WO2022028519A1 - 一种用于电控液压制动***的旁路蓄能装置及其控制方法 - Google Patents

一种用于电控液压制动***的旁路蓄能装置及其控制方法 Download PDF

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Publication number
WO2022028519A1
WO2022028519A1 PCT/CN2021/110803 CN2021110803W WO2022028519A1 WO 2022028519 A1 WO2022028519 A1 WO 2022028519A1 CN 2021110803 W CN2021110803 W CN 2021110803W WO 2022028519 A1 WO2022028519 A1 WO 2022028519A1
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Prior art keywords
pipeline
electronically controlled
branch
valve
controlled hydraulic
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PCT/CN2021/110803
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English (en)
French (fr)
Inventor
康沛栋
刘兆勇
顾勤冬
吉杰
吴峥
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格陆博科技有限公司
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Application filed by 格陆博科技有限公司 filed Critical 格陆博科技有限公司
Priority to JP2022580105A priority Critical patent/JP2023536787A/ja
Priority to EP21852973.3A priority patent/EP4151476A4/en
Priority to US17/927,751 priority patent/US20230211762A1/en
Publication of WO2022028519A1 publication Critical patent/WO2022028519A1/zh

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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
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
    • B60T13/16—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using pumps directly, i.e. without interposition of accumulators or reservoirs
    • B60T13/168—Arrangements for pressure supply
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/10—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
    • B60T13/22—Brakes applied by springs or weights and released hydraulically
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/58—Combined or convertible systems
    • 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
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • 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
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/10—Interpretation of driver requests or demands
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/547—Voltage
    • 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
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • 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
    • B60T2220/00—Monitoring, detecting driver behaviour; Signalling thereof; Counteracting thereof
    • B60T2220/04—Pedal travel sensor, stroke sensor; Sensing brake request
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/60—Regenerative braking
    • B60T2270/604—Merging friction therewith; Adjusting their repartition

Definitions

  • the invention relates to the field of braking systems for new energy vehicles, in particular to a bypass energy storage device for an electronically controlled hydraulic braking system and a control method thereof.
  • the braking energy recovery system is one method adopted to extend the cruising range, in which the conversion of mechanical energy into electrical energy through braking plays a leading role.
  • braking energy recovery tends to give the driver a feeling of inconsistent brake pedal travel.
  • the purpose of the present invention is to provide a bypass energy storage device for an electronically controlled hydraulic braking system, in the two cases that the vehicle energy recovery function is turned on and off, the deceleration of the vehicle is the same for the same pedal stroke.
  • the stroke of the brake pedal is the same, which can not only reduce energy consumption, but also have a better foot control, which improves the comfort and safety of the product.
  • a bypass energy storage device for an electronically controlled hydraulic braking system comprising a brake master cylinder, the outlet end of the brake master cylinder is provided with a first pipeline and a second pipeline, and the other end of the first pipeline is connected to There is a fourth isolation valve for controlling its on-off, the other end of the second pipeline is connected with a fifth isolation valve for controlling its on-off; the other ends of the fourth isolation valve and the fifth isolation valve are both connected to the ABS/ESC ;
  • the first pipeline is also connected with a first branch, the other end of the first branch is connected to the accumulator, and the first branch is connected with a first inflow valve for controlling its on-off;
  • the second pipeline is also connected with a second branch, the other end of the second branch is also connected to the accumulator, and the second branch is connected with a second inflow valve for controlling its on-off;
  • the accumulator is also connected with a third branch, the other end of the third branch is connected to the first pipeline or the second pipeline, and the third branch is connected with a third return valve for controlling its on-off.
  • its working state includes a pressurization process and a decompression process
  • Pressurization process After the electronically controlled hydraulic controller detects that the driver has stepped on the pedal and the whole vehicle turns on the energy recovery function at the same time, the first inlet valve and the second inlet valve are opened, and the fourth isolation valve and the fifth isolation valve are closed. , the brake fluid enters the accumulator through the master cylinder, the first inlet valve and the second inlet valve;
  • the braking force on the wheels is all provided by the reverse drag of the drive motor.
  • the whole vehicle performs braking energy recovery work.
