing the braking force distribution from crossing the I curve, K is taken10.9. Get Tj2And T2maxThe minimum value of (d) is used as the final brake pedal resolving torque.
During sliding regenerative braking, sliding regenerative braking force is analyzed and changed along with the vehicle speed, different braking strengths are selected, the total motor braking force requirements of the front axle and the rear axle are met, when the vehicle is braked, the analyzed rear motor braking force is distributed to the rear axle motor in full, and the rear motor analysis force is restrained according to the I curve.
When the total efficiency of the motor is calculated, the speed line is converted to obtain the rotating speed of the front motor, and the efficiency of the front motor is obtained through the rotating speed of the front motor between units.
Total braking force demand 1+ K required for vehiclerear、KrearThe motor torque is converted into a front motor torque and a rear motor torque, so that front motor efficiency and rear motor efficiency are obtained, and the rear motor efficiency is multiplied by 2+ the front motor efficiency, which is the total motor efficiency.
And (3) braking process: when the driver releases the accelerator pedal, the vehicle speed is detected to be reduced, the working condition of the vehicle is judged, and the sliding deceleration is calculated, so that the regenerative braking force distribution is performed on the front motor and the rear motor through the sliding braking force distribution module;
when a driver steps on a brake pedal, the rear axle motor actively compensates the equivalent braking deceleration of the rear axle brake according to the braking strength, namely the difference value of the product of the braking strength multiplied by 1-the ratio of the front axle braking force to the rear axle braking force and the brake braking force distribution coefficient of the brake pedal, and the difference value is converted into motor torque according to vehicle information, so that the braking of the front axle motor and the rear axle motor is finally completed.
The motor braking system of the new energy automobile is suitable for a front axle centralized motor, a rear axle is a vehicle type of a hub motor, and the generation efficiency of the motor is considered.
In the description of the present application, it is to be understood that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience in describing the present application and simplifying the description, but do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present application.
Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that changes, modifications, substitutions and alterations can be made in these embodiments without departing from the principles and spirit of the invention, the scope of which is defined in the appended claims and their equivalents.

Claims (6)

