WO2024000524A1 - 制动方法、装置、电子设备、车辆和介质 - Google Patents
制动方法、装置、电子设备、车辆和介质 Download PDFInfo
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- WO2024000524A1 WO2024000524A1 PCT/CN2022/103153 CN2022103153W WO2024000524A1 WO 2024000524 A1 WO2024000524 A1 WO 2024000524A1 CN 2022103153 W CN2022103153 W CN 2022103153W WO 2024000524 A1 WO2024000524 A1 WO 2024000524A1
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- braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—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
- B60L7/10—Dynamic electric regenerative braking
- B60L7/18—Controlling the braking effect
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
- B60L7/26—Controlling the braking effect
Definitions
- the present invention relates to the field of braking technology, and specifically to braking methods, devices, electronic equipment, vehicles and media.
- CRBS coordinated braking energy recovery systems
- ABS anti-lock braking system
- Some coordination methods attempt to ensure vehicle stability while taking into account energy recovery. However, these methods do not consider the differences between the drive motor that performs energy recovery torque and the braking component that performs friction torque, making it difficult to control the stability of the vehicle, and the energy recovery efficiency is low.
- Embodiments of the present application provide solutions for vehicle braking. This solution considers the characteristics of the braking component that executes the friction torque of the drive motor that executes the energy recovery torque, and optimally distributes the braking demand torque to the energy recovery braking torque and the friction braking torque, providing wheel anti-locking and Coordinated control between energy recovery.
- a vehicle braking method including: obtaining the braking demand torque of the wheel; and determining the variation of the energy recovery braking torque of the wheel based on the variation of the braking demand torque of the wheel. and the change amount of friction braking torque, where the change amount of braking demand torque is the sum of the change amount of energy recovery braking torque and the change amount of friction braking torque.
- this method coordinated control between friction braking and energy recovery braking during emergency braking can be achieved, and energy recovery can be fully utilized to quickly respond to braking needs. Compared with traditional solutions, this method has higher energy recovery efficiency, faster control response, and enhanced vehicle body stability during emergency braking.
- determining the change amount of the energy recovery braking torque and the change amount of the friction braking torque of the wheel may include: if the change rate of the braking demand torque is greater than or equal to a threshold change rate, based on the energy recovery
- the first preset ratio between the change amount of the braking torque and the change amount of the friction braking torque determines the change amount of the energy recovery braking torque and the change amount of the friction braking torque.
- determining the change amount of the energy recovery braking torque and the change amount of the friction braking torque of the wheel may include: if the vehicle speed is greater than or equal to the threshold vehicle speed and the wheel speed is greater than or equal to the threshold wheel speed, then The change amount of the energy recuperation braking torque and the change amount of the friction braking torque are determined based on a second preset ratio between the change amount of the energy recuperation braking torque and the change amount of the friction braking torque, and the second preset ratio is greater than First preset ratio. Based on this method, when the vehicle speed or wheel speed is high and the driving motor speed is high, which is conducive to energy recovery, energy recovery is given priority for braking.
- determining the change amount of the energy recovery braking torque and the change amount of the friction braking torque of the wheel may include: if the road adhesion coefficient is greater than or equal to the threshold coefficient, based on the change of the energy recovery braking torque
- the third preset ratio between the change amount of the energy recovery braking torque and the change amount of the friction braking torque determines the change amount of the energy recovery braking torque and the change amount of the friction braking torque, and the third preset ratio is smaller than the first preset ratio. Based on this method, when energy recovery conditions are poor but road conditions are good, friction braking is used first.
- obtaining the braking demand torque of the wheel includes obtaining the braking demand torque from an anti-lock braking system (ABS), and the method may further include enabling energy recovery braking of the wheel before the ABS is activated.
- the torque is less than the upper limit of energy recovery torque. Based on this approach, the available space for energy recovery braking torque can be reserved, thereby meeting large fluctuations in braking demand torque.
- the upper limit value is determined based on the current maximum charging power of the vehicle battery and the current maximum regenerative torque of the electric machine. Based on this method, the maximum energy recovery torque can be determined accurately and in real time, ensuring the reliability of braking.
- the method may further include reducing the friction braking torque in response to the vehicle exiting the emergency braking state. In some embodiments, the method may further include: controlling braking or coasting of the vehicle by controlling regenerative braking torque after the friction braking torque is reduced to zero. Based on this method, emergency braking can be exited smoothly, avoiding a sense of frustration.
- the method may further include responding to a reduction in the stroke of the brake pedal that is greater than a preset value within a preset time, a stroke of the brake pedal being less than a preset stroke, or receiving an automatic emergency response. Indicates the end of braking to confirm that the vehicle has exited the emergency braking state. Based on this method, vehicle state changes can be determined in time to help maintain vehicle stability during braking.
- the method may be performed by at least one of an intelligent brake controller of the vehicle, a drive motor controller of the vehicle, or an entire vehicle controller of the vehicle.
- this method is executed by the vehicle's intelligent brake controller, the delay in obtaining the braking demand via the communication line is low, and the braking response can be made in a timely manner.
- the response delay of the drive motor torque can be further reduced, and the friction braking torque is not as sensitive to communication delays as the drive motor torque. This further reduces the impact of communication time delay on the overall control effect, obtains better control effect, and improves vehicle stability.
- the control cycle can be shortened, and the same communication line can enable the brake controller and the drive motor controller to have the same communication time delay. This allows the corresponding time delay to be uniformly compensated during the control process, thereby obtaining better control effects and improving vehicle stability.
- a method of braking a vehicle includes: responding to the emergency braking of the vehicle, increasing the friction braking torque of the wheel when the energy recovery braking torque of the wheel has reached its upper limit value; and responding to the acceleration of the braking demand torque of the wheel. Decrease, reduce the energy recovery braking torque from the upper limit value, and continue to increase the friction braking torque, where the sum of the energy recovery braking torque and the friction braking torque is the braking demand torque. Based on this method, the available space for energy recovery braking torque can be reserved, so that large fluctuations in braking demand torque can be met.
- the method may further include: determining an upper limit value of the energy recuperation braking torque based on the current maximum charging power of the vehicle battery and the current maximum recuperation torque of the motor. Based on this method, the maximum energy recovery torque can be determined accurately and in real time to ensure braking reliability.
- the method may further include, in response to an increase in the stroke of the brake pedal being greater than a preset value within a preset time, the stroke of the brake pedal being greater than or equal to the preset stroke, receiving activation of the automatic Emergency braking indication, confirming that the vehicle has undergone emergency braking. Based on this method, vehicle status changes can be determined in time to help maintain vehicle stability.
- the method may further include: determining a regenerative braking torque performed by the electric machine based on the regenerative braking torque of the wheel and the regenerative braking torque of the other wheel; and based on the braking torque of the wheel.
- the dynamic demand torque and the energy recovery braking torque executed by the electric motor determine the friction braking torque for execution by the friction disc. Based on this method, the executable energy recovery torque and friction braking torque can be determined from the energy recovery braking torque of a group of wheels, so that the drive motor and friction actuator can complete actual braking.
- reducing the regenerative braking torque includes: reducing the regenerative braking torque to a preset torque, the preset torque being based on an upper limit of the regenerative braking torque and the braking demand torque. Determine at least one of them. Based on this approach, the energy recovery braking torque can be maintained within a better range, thereby being able to more flexibly meet changes in braking demand torque.
- the method may further include: in response to the vehicle exiting emergency braking, reducing the friction braking torque while keeping the regenerative braking torque substantially unchanged. In some embodiments, after the friction braking torque is reduced to zero, braking or coasting of the vehicle is controlled by controlling the regenerative braking torque. Based on this method, emergency braking can be exited smoothly, avoiding a sense of frustration.
- the method may further include: in response to the reduction amount of the brake pedal stroke within the preset time being greater than a preset value, the brake pedal stroke being less than the preset stroke, or receiving an automatic Indicates the end of emergency braking and confirms that the vehicle exits the emergency braking state. Based on this method, vehicle state changes can be determined in time to help maintain vehicle stability during braking.
- the method may further include: in response to activation of an anti-lock braking system (ABS) of the vehicle: obtaining a braking demand torque of the wheel from the ABS, and obtaining a braking demand torque of the wheel based on the braking demand torque of the wheel.
- ABS anti-lock braking system
- the change amount determines the change amount of the wheel's energy recuperation braking torque and the friction braking torque change amount, where the change amount of the braking demand torque is the sum of the change amount of the energy regeneration braking torque and the friction braking torque change amount. Based on this method, coordinated control between friction braking and energy recovery braking during emergency braking can be achieved, and energy recovery can be fully utilized to quickly respond to significantly changing braking needs.
