WO2017092370A1 - 辅助制动方法、***及车辆 - Google Patents

辅助制动方法、***及车辆 Download PDF

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Publication number
WO2017092370A1
WO2017092370A1 PCT/CN2016/090445 CN2016090445W WO2017092370A1 WO 2017092370 A1 WO2017092370 A1 WO 2017092370A1 CN 2016090445 W CN2016090445 W CN 2016090445W WO 2017092370 A1 WO2017092370 A1 WO 2017092370A1
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Prior art keywords
power
battery
brake
power battery
maximum allowable
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PCT/CN2016/090445
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English (en)
French (fr)
Inventor
王雷
范文杰
张文辉
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北汽福田汽车股份有限公司
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Publication of WO2017092370A1 publication Critical patent/WO2017092370A1/zh

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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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • 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
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the present invention relates to the field of electric vehicle technology, and in particular, to an auxiliary braking method, system, and vehicle.
  • Electric vehicles have the advantage of low emissions, but how to improve the battery life of electric vehicles is particularly important. Braking energy feedback can improve the power battery life of electric vehicles. However, the braking energy feedback rate directly determines the energy consumption level of the vehicle.
  • the brake system of the electric vehicle is mostly combined with the electric brake feedback of the motor and the mechanical brake, and the brake is separately braked according to different working conditions or the combination of the two is performed, for example, when the brake pedal opening degree is small If the power battery is allowed to charge, the brake and energy recovery are performed by the electric brake energy feedback of the motor. However, if the power battery is not allowed to be charged at this time, the motor cannot provide the braking force. When the brake pedal opening degree is slightly larger, if the power battery is allowed to be charged, the two are combined with the brake to ensure partial energy recovery while fully braking. If the power battery is not allowed to be charged, only the mechanical brake is used.
  • the above braking energy feedback has the following disadvantages: since the power battery sometimes allows charging, sometimes charging is not allowed. Therefore, under the same brake pedal opening degree, sometimes the motor can be braked and sometimes cannot be braked, resulting in inconsistent braking force and difficulty in handling the driver. There is a hidden danger in braking safety. In addition, at the critical point of mechanical brake intervention, the braking force is more sensitive, and it is easy to generate sudden changes in braking force, which affects ride comfort.
  • the object of the present invention is to solve at least one of the technical problems in the related art described above to some extent.
  • a first object of the present invention is to provide an auxiliary braking method for a vehicle.
  • the auxiliary brake can ensure the stability of the electric brake feedback torque and the reasonable control of the mechanical brake, thereby improving the feedback rate of the braking energy, reducing the consumption of fuel and electric energy, and also improving the comfort of the brake.
  • a second object of the present invention is to provide an auxiliary brake system for a vehicle.
  • a third object of the present invention is to propose a vehicle.
  • an embodiment of the first aspect of the present invention discloses an auxiliary braking method for a vehicle, the vehicle includes a driving motor, a power battery and an electrolytic energy storage module, the auxiliary braking method comprising the steps of: determining a regenerative braking torque according to the brake pedal opening degree; obtaining the regenerative braking torque and the driving motor rotation speed according to the driving Braking feedback power; obtaining a maximum allowable charging power of the power battery according to a battery state of the power battery; and when the braking feedback power is greater than a maximum allowable charging power of the power battery, according to a maximum of the power battery Allowing charging power to determine a distribution relationship of the brake feedback power; supplying power to the power battery and the electrolytic energy storage module according to the distribution relationship of the brake feedback power to pass the power battery and the electrolytic energy storage The module performs energy recovery.
  • the regenerative braking torque is determined by the brake pedal opening degree
  • the braking feedback power is obtained according to the regenerative braking torque and the rotational speed of the driving motor
  • the power battery is obtained according to the battery state of the power battery.
  • the maximum allowable charging power when the braking feedback power is greater than the maximum allowable charging power of the power battery, determining the distribution relationship of the braking feedback power according to the maximum allowable charging power of the power battery, and then according to the distribution relationship of the braking feedback power
  • the power battery and the electrolytic energy storage module are powered to recover energy through the power battery and the electrolytic energy storage module.
  • the method can effectively improve the stability and smoothness of the vehicle brake, improve the comfort of the brake, and effectively improve the feedback rate of the braking energy and reduce the energy consumption of the vehicle.
  • auxiliary braking method of the vehicle according to the above embodiment of the present invention may further have the following additional technical features:
  • the brake feedback power when the brake feedback power is greater than a maximum allowable charging power of the power battery, determining a distribution relationship of the brake feedback power according to a maximum allowable charging power of the power battery And powering the power battery and the electrolytic energy storage module according to the distribution relationship of the brake feedback power to perform energy recovery by the power battery and the electrolytic energy storage module, further comprising: comparing the brake Rewarding power and maximum allowable charging power of the power battery; if the brake feedback power is greater than a maximum allowable charging power of the power battery, distributing maximum allowable power from the brake power Charging a first power of the same power, and supplying power to the power battery according to the first power to perform partial energy recovery by the power battery; and the remaining energy in the braking feedback power is the electrolytic energy storage
  • the module is powered to perform electrolysis by the electrolytic energy storage module and perform energy recovery.
  • the auxiliary braking method of the vehicle further includes: when the braking feedback power is less than or equal to a maximum allowable charging power of the power battery, supplying power to the power battery according to the braking feedback power, All energy recovery is performed by the power battery.
  • the electrolytic energy storage module includes an electrolytic cell, a hydrogen gas storage tank, and an oxygen gas storage tank, the electrolytic cell containing an electrolyte.
  • An embodiment of the second aspect of the present invention discloses an auxiliary brake system for a vehicle, the vehicle including a drive motor, a power battery, a battery manager, and a motor controller, the auxiliary brake system including: an electrolytic energy storage module, The electrolytic energy storage module is configured to perform electrolysis and perform energy recovery; a brake coordination controller, the brake coordination controller is configured to a brake pedal opening degree determines a regenerative braking torque, and obtains a brake feedback power according to the regenerative braking torque and a rotational speed of the driving motor, and obtains a power battery according to a battery state of the power battery transmitted by the battery manager a maximum allowable charging power, and when the brake feedback power is greater than a maximum allowable charging power of the power battery, determining a distribution relationship of the brake feedback power according to a maximum allowable charging power of the power battery, and controlling the The motor controller supplies power to the power battery and the electrolytic energy storage module according to a distribution relationship of the brake feedback power.