  • the electronically controlled hydraulic controller monitors the pedal opening at all times to determine the total braking force request and the size of the anti-drag torque;
  • the first inlet valve and the second inlet valve are closed, the fourth isolation valve and the fifth isolation valve are opened, and the insufficient braking force is supplemented by hydraulic pressure;
  • Pressure relief process In the decompression stage, because the driver has released the pedal or is in the process of releasing, the first inlet valve and the second inlet valve are de-energized and closed, and the fourth isolation valve and the fifth isolation valve are disconnected. Electrically open, the third return valve is energized and opened according to the pipeline pressure. Since the brake pedal is not pressed down or the pressure of the main hydraulic circuit is very small, there is no pressure in the brake master cylinder. Under the action of the pressure, the low-pressure accumulator The brake fluid in the brake is returned to the master cylinder through the third return valve under the action of the internal spring.
  • each solenoid valve remains in a power-off state, and the brake fluid passes through the master cylinder, through the fourth isolation valve and the fourth isolation valve. Five isolation valves go directly to the ABS/ESC.
  • a pressure sensor for sensing the pressure of the pipeline is connected to the first pipeline.
  • the accumulator is a spring-type low-pressure accumulator.
  • each valve of the device is controlled by the electronically controlled hydraulic controller EHC, and the electronically controlled hydraulic controller EHC is also connected to the battery controller BCM and the motor controller MCU through high-speed CAN communication.
  • Another object of the present invention is to provide a control method for a bypass energy storage device of an electronically controlled hydraulic braking system.
  • the stroke of the moving pedal is consistent, which can not only reduce energy consumption, but also have a better control of the foot, which improves the comfort and safety of the product.
  • a control method for a bypass energy storage device of an electronically controlled hydraulic braking system comprising the following steps:
  • Step 1 The electronically controlled hydraulic controller monitors whether the driver has braking intention in real time, including collecting the signal of the brake pedal displacement sensor through AD, judging and calculating the depth and speed of the driver pressing the brake pedal, and then braking according to the vehicle.
  • the characteristic matching parameter table obtains the size of the braking deceleration a required by the vehicle at this time;
  • Step 2 According to the pedal opening and the speed of stepping on the pedal, determine whether the driver is in emergency braking; if so, the energy recovery function is turned off;
  • Step 3 When the energy recovery function is turned off, it enters the working state of the normal situation and directly performs hydraulic braking;
  • the device When the energy recovery function is turned on, the device enters the working state of the pressurization process, and distributes the electric braking torque and the hydraulic braking torque;
  • Step 4 The driver has released the pedal or during the release process, the device enters the pressure relief process.
  • step 2 if the emergency braking is not performed, the electronically controlled hydraulic controller EHC maintains communication with the two systems of the battery controller BCM and the motor controller MCU at all times to judge whether the vehicle is allowed to enter the energy recovery state, and the judgment basis includes: The anti-drag torque of the drive motor changes with the speed of the vehicle, the SOC, temperature, current, and communication failure of the power battery.
  • step 3 the reference calculation formula of braking torque distribution:
  • ⁇ is the rolling resistance coefficient
  • M is the mass of the whole vehicle, the unit is kg
  • a is the slope angle
  • i is the slope
  • a arctan(i)
  • k is the wind resistance coefficient
  • a f is the windward area, the unit is m 2
  • V is the vehicle speed, the unit is km/h
  • ⁇ is the air density, which is 1.3kg/m 2 .
  • step three the rechargeable power produces torque
  • the present invention has the following beneficial effects:
  • the vehicle energy recovery function When the vehicle energy recovery function is turned on or off, the vehicle deceleration is the same for the same pedal stroke for the driver, and the stroke of the brake pedal is the same for the driver.
  • the foot feel gives people a reliable and safe feeling.
  • Fig. 1 is the overall structure schematic diagram of the present invention
  • Figure 2 is a schematic diagram of the electrical connection of the present invention.
  • a bypass energy storage device for an electronically controlled hydraulic braking system includes a brake master cylinder 1, and the outlet end of the brake master cylinder 1 is provided with a first pipeline, a second pipeline, and a first pipeline and a second pipeline.
  • the other end of a pipeline is connected with a fourth isolation valve 5 for controlling its on-off, and the other end of the second pipeline is connected with a fifth isolation valve 6 for controlling its on-off; the fourth isolation valve 5 and the fifth isolation valve 6 The other end is connected to ABS/ESC;
  • the first pipeline is also connected with a first branch, the other end of the first branch is connected to the accumulator 7, and the first branch is connected with a first inflow valve 2 for controlling its on-off;
  • the first pipeline is connected with a pressure sensor 8 for sensing pipeline pressure, and the pressure sensor 8 is located between the first branch circuit and the master brake cylinder 1 .