- determining the change amount of the wheel's energy recovery braking torque and the change amount of the friction braking torque may include: if the change rate of the braking demand torque is greater than or equal to a threshold change rate, based on the energy recovery
- the first preset ratio between the change amount of the braking torque and the change amount of the friction braking torque determines the change amount of the energy recovery braking torque and the change amount of the friction braking torque.
- determining the change amount of the energy recovery braking torque and the change amount of the friction braking torque of the wheel may further include: if the vehicle speed is greater than or equal to the threshold vehicle speed and the wheel speed is greater than or equal to the threshold wheel speed, The change amount of the energy recuperation braking torque and the change amount of the friction braking torque are determined based on a second preset ratio between the change amount of the energy recuperation braking torque and the change amount of the friction braking torque, and the second preset ratio is greater than First preset ratio. Based on this method, when the vehicle speed is high and the drive motor speed is high, which is conducive to energy recovery, energy recovery is given priority for braking.
- determining the change amount of the energy recovery braking torque and the change amount of the friction braking torque of the wheel may include: if the road adhesion coefficient is greater than or equal to the threshold coefficient, determining the change amount based on the energy recovery braking torque.
- a third preset ratio between the change amount and the change amount of the friction braking torque determines the change amount of the energy recovery braking torque and the change amount of the friction braking torque, and the third preset ratio is smaller than the change amount of the friction braking torque.
- the first preset ratio Based on this method, when energy recovery conditions are poor but road conditions are good, friction braking is used first.
- the method is performed by at least one of the following: an intelligent brake controller of the vehicle; a drive motor controller of the vehicle; or an entire vehicle controller of the vehicle.
- an electronic device comprising: at least one processing unit; at least one memory, the at least one memory being coupled to the at least one processing unit and storing instructions for execution by the at least one processing unit, the instructions When executed by at least one processing unit, the electronic device is caused to execute the method according to the first aspect or the second aspect of the application.
- a braking device includes a braking demand acquisition unit.
- the braking demand acquisition unit is configured to acquire the braking demand torque of the wheel.
- the brake device also includes a control unit.
- the control unit is configured to determine a change amount of energy recovery braking torque and a change amount of friction braking torque of the wheel based on the change amount of the braking demand torque of the wheel, wherein the change amount of the braking demand torque is the energy recovery The sum of the change in braking torque and the change in friction braking torque.
- a braking device including a control unit.
- the control unit is configured to, in response to emergency braking of the vehicle, increase the friction braking torque of the wheel when the energy recovery braking torque of the wheel has reached an upper limit value.
- the control unit is further configured to reduce the regenerative braking torque from the upper limit value and continue to increase the friction braking torque in response to the reduction in the increase in braking demand torque of the wheel, wherein the regenerative braking torque and the friction braking torque The sum of the dynamic torques is the braking demand torque.
- a vehicle is provided.
- the vehicle includes the braking device according to the fourth or fifth aspect of the present application.
- a computer-readable storage medium on which a computer program is stored, and when executed by a processor, the computer program implements the method described in the first or second aspect of the present application. method.
- a computer program product including computer-executable instructions, wherein the computer-executable instructions, when executed by a processor, implement the method according to the first or second aspect of the present application. .
- Figure 1 shows a schematic diagram of a vehicle system architecture provided by an embodiment of the present application
- Figure 2 shows a schematic diagram of a brake-by-wire and electric drive system provided by an embodiment of the present application
- Figure 3 shows a schematic diagram of a braking system provided by an embodiment of the present application
- Figure 4 shows a schematic flow chart of a process for braking a vehicle provided by an embodiment of the present application
- Figure 5 shows a schematic flow chart for performing another process of braking a vehicle provided by an embodiment of the present application
- Figure 6 shows a schematic flow chart of the entry process of coordinated control of ABS and energy recovery provided by the embodiment of the present application
- Figure 7 shows a schematic graph of the braking torque as a function of time according to the entry process shown in Figure 6;
- Figure 8 shows a schematic flow chart of the exit process of coordinated control of ABS and energy recovery provided by an embodiment of the present application
- Figure 9 shows a schematic graph of the braking torque as a function of time according to the withdrawal process shown in Figure 8;
- Figure 10 shows a schematic flow chart of a process for braking a vehicle provided by an embodiment of the present application
- Figure 11 shows a schematic flow chart of the process of coordinated control of ABS and energy recovery provided by the embodiment of the present application
- Figure 12 shows a schematic curve diagram of the coordinated control process of ABS and energy recovery when parking is about to stop according to an embodiment of the present application
- Figure 13 shows a schematic curve diagram of the ABS and energy recovery coordinated control process on a high-adhesion road surface according to an embodiment of the present application
- Figure 14 shows a schematic curve diagram of the ABS and energy recovery coordinated control process on a low-adhesion road surface according to an embodiment of the present application
- Figure 15 shows a schematic curve diagram of exiting the ABS process midway during braking on a high-adhesion road surface according to an embodiment of the present application
- Figure 16 shows a schematic diagram of another braking system provided by an embodiment of the present application.
- Figure 17 shows a schematic diagram of yet another braking system provided by an embodiment of the present application.
- Figure 18 shows a schematic block diagram of a braking device according to an embodiment of the present application.
- Figure 19 shows a schematic block diagram of another braking device according to an embodiment of the present application.
- ABS Anti-Lock Braking System
- Cooperative Regenerative Braking System The vehicle dynamically allocates friction braking torque and motor energy recovery braking torque according to the driver's braking needs and the status of the motor, battery and other systems.
- AEB Autonomous Emergency Braking
- VCU Vehicle Control Unit
- the central control unit of the vehicle is the core of the entire control system.
- the VCU collects motor and battery status, accelerator pedal signals, brake pedal signals, actuator and sensor signals, and makes corresponding judgments based on comprehensive analysis of the driver's intentions. It is responsible for vehicle driving control, accessory management, energy management, fault handling, information interaction, etc.
- Motor Controller controls the rotation state of the motor according to the received instructions, drives the vehicle or performs energy recovery, etc.
- Intelligent Brake Unit According to the vehicle status and braking torque requirements, the friction braking torque and energy recovery torque on each wheel are allocated to ensure the stability and energy recovery efficiency of the vehicle during braking.
- Intelligent Pedal Unit Recognizes the driver's braking intention based on the driver's movements on the brake pedal, ensuring the stability and energy recovery efficiency of the vehicle during braking.
- the integrated booster is the core of the braking system and integrates the Electronic Control Unit (ECU), pedal stroke sensor, brake master cylinder, motor, push rod mechanism, etc.
- ECU Electronic Control Unit
- An intelligent braking unit and an intelligent pedal unit can be integrated into the integrated booster.
- Battery Management System Intelligent management and maintenance of battery units, preventing battery overcharge and over-discharge, extending battery life, monitoring battery status, etc.
- BMS generally has functions such as voltage measurement, energy balancing, SOC calculation, and battery status monitoring.
- Vehicles are undergoing changes in electrification, connectivity, and intelligence.
- various systems including the braking system are also facing changes and upgrades.
- the structural changes and functional upgrades of the braking system are closely related to the innovation of the vehicle architecture. Specifically, each system of the vehicle will be described below with reference to Figure 1 .
- FIG. 1 is a schematic diagram of a vehicle 100 provided by an embodiment of the present application.
- Vehicle 100 may include various subsystems, such as infotainment system 110 , perception system 120 , decision control system 130 , drive system 140 , and computing platform 150 .
- vehicle 100 may include more or fewer subsystems, and each subsystem may include multiple components.
- each subsystem and component of vehicle 100 may be interconnected through wired or wireless means.
- the braking system 135 is one of its most critical systems, which is directly related to the overall performance of the vehicle and the safety of life and property of the occupants. Braking system 135 may be used to control the speed of vehicle 100 . Braking system 135 may slow wheel 144 rotational speed through friction. Friction braking is sometimes referred to as hydraulic braking in this article. In some embodiments, the braking system 135 may also have a regenerative braking function.
- the braking system 135 may also control the speed of the vehicle 100 in other ways.
- the energy recovery braking function when the vehicle is decelerating or braking, part of the mechanical energy of the vehicle can be converted into electrical energy through the motor and stored in the battery, while a part of the braking force is generated to achieve deceleration or braking of the vehicle.
- the motor converts the energy stored in the battery into kinetic energy for the car to move.