  • the regenerative braking torque is determined by the brake pedal opening degree
  • the braking feedback power is obtained according to the regenerative braking torque and the rotational speed of the driving motor
  • the power battery is obtained according to the battery state of the power battery.
  • the maximum allowable charging power when the braking feedback power is greater than the maximum allowable charging power of the power battery, determining the distribution relationship of the braking feedback power according to the maximum allowable charging power of the power battery, and then according to the distribution relationship of the braking feedback power
  • the power battery and the electrolytic energy storage module are powered to recover energy through the power battery and the electrolytic energy storage module.
  • the system can effectively improve the stability and smoothness of the vehicle brake, improve the comfort of the brake, and effectively improve the feedback rate of the braking energy and reduce the energy consumption of the vehicle.
  • auxiliary brake system of the vehicle may further have the following additional technical features:
  • the brake coordination controller determines the brake according to a maximum allowable charging power of the power battery when the brake feedback power is greater than a maximum allowable charging power of the power battery.
  • the distribution relationship of the feedback power, and controlling the motor controller to supply power to the power battery and the electrolytic energy storage module according to the distribution relationship of the brake feedback power comprising: comparing the brake feedback power and the power a maximum allowable charging power of the battery; if the braking feedback power is greater than a maximum allowable charging power of the power battery, assigning the first maximum power from the braking feedback power to the maximum allowable charging power of the power battery And controlling the motor controller to power the power battery according to the first power to perform partial energy recovery by the power battery; controlling the motor controller to calculate remaining power according to the brake feedback power
  • the electrolysis energy storage module is powered to perform electrolysis by the electrolysis energy storage module and perform energy recovery.
  • the brake coordination controller is further configured to: when the brake feedback power is less than or equal to a maximum allowable charging power of the power battery, control the motor controller according to the brake feedback power The power battery is powered to recover all of the energy from the power battery.
  • the electrolytic energy storage module includes an electrolytic cell, a hydrogen gas storage tank, and an oxygen gas storage tank, the electrolytic cell containing an electrolyte.
  • the volume ratio of the hydrogen gas storage tank to the oxygen gas storage tank is 2:1.
  • a third aspect of the invention provides a vehicle comprising: the auxiliary brake system of the vehicle according to the second aspect of the invention.
  • the regenerative braking torque is determined by the brake pedal opening degree
  • the braking feedback power is obtained according to the regenerative braking torque and the rotational speed of the driving motor
  • the maximum allowable charging power of the power battery is obtained according to the battery state of the power battery.
  • FIG. 1 is a flow chart of an auxiliary braking method of a vehicle according to an embodiment of the present invention
  • FIG. 2 is a schematic structural view of an auxiliary brake system of a vehicle according to an embodiment of the present invention
  • FIG. 3 is a schematic diagram of an auxiliary brake system of a particular vehicle in accordance with an embodiment of the present invention.
  • first and second are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated.
  • features defining “first” and “second” may include one or more of the features either explicitly or implicitly.
  • the meaning of "a plurality” is two or more unless specifically and specifically defined otherwise.
  • the terms “installation”, “connected”, “connected”, “fixed” and the like shall be understood broadly, and may be either a fixed connection or a detachable connection, unless explicitly stated and defined otherwise. , or connected integrally; may be mechanical connection or electrical connection; may be directly connected, or may be indirectly connected through an intermediate medium, and may be internal communication between the two elements.
  • installation shall be understood broadly, and may be either a fixed connection or a detachable connection, unless explicitly stated and defined otherwise.
  • , or connected integrally may be mechanical connection or electrical connection; may be directly connected, or may be indirectly connected through an intermediate medium, and may be internal communication between the two elements.
  • the specific meanings of the above terms in the present invention can be understood on a case-by-case basis.
  • the first feature may be "on” or “under” the second feature unless otherwise specifically stated and defined. Including direct contact of the first and second features may also include that the first and second features are not in direct contact but are contacted by additional features between them. Moreover, the first feature “above”, “above” and “above” the second feature includes the first feature directly above and above the second feature, or merely indicating that the first feature level is higher than the second feature. The first feature “below”, “below” and “below” the second feature includes the first feature directly below and below the second feature, or merely the first feature level being less than the second feature.
  • the braking system of an electric vehicle generally having a braking energy recovery function includes two parts, one part is a conventional mechanical braking system, and the other part is a motor braking system for regenerative braking.
  • auxiliary braking method, system, and vehicle for a vehicle according to an embodiment of the present invention will be described below with reference to the accompanying drawings.
  • auxiliary braking method for a vehicle according to an embodiment of the present invention will be described with reference to the accompanying drawings.
  • the auxiliary braking method of the vehicle has the following steps:
  • S101 Determine a regenerative braking torque according to a brake pedal opening degree.
  • the regenerative braking torque refers to a braking torque that can perform energy recovery by braking the driving motor.
  • the corresponding relationship between the customized pedal opening degree and the regenerative braking torque can be performed according to the state of the vehicle type, wherein, in different models, the correspondence relationship between the brake pedal opening degree and the regenerative braking torque is different, and therefore, According to the specific model, such as the specific model status, the corresponding relationship between the pedal opening and the regenerative braking torque is specified.
  • the vehicle status includes but is not limited to: the components of the power system components, the battery or battery, the electrical and electronic components, and Type, size, structure, shape and constituent materials of each functional component.
  • the brake feedback power is obtained according to the regenerative braking torque and the rotational speed of the driving motor.
  • the rotational speed of the drive motor refers to the rotational speed of the motor at the current time. According to the regenerative braking torque and the rotational speed of the motor at the current time, the brake feedback power can be obtained by calculation.
  • the method of calculating the braking feedback power according to the regenerative braking torque and the current driving speed of the motor belongs to the prior art, and is not described herein.
  • S103 Obtain a maximum allowable charging power of the power battery according to a battery state of the power battery.
  • the power battery maximum charging power is transmitted from the battery manager to the motor controller according to the battery state of the power battery.
  • the battery state of the power battery includes, but is not limited to, a state of charge, a remaining amount of power, a battery temperature, and the like. Based on these parameters, the maximum allowable charging power that can be allowed in the current state of the power battery, that is, the maximum allowable charging power, can be determined.
  • the distribution relationship of the brake feedback power is determined according to the maximum allowable charging power of the power battery, and the power battery and the electrolytic energy storage are allocated according to the distribution relationship of the brake feedback power.