  • a second branch circuit is also connected to the second pipeline, and the other end of the second branch circuit is also connected to the accumulator 7.
  • the accumulator 7 is a spring-type low-pressure accumulator 7, and the second branch circuit is connected to a circuit for controlling its on-off.
  • the accumulator 7 is also connected with a third branch circuit, the other end of the third branch circuit is connected to the second pipeline, and the third branch circuit is connected with a third return valve 4 for controlling its on-off.
  • the first inlet valve 2 , the second inlet valve 3 , and the third return valve 4 are all normally closed two-position two-way valves, and the fourth isolation valve 5 and the fifth isolation valve The valves 6 are all normally open two-position two-way valves.
  • each valve of the device is controlled by the electronically controlled hydraulic controller EHC, and the electronically controlled hydraulic controller EHC is also connected to the battery controller BCM and the motor controller MCU through high-speed CAN communication.
  • the executive controller receives the control signal of the electronically controlled hydraulic controller EHC, and drives each solenoid valve that can work independently through its own power device to control the flow path of the brake fluid pipeline, the car battery power supply or the DC-to-DC converter (DC-to-DC converter). /DC) is directly connected to the actuator to supply power to the solenoid valve, etc.
  • the normal working voltage of the battery power supply is 9V ⁇ 16V, and the liquid level sensor for sensing the liquid storage volume is connected to the liquid reservoir.
  • the electronically controlled hydraulic controller EHC calculates the driver's braking request, whether the energy recovery conditions are satisfied, and considers the stability of the vehicle, and sends a feedback braking torque request to the motor controller. Take control.
  • the specific control method includes the following steps:
  • Step 1 The electronically controlled hydraulic controller monitors whether the driver has braking intention in real time, including collecting the signal of the brake pedal displacement sensor through AD, judging and calculating the depth and speed of the driver pressing the brake pedal, and then braking according to the vehicle.
  • the characteristic matching parameter table obtains the size of the braking deceleration a required by the vehicle at this time;
  • Step 2 According to the pedal opening and the speed of stepping on the pedal, judge whether the driver is in emergency braking; if so, the energy recovery function is turned off; The two systems of BCM and motor controller MCU maintain communication to judge whether the vehicle is allowed to enter the energy recovery state. The judgment is based on the continuous change of the anti-drag torque of the drive motor with the speed of the vehicle, the SOC, temperature, current and communication failure of the power battery;
  • Step 3 When the energy recovery function is turned off, it enters the working state of the normal situation and directly performs hydraulic braking;
  • the device When the energy recovery function is turned on, the device enters the working state of the pressurization process, and distributes the electric braking torque and the hydraulic braking torque; the motor anti-drag torque is determined by the motor controller or the wheel speed sensor.
  • the pressurization process after the electronically controlled hydraulic controller detects that the driver has stepped on the pedal and the whole vehicle turns on the energy recovery function at the same time, the first inlet valve 2 and the second inlet valve 3 are opened, and the fourth isolation valve 5 and The fifth isolation valve 6 is closed, and the brake fluid enters the accumulator 7 through the brake master cylinder 1, through the first inlet valve 2 and the second inlet valve 3;
  • the braking force on the wheels is all provided by the reverse drag of the drive motor.
  • the whole vehicle performs braking energy recovery work.
  • the electronically controlled hydraulic controller monitors the pedal opening at all times to determine the total braking force request and the size of the anti-drag torque;
  • the first inlet valve 2 and the second inlet valve 3 are closed, the fourth isolation valve 5 and the fifth isolation valve 6 are opened, and the insufficient braking force is supplemented by hydraulic pressure;
  • the motor works together in a serial manner to achieve the deceleration effect of the vehicle;
  • the corresponding maximum allowable braking torque of the battery is calculated. If it is less than the maximum allowable braking torque of the motor, the maximum allowable braking torque of the battery is used as the maximum electric braking torque request; The minimum of the allowable braking torque and the maximum allowable braking torque of the motor is taken as the feedback braking torque request, and the EHC sends the feedback braking torque request to the motor controller; during the braking process, the motor controller will send the request through CAN communication.
  • the current maximum anti-drag torque provided by the regenerative braking system; the electronically controlled hydraulic controller EHC will decide whether to allow the vehicle to enter the energy recovery mode and the rechargeable torque command value according to the battery controller BCM charging permit condition and the driver's intention.