- energy recovery braking faces challenges such as braking intensity limitations, it cannot meet the needs of all braking conditions. For this reason, hydraulic braking systems still have high application value in new energy vehicles.
- the vehicle 100 provided by the embodiment of the present application can be configured in a fully or partially autonomous driving mode.
- the vehicle 100 can obtain its surrounding environment information through the sensing system 120, and obtain an autonomous driving strategy based on the analysis of the surrounding environment information to achieve fully autonomous driving, or present the analysis results to the user to achieve partially autonomous driving.
- the vehicle 100 can adjust its own vehicle speed by sensing its surrounding environment.
- the surrounding environment may include traffic participants such as other vehicles and/or pedestrians, as well as roads, infrastructure, or other objects.
- the vehicle 100 can autonomously identify the surrounding environment and determine the vehicle's speed based on information about objects in the environment (such as speed, acceleration, distance from the own vehicle, etc.).
- Improvements in vehicle computing and control resources provide more options for the design of braking system control methods.
- some or all functions of the vehicle 100 provided by the embodiment of the present application are controlled by the computing platform 150 .
- Computing platform 150 may control various functions of vehicle 100 based on inputs received from various subsystems (eg, propulsion system 140 , perception system 120 , and decision control system 130 ).
- the computing platform 150 can bring more possibilities for functional development of the braking system 135.
- computing platform 150 may control braking system 135 to avoid collision with an obstacle detected by perception system 120 based on input from decision control system 130.
- Computing platform 150 includes at least one processor 151 that can execute instructions 153 stored in a non-transitory computer-readable medium such as memory 152.
- computing platform 150 may also be a plurality of computing devices that control individual components or subsystems of vehicle 100 in a distributed manner.
- the processor 151 therein can be any conventional processor, such as a central processing unit (Central Process Unit, CPU).
- the processor 151 may also include a processor such as a graphic process unit (GPU), a field programmable gate array (FPGA), a system on chip (SOC), an application specific integrated chip ( application specific integrated circuit (ASIC) or their combination.
- FIG. 1 functionally illustrates a processor, memory, and other components, one of ordinary skill in the art will understand that the processor, computer, or memory may actually include multiple components that may or may not be stored within the same physical enclosure.
- processor, computer, or memory may be a hard drive or other storage medium located in a housing different from the computer.
- a reference to a processor or computer will be understood to include a reference to a collection of processors or computers or memories that may or may not operate in parallel.
- some components such as the steering component and the braking component, may each have their own processor that performs only the functions related to the component-specific functions. calculate.
- the processor may be located remotely from the vehicle and in wireless communication with the vehicle. In other aspects, some of the processes described herein are performed on a processor disposed within the vehicle and others are performed by a remote processor, including taking the steps necessary to perform a single maneuver.
- memory 152 may contain instructions 153, such as program logic.
- Instructions 153 are executable by processor 151 to perform various functions of vehicle 100 .
- Memory 152 may also contain additional instructions, including sending data to, receiving data from, interacting with, and/or controlling one or more of infotainment system 110 , perception system 120 , decision control system 130 , driver system 140 instructions.
- memory 152 may store data such as road maps, route information, vehicle location, direction, speed and other such vehicle data, as well as other information. This information may be used by vehicle 100 and computing platform 150 during operation of vehicle 100 in autonomous, semi-autonomous and/or manual modes.
- Figure 1 should not be understood as limiting the embodiments of the present application.
- one or more of these components described above may be installed separately or associated with vehicle 100 .
- memory 152 may exist partially or completely separate from vehicle 100 .
- the components described above may be communicatively coupled together in wired and/or wireless manners.
- the above-mentioned components are just examples. In actual applications, the components in each of the above-mentioned modules may be added, deleted, or re-divided according to actual needs.
- the above-mentioned vehicle 100 can be a passenger car, a commercial vehicle, a motorcycle, a special vehicle (such as a fire truck, an ambulance, a mining vehicle, a road construction vehicle, etc.), a rail vehicle, a ship, an aircraft, etc.
- a special vehicle such as a fire truck, an ambulance, a mining vehicle, a road construction vehicle, etc.
- a rail vehicle a ship, an aircraft, etc.
- Braking and driving are the core control functions of the vehicle, which are used to achieve longitudinal control of the vehicle to accelerate or decelerate the vehicle or maintain a certain speed.
- Figure 2 provides a schematic diagram of a brake-by-wire and electric drive system 200.
- the braking and electric drive system includes: brake caliper 201, friction disc 202, rear drive shaft 203, rear drive motor 204, brake fluid pipe 205, integrated booster 206, chassis communication line 207, front drive motor 208, front drive shaft 209, vehicle controller 210.
- the integrated booster 206 is the core of the braking system and integrates an electronic control unit (ECU) (not shown for clarity), pedal stroke sensor, brake master cylinder, motor, push rod mechanism, etc.
- ECU electronice control unit
- the brake pedal may be rigidly connected to an integrated booster 206
- the integrated booster 106 is connected to the brake caliper 101 through a brake fluid pipe 105 .
- the vehicle controller 210 is the core of the drive system. It communicates through the Controller Area Network (CAN) and is connected to the front drive motor 208 and the rear drive motor 204 respectively.
- the front drive motor 108 is connected to the wheels through the front drive shaft 209
- the rear drive motor 204 is connected to the wheel through the rear drive shaft 203.
- CAN Controller Area Network
- the driver steps on the electronic throttle, and the vehicle controller 210 collects the opening of the electronic throttle, calculates the torque instructions of the front and rear motors, and sends the drive motor control to the front drive motor 208 and the rear drive motor 204 through CAN. processor (MCU) (not shown for clarity).
- MCU CAN. processor
- the front drive motor 208 and the rear drive motor 204 generate torque and are connected to the wheels through the front drive shaft 109 and the rear drive shaft 103 to drive the wheels forward.
- the driver depresses the brake pedal, and the push rod mechanism of the integrated booster 106 generates displacement.
- the pedal stroke sensor detects the displacement of the push rod mechanism and sends the displacement signal to the ECU.
- the ECU calculates the boost pressure.
- the torque that the motor should generate is then converted into braking force by the transmission mechanism of the booster motor.
- the braking force and the push rod force generated by the brake pedal through the push rod mechanism act together on the brake master cylinder, and are converted into hydraulic pressure in the brake master cylinder.
- the brake fluid with hydraulic pressure acts through the brake fluid pipe 205 On the brake caliper 201. Braking is achieved by clamping the brake friction disc 202 .
- the vehicle controller 210 receives the driving command of the integrated booster 206, and after calculation, sends the modified driving torque to the front drive motor 108 and the rear drive motor 104 respectively.
- the coordination of braking and driving can also be realized by the electronic control unit of the drive motor controller and integrated booster 206 .
- the brake-by-wire system can also adopt other arrangements in the vehicle.
- a vehicle may have one drive motor (front-wheel drive or rear-wheel drive).
- the integrated booster 206 and the vehicle controller 210 may be arranged at other locations in the vehicle.
- the brake-by-wire system may also include more brake lines. Therefore, it should be noted that FIG. 2 is only a possible arrangement of the brake-by-wire and drive system provided by the embodiment of the present application, and should not be understood as a limitation of the embodiment of the present application.
- this application provides a solution for controlling vehicle braking when emergency braking occurs or ABS is activated.
- the energy recovery braking torque and friction braking torque are coordinated and adjusted to meet the changing braking demand torque, ensuring vehicle stability while also being able to carry out effective energy use. Recycle.
- Figure 3 shows a schematic diagram of a braking system provided by an embodiment of the present application. The following describes the system composition, connection relationships, integration methods, interface settings, control relationships, etc. of the braking system 300 with reference to FIG. 3 .
- the braking system 300 includes an intelligent pedal unit 310 and an intelligent braking unit 320 .
- the brake pedal 312 is coupled with the braking intention collection module 314, whereby the braking intention collection module 314 can collect the correlation of the driver's braking behavior according to the driver's actions on the brake pedal 312. information.
- the braking intention determination module 314 may include various solenoid valve drives, motor drives, and various signal processing and control output interfaces.
- the braking intention acquisition module 314 can receive measurement or detection signals from various sensors, such as environmental conditions, driver input, braking system status, etc., and control the braking characteristics of the braking system through calculation and judgment.
- the braking intention collection module 314 may be used to collect the speed and stroke of the driver's depressing of the brake pedal 312 collected currently and in several previous cycles, as well as the pressure information established thereby, etc.