  • the module is powered to recover energy through the power battery and the electrolytic energy storage module, and further includes: comparing the brake feedback power with the maximum allowable charging power of the power battery; if the brake feedback power is greater than the maximum allowable power battery Charging power, the first power equal to the maximum allowable charging power of the power battery is allocated from the brake feedback power, and the power battery is powered according to the first power to perform partial energy recovery by the power battery; according to the braking feedback power The remaining power is supplied to the electrolytic energy storage module for electrolysis by the electrolytic energy storage module and energy recovery.
  • the auxiliary braking method of the vehicle further includes: when the brake feedback power is less than or equal to the maximum allowable charging power of the power battery, powering the power battery according to the brake feedback power to perform total energy recovery by the power battery.
  • the power supply of the power battery is performed by taking the minimum of the brake feedback power and the maximum allowable charging power of the power battery.
  • the brake feedback power is greater than the maximum allowable charging power of the power battery
  • the first power equal to the maximum allowable charging power of the power battery is allocated from the brake feedback power for power supply, and the remaining brake feedback power is passed through the electrolysis.
  • the energy storage module is electrolyzed and recovered.
  • the brake feedback power is less than or equal to the maximum allowable charging power of the power battery, the brake feedback power is all supplied to the power battery.
  • S105 The power battery and the electrolytic energy storage module are powered according to the distribution relationship of the brake feedback power to perform energy recovery through the power battery and the electrolytic energy storage module.
  • the motor controller sends the final power battery charging power and the electrolytic cell electrolysis power distribution result to the driving motor, and the driving motor supplies power to the power battery and the electrolytic energy storage module according to the distribution relationship.
  • the electrolytic energy storage module comprises an electrolytic cell, a hydrogen gas storage tank and an oxygen gas storage tank, and the electrolytic cell contains an electrolyte.
  • the driving motor supplies power to the electrolytic energy storage module
  • electrolysis is performed through the electrolytic cell to store the generated oxygen and hydrogen.
  • hydrogen and oxygen generated by electrolysis can be used for starting or other high-load conditions to assist engine combustion, optimize engine operating conditions, reduce energy and reduce emissions; on fuel cell models, after purification, pressure regulation, etc. Treatment, can be used for driving; in pure electric vehicles, hydrogen storage tanks and oxygen storage tanks can be periodically and quantitatively removed for other purposes.
  • the regenerative braking torque is determined by the brake pedal opening degree
  • the braking feedback power is obtained according to the regenerative braking torque and the rotational speed of the driving motor
  • the power battery is obtained according to the battery state of the power battery.
  • the maximum allowable charging power when the braking feedback power is greater than the maximum allowable charging power of the power battery, determining the distribution relationship of the braking feedback power according to the maximum allowable charging power of the power battery, and then according to the distribution relationship of the braking feedback power
  • the power battery and the electrolytic energy storage module are powered to recover energy through the power battery and the electrolytic energy storage module.
  • the method can effectively improve the stability and smoothness of the vehicle brake, improve the comfort of the brake, and effectively improve the feedback rate of the braking energy and reduce the energy consumption of the vehicle.
  • the vehicle includes a drive motor 301, a power battery 302, a battery manager 303, and a motor controller 304.
  • a auxiliary brake system of a vehicle according to an embodiment of the present invention will be described with reference to the drawings.
  • the auxiliary brake system 100 of the vehicle includes: an electrolytic energy storage module 10 and a brake coordination controller 20, as shown in FIG.
  • the electrolytic energy storage module 10 is used to perform electrolysis and perform energy recovery.
  • the electrolytic energy storage module 10 includes an electrolytic cell 11, a hydrogen storage tank 12, and an oxygen storage tank 13, and the electrolytic pool 11 contains an electrolyte therein, wherein the hydrogen storage tank 12 and the oxygen storage tank 13 The volume ratio is 2:1.
  • the hydrogen and oxygen generated by electrolysis in the electrolytic energy storage module can be used for starting or other high-load conditions to assist the engine combustion, which can optimize the engine working conditions and reduce energy consumption; on the fuel cell model, The purification, pressure regulation and the like can be used for driving; on the pure electric vehicle, the hydrogen storage tank 12 and the oxygen storage tank 13 can be periodically and quantitatively removed for other purposes.
  • the brake coordination controller 20 is configured to determine a regenerative braking torque according to the brake pedal opening degree, and obtain the brake feedback power according to the regenerative braking torque and the rotational speed of the driving motor, and according to the battery state of the power battery sent by the battery manager.
  • the maximum allowable charging power of the power battery and when the brake feedback power is greater than the maximum allowable charging power of the power battery, determine the distribution relationship of the brake feedback power according to the maximum allowable charging power of the power battery, and control the motor controller according to the brake feedback
  • the power distribution relationship powers the power battery and the electrolytic energy storage module 10.
  • the brake coordination controller 20 is configured to determine an allocation relationship of the brake feedback power according to a maximum allowable charging power of the power battery, according to the allocation of the brake feedback power.
  • Correlating power to the power battery and the electrolytic energy storage module for energy recovery by the power battery and the electrolytic energy storage module further comprising: comparing brake feedback power and maximum allowable charging power of the power battery; The brake feedback power is greater than the maximum allowable charging power of the power battery, and the first power equal to the maximum allowable charging power of the power battery is allocated from the brake feedback power, and the motor controller is controlled to supply power to the power battery according to the first power. Partial energy recovery is performed by the power battery; the control motor controller supplies power to the electrolytic energy storage module according to the remaining power in the brake feedback power to perform electrolysis by the electrolytic energy storage module 10 and perform energy recovery.
  • the brake coordination controller 20 is further configured to: when the brake feedback power is less than or equal to the maximum allowable charging power of the power battery, control the motor controller to supply power to the power battery according to the brake feedback power, to perform all energy by the power battery. Recycling.
  • the brake feedback power is greater than the maximum allowable charging power of the power battery, the same as the maximum allowable charging power of the power battery is allocated from the brake feedback power. One power is supplied, and the remaining brake feedback power is electrolyzed and recovered by the electrolytic energy storage module. When the brake feedback power is less than or equal to the maximum allowable charging power of the power battery, the brake feedback power is all supplied to the power battery.
  • the brake coordination controller 20 is responsible for determining the distribution of the motor charging power and the electrolytic power and the control of the related accessories (including the related valve body switch, circuit switch) when the regenerative braking torque and the motor brake feedback are determined. Then, the brake coordination controller 20 can reasonably control the mechanical brake, the regenerative brake (battery charging, electrolytic electrolyte), so that the braking force can be ideally changed, and the braking comfort is improved.