1. A new energy automobile motor braking system comprises slide working condition judgment, slide deceleration calculation, slide braking force distribution, front motor slide regenerative braking force, rear motor slide regenerative braking force, target vehicle hydraulic braking characteristics, rear motor analytic force, I curve limit, a motor, a battery, vehicle speed and other constraint conditions, an ABS coordination strategy, a fault processing mechanism, a front axle motor controller and a rear axle motor controller, and is characterized in that: the above-mentioned
When a driver releases an accelerator pedal, the vehicle speed is detected to be reduced, the working condition of the vehicle is judged, the sliding deceleration is calculated, and the regenerative braking force distribution is performed on the front motor and the rear motor through a sliding braking force distribution module;
when a driver steps on a brake pedal, the rear axle motor actively compensates the equivalent braking deceleration of the rear axle brake according to the braking intensity, the brake pedal judges the difference value of the product of the braking intensity multiplied by the ratio of the front axle braking force to the rear axle braking force and the brake braking force distribution coefficient, and then the difference value is converted into motor torque according to vehicle information, and finally the braking of the front axle motor and the rear axle motor is finished.
2. The electric motor braking system of the new energy automobile, according to claim 1, characterized in that: when a driver steps on a brake pedal, the braking force of a rear axle motor is used for actively compensating the lost hydraulic braking force after the rear axle brake is modified, so that the final distribution ratio of front braking force and rear braking force is equal to beta 1;
multiplying the brake deceleration in the brake pedal characteristic by (1-beta)1/β2) That is, under this pedal opening, the equivalent braking deceleration that the rear axle motor should compensate, and then through parameters such as the whole vehicle mass and the wheel radius, etc. convert it into motor torque, the analytic power of each rear wheel hub motor is:
T2i＝zjK1K2
in the formula, zjThe analyzed brake strength is obtained; k1＝1-β1/β2；K2Gr/2; g is the mass of the whole vehicle; r is the rolling radius of the wheel, beta1The distribution coefficient of the braking force of the front-drive vehicle brake driven by the centralized motor is obtained; beta is a2The front axle is driven by a centralized motor, and the brake force distribution coefficient of the brake of the automobile is driven by a hub motor of the rear axle in a distributed mode;
during sliding braking, all motor force is distributed to a rear axle motor, the braking force distribution crosses an I curve, an ECE (engineering brake Engineer) regulation is not met, the braking force is distributed to a rear axle, the total braking force is distributed according to the I curve, and at the moment, the front braking force and the rear braking force are respectively as follows:
F1＝zsG(b+zhg)/L
F2＝zsG(a-zhg)/L
the braking torques of the front motor and the rear motor are respectively as follows:
T1＝zsG(b+zhg)r/igLη
T2＝zsG(a-zhg)r/2L
wherein a and b are the distances from the front and the back to the center of mass respectively; hg is the height of the centroid; l is the wheelbase.
Setting the slide regenerative braking force as a linear function varying linearly with the vehicle speed v1The intensity of sliding brake corresponding to 10km/h is Z10.05, vehicle speed vv2The intensity of sliding brake corresponding to 120km/h is Z20.1, i.e.
z＝Z1+(v-v1)(Z2-Z1)/(v2-v1)。
3. The electric motor braking system of the new energy automobile, according to claim 1, characterized in that: after the driver steps on the brake pedal, the brake force of the rear motor analyzed by the pedal is preferentially distributed to the rear axle motor in full, the total brake force distribution is gradually distributed according to the brake force distribution coefficient along with the increase of the brake demand, at the moment, whether the total brake force distribution exceeds an I curve or not is detected, and once the total brake force distribution exceeds the I curve, the analysis force of the rear motor is restrained, so that the total brake force is distributed according to the I curve.
The I curve constraint calculation method comprises the following steps: (z)s+zj) For the current total brake intensity, the rear brake force corresponding to the I curve is:
Figure FDA0003344582760000021
consider that at the current coast brake level, the total rear brake force, as a function of the front pedal opening, is:
Figure FDA0003344582760000022
the braking force of the rear axle is distributed according to the I curve, and the motor torque which should be superposed by the current single hub motor is as follows:
Figure FDA0003344582760000031
in the formula, K1For the safety factor of the I curve and for preventing the braking force distribution from crossing the I curve, K is taken1＝0.9。
Get Tj2And T2maxThe minimum value of (d) is used as the final brake pedal resolving torque.
4. The electric motor braking system of the new energy automobile, according to claim 1, characterized in that: during sliding regenerative braking, sliding regenerative braking force is analyzed and changed along with vehicle speed, different braking strengths are selected, and the total motor braking force requirements of the front axle and the rear axle are met.
5. The electric motor braking system of the new energy automobile, according to claim 1, characterized in that: and during service braking, preferentially distributing the analyzed braking force of the rear motor to the rear axle motor in full, and constraining the analyzed force of the rear motor according to the I curve.
6. The electric motor braking system of the new energy automobile, according to claim 1, characterized in that: when the total efficiency of the motor is calculated, converting a speed line to obtain the rotating speed of the front motor, and obtaining the efficiency of the front motor through the rotating speed of the front motor between units;
total braking force demand 1+ K required for vehiclerear、KrearThe motor torque is converted into a front motor torque and a rear motor torque, so that front motor efficiency and rear motor efficiency are obtained, and the rear motor efficiency is multiplied by 2+ the front motor efficiency, which is the total motor efficiency.
CN202111319101.1A 2021-11-09 2021-11-09 New energy automobile motor braking system Pending CN113844423A (en)

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Citations (3)

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Publication number Priority date Publication date Assignee Title
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CN110239543A (en) * 2018-03-07 2019-09-17 丰田自动车株式会社 Braking force controller, device and method
CN113071326A (en) * 2021-05-06 2021-07-06 东风汽车集团股份有限公司 Method and system for distributing regenerated energy recovery torque of four-wheel drive new energy automobile

Patent Citations (3)

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Publication number Priority date Publication date Assignee Title
WO2018190021A1 (en) * 2017-04-14 2018-10-18 日産自動車株式会社 Control method and control device for electric vehicle
CN110239543A (en) * 2018-03-07 2019-09-17 丰田自动车株式会社 Braking force controller, device and method
CN113071326A (en) * 2021-05-06 2021-07-06 东风汽车集团股份有限公司 Method and system for distributing regenerated energy recovery torque of four-wheel drive new energy automobile

Non-Patent Citations (1)

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Title
余卓平，等: "某分布式驱动电动汽车复合制动策略设计", 《汽车技术》, no. 2, 24 February 2020 (2020-02-24), pages 12 - 17 *

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