- the intelligent braking unit 320 includes an electronic control unit 322, a brake assist module 324, and a wheel hydraulic control module 326.
- the electronic control unit 322 determines the energy recovery braking torque and friction braking used for braking according to the vehicle status information or control information from the braking intention acquisition module 314, the battery management control module 330, and the drive motor controller (MCU) 340. torque.
- the brake controller 322 may receive the upper limit value of the allowed charging power from the BMS 330, and the upper limit value of the allowed charging power may be determined according to the SOC status.
- the brake controller 322 may also receive the upper limit value of the motor's allowable power generation torque from the MCU 340.
- the brake controller 322 determines the maximum energy recovery braking torque. For example, the minimum of the torque corresponding to the charging power upper limit value and the power generation torque upper limit value is determined as the maximum energy recovery braking torque.
- Brake controller 322 may receive braking characteristics from braking intent acquisition module 314 . Braking characteristics may include, for example, speed, stroke, and pressure information established thereby, etc., from which the brake controller 322 may determine the braking demand torque of the wheel. On the one hand, if ABS is not enabled, the brake controller 322 may directly utilize the braking characteristics to generate the braking demand torque of the wheels.
- brake controller 322 does not use the braking demand torque determined based on the braking characteristics of pedal 312, but instead uses the braking demand torque provided by the ABS for each individual situation.
- the braking of the wheels requires torque, and the stability of the vehicle body is maintained through "point braking".
- the ABS may be integrated into the brake controller 322 or may be provided separately.
- the brake controller 322 may also divide the braking demand torque into energy recovery braking torque and friction braking torque, that is, the braking demand torque is equal to the sum of energy recovery braking torque and friction braking torque. and.
- the energy recovery braking torque can be sent to the MCU 340 by the brake controller 322, and the MCU 340 transmits the torque information to the corresponding drive motor 350 to implement energy recovery braking.
- the energy recovery braking torque response time of the drive motor is about 10ms.
- the brake controller 322 controls the brake assist module 324 and the wheel hydraulic pressure control module 326 based on the friction braking torque, and applies hydraulic pressure corresponding to the friction braking torque, thereby performing friction braking on each wheel 360 .
- the brake assist module 324 may include components such as a boost motor, a bidirectional boost cylinder, a boost control valve, and the like, and be coupled to the wheel hydraulic control module 326 to provide friction braking capabilities for each wheel.
- the wheel hydraulic control module 326 may include a wheel cylinder pressure increase valve and a wheel cylinder pressure relief valve for each wheel 360 .
- the integrated booster 320 increases the friction braking torque slowly by building up hydraulic pressure (eg, increases by 100 Bar in 150 ms), and decreases the friction braking torque by releasing pressure slightly faster (eg, decreases by 50 Bar in 10 ms).
- the energy recovery braking torque response time is about 10ms. Therefore, the response speed of regenerative braking is significantly faster than that of friction braking.
- the traditional solution cannot coordinate CRBS and ABS well, which may cause the vehicle to lose stability, unexpected longitudinal acceleration, reduced recovery energy, and the establishment of high hydraulic pressure in a short period of time may also lead to a reduction in the mechanical life of the booster.
- FIG. 4 shows a schematic flowchart of a process 400 for braking a vehicle provided by embodiments of the present application.
- Process 400 may be implemented by any one of the integrated booster 206 and vehicle controller 210 shown in Figure 2 and the brake controller 322 and MCU 340 shown in Figure 3 .
- process 400 is described in connection with FIG. 3 .
- the brake controller 322 obtains the maximum charging power allowed by the current battery from the BMS 330, and obtains the maximum generated torque of the current motor from the drive motor controller 340.
- the brake controller 322 calculates the current drive motor energy recovery torque upper limit based on the maximum charging power and the maximum power generation torque obtained from the BMS 330 and the MCU 340, respectively.
- brake control 322 determines whether emergency braking is intended.
- the brake controller 322 comprehensively calculates the driver's braking intention based on information such as the driver's depression of the brake pedal and the pressure established in the integrated booster collected at the current and previous cycles.
- the brake controller 322 may obtain the speed, stroke and pressure information of the driver's depression of the brake pedal 312 from the braking intention collection module 314 to determine whether there is an emergency braking intention. For example, the brake controller 322 may determine that the brake pedal 312 is pressed quickly based on the depression pressure being large enough, or based on the increase in pedal stroke within a preset time being greater than a preset value, or the pedal stroke being greater than or equal to a certain value. A preset threshold determines whether the driver is braking the vehicle in an emergency.
- the electronic control unit 322 may also determine that an emergency braking intention exists in response to an indication received by the electronic control unit 322 that the AEB function is triggered. Additionally, if the vehicle's ABS is enabled, the electronic control unit 322 may also determine that an emergency braking intention exists. It should be understood that whether there is an emergency braking intention can also be determined based on other information, which is not limited in this application.
- AEB automatic emergency braking
- process 400 proceeds to block 407 where brake controller 322 executes a brake energy recovery strategy.
- the braking energy recovery strategy can use the recovery strategy of CRBS, such as a filter-based method, in which the braking demand torque is filtered and divided into high-frequency components and low-frequency components, which are used as energy recovery braking torque and friction braking torque respectively. This application places no restrictions on the braking energy recovery strategy.
- process 400 proceeds to block 408 where brake controller 322 executes an entry process for coordinated management of ABS and energy recovery.
- the entry process By executing the entry process, the braking demand torque of each wheel can be optimally distributed between regenerative braking and friction braking in advance to prepare for possible ABS braking requirements.
- ABS Once ABS is activated, it can flexibly adjust the energy recovery braking torque and friction braking torque, and can quickly respond to and meet the large fluctuations in ABS braking needs.
- the entry process 408 will be described below with reference to Figures 6 and 7, and will not be described in detail here.
- the brake controller 322 determines whether ABS is enabled. If ABS is not enabled, process 400 proceeds to block 414 where brake controller 322 determines whether there is an intent to exit emergency braking.
- Exiting the emergency braking intention means that the brake controller 322 recognizes that the driver's braking intention is declining and is about to exit ABS or even exit braking.
- the basis for the judgment includes judging that the driver releases the pedal quickly or judging that the driver releases the pedal. For example, the reduction of the pedal stroke within the preset time is greater than the preset value, or the pedal stroke is smaller than the preset stroke.
- brake controller 322 may also determine that the vehicle exits the emergency braking state based on receiving an indication that automatic emergency braking has ended.
- the brake controller 322 executes an ABS and energy recovery coordinated management exit process 416 .
- the entry process will be described below with reference to Figures 8 and 9, which will not be described in detail here.
- process 400 proceeds to block 412 where brake controller 322 performs ABS and energy recovery co-management.
- the brake controller 322 flexibly allocates the braking demand torque to the drive motor and friction brake according to the state of the vehicle and the traffic environment to achieve collaborative braking.
- the ABS and energy recovery collaborative management 412 will be described below with reference to FIGS. 10 to 15 , which will not be described in detail here.
- the process 400 may proceed to block 416 to execute the exit process.
- the execution results of the brake controller 322 entering the process 408 , ABS and energy recovery collaborative management 412 , and exiting the process 416 may include energy recovery braking torque and friction braking torque for each wheel.
- the brake controller 322 may further process the regenerative braking torque and friction braking torque derived from these processes to the torque actually performed by the drive motor and friction disc.
- FIG. 5 shows a schematic flowchart of another process 500 for performing braking of a vehicle provided by embodiments of the present application.
- the brake controller 322 determines the energy recovery torque of the drive motor according to the energy recovery braking torque of the wheel and the energy recovery torque limit, whichever is less. Specifically, for two wheels driven by the same drive motor, the brake controller 322 can synthesize an energy recovery torque by taking the minimum value, the average value, or the maximum value, and then compare the combined value with the torque obtained in block 404 Compare the upper limit of the energy recovery torque and take the smaller value as the energy recovery torque of the drive motor.
- the recuperation torque can also be synthesized from the recuperation braking torques of all wheels.
- the brake controller 322 sends the determined energy recovery torque of the drive motor to the MCU 340, for example, through a dedicated high-speed communication line, whereby the drive motor 350 can brake according to the received energy recovery torque. .
- the brake controller 322 subtracts the energy recovery torque of the drive motor from the braking demand torque of each wheel to obtain the friction demand torque of each wheel and sends it to the friction execution unit (e.g., the brake boost module 324 and the wheel Hydraulic control module 326) to achieve friction braking.