  • ⁇ is the rolling resistance coefficient
  • M is the mass of the whole vehicle, the unit is kg
  • a is the slope angle
  • i is the slope
  • a arctan(i)
  • k is the wind resistance coefficient
  • a f is the windward area, the unit is m 2
  • V is the vehicle speed, the unit is km/h
  • ⁇ is the air density, which is 1.3kg/m 2 .
  • Step 4 The driver has released the pedal or during the release process, the device enters the pressure relief process.
  • Decompression process in the decompression stage, because the driver has released the pedal or is in the process of releasing, the first inlet valve 2 and the second inlet valve 3 are de-energized and closed, and the fourth isolation valve 5 and the fifth The isolation valve 6 is turned off and opened, and the third return valve 4 is energized and opened according to the pipeline pressure. Since the brake pedal is not pressed or the pressure of the main hydraulic circuit is very small at this time, there is no pressure in the brake master cylinder 1. The brake fluid in the low pressure accumulator 7 returns to the master cylinder through the third return valve 4 under the action of the internal spring.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Regulating Braking Force (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
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Abstract

一种用于电控液压制动***的旁路蓄能装置，涉及新能源汽车制动***领域，制动主缸（1）出端口端有第一管路、第二管路，所述第一管路另一端连接有用于控制其通断的第四隔离阀（5），第二管路另一端连接有用于控制其通断的第五隔离阀（6）；第一管路上连接有第一分路，第一分路另一端连通于蓄能器（7），第一分路上连接有用于控制其通断的第一进流阀（2）；第二管路上还连接有第二分路，第二分路另一端也连通于蓄能器（7），所述第二分路上连接有用于控制其通断的第二进流阀（3）；蓄能器（7）上还连通有第三分路，第三分路另一端连通于第二管路。达到了不仅能降低能耗，并能有比较好的控制脚感，提升了产品的舒适性与安全性的效果。

Description

一种用于电控液压制动***的旁路蓄能装置及其控制方法 技术领域
本发明涉及新能源汽车制动***领域，特别涉及一种用于电控液压制动***的旁路蓄能装置及其控制方法。
背景技术
在现代汽车市场上，新能源汽车越来越多，无论纯电动车型还是混合动力车，而人们最关注的问题之一就是车的续航里程。市场上几乎所有的新能源车都配有能量回收的功能。制动能量回收***就是为了延长续航里程而采取的一种方法，其中通过制动将机械能转换为电能起着主导作用。但是，制动能量回收容易给驾驶员带来制动踏板行程不一致的感觉。