  • the vehicle includes: a drive motor 301, a motor controller 304, a power battery 302, a battery manager 303, an electrolytic cell 11, a hydrogen storage tank 12, an oxygen storage tank 13, and a system.
  • the controller 20 and other pneumatic, mechanical, and circuit connection components are coordinated.
  • the auxiliary brake system of the vehicle includes: an electrolytic energy storage module 10 and a brake coordination controller 20, wherein the motor controller 304 includes a drive circuit and an electrolytic circuit, and the drive circuit is used for driving and charging the battery during the brake feedback process.
  • the electrolysis circuit is used for the electrolysis part in the brake feedback process;
  • the brake coordination controller 20 is responsible for determining the distribution of the regenerative braking torque and the motor charging power and the electrolysis power and the control of the related accessories (including related valves) Body switch, circuit switch, etc.); the volume ratio of the hydrogen gas storage tank 12 to the oxygen gas storage tank 13 is 2:1.
  • the electrolytic cell 11 and the power battery 302 are used to coordinate to store the brake feedback energy, reduce the waste of energy, and the conversion from the mechanical energy to the electric energy is completed by the switching of the power generation mode of the driving motor 301, and the motor controller 304 according to the brake coordination controller command distribution power battery 302 charging power and electrolytic cell 11 power and the coordination control of the brake coordination controller 20 to timely add electrolyte to ensure the stability of the motor electric brake feedback torque, while generating oxygen and hydrogen Store energy and increase the feedback rate of braking energy.
  • the regenerative braking torque is determined by the brake pedal opening degree
  • the braking feedback power is obtained according to the regenerative braking torque and the rotational speed of the driving motor
  • the power battery is obtained according to the battery state of the power battery.
  • the maximum allowable charging power when the braking feedback power is greater than the maximum allowable charging power of the power battery, determining the distribution relationship of the braking feedback power according to the maximum allowable charging power of the power battery, and then according to the distribution relationship of the braking feedback power
  • the power battery and the electrolytic energy storage module are powered to recover energy through the power battery and the electrolytic energy storage module.
  • the system can effectively improve the stability and smoothness of the vehicle brake, improve the comfort of the brake, and effectively improve the feedback rate of the braking energy and reduce the energy consumption of the vehicle.
  • a "computer-readable medium” can be any apparatus that can contain, store, communicate, propagate, or transport a program for use in an instruction execution system, apparatus, or device, or in conjunction with the instruction execution system, apparatus, or device.
  • computer readable media include the following: electrical connections (electronic devices) having one or more wires, portable computer disk cartridges (magnetic devices), random access memory (RAM), Read only memory (ROM), erasable editable read only memory (EPROM or flash memory), fiber optic devices, and portable compact disk read only memory (CDROM).