- the friction braking torque can be used to reduce the energy recuperation torque that is not executed because it may exceed the upper limit of the energy regeneration torque to ensure that the sum of the wheel braking torques is equal to the braking demand torque.
- FIG. 6 shows a schematic graph of the braking torque changing with time during the entry process
- FIG. 7 shows a schematic flow chart of the entry process of coordinated control of ABS and energy recovery provided by embodiments of the present application.
- the driver releases the accelerator and has not yet stepped on the brake pedal.
- the vehicle is in the middle of the coasting process and executes the coasting energy recovery strategy.
- the driver's braking demand torque is basically consistent with the energy recovery demand torque, that is, braking is basically achieved through energy recovery, and the braking torque does not fluctuate much.
- the driver steps on the brake pedal, the vehicle is in the braking energy recovery process, and the braking energy recovery strategy is executed accordingly.
- the driver's braking demand torque is basically consistent with the energy regeneration demand torque, and the energy regeneration braking torque is increased to match the driver's braking demand torque.
- the entry sign of this stage is the detection of the driver's intention of emergency braking.
- the basis for judgment includes: the driver depresses the pedal quickly, the driver depresses the pedal deeply, or receives an instruction from AEB braking. At this time, before the driver's braking demand torque reaches the upper limit of the energy regeneration torque, the energy regeneration braking torque is increased to match the braking demand torque.
- the energy recovery torque can be reduced to a preset value while continuing to increase the friction braking torque to compensate, i.e. the driver braking demand torque is equal to the friction braking torque and energy The sum of regenerated braking torque.
- the preset value of the energy recuperation torque at the end of the stage is determined in the following manner: the preset value of the energy recuperation torque is within an interval of the upper limit of the energy recuperation torque, for example, the upper limit of the energy recuperation torque.
- the preset value is within a range of the driver's braking demand torque, for example, driver's braking demand torque*40% (Can be calibrated) ⁇ Energy recovery torque ⁇ Driver braking demand torque*60% (can be calibrated).
- the energy recovery torque can take the maximum value in the common interval or any other value (can be calibrated).
- Figure 7 shows the actions performed at the various stages of Figure 6.
- the brake controller 322 increases the regenerative braking torque.
- the brake controller 322 determines whether the regenerative braking torque has reached the regenerative upper limit. If it is not reached, return to block 702 and continue to increase the energy recovery braking torque. If the upper limit has been reached, at block 706, the friction braking torque is increased.
- conditions for entering the end of process 408 include ABS being enabled 410 or a determination to exit emergency braking. If ABS is enabled, the brake controller 322 will execute the ABS and energy recovery coordination management process 412. If emergency braking is exited, the brake controller 322 will execute the ABS and energy recovery coordination management process 416. Next, the exit process 416 is described with reference to FIGS. 8 and 9 .
- the driver in response to recognizing exiting emergency braking, the driver reduces the braking demand torque at a relatively large rate during the stage of reducing braking intention, such as when releasing the pedal quickly or for a long time.
- the energy recovery torque remains unchanged, and the friction braking torque is gradually reduced according to the change in braking demand torque. This process continues until the friction braking torque decreases to near 0.
- the driver In the braking energy recovery stage, the driver still depresses the brake pedal and the vehicle is in the braking energy recovery process and implements the braking energy recovery strategy.
- the driver In the coasting energy recovery phase, the driver has released the brake pedal but has not yet stepped on the accelerator pedal.
- the vehicle is in the process of coasting and the coasting energy recovery strategy is implemented.
- Figure 9 shows the actions performed at the various stages of Figure 8.
- the brake controller 322 increases the regenerative braking torque.
- the brake controller 322 reduces the friction braking torque while maintaining the regenerative braking torque substantially unchanged.
- Process 1000 may be implemented by any one of the integrated booster 206 and vehicle controller 210 shown in Figure 2 and the brake controller 322 and MCU 340 shown in Figure 3 .
- process 1000 is described in conjunction with FIG. 3 .
- the brake controller 322 obtains the braking demand torque of the wheels.
- the ABS can generate braking demand torque for each wheel of the vehicle without using braking torque generated by brake pedal pressure. For example, it can be determined whether the wheels are locked based on the vehicle speed and wheel speed. If the wheels are locked and it is determined that a sideslip has occurred or is about to occur, ABS can be activated. In this case, brake controller 322 obtains brake demand torque from the ABS.
- the brake controller 322 may also obtain the braking demand torque from other sources, such as an automatic assisted driving system, remote control commands received via the network, etc., which is not limited by this application.
- the brake controller 322 determines a change in regenerative braking torque and a friction braking torque change of the wheel based on a change in braking demand torque of the wheel, where the change in braking demand torque is energy The sum of the change in regenerative braking torque and the change in friction braking torque.
- the brake controller allocates the change in braking demand torque to the energy regeneration braking torque and the friction braking regeneration torque.
- the type of coordinated control strategy that each wheel is in can be determined, and the change in braking demand torque is allocated according to this strategy.
- the single-wheel ABS and energy recovery coordinated control strategy type can include three modes: energy recovery priority, friction braking priority, and coordinated adjustment.
- the coordinated control type of a single wheel can be determined based on vehicle speed, wheel speed and road adhesion coefficient. It should be understood that these patterns are illustrative only and other strategies may be used.
- FIG. 11 shows a schematic flowchart of a process 1100 of coordinated control of ABS and energy recovery provided by an embodiment of the present application.
- the brake controller 322 determines whether the rate of change of brake demand torque is greater than or equal to a threshold rate of change. If so, then at block 1102, it is determined to use the coordinated adjustment mode.
- the change rate may be the absolute value of the change amount (increase or decrease) of the braking demand torque over two or more control periods.
- the braking torque required by ABS is expressed as "point braking", that is, large braking torque is not required all the time and braking torque is applied intermittently.
- point braking the torque response of the drive motor is about 10ms
- the integrated booster uses a liquid outlet valve to relieve pressure of 50Bar in 10ms, energy recovery actuator and friction brake actuator The ability to reduce braking torque is balanced and therefore well coordinated.
- both the energy recovery actuator and the friction brake actuator operate at full strength to cooperate with the rapid increase in braking torque.
- the ratio between the change amount of the energy recovery braking torque and the change amount of the friction braking torque may be a first preset ratio, and the brake actuator 322 may determine the energy recovery based on the first preset ratio. Specifies the amount of change in torque and friction braking torque.
- the rate of change of brake demand torque is less than the threshold rate of change, then at block 1103 it is determined whether the wheel and wheel speed are greater than or equal to the corresponding threshold. If both are yes, then at block 1104, it is determined to adopt the energy recovery priority mode. For example, if the vehicle speed and wheel speed are both greater than 70km/h (can be calibrated), the corresponding drive motor speed is relatively high and the counter electromotive force is relatively large. At this time, the voltage control amount output by the control inverter of the drive motor can be adjusted within a large range, which can quickly increase and decrease the energy recovery torque. Therefore, energy recovery priority mode is adopted.
- the ratio between the change amount of the energy recovery braking torque and the change amount of the friction braking torque may be a second preset ratio, and the second preset ratio is greater than the first preset ratio of the coordinated adjustment mode.
- the energy recovery braking torque change weight 80% (can be calibrated)
- the friction braking torque change weight 20% (can be calibrated).
- braking is performed.
- regenerative braking and friction braking may be performed according to process 500 described with reference to FIG. 5 .
- coordinated control of low vehicle speeds is also provided.
- the energy recovery torque can still be maintained.
- the bidirectional DC converter that drives the motor still charges the power battery when the motor's back electromotive force is very low, and even allows the power battery to discharge to maintain the energy recovery torque.
- Figure 12 shows a schematic curve diagram of the coordinated control process of ABS and energy recovery when parking is about to stop according to an embodiment of the present application.
- the driver's braking torque demand remains basically unchanged.
- the driver's required braking torque is evenly distributed to the energy recovery braking torque and the friction braking torque for execution.
- the braking torque required by the driver is basically implemented through friction braking torque.
- the embodiments of the present application can maintain good stability of the vehicle body when the vehicle is about to stop.
- Figure 13 shows a schematic curve diagram of the coordinated control process of ABS and energy recovery on a high-adhesion road surface according to an embodiment of the present application.
- ABS due to the difference in vehicle speed and wheel speed, ABS is enabled and provides total braking torque, that is, the torque required for single-wheel braking.
- the coordinated adjustment mode is adopted.
- the energy recovery priority mode is adopted.
- the friction braking priority mode is adopted.
- the vehicle speed is so low that it is about to stop, it enters the energy recovery end stage until it stops.