发明内容
本发明的目的是提供一种用于电控液压制动***的旁路蓄能装置，在车辆能量回收功能打开和关闭的两种情况下,相同的踏板行程车辆减速度是一样的，对于驾驶员来说踩下的制动踏板的行程是一致的，不仅能降低能耗，并能有比较好的控制脚感，提升了产品的舒适性与安全性。
本发明的上述技术目的是通过以下技术方案得以实现的：
一种用于电控液压制动***的旁路蓄能装置，包括制动主缸，制动主缸出端口端有第一管路、第二管路，所述第一管路另一端连接有用于控制其通断的第四隔离阀，所述第二管路另一端连接有用于控制其通断的第五隔离阀；第四隔离阀与第五隔离阀另一端皆连通于ABS/ESC；
第一管路上还连接有第一分路，第一分路另一端连通于蓄能器，所述第一分路上连接有用于控制其通断的第一进流阀；
第二管路上还连接有第二分路，第二分路另一端也连通于蓄能器，所述第二分路上连接有用于控制其通断的第二进流阀；
蓄能器上还连通有第三分路，第三分路另一端连通于第一管路或第二管路，第三分路上连接有用于控制其通断的第三回流阀。
更进一步地，其工作状态包括加压过程和减压过程；
加压过程：电控液压控制器检测到驾驶员踩下踏板、且整车同时开启能量回收功能后，第一进流阀和第二进流阀打开，第四隔离阀和第五隔离阀关闭，制动液通过制动主缸、经过第一进流阀和第二进流阀进入到蓄能器中；
车轮上的制动力全部由驱动电机反拖产生提供，整车进行制动能量回收工作，电控液压控制器时刻监测踏板开度，判断总的制动力请求和反拖力矩大小；
当反拖力矩不够时，第一进流阀和第二进流阀关闭，第四隔离阀和第五隔离阀打开，由液压补充不够的制动力；电机反拖力和机械制动以串行方式协同工作使车辆达到减速效果；
泄压过程：在减压阶段，由于驾驶员已松开踏板或在松开过程中，此时第一进流阀和第二进流阀断电关闭，第四隔离阀和第五隔离阀断电打开，第三回流阀根据管路压强通电打开，由于此时制动踏板并没有踩下或主液压回路压力很小，制动主缸不存在压力，在压力的作用下，低压蓄能器中的制动液在在内部弹簧的作用下通过第三回流阀返回主缸。
更进一步地，其工作状况还包括正常情况：能量回收功能关闭时，当驾驶人踩下制动踏板，各个电磁阀均保持断电状态，制动液通过主缸、经过第四隔离阀和第五隔离阀直接进入到ABS/ESC。
更进一步地，所述第一管路上连接有用于感应管路压强的压力传感器。
更进一步地，所述蓄能器为弹簧式低压蓄能器。
更进一步地，装置各个阀门通过电控液压控制器EHC控制启闭，电控液压控制器EHC还通过高速CAN通讯连接电池控制器BCM和电机控制器MCU。
本发明的目的还在于提供一种用于电控液压制动***的旁路蓄能装置的控制方法，在车辆能量回收功能打开和关闭的两种情况下,对于驾驶员来说踩下的制动踏板的行程是一致的，不仅能降低能耗，并能有比较好的控制脚感，提升了产品的舒适性与安全性。
一种用于电控液压制动***的旁路蓄能装置的控制方法，包括如下步骤：
步骤一：电控液压控制器实时监测驾驶员是否有制动意图，包括通过AD采集制动踏板位移传感器的信号，判断和计算驾驶员踩下制动踏板的深度和速度，然后根据车辆制动特性匹配参数表得出此时车辆需要的制动减速度a的大小；
步骤二：根据踏板开度和踩下踏板的快慢程度判断驾驶员是否是在紧急制动；若是，则能量回收功能关闭；
步骤三：能量回收功能关闭时，进入正常情况的工作状态，直接进行液压制动；
能量回收功能开启时，装置进入加压过程的工作状态，并进行电制动力矩和液压制动力矩的分配；
步骤四：驾驶员已松开踏板或在松开过程中，装置进入泄压过程。
更进一步地，步骤二中，若不在紧急制动，通过电控液压控制器EHC时刻与电池控制器BCM、电机控制器MCU两个***保持通讯，判断是否允许车辆进入能量回收状态，判断依据包括驱动电机的反拖力矩随着车速的不断变化、动力电池的SOC、温度、电流、通讯故障。
更进一步地，步骤三中：制动力矩分配参考计算公式：
由Fe+Fh+f roll+f aero＝Ma......(1)
可知Fe＝Ma-Fh-f roll-f aero......(2)
式中：Fe为驱动电机制动力，单位为N.m；Fh电控液压制动力，单位为N.m；F roll为车辆的滚阻，单位为N.m；f aero为风阻阻力，单位为N.m；a为制动减速度，单位为m/s 2；M为整车质量，单位为kg；