  • the computer readable medium may even be a paper or other suitable medium on which the program can be printed, as it may be optically scanned, for example by paper or other medium, followed by editing, interpretation or, if appropriate, other suitable The method is processed to obtain the program electronically and then stored in computer memory.
  • portions of the invention may be implemented in hardware, software, firmware or a combination thereof.
  • multiple steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system.
  • a suitable instruction execution system For example, if implemented in hardware, as in another embodiment, it can be implemented by any one or combination of the following techniques well known in the art: having logic gates for implementing logic functions on data signals. Discrete logic circuits, application specific integrated circuits with suitable combinational logic gates, programmable gate arrays (PGAs), field programmable gate arrays (FPGAs), etc.
  • each functional unit in each embodiment of the present invention may be integrated into one processing module, or each unit may exist physically separately, or two or more units may be integrated into one module.
  • the above integrated modules can be implemented in the form of hardware or in the form of software functional modules.
  • the integrated modules, if implemented in the form of software functional modules and sold or used as stand-alone products, may also be stored in a computer readable storage medium.
  • the above mentioned storage medium may be a read only memory, a magnetic disk or an optical disk or the like.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

一种车辆的辅助制动方法，包括以下步骤：根据制动踏板开度确定再生制动力矩；根据再生制动力矩和驱动电机(301)的转速得到制动回馈功率；根据动力电池(302)的电池状态得到动力电池(302)的最大允许充电功率；当制动回馈功率大于动力电池(302)的最大允许充电功率时，根据动力电池(302)的最大允许充电功率确定制动回馈功率的分配关系；根据制动回馈功率的分配关系对动力电池(302)和电解储能模块(10)供电，以通过动力电池(302)和电解储能模块(10)进行能量回收。还公开了一种车辆的辅助制动***及车辆。采用上述辅助制动方法能够有效提升车辆制动的稳定性和平顺性，提高制动的舒适性，并且有效提高制动能量的回馈率，降低车辆的能耗。

Description

辅助制动方法、***及车辆
相关申请的交叉引用
本申请要求北汽福田汽车股份有限公司于2015年11月30日提交的、发明名称为“辅助制动方法、***及车辆”的、中国专利申请号“201510859979.2”的优先权。
技术领域
本发明涉及电动汽车技术领域，特别涉及一种辅助制动方法、***及车辆。
背景技术
电动汽车具有排放低的优点，但是，如何提升电动汽车的动力电池的续航里程显得尤为重要。制动能量回馈可以提升电动汽车的动力电池续航里程，然而，其制动能量回馈率的高低直接决定了整车的能耗水平。相关技术中，电动汽车的制动***多为电机电制动回馈与机械制动相结合，根据不同工况进行单独地制动或者两者结合进行制动，例如：制动踏板开度较小时，若动力电池允许充电，则通过电机电制动能量回馈进行制动和能量回收，但是，若动力电池此时不允许充电，则电机不能提供制动力。制动踏板开度稍大时，若动力电池允许充电，则此时两者结合制动，保证可以充分制动的同时进行部分能量回收，若动力电池不允许充电，则只通过机械制动。
上述制动能量回馈存在如下缺点：由于动力电池有时允许充电有时不允许充电，因此，同一制动踏板开度下，有时电机可以制动有时不可以制动，导致制动力的不一致，司机操纵困难，制动安全存在隐患。另外，在机械制动介入的临界点上，制动力较为灵敏，易产生制动力的突变，影响乘坐舒适性。
发明内容
本发明的目的旨在至少在一定程度上解决上述相关技术中的技术问题之一。
为此，本发明的第一个目的在于提出一种车辆的辅助制动方法。通过辅助制动能够保证电制动回馈力矩稳定以及合理控制机械制动，从而提高制动能量的回馈率，降低燃料与电能的消耗，同时也提高制动的舒适性。
本发明的第二个目的在于提出一种车辆的辅助制动***。
本发明的第三个目的在于提出一种车辆。
为达到上述目的，本发明第一方面的实施例公开了一种车辆的辅助制动方法，所述车 辆包括驱动电机、动力电池和电解储能模块，所述辅助制动方法包括以下步骤：根据制动踏板开度确定再生制动力矩；根据所述再生制动力矩和所述驱动电机的转速得到制动回馈功率；根据所述动力电池的电池状态得到所述动力电池的最大允许充电功率；当所述制动回馈功率大于所述动力电池的最大允许充电功率时，根据所述动力电池的最大允许充电功率确定所述制动回馈功率的分配关系；根据所述制动回馈功率的分配关系对所述动力电池和所述电解储能模块供电，以通过所述动力电池和所述电解储能模块进行能量回收。
根据本发明实施例的车辆的辅助制动方法，通过制动踏板开度确定再生制动力矩，根据再生制动力矩和驱动电机的转速得到制动回馈功率，根据动力电池的电池状态得到动力电池的最大允许充电功率，当制动回馈功率大于动力电池的最大允许充电功率时，根据动力电池的最大允许充电功率确定所述制动回馈功率的分配关系，再根据制动回馈功率的分配关系对动力电池和电解储能模块供电，以通过动力电池和电解储能模块进行能量回收。该方法能够有效提升车辆制动的稳定性和平顺性，提高制动的舒适性，并且有效提高制动能量的回馈率，降低车辆的能耗。