- Figure 14 shows a schematic curve diagram of the coordinated control process of ABS and energy recovery on a low friction road surface according to an embodiment of the present application.
- ABS is enabled and provides total braking torque, that is, the single wheel braking demand torque.
- the friction braking priority mode is not adopted, but the coordinated adjustment mode is adopted. This is different from the example of Figure 13.
- FIG. 15 shows a schematic graph of exiting the ABS process midway during braking on a high-adhesion road surface according to an embodiment of the present application.
- Figure 16 shows a schematic diagram of another braking system 1600 provided by an embodiment of the present application.
- the drive motor controller 340 implements the ABS and energy recovery coordinated control process according to the embodiment of the present application.
- the battery management controller BMS 330 can provide the energy recovery power upper limit to the drive motor controller.
- the drive motor controller 340 determines the regenerative braking torque and the friction braking torque by performing the process described with reference to FIGS. 4 to 15 .
- the drive motor controller 340 controls the motor 350 to execute the determined regenerative braking torque.
- the drive motor controller sends the friction braking torque to the brake controller 322, and the brake controller 322 controls the braking unit 320 to perform the determined friction braking torque, for example, using a brake booster module 324 and wheel hydraulic control module 326 apply brake hydraulic pressure to generate friction braking torque.
- Figure 17 shows a schematic diagram of yet another braking system 1700 provided by an embodiment of the present application.
- the whole machine controller 210 implements the ABS and energy recovery coordinated control process according to the embodiment of the present application.
- the whole machine controller 210 can use a high computing power VCU, with the high computing power VCU as the core, and use high-speed communication lines to connect various actuators, including the brake actuator 322 and the drive motor controller 340.
- the whole machine controller 210 can receive the energy recovery power upper limit from the battery management controller BMS 330 and determine the energy recovery braking torque and friction braking torque.
- the whole machine controller 330 can send the corresponding execution instructions to the corresponding actuators through dedicated high-speed communication, including sending the friction braking torque to the brake controller 322, and the brake controller 322 controls the braking unit 320 to execute all the commands. Determined friction braking torque.
- the whole machine controller 210 also sends the energy recovery braking torque to the drive motor controller 340, and the motor 350 executes the energy recovery braking torque.
- FIG 18 shows a schematic block diagram of a braking device 1800 according to an embodiment of the present application.
- the braking device 1800 may be implemented in the vehicle's intelligent brake controller 322 , the vehicle's drive motor controller 340 , or the vehicle's entire vehicle controller 210 .
- the braking device 1800 includes a braking demand acquisition unit 1810 .
- the braking demand acquisition unit 1810 is configured to acquire the braking demand torque of the wheel.
- the braking device also includes a control unit 1820 .
- the control unit 1820 is configured to determine a change amount of the energy recuperation braking torque and a change amount of the friction braking torque of the wheel based on the change amount of the braking demand torque of the wheel, wherein the change amount of the braking demand torque is the amount of change of the energy regeneration braking torque. The sum of the change in dynamic torque and the change in friction braking torque.
- control unit 1820 may be further configured to, if the change rate of the braking demand torque is greater than or equal to the threshold change rate, based on a third change between the change amount of the energy recovery braking torque and the change amount of the friction braking torque.
- a preset ratio that determines the amount of change in regenerative braking torque and the amount of change in friction braking torque.
- control unit 1820 may be further configured to, if the vehicle speed is greater than or equal to the threshold vehicle speed and the wheel speed is greater than or equal to the threshold wheel speed, between the change amount of the energy recovery braking torque and the change amount of the friction braking torque.
- the second preset ratio determines the change amount of energy recuperation braking torque and the change amount of friction braking torque, the second preset ratio is the first preset ratio.
- control unit 1820 may be further configured to, if the road adhesion coefficient is greater than or equal to the threshold coefficient, based on a third preset ratio between the change amount of the energy recovery braking torque and the change amount of the friction braking torque, The change amount of energy recuperation braking torque and the change amount of friction braking torque are determined, and the third preset ratio is smaller than the first preset ratio.
- the brake demand acquisition unit 1810 may be further configured to obtain brake demand torque from an anti-lock braking system (ABS).
- ABS anti-lock braking system
- the control unit 1820 may also be configured to make the regenerative braking torque of the wheels less than the upper limit of the regenerative torque before the ABS is activated.
- control unit 1820 may be further configured to, in response to emergency braking of the vehicle, increase the friction braking torque of the wheel when the energy recovery braking torque of the wheel has reached an upper limit value.
- the control unit 1820 may be further configured to reduce the regenerative braking torque from the upper limit value and continue to increase the friction braking torque in response to a reduction in the increase in braking demand torque of the wheel, wherein the regenerative braking torque and The sum of the friction braking torques is the braking demand torque.
- the upper limit value is determined based on the current maximum charging power of the vehicle battery and the current maximum regenerative torque of the electric machine.
- control unit 1820 may also be configured to reduce friction braking torque in response to the vehicle exiting the emergency braking state. In some embodiments, the control unit 1820 may be further configured to control braking or coasting of the vehicle by controlling the regenerative braking torque after the friction braking torque is reduced to zero.
- control unit 1820 may be further configured to respond to a decrease in the stroke of the brake pedal being greater than a preset value within a preset time, a stroke of the brake pedal being less than a preset stroke, or receiving The indication to the end of automatic emergency braking confirms that the vehicle exits the emergency braking state.
- FIG 19 shows a schematic block diagram of another braking device 1900 according to an embodiment of the present application.
- the braking device 1900 may be implemented in the vehicle's intelligent brake controller 322 , the vehicle's drive motor controller 340 , or the vehicle's entire vehicle controller 210 .
- Braking device 1900 includes a control unit 1920 .
- the control unit 1920 is configured to increase the friction braking torque of the wheel when the energy recovery braking torque of the wheel has reached an upper limit value in response to emergency braking of the vehicle.
- the control unit 1920 is further configured to reduce the regenerative braking torque from the upper limit value and continue to increase the friction braking torque in response to the reduction in the increase in braking demand torque of the wheel, wherein the regenerative braking torque and friction The sum of the braking torques is the braking demand torque.
- control unit 1920 may be configured to determine an upper limit value of regenerative braking torque based on the current maximum charging power of the vehicle battery and the current maximum regenerative torque of the motor.
- control unit 1920 may be further configured to respond to an increase in the stroke of the brake pedal being greater than a preset value within a preset time, the stroke of the brake pedal being greater than or equal to the preset stroke, or receiving an activation
- the indication of automatic emergency braking determines that the vehicle has undergone emergency braking.
- control unit 1920 may be further configured to determine the regenerative braking torque performed by the electric machine based on the regenerative braking torque of one wheel and the regenerative braking torque of the other wheel.
- the control unit 1920 may also be configured to determine a friction braking torque for execution by the friction disc based on the braking demand torque of the wheel and the regenerative braking torque executed by the electric motor.
- control unit 1920 may be further configured to determine the preset torque based on at least one of an upper limit value of regenerative braking torque and a braking demand torque, and reduce the regenerative braking torque to the preset torque. Assume torque.
- control unit 1920 may also be configured to reduce friction braking torque in response to the vehicle exiting emergency braking. In some embodiments, the control unit 1920 may be further configured to control braking or coasting of the vehicle by controlling the regenerative braking torque after the friction braking torque is reduced to zero.
- control unit 1920 may be further configured to determine that the vehicle exits the emergency braking state in response to the brake pedal, the stroke of the brake pedal being less than the preset stroke, or receiving an indication of the end of automatic emergency braking.
- the device 1900 may further include a braking demand acquisition unit.
- the brake demand acquisition unit is configured to acquire the brake demand torque of the wheel from the anti-lock braking system (ABS) of the vehicle in response to activation of the ABS.
- the control unit 1920 may also be configured to determine a change amount of the energy recuperation braking torque and a change amount of the friction braking torque of the wheel based on the change amount of the braking demand torque of the wheel, where the change amount of the braking demand torque is the amount of change of the energy recuperation braking torque. The sum of the change in dynamic torque and the change in friction braking torque.
- control unit 1920 may be further configured to, if the change rate of the braking demand torque is greater than or equal to the threshold change rate, based on a third change between the change amount of the energy recovery braking torque and the change amount of the friction braking torque.
- a preset ratio that determines the amount of change in regenerative braking torque and the amount of change in friction braking torque.