其中车辆的滚阻可以表示为：f roll＝Mgμcosa......(3)
式中：μ为滚阻系数；M为整车质量，单位为kg；a为坡角，i为坡度，a＝arctan(i)；
车辆的风阻可以表示为：F aero＝0.5ρkA fV 2......(4)
式中：k为风阻系数；A f为迎风面积，单位为m 2；V为汽车速度，单位为km/h；ρ为空气密度，取1.3kg/m 2。
更进一步地，步骤三中，可充电的功率产生扭矩
Figure PCTCN2021110803-appb-000001
式中：Pc为可充电的功率，单位为Kw；n为电机转速，单位rpm；
据电池最大允许充电功率计算出对应的电池最大允许制动扭矩，若小于电机最大允许制动扭矩，则关闭能量回收功能或者以电池最大允许制动扭矩作为最大电制动扭矩请求。
综上所述，本发明具有以下有益效果：
在车辆能量回收功能打开和关闭的两种情况下,对于驾驶人来说，相同的踏板行程车辆减速度是一样的，对于驾驶员来说踩下的制动踏板的行程是一致的。脚感给人一种可靠、安全的同时我们也可以将部分部件单独提取出来，在的车辆上实现能量回收这样不仅能降低能耗，并能有比较好的控制脚感，提升了产品的舒适性与安全性。
附图说明
图1是本发明的整体结构示意图；
图2是本发明的电气连接示意图。
图中，1、制动主缸；2、第一进流阀；3、第二进流阀；4、第三回流阀；5、第四隔离阀；6、第五隔离阀；7、蓄能器；8、压力传感器。
具体实施方式
下面结合附图对本发明的具体实施方式作进一步说明，本实施例不构成对本发明的限制。
一种用于电控液压制动***的旁路蓄能装置，如图1所示，包括制动主缸1，制动主缸1出端口端有第一管路、第二管路，第一管路另一端连接有用于控制其通断的第四隔离阀5，第二管路另一端连接有用于控制其通断的第五隔离阀6；第四隔离阀5与第五隔离阀6另一端皆连通于ABS/ESC；
如图1所示，第一管路上还连接有第一分路，第一分路另一端连通于蓄能器7，第一分路上连接有用于控制其通断的第一进流阀2；第一管路上连接有用于感应管路压强的压力传感器8，压力传感器8位于第一分路与制动主缸1之间。
第二管路上还连接有第二分路，第二分路另一端也连通于蓄能器7，蓄能器7为弹簧式低压蓄能器7，第二分路上连接有用于控制其通断的第二进流阀3；
蓄能器7上还连通有第三分路，第三分路另一端连通于第二管路，第三分路上连接有用于控制其通断的第三回流阀4。
如图1所示，本实施例中，第一进流阀2、第二进流阀3、第三回流阀4皆为常闭型两位两通阀，第四隔离阀5、第五隔离阀6皆为常开型两位两通阀。
如图2所示，装置各个阀门通过电控液压控制器EHC控制启闭，电控液压控制器EHC还通过高速CAN通讯连接电池控制器BCM和电机控制器MCU。执行控制器接收电控液压控制器EHC的控制信号，并通过自身功率器件以驱动可以独立工作的各个电磁阀进而控制制动液管路的流通路径，汽车蓄电池电源或直流转直流转换器(DC/DC)与执行器直接相连为电磁阀等供电，蓄电池电源正常工作电压为9V～16V，储液器中连接有用于感应储液量的液位传感器。
旁路装置***的控制基本思路：由电控液压控制器EHC计算驾驶员制动请求、能量回收条件是否满足及考虑车辆的稳定性，发出回馈制动扭矩请求给电机控制器同时对旁路装置进行控制。
其具体控制方法包括如下步骤：
步骤一：电控液压控制器实时监测驾驶员是否有制动意图，包括通过AD采集制动踏板位移传感器的信号，判断和计算驾驶员踩下制动踏板的深度和速度，然后根据车辆制动特性匹配参数表得出此时车辆需要的制动减速度a的大小；
步骤二：根据踏板开度和踩下踏板的快慢程度判断驾驶员是否是在紧急制动；若是，则能量回收功能关闭；若不在紧急制动，通过电控液压控制器EHC时刻与电池控制器BCM、电机控制器MCU两个***保持通讯，判断是否允许车辆进入能量回收状态，判断依据包括驱动电机的反拖力矩随着车速的不断变化、动力电池的SOC、温度、电流、通讯故障；
步骤三：能量回收功能关闭时，进入正常情况的工作状态，直接进行液压制动；
其中，正常情况：能量回收功能关闭时，当驾驶人踩下制动踏板，各个电磁阀均保持断电状态，制动液通过主缸、经过第四隔离阀5和第五隔离阀6直接进入到ABS/ESC(若车辆没有配备ABS/ESC，则制动液直接进入到四个轮缸)，液压制动为全部制动力。