另外，根据本发明上述实施例的车辆的辅助制动方法还可以具有如下附加的技术特征：
在本发明的一个实施例中，所述当所述制动回馈功率大于所述动力电池的最大允许充电功率时，根据所述动力电池的最大允许充电功率确定所述制动回馈功率的分配关系，根据所述制动回馈功率的分配关系对所述动力电池和所述电解储能模块供电，以通过所述动力电池和所述电解储能模块进行能量回收，进一步包括：比较所述制动回馈功率和所述动力电池的最大允许充电功率；如果所述制动回馈功率大于所述动力电池的最大允许充电功率，则从所述制动回馈功率中分配出与所述动力电池的最大允许充电功率相同的第一功率，并根据所述第一功率对所述动力电池供电，以由所述动力电池进行部分能量回收；根据所述制动回馈功率中剩余的功率为所述电解储能模块供电，以由所述电解储能模块进行电解，并进行能量回收。
进一步地，所述车辆的辅助制动方法还包括：当所述制动回馈功率小于或等于所述动力电池的最大允许充电功率时，根据所述制动回馈功率对所述动力电池供电，以由所述动力电池进行全部能量回收。
在本发明的一个实施例中，所述电解储能模块包括电解池、氢气储气罐和氧气储气罐，所述电解池内容纳有电解液。
本发明第二方面的实施例公开了一种车辆的辅助制动***，所述车辆包括驱动电机、动力电池、电池管理器和电机控制器，所述辅助制动***包括：电解储能模块，所述电解储能模块用于进行电解并进行能量回收；制动协调控制器，所述制动协调控制器用于根据 制动踏板开度确定再生制动力矩，并根据所述再生制动力矩和所述驱动电机的转速得到制动回馈功率，以及根据所述电池管理器发送的动力电池的电池状态得到动力电池的最大允许充电功率，并当所述制动回馈功率大于所述动力电池的最大允许充电功率时，根据所述动力电池的最大允许充电功率确定所述制动回馈功率的分配关系，以及控制所述电机控制器根据所述制动回馈功率的分配关系对所述动力电池和所述电解储能模块供电。
根据本发明实施例的车辆的辅助制动***，通过制动踏板开度确定再生制动力矩，根据再生制动力矩和驱动电机的转速得到制动回馈功率，根据动力电池的电池状态得到动力电池的最大允许充电功率，当制动回馈功率大于动力电池的最大允许充电功率时，根据动力电池的最大允许充电功率确定所述制动回馈功率的分配关系，再根据制动回馈功率的分配关系对动力电池和电解储能模块供电，以通过动力电池和电解储能模块进行能量回收。该***能够有效提升车辆制动的稳定性和平顺性，提高制动的舒适性，并且有效提高制动能量的回馈率，降低车辆的能耗。
另外，根据本发明上述实施例的车辆的辅助制动***还可以具有如下附加的技术特征：
在本发明的一个实施例中，所述制动协调控制器当所述制动回馈功率大于所述动力电池的最大允许充电功率时，根据所述动力电池的最大允许充电功率确定所述制动回馈功率的分配关系，以及控制所述电机控制器根据所述制动回馈功率的分配关系对所述动力电池和所述电解储能模块供电，包括：比较所述制动回馈功率和所述动力电池的最大允许充电功率；如果所述制动回馈功率大于所述动力电池的最大允许充电功率，则从所述制动回馈功率中分配出与所述动力电池的最大允许充电功率相同的第一功率，并控制所述电机控制器根据所述第一功率对所述动力电池供电，以由所述动力电池进行部分能量回收；控制所述电机控制器根据所述制动回馈功率中剩余的功率为所述电解储能模块供电，以由所述电解储能模块进行电解，并进行能量回收。
进一步的，所述制动协调控制器还用于：当所述制动回馈功率小于或等于所述动力电池的最大允许充电功率时，控制所述电机控制器根据所述制动回馈功率对所述动力电池供电，以由所述动力电池进行全部能量回收。
在本发明的一个实施例中，所述电解储能模块包括电解池、氢气储气罐和氧气储气罐，所述电解池内容纳有电解液。
进一步的，在本发明的一个实施例中，所述氢气储气罐和所述氧气储气罐的体积之比为2：1。
本发明第三方面提出了一种车辆，包括：本发明的第二方面实施例所述的车辆的辅助制动***。
根据本发明实施例的车辆，通过制动踏板开度确定再生制动力矩，根据再生制动力矩和驱动电机的转速得到制动回馈功率，根据动力电池的电池状态得到动力电池的最大允许充电功率，当制动回馈功率大于动力电池的最大允许充电功率时，根据动力电池的最大允许充电功率确定所述制动回馈功率的分配关系，再根据制动回馈功率的分配关系对动力电池和电解储能模块供电，以通过动力电池和电解储能模块进行能量回收。该车辆能够有效提升车辆制动的稳定性和平顺性，提高制动的舒适性，并且有效提高制动能量的回馈率，降低车辆的能耗。
本发明附加的方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本发明的实践了解到。
附图说明
本发明的上述和/或附加的方面和优点从结合下面附图对实施例的描述中将变得明显和容易理解，其中：
图1为根据本发明实施例的车辆的辅助制动方法流程图；
图2为根据本发明实施例的车辆的辅助制动***的结构示意图；以及
图3为根据本发明实施例的一个具体车辆的辅助制动***的示意图。
具体实施方式
下面详细描述本发明的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本发明，而不能理解为对本发明的限制。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括一个或者更多个该特征。在本发明的描述中，“多个”的含义是两个或两个以上，除非另有明确具体的限定。
在本发明中，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”、“固定”等术语应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本发明中的具体含义。
在本发明中，除非另有明确的规定和限定，第一特征在第二特征之“上”或之“下”可以 包括第一和第二特征直接接触，也可以包括第一和第二特征不是直接接触而是通过它们之间的另外的特征接触。而且，第一特征在第二特征“之上”、“上方”和“上面”包括第一特征在第二特征正上方和斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”包括第一特征在第二特征正下方和斜下方，或仅仅表示第一特征水平高度小于第二特征。
需要说明的是，通常具有制动能量回收功能的电动汽车的制动***包括两部分，一部分是传统机械制动***，另一部分是用于再生制动的电机制动***。
下面参照附图描述根据本发明实施例提出的车辆的辅助制动方法、***及车辆，首先将参照附图描述根据本发明实施例提出的车辆的辅助制动方法。参照图1所示，该车辆的辅助制动方法具有以下步骤：
S101：根据制动踏板开度确定再生制动力矩。
其中，再生制动力矩指通过驱动电机进行制动的可以进行能量回收的制动力矩。进一步地，可根据车型状态来进行标定制动踏板开度与再生制动力矩的对应关系，其中，不同的车型中，制动踏板开度与再生制动力矩的对应关系存在差异，因此，可以根据具体的车型，如具体的车型状态标定制动踏板开度与再生制动力矩的对应关系，车型状态包括但不限于：动力***部件、电池或电池组成的安装、电气和电子部件的属性及类型、以及各功能部件的尺寸、结构、外形及构成材料等。
S102：根据再生制动力矩和驱动电机的转速得到制动回馈功率。
驱动电机的转速指当前时刻驱动电机的转速，根据再生制动力矩和当前时刻驱动电机的转速，通过计算可以得到制动回馈功率。其中，如何根据再生制动力矩和当前时刻驱动电机的转速计算得到制动回馈功率属于现有技术，此处不做赘述。
S103：根据动力电池的电池状态得到动力电池的最大允许充电功率。
具体地，根据动力电池的电池状态由电池管理器向电机控制器发送动力电池最大充电功率。动力电池的电池状态包括但不限于：荷电状态、剩余电量、电池温度等。可以根据这些参数确定出动力电池当前状态下可以允许的最大充电功率，即：最大允许充电功率。
S104：当制动回馈功率大于动力电池的最大允许充电功率时，根据动力电池的最大允许充电功率确定制动回馈功率的分配关系。