- control unit 1920 may also be configured to, if the vehicle speed is greater than or equal to the threshold vehicle speed and the wheel speed is greater than or equal to the threshold wheel speed, between the change amount of the energy recovery braking torque and the change amount of the friction braking torque.
- the second preset ratio determines the change amount of the energy recovery braking torque and the change amount of the friction braking torque, and the second preset ratio is greater than the first preset ratio.
- control unit 1920 may be further configured to, if the road adhesion coefficient is greater than or equal to the threshold coefficient, based on a third preset ratio between the change amount of the energy recovery braking torque and the change amount of the friction braking torque, The change amount of energy recuperation braking torque and the change amount of friction braking torque are determined, and the third preset ratio is smaller than the first preset ratio.
- the friction brake actuator and the energy recovery actuator can be controlled in a coordinated manner, resulting in faster control response, better control effect, and enhanced vehicle stability compared to traditional solutions.
- the friction brake demand torque and the energy recovery demand torque are managed simultaneously when the driver's emergency braking intention is detected.
- the friction braking demand torque and energy recovery torque are exited. Based on this method, it not only ensures that the demand braking torque is equal to the demand friction braking torque plus the demand energy recovery braking torque, but also enables the actual friction braking torque and energy recovery braking torque to keep up with the demand and play a good role.
- the characteristics of different actuators prevent the actual braking torque from fluctuating violently during the process of entering and exiting ABS, deviating from the braking torque required by the driver, and avoiding unexpected deceleration and vehicle instability.
- a dedicated high-speed communication line can be directly set up between the drive motor controller and the brake controller, thereby reducing the time delay of the drive motor torque transmission and avoiding control problems caused by too slow torque response of the drive motor. The effect worsens and the vehicle loses stability.
- the DC converter that drives the motor controller pumps up the voltage and still charges the power battery, or even allows the power battery to discharge to maintain the output of energy recovery torque. This can maintain the stability of the energy recuperation torque and improve the stability of the vehicle at low speeds. It can also prevent the friction braking torque from rising sharply at low speeds and establish high pressure inside the integrated booster, which prolongs the time of the integrated booster. Mechanical life of the device.
- a computer program product may include a computer-readable storage medium having thereon computer-readable program instructions for performing various aspects of the present application.
- Computer-readable storage media may be tangible devices that can retain and store instructions for use by an instruction execution device.
- the computer-readable storage medium may be, for example, but not limited to, an electrical storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any suitable combination of the above. More specific examples (non-exhaustive list) of computer-readable storage media include: portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM) or Flash memory), Static Random Access Memory (SRAM), Compact Disk Read Only Memory (CD-ROM), Digital Versatile Disk (DVD), Memory Stick, Floppy Disk, Mechanical Coding Device, such as a printer with instructions stored on it.
- RAM random access memory
- ROM read-only memory
- EPROM erasable programmable read-only memory
- Flash memory Static Random Access Memory
- CD-ROM Compact Disk Read Only Memory
- DVD Digital Versatile Disk
- Memory Stick
- Computer-readable storage media are not to be construed as transient signals per se, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through waveguides or other transmission media (e.g., light pulses through fiber optic cables), or through electrical wires. transmitted electrical signals.
- Computer-readable program instructions described herein may be downloaded from a computer-readable storage medium to various computing/processing devices, or to an external computer or external storage device over a network, such as the Internet, a local area network, a wide area network, and/or a wireless network.
- the network may include copper transmission cables, fiber optic transmission, wireless transmission, routers, firewalls, switches, gateway computers, and/or edge servers.
- a network adapter card or network interface in each computing/processing device receives computer-readable program instructions from the network and forwards the computer-readable program instructions for storage on a computer-readable storage medium in the respective computing/processing device .