能量回收功能开启时，装置进入加压过程的工作状态，并进行电制动力矩和液压制动力矩的分配；电机反拖力矩由电机控制器或轮速传感器确定。
其中，加压过程：电控液压控制器检测到驾驶员踩下踏板、且整车同时开启能量回收功能后，第一进流阀2和第二进流阀3打开，第四隔离阀5和第五隔离阀6关闭，制动液通过制动主缸1、经过第一进流阀2和第二进流阀3进入到蓄能器7中；
车轮上的制动力全部由驱动电机反拖产生提供，整车进行制动能量回收工作，电控液压控制器时刻监测踏板开度，判断总的制动力请求和反拖力矩大小；
当反拖力矩不够时，第一进流阀2和第二进流阀3关闭，第四隔离阀5和第五隔离阀6打开，由液压补充不够的制动力；电机反拖力和机械制动以串行方式协同工作使车辆达到减速效果；
可充电的功率产生扭矩
Figure PCTCN2021110803-appb-000002
式中：Pc为可充电的功率，单位为Kw；n为电机转速，单位rpm；
据电池最大允许充电功率计算出对应的电池最大允许制动扭矩，若小于电机最大允许制动扭矩，则以电池最大允许制动扭矩作为最大电制动扭矩请求；即在制动力请求、电池最大允许制动扭矩和电机最大允许制动扭矩中取最小者作为回馈制动扭矩请求，EHC将该回馈制动扭矩请求发给电机控制器；在制动过程中，电机控制器会通过CAN通讯发出再生制动***当前最大可提供的反拖力矩；电控液压控制器EHC会根据电池控制器BCM充电允许条件及驾驶员的意图来决定是否允许车辆进入能量回收模式和可充电的扭矩命令值。
制动力矩分配参考计算公式：
由Fe+Fh+f roll+f aero＝Ma......(1)
可知Fe＝Ma-Fh-f roll-f aero......(2)
式中：Fe为驱动电机制动力，单位为N.m；Fh电控液压制动力，单位为N.m；F roll为车辆的滚阻，单位为N.m；f aero为风阻阻力，单位为N.m；a为制动减速度，单位为m/s 2；M为整车质量，单位为kg；
其中车辆的滚阻可以表示为：f roll＝Mgμcosa......(3)
式中：μ为滚阻系数；M为整车质量，单位为kg；a为坡角，i为坡度，a＝arctan(i)；
车辆的风阻可以表示为：F aero＝0.5ρkA fV 2......(4)
式中：k为风阻系数；A f为迎风面积，单位为m 2；V为汽车速度，单位为km/h；ρ为空气密度，取1.3kg/m 2。
步骤四：驾驶员已松开踏板或在松开过程中，装置进入泄压过程。
泄压过程：在减压阶段，由于驾驶员已松开踏板或在松开过程中，此时第一进流阀2和第二进流阀3断电关闭，第四隔离阀5和第五隔离阀6断电打开，第三回流阀4根据管路压强通电打开，由于此时制动踏板并没有踩下 或主液压回路压力很小，制动主缸1不存在压力，在压力的作用下，低压蓄能器7中的制动液在在内部弹簧的作用下通过第三回流阀4返回主缸。
以上所述，仅是本发明的较佳实施例而已，不用于限制本发明，本领域技术人员可以在本发明的实质和保护范围内，对本发明做出各种修改或等同替换，这种修改或等同替换也应视为落在本发明技术方案的保护范围内。

Claims (7)

  1. 一种用于电控液压制动***的旁路蓄能装置的控制方法，其特征在于：该控制方法使用的一种用于电控液压制动***的旁路蓄能装置包括制动主缸，制动主缸出端口端有第一管路、第二管路，所述第一管路另一端连接有用于控制其通断的第四隔离阀，所述第二管路另一端连接有用于控制其通断的第五隔离阀；第四隔离阀与第五隔离阀另一端皆连通于ABS/ESC；
    第一管路上还连接有第一分路，第一分路另一端连通于蓄能器，所述第一分路上连接有用于控制其通断的第一进流阀；
    第二管路上还连接有第二分路，第二分路另一端也连通于蓄能器，所述第二分路上连接有用于控制其通断的第二进流阀；
    蓄能器上还连通有第三分路，第三分路另一端连通于第一管路或第二管路，第三分路上连接有用于控制其通断的第三回流阀；
    其工作状况还包括正常情况：能量回收功能关闭时，当驾驶人踩下制动踏板，各个电磁阀均保持断电状态，制动液通过主缸、经过第四隔离阀和第五隔离阀直接进入到ABS/ESC；
    该控制方法包括如下步骤：
    步骤一：电控液压控制器实时监测驾驶员是否有制动意图，包括通过AD采集制动踏板位移传感器的信号，判断和计算驾驶员踩下制动踏板的深度和速度，然后根据车辆制动特性匹配参数表得出此时车辆需要的制动减速度a的大小；