具体地，当制动回馈功率大于动力电池的最大允许充电功率时，根据动力电池的最大允许充电功率确定制动回馈功率的分配关系，根据制动回馈功率的分配关系对动力电池和电解储能模块供电，以通过动力电池和电解储能模块进行能量回收，进一步包括：比较制动回馈功率和动力电池的最大允许充电功率；如果制动回馈功率大于动力电池的最大允许 充电功率，则从制动回馈功率中分配出与动力电池的最大允许充电功率相同的第一功率，并根据第一功率对动力电池供电，以由动力电池进行部分能量回收；根据制动回馈功率中剩余的功率为电解储能模块供电，以由电解储能模块进行电解，并进行能量回收。
进一步地，车辆的辅助制动方法还包括：当制动回馈功率小于或等于动力电池的最大允许充电功率时，根据制动回馈功率对动力电池供电，以由动力电池进行全部能量回收。
可以理解，在制动回馈功率和动力电池的最大允许充电功率中取最小，来进行动力电池的供电。
通过对比制动回馈功率和动力电池的最大允许充电功率的相对大小，确定不同的分配方式可以有效地进行能量回收，避免了能量的浪费。例如，当制动回馈功率大于动力电池的最大允许充电功率时，则从制动回馈功率中分配出与动力电池的最大允许充电功率相同的第一功率进行供电，其余的制动回馈功率通过电解储能模块进行电解并进行回收。当制动回馈功率小于或等于动力电池的最大允许充电功率时，则将制动回馈功率全部对动力电池进行供电。
S105：根据制动回馈功率的分配关系对动力电池和电解储能模块供电，以通过动力电池和电解储能模块进行能量回收。
也就是说，电机控制器向驱动电机发送最终动力电池充电功率与电解池电解功率的分配结果，驱动电机根据此分配关系分别对动力电池及电解储能模块进行供电。其中，电解储能模块包括电解池、氢气储气罐和氧气储气罐，电解池内容纳有电解液。
进一步地，驱动电机在向电解储能模块进行供电时，通过电解池来进行电解，将生成的氧气和氢气进行储能。通过对动力电池和电解电池储能模块供电能够有效地减少能量的浪费，提高能量的回收。
此外，在混合动力车型上，电解产生的氢气与氧气可用于起步或其它高负荷工况辅助发动机燃烧，可优化发动机工况，减能减排；在燃料电池车型上，经过净化、调压等处理，可用于驱动；在纯电动车型上，氢气储气罐和氧气储气罐可定期、定量卸下作他用。
根据本发明实施例的车辆的辅助制动方法，通过制动踏板开度确定再生制动力矩，根据再生制动力矩和驱动电机的转速得到制动回馈功率，根据动力电池的电池状态得到动力电池的最大允许充电功率，当制动回馈功率大于动力电池的最大允许充电功率时，根据动力电池的最大允许充电功率确定所述制动回馈功率的分配关系，再根据制动回馈功率的分配关系对动力电池和电解储能模块供电，以通过动力电池和电解储能模块进行能量回收。该方法能够有效提升车辆制动的稳定性和平顺性，提高制动的舒适性，并且有效提高制动能量的回馈率，降低车辆的能耗。
其次，参照图3所示，该车辆包括驱动电机301、动力电池302、电池管理器303和电机控制器304。其中，参照附图描述根据本发明实施例的车辆的辅助制动***。该车辆的辅助制动***100包括；电解储能模块10和制动协调控制器20，参照图2所示。
具体地，电解储能模块10用于进行电解并进行能量回收。如图3所示，电解储能模块10包括电解池11、氢气储气罐12和氧气储气罐13，电解池11内容纳有电解液，其中，氢气储气罐12和氧气储气罐13的体积之比为2：1。通过电解储能模块10储存能量，能有效降低燃料与电能消耗率，减少能量的损失，提高制动能量的回收。此外，在混合动力车型上，电解储能模块中电解产生的氢气与氧气可用于起步或其它高负荷工况辅助发动机燃烧，可优化发动机工况，减能减排；在燃料电池车型上，经过净化、调压等处理，可用于驱动；在纯电动车型上，氢气储气罐12和氧气储气罐13可定期、定量卸下作他用。
制动协调控制器20用于根据制动踏板开度确定再生制动力矩，并根据再生制动力矩和驱动电机的转速得到制动回馈功率，以及根据电池管理器发送的动力电池的电池状态得到动力电池的最大允许充电功率，并当制动回馈功率大于动力电池的最大允许充电功率时，根据动力电池的最大允许充电功率确定制动回馈功率的分配关系，以及控制电机控制器根据制动回馈功率的分配关系对动力电池和电解储能模块10供电。
为了使得能量的有效回收，减少能量的浪费，通过制动回馈功率和动力电池的最大允许充电功率来进行确定制动回馈功率的分配关系，根据分配关系进行能量回收。优选地，在本发明的一个实施例中，制动协调控制器20用于根据所述动力电池的最大允许充电功率确定所述制动回馈功率的分配关系，根据所述制动回馈功率的分配关系对所述动力电池和所述电解储能模块供电，以通过所述动力电池和所述电解储能模块进行能量回收，进一步包括：比较制动回馈功率和动力电池的最大允许充电功率；如果制动回馈功率大于动力电池的最大允许充电功率，则从制动回馈功率中分配出与动力电池的最大允许充电功率相同的第一功率，并控制电机控制器根据第一功率对动力电池供电，以由动力电池进行部分能量回收；控制电机控制器根据制动回馈功率中剩余的功率为电解储能模块供电，以由电解储能模块10进行电解，并进行能量回收。
进一步地，制动协调控制器20还用于当制动回馈功率小于或等于动力电池的最大允许充电功率时，控制电机控制器根据制动回馈功率对动力电池供电，以由动力电池进行全部能量回收。
通过对比制动回馈功率和动力电池的最大允许充电功率的相对大小，确定不同的分配方式可以有效地能量回收，避免了能量的浪费。例如，当制动回馈功率大于动力电池的最大允许充电功率时，则从制动回馈功率中分配出与动力电池的最大允许充电功率相同的第 一功率进行供电，其余的制动回馈功率通过电解储能模块进行电解并进行回收。当制动回馈功率小于或等于动力电池的最大允许充电功率时，则将制动回馈功率全部对动力电池进行供电。
也就是说，如图2所示，制动协调控制器20负责确定再生制动力矩和电机制动回馈时电机充电功率与电解功率的分配及相关附件的控制(包括相关阀体开关、电路开关等)，通过制动协调控制器20合理控制机械制动、再生制动(电池充电、电解电解液)，使制动力能够理想变化，提高制动的舒适性。
举例说明，如图3所示，在该车辆中包括：驱动电机301、电机控制器304、动力电池302、电池管理器303、电解池11、氢气储气罐12、氧气储气罐13、制动协调控制器20及其它气路、机械、电路连接部件。其中，车辆的辅助制动***包括：电解储能模块10和制动协调控制器20，其中，电机控制器304包括驱动回路与电解回路，驱动回路用于驱动与制动回馈过程中的电池充电部分，电解回路用于制动回馈过程中的电解部分；制动协调控制器20负责确定再生制动力矩和电机制动回馈时电机充电功率与电解功率的分配及相关附件的控制(包括相关阀体开关、电路开关等)；氢气储气罐12与氧气储气罐13的体积比为2:1。
在该车辆辅助制动***中，使用电解池11与动力电池302相互协调来储存制动回馈能量，减少能量的浪费，通过驱动电机301的发电模式切换完成由机械能到电能的转化、电机控制器304根据制动协调控制器指令分配动力电池302充电功率与电解池11功率及制动协调控制器20的协调控制适时加入电解液，保证电机电制动回馈力矩的稳定，同时生成氧气和氢气来存储能量，提高制动能量的回馈率。
根据本发明实施例的车辆的辅助制动***，通过制动踏板开度确定再生制动力矩，根据再生制动力矩和驱动电机的转速得到制动回馈功率，根据动力电池的电池状态得到动力电池的最大允许充电功率，当制动回馈功率大于动力电池的最大允许充电功率时，根据动力电池的最大允许充电功率确定所述制动回馈功率的分配关系，再根据制动回馈功率的分配关系对动力电池和电解储能模块供电，以通过动力电池和电解储能模块进行能量回收。该***能够有效提升车辆制动的稳定性和平顺性，提高制动的舒适性，并且有效提高制动能量的回馈率，降低车辆的能耗。