    步骤二：根据踏板开度和踩下踏板的快慢程度判断驾驶员是否是在紧急制动；若是，则能量回收功能关闭；
    步骤三：能量回收功能关闭时，进入正常情况的工作状态，直接进行液压制动；
    能量回收功能开启时，装置进入加压过程的工作状态，并进行电制动力矩和液压制动力矩的分配；
    步骤四：驾驶员已松开踏板或在松开过程中，装置进入泄压过程；
    其工作状态包括加压过程和减压过程；
    加压过程：电控液压控制器检测到驾驶员踩下踏板、且整车同时开启能量回收功能后，第一进流阀和第二进流阀打开，第四隔离阀和第五隔离阀关闭，制动液通过制动主缸、经过第一进流阀和第二进流阀进入到蓄能器中；
    车轮上的制动力全部由驱动电机反拖产生提供，整车进行制动能量回收工作，电控液压控制器时刻监测踏板开度，判断总的制动力请求和反拖力矩大小；
    当反拖力矩不够时，第一进流阀和第二进流阀关闭，第四隔离阀和第五隔离阀打开，由液压补充不够的制动力；电机反拖力和机械制动以串行方式协同工作使车辆达到减速效果；
    泄压过程：在减压阶段，由于驾驶员已松开踏板或在松开过程中，此时第一进流阀和第二进流阀断电关闭，第四隔离阀和第五隔离阀断电打开，第三回流阀根据管路压强通电打开，由于此时制动踏板并没有踩下或主液压回路压力很小，制动主缸不存在压力，在压力的作用下，低压蓄能器中的制动液在在内部弹簧的作用下通过第三回流阀返回主缸。
  2. 根据权利要求1所述的一种用于电控液压制动***的旁路蓄能装置的控制方法，其特征在于：所述第一管路上连接有用于感应管路压强的压力传感器。
  3. 根据权利要求1所述的一种用于电控液压制动***的旁路蓄能装置的控制方法，其特征在于：所述蓄能器为弹簧式低压蓄能器。
  4. 根据权利要求1所述的一种用于电控液压制动***的旁路蓄能装置的控制方法，其特征在于：装置各个阀门通过电控液压控制器EHC控制启闭，电控液压控制器EHC还通过高速CAN通讯连接电池控制器BCM和电机控制器MCU。
  5. 据权利要求1所述的一种用于电控液压制动***的旁路蓄能控制方法，其特征在于：步骤二中，若不在紧急制动，通过电控液压控制器EHC时刻与 电池控制器BCM、电机控制器MCU两个***保持通讯，判断是否允许车辆进入能量回收状态，判断依据包括驱动电机的反拖力矩随着车速的不断变化、动力电池的SOC、温度、电流、通讯故障。
  6. 根据权利要求5所述的一种用于电控液压制动***的旁路蓄能控制方法，其特征在于：
    步骤三中：制动力矩分配参考计算公式：
    由Fe+Fh+f roll+f aero＝Ma  ......(1)
    可知Fe＝Ma-Fh-f roll-f aero  ......(2)
    式中：Fe为驱动电机制动力，单位为N.m；Fh电控液压制动力，单位为N.m；F roll为车辆的滚阻，单位为N.m；f aero为风阻阻力，单位为N.m；a为制动减速度，单位为m/s 2；M为整车质量，单位为kg；
    其中车辆的滚阻可以表示为：f roll＝Mgμcosa  ......(3)
    式中：μ为滚阻系数；M为整车质量，单位为kg；a为坡角，i为坡度，a＝arctan(i)；
    车辆的风阻可以表示为：F aero＝0.5ρkA fV 2  ......(4)
    式中：k为风阻系数；A f为迎风面积，单位为m 2；V为汽车速度，单位为km/h；ρ为空气密度，取1.3kg/m 2。
  7. 根据权利要求6所述的一种用于电控液压制动***的旁路蓄能控制方法，其特征在于：
    步骤三中，可充电的功率产生扭矩
    Figure PCTCN2021110803-appb-100001
    式中：Pc为可充电的功率，单位为Kw；n为电机转速，单位rpm；
    据电池最大允许充电功率计算出对应的电池最大允许制动扭矩，若小于电机最大允许制动扭矩，则关闭能量回收功能或者以电池最大允许制动扭矩作为最大电制动扭矩请求。
PCT/CN2021/110803 2020-08-07 2021-08-05 一种用于电控液压制动***的旁路蓄能装置及其控制方法 WO2022028519A1 (zh)

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