流程图中或在此以其它方式描述的任何过程或方法描述可以被理解为，表示包括一个或更多个用于实现特定逻辑功能或过程的步骤的可执行指令的代码的模块、片段或部分，并且本发明的优选实施方式的范围包括另外的实现，其中可以不按所示出或讨论的顺序，包括根据所涉及的功能按基本同时的方式或按相反的顺序，来执行功能，这应被本发明的 实施例所属技术领域的技术人员所理解。
在流程图中表示或在此以其它方式描述的逻辑和/或步骤，例如，可以被认为是用于实现逻辑功能的可执行指令的定序列表，可以具体实现在任何计算机可读介质中，以供指令执行***、装置或设备(如基于计算机的***、包括处理器的***或其它可以从指令执行***、装置或设备取指令并执行指令的***)使用，或结合这些指令执行***、装置或设备而使用。就本说明书而言，"计算机可读介质"可以是任何可以包含、存储、通信、传播或传输程序以供指令执行***、装置或设备或结合这些指令执行***、装置或设备而使用的装置。计算机可读介质的更具体的示例(非穷尽性列表)包括以下：具有一个或多个布线的电连接部(电子装置)，便携式计算机盘盒(磁装置)，随机存取存储器(RAM)，只读存储器(ROM)，可擦除可编辑只读存储器(EPROM或闪速存储器)，光纤装置，以及便携式光盘只读存储器(CDROM)。另外，计算机可读介质甚至可以是可在其上打印所述程序的纸或其它合适的介质，因为可以例如通过对纸或其它介质进行光学扫描，接着进行编辑、解译或必要时以其它合适方式进行处理来以电子方式获得所述程序，然后将其存储在计算机存储器中。
应当理解，本发明的各部分可以用硬件、软件、固件或它们的组合来实现。在上述实施方式中，多个步骤或方法可以用存储在存储器中且由合适的指令执行***执行的软件或固件来实现。例如，如果用硬件来实现，和在另一实施方式中一样，可用本领域公知的下列技术中的任一项或他们的组合来实现：具有用于对数据信号实现逻辑功能的逻辑门电路的离散逻辑电路，具有合适的组合逻辑门电路的专用集成电路，可编程门阵列(PGA)，现场可编程门阵列(FPGA)等。
本技术领域的普通技术人员可以理解实现上述实施例方法携带的全部或部分步骤是可以通过程序来指令相关的硬件完成，所述的程序可以存储于一种计算机可读存储介质中，该程序在执行时，包括方法实施例的步骤之一或其组合。
此外，在本发明各个实施例中的各功能单元可以集成在一个处理模块中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个模块中。上述集成的模块既可以采用硬件的形式实现，也可以采用软件功能模块的形式实现。所述集成的模块如果以软件功能模块的形式实现并作为独立的产品销售或使用时，也可以存储在一个计算机可读取存储介质中。
上述提到的存储介质可以是只读存储器，磁盘或光盘等。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包 含于本发明的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任何的一个或多个实施例或示例中以合适的方式结合。
尽管上面已经示出和描述了本发明的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本发明的限制，本领域的普通技术人员在不脱离本发明的原理和宗旨的情况下在本发明的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (10)

  1. 一种车辆的辅助制动方法，其特征在于，所述车辆包括驱动电机、动力电池和电解储能模块，所述辅助制动方法包括以下步骤：
    根据制动踏板开度确定再生制动力矩；
    根据所述再生制动力矩和所述驱动电机的转速得到制动回馈功率；
    根据所述动力电池的电池状态得到所述动力电池的最大允许充电功率；
    当所述制动回馈功率大于所述动力电池的最大允许充电功率时，根据所述动力电池的最大允许充电功率确定所述制动回馈功率的分配关系；
    根据所述制动回馈功率的分配关系对所述动力电池和所述电解储能模块供电，以通过所述动力电池和所述电解储能模块进行能量回收。
  2. 根据权利要求1所述的车辆的辅助制动方法，其特征在于，所述当所述制动回馈功率大于所述动力电池的最大允许充电功率时，根据所述动力电池的最大允许充电功率确定所述制动回馈功率的分配关系，根据所述制动回馈功率的分配关系对所述动力电池和所述电解储能模块供电，以通过所述动力电池和所述电解储能模块进行能量回收，进一步包括：
    比较所述制动回馈功率和所述动力电池的最大允许充电功率；
    如果所述制动回馈功率大于所述动力电池的最大允许充电功率，则从所述制动回馈功率中分配出与所述动力电池的最大允许充电功率相同的第一功率，并根据所述第一功率对所述动力电池供电，以由所述动力电池进行部分能量回收；
    根据所述制动回馈功率中剩余的功率为所述电解储能模块供电，以由所述电解储能模块进行电解，并进行能量回收。
  3. 根据权利要求1或2所述的车辆的辅助制动方法，其特征在于，还包括：
    当所述制动回馈功率小于或等于所述动力电池的最大允许充电功率时，根据所述制动回馈功率对所述动力电池供电，以由所述动力电池进行全部能量回收。
  4. 根据权利要求1所述的车辆的辅助制动方法，其特征在于，所述电解储能模块包括电解池、氢气储气罐和氧气储气罐，所述电解池内容纳有电解液。
  5. 一种车辆的辅助制动***，其特征在于，所述车辆包括驱动电机、动力电池、电池管理器和电机控制器，所述辅助制动***包括：
    电解储能模块，所述电解储能模块用于进行电解并进行能量回收；
    制动协调控制器，所述制动协调控制器用于根据制动踏板开度确定再生制动力矩，并根据所述再生制动力矩和所述驱动电机的转速得到制动回馈功率，以及根据所述电池管理 器发送的动力电池的电池状态得到动力电池的最大允许充电功率，并当所述制动回馈功率大于所述动力电池的最大允许充电功率时，根据所述动力电池的最大允许充电功率确定所述制动回馈功率的分配关系，以及控制所述电机控制器根据所述制动回馈功率的分配关系对所述动力电池和所述电解储能模块供电。
  6. 根据权利要求5所述的车辆的辅助制动***，其特征在于，所述制动协调控制器当所述制动回馈功率大于所述动力电池的最大允许充电功率时，根据所述动力电池的最大允许充电功率确定所述制动回馈功率的分配关系，以及控制所述电机控制器根据所述制动回馈功率的分配关系对所述动力电池和所述电解储能模块供电，包括：
    比较所述制动回馈功率和所述动力电池的最大允许充电功率；
    如果所述制动回馈功率大于所述动力电池的最大允许充电功率，则从所述制动回馈功率中分配出与所述动力电池的最大允许充电功率相同的第一功率，并控制所述电机控制器根据所述第一功率对所述动力电池供电，以由所述动力电池进行部分能量回收；
    控制所述电机控制器根据所述制动回馈功率中剩余的功率为所述电解储能模块供电，以由所述电解储能模块进行电解，并进行能量回收。
  7. 根据权利要求5或6所述的车辆的辅助制动***，其特征在于，所述制动协调控制器还用于：
    当所述制动回馈功率小于或等于所述动力电池的最大允许充电功率时，控制所述电机控制器根据所述制动回馈功率对所述动力电池供电，以由所述动力电池进行全部能量回收。
  8. 根据权利要求5所述的车辆的辅助制动***，其特征在于，所述电解储能模块包括电解池、氢气储气罐和氧气储气罐，所述电解池内容纳有电解液。
  9. 根据权利要求8所述的车辆的辅助制动***，其特征在于，所述氢气储气罐和所述氧气储气罐的体积之比为2：1。
  10. 一种车辆，其特征在于，包括：根据权利要求5-9任一项所述的车辆的辅助制动***。
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CN112406839A (zh) * 2019-08-23 2021-02-26 上海汽车集团股份有限公司 一种iBooster制动***的安全控制方法及装置
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