- Computer program instructions for performing the operations of this application may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-related instructions, microcode, firmware instructions, state setting data, or instructions in one or more programming languages.
- the computer-readable program instructions may execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server implement.
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Abstract
一种制动方法,包括获取车轮的制动扭矩,基于车轮的制动扭矩的变化量确定能量回收制动扭矩的变化量和摩擦制动扭矩的变化量,其中,制动扭矩的变化量等于能量回收制动扭矩的变化量与摩擦制动扭矩的变化量之和。该方法实现了紧急制动过程中摩擦制动和能量回收制动之间的协调控制,能够充分利用能量回收来快速响应制动需求,具有更快的控制响应速度和更高的能量回收率,增强了紧急制动时车辆的稳定性。还提供了一种实现该方法的装置、电子设备和车辆以及存储该方法的可存储介质。
Description
本发明涉及制动技术领域,具体涉及制动方法、装置、电子设备、车辆和介质。
随着新能源技术的发展,一些纯电或者混合动力整车采用了协调式制动能量回收***(CRBS)。当驾驶者松开驱动踏板或者踩下制动踏板时,***回收车辆制动过程中损失的动能,通过驱动电机发电,将回收的能量存储到动力电池中,用于之后的加速行驶,从而提高续航里程。
现有的能量回收策略存在防抱死制动***(ABS)或其他控制***干预制动力矩的信号的情况。一些协调方法试图在做到保证车辆稳定性的同时兼顾能量回收。然而,这些方法没有考虑执行能量回收扭矩的驱动电机和执行摩擦扭矩的制动部件的差异性,难以控制车辆的稳定性,并且能量回收效率较低。
发明内容
本申请的实施例提供了用于车辆制动的方案。该方案考虑执行能量回收扭矩的驱动电机的执行摩擦扭矩的制动部件的特点,将制动需求扭矩以最优方式分配到能量回收制动扭矩和摩擦制动扭矩,提供了车轮防抱死与能量回收之间的协调控制。
根据本申请的第一方面,提供了一种车辆制动方法,包括:获取车轮的制动需求扭矩;以及基于车轮的制动需求扭矩的变化量,确定车轮的能量回收制动扭矩的变化量和摩擦制动扭矩变化量,其中制动需求扭矩的变化量为能量回收制动扭矩的变化量和摩擦制动扭矩的变化量之和。基于这样的方式,能够实现紧急制动时摩擦制动和能量回收制动之间的协调控制,充分利用能量回收来快速响应制动需求。相比于传统方案,该方法具有更高的能量回收效率、更快的控制响应,并且增强了车辆在紧急制动时的车身稳定性。
在第一方面的一些实施例中,确定车轮的能量回收制动扭矩的变化量和摩擦制动扭矩的变化量可以包括:如果制动需求扭矩的变化率大于或等于阈值变化率,基于能量回收制动扭矩的变化量和摩擦制动扭矩的变化量之间的第一预设比率,确定能量回收制动扭矩的变化量和摩擦制动扭矩的变化量。基于这样的方式,在制动需求扭矩存在快速波动时,能够均衡协调摩擦制动和能量回收。驱动电机的扭矩响应和摩擦制动执行器的液压泄压响应在减小制动扭矩方面能力均衡,因此当需求扭矩大幅下降时,能力回收和摩擦制动可以很好地协调。当制动需求扭矩快速增加时,驱动电机和摩擦制动器能够全力执行,配合快速增加制动扭矩。
在第一方面的一些实施例中,确定车轮的能量回收制动扭矩的变化量和摩擦制动扭矩的变化量可以包括:如果车速大于或等于阈值车速并且轮速大于或等于阈值轮速,则基于能量回收制动扭矩的变化量和摩擦制动扭矩的变化量之间的第二预设比率,确定能量回收制动扭矩的变化量和摩擦制动扭矩的变化量,第二预设比率大于第一预设比率。基于这样的方式,车速或轮速较高,驱动电机转速较高而有利于能量回收的条件下,优先使用能量回收来制动。
在第一方面的一些实施例中,确定车轮的能量回收制动扭矩的变化量和摩擦制动扭矩的变化量可以包括:如果路面附着系数大于或等于阈值系数,基于能量回收制动扭矩的变化量和摩擦制动扭矩的变化量之间的第三预设比率,确定能量回收制动扭矩的变化量和摩擦制动扭矩的变化量,第三预设比率小于所述第一预设比率。基于这样的方式,能量回收条件不佳而路面条件较好的情况下,优先使用摩擦制动。
在第一方面的一些实施例中,获取车轮的制动需求扭矩包括从防抱死***(ABS)获取所述制动需求扭矩,方法还可以包括在ABS启用之前,使车轮的能量回收制动扭矩小于能量回收扭矩的上限值。基于这样的方式,能够预留能量回收制动扭矩的可用空间,从而能够满足大幅波动的制动需求扭矩。
在一些实施例中,上限值基于车辆电池的当前最大充电功率和电机的当前最大回收扭矩而确定。基于这样的方式,能够准确且实时地确定最大能量回收扭矩,确保制动的可靠性。
在第一方面的一些实施例中,该方法还可以包括:响应于车辆退出紧急制动状态,减小摩擦制动扭矩。在一些实施例中,方法还可以包括:在摩擦制动扭矩减小到零后,通过控制能量回收制动扭矩来控制所述车辆的制动或滑行。基于这样的方式,能够平稳地退出紧急制动,避免了顿挫感。
在第一方面的一些实施例中,方法还可以包括响应于制动踏板的行程在预设时间内的减小量大于预设值、制动踏板的行程小于预设行程、或者接收到自动紧急刹车结束的指示,确定车辆退出紧急制动状态。基于这样的方式,能够及时确定车辆状态变化,以利于维持车辆制动时稳定性。
在第一方面的一些实施例中,方法可以由车辆的智能制动控制器、车辆的驱动电机控制器、或者车辆的整车控制器中的至少一项来执行。由车辆的智能制动控制器执行该方法时,经由通信线路获取制动需求的延时较低,能够及时做出制动响应。
由车辆驱动电机控制器执行该方法时,驱动电机扭矩的响应延迟能够被进一步降低,而摩擦制动扭矩对于通讯延迟并没有驱动电机扭矩敏感。由此进一步降低了通讯时间延迟对于整体控制效果的影响,获得了更好的控制效果,改善了车辆的稳定性。
在由整车控制器执行该方法时,由于车辆的整车控制器具有更高的算力,可以把控制周期缩短,同样的通信线路能够使得制动控制器和驱动电机控制器具有相同的通讯时间延迟。由此使得在控制过程中对相应的时间延迟进行统一的补偿,从而获得更好的控制效果,改善车辆的稳定性。
根据本申请的第二方面,还提供了一种制动车辆的方法。方法包括:响应于车辆的紧急制动,在车轮的能量回收制动扭矩已达到其上限值的情况下,增加车轮的摩擦制动扭矩;以及响应于车轮的制动需求扭矩的增速的减小,将能量回收制动扭矩从上限值减小,并且继续增加摩擦制动扭矩,其中能量回收制动扭矩和摩擦制动扭矩之和为制动需求扭矩。基于这种方式,能够预留能量回收制动扭矩的可用空间,从而能够满足大幅波动的制动需求扭矩。
在第二方面的一些实施例中,方法还可以包括:基于车辆电池的当前最大充电功率和电机的当前最大回收扭矩,确定能量回收制动扭矩的上限值。基于这样的方式,能够准确且实时地确定最大能量回收扭矩,确保制动可靠性。
在第二方面的一些实施例中,方法还可以包括响应于制动踏板的行程在预设时间内的增加量大于预设值、制动踏板的行程大于或等于预设行程、接收到启用自动紧急刹车的指示,确定所述车辆发生紧急制动。基于这样的方式,能够及时确定车辆状态变化,以利于维持车 辆的稳定性。
在第二方面的一些实施例中,方法还可以包括:基于车轮的能量回收制动扭矩和另一车轮的能量回收制动扭矩,确定由电机执行的能量回收制动扭矩;以及基于车轮的制动需求扭矩和由电机执行的能量回收制动扭矩,确定摩擦制动扭矩,用于由摩擦盘执行。基于这样方式,能够从一组车轮的能量回收制动扭矩确定可执行的能量回收扭矩和摩擦制动扭矩,以便驱动电机和摩擦执行器完成实际制动。
在第二方面的一些实施例中,减小能量回收制动扭矩包括:将能量回收制动扭矩减小到预设扭矩,预设扭矩基于能量回收制动扭的上限值和制动需求扭矩中的至少一个来确定。基于这样的方式,可以将能量回收制动扭矩保持在较佳的区间内,从而能够更为灵活地满足制动需求扭矩的变化。
在第二方面的一些实施例中,方法还可以包括:响应于车辆退出紧急制动,在保持能量回收制动扭矩基本不变的情况下,减小摩擦制动扭矩。在一些实施例中,在摩擦制动扭矩减小到零后,通过控制能量回收制动扭矩来控制车辆的制动或滑行。基于这样的方式,能够平稳地退出紧急制动,避免了顿挫感。
在第二方面的一些实施例中,方法还可以包括:响应于制动踏板的行程在预设时间内的减小量大于预设值、制动踏板的行程小于预设行程、或者接收到自动紧急刹车结束的指示,确定车辆退出紧急制动状态。基于这样的方式,能够及时确定车辆状态变化,以利于维持车辆制动时稳定性。
在第二方面的一些实施例中,方法还可以包括:响应于所述车辆的防抱死***(ABS)的启用:从ABS获取车轮的制动需求扭矩,以及基于车轮的制动需求扭矩的变化量,确定车轮的能量回收制动扭矩的变化量和摩擦制动扭矩变化量,其中制动需求扭矩的变化量为能量回收制动扭矩的变化量和摩擦制动扭矩的变化量之和。基于这样的方式,能够实现紧急制动时摩擦制动和能量回收制动之间的协调控制,能够充分利用能量回收来快速响应大幅变化的制动需求。
在第二方面的一些实施例中,确定车轮的能量回收制动扭矩的变化量和摩擦制动扭矩的变化量可以包括:如果制动需求扭矩的变化率大于或等于阈值变化率,基于能量回收制动扭矩的变化量和摩擦制动扭矩的变化量之间的第一预设比率,确定能量回收制动扭矩的变化量和摩擦制动扭矩的变化量。基于这样的方式,在制动需求扭矩存在快速波动时,能够均衡协调摩擦制动和能量回收。驱动电机的扭矩响应和摩擦制动执行器的液压泄压响应在减小制动扭矩方面能力均衡,因此当需求扭矩大幅下降时,能力回收和摩擦制动可以很好地协调。当制动需求扭矩大幅增加时,驱动电机和摩擦制动器能够全力执行,配合快速增加制动扭矩。
在第二方面的一些实施例中,确定车轮的能量回收制动扭矩的变化量和摩擦制动扭矩的变化量还可以包括:如果车速大于或等于阈值车速并且轮速大于或等于阈值轮速,基于能量回收制动扭矩的变化量和摩擦制动扭矩的变化量之间的第二预设比率,确定能量回收制动扭矩的变化量和摩擦制动扭矩的变化量,第二预设比率大于第一预设比率。基于这样的方式,在车速较高,驱动电机转速较高而有利于能量回收的条件下,优先使用能量回收来进行制动。
在第二方面的一些实施例中,其中确定车轮的能量回收制动扭矩的变化量和摩擦制动扭矩的变化量可以包括:如果路面附着系数大于或等于阈值系数,基于能量回收制动扭矩的变化量和摩擦制动扭矩的变化量之间的第三预设比率,确定所述能量回收制动扭矩的变化量和所述摩擦制动扭矩的变化量,所述第三预设比率小于所述第一预设比率。基于这样的方式, 能量回收条件不佳而路面条件较好的情况下,优先使用摩擦制动。
在第二方面的一些实施例中,方法由以下至少一项来执行:车辆的智能制动控制器;车辆的驱动电机控制器;或者车辆的整车控制器。
根据本申请的第三方面,提供了一种电子设备,包括:至少一个处理单元;至少一个存储器,至少一个存储器被耦合到至少一个处理单元并且存储用于由至少一个处理单元执行的指令,指令当由至少一个处理单元执行时,使得电子设备执行根据本申请的第一方面或第二方面所述的方法。
根据本申请的第四方面,提供了一种制动装置。制动装置包括制动需求获取单元。制动需求获取单元被配置为获取车轮的制动需求扭矩。制动装置还包括控制单元。控制单元被配置为基于车轮的所述制动需求扭矩的变化量,确定车轮的能量回收制动扭矩的变化量和摩擦制动扭矩变化量,其中制动需求扭矩的变化量为所述能量回收制动扭矩的变化量和摩擦制动扭矩的变化量之和。
根据本申请的第五方面,提供了一种制动装置,包括控制单元。控制单元被配置为响应于车辆的紧急制动,在车轮的能量回收制动扭矩已达到上限值的情况下增加车轮的摩擦制动扭矩。控制单元还被配置为响应于车轮的制动需求扭矩的增速的减小,将能量回收制动扭矩从上限值减小并且继续增加摩擦制动扭矩,其中能量回收制动扭矩和摩擦制动扭矩之和为制动需求扭矩。根据本申请的第六方面,提供了一种车辆,车辆包括根据本申请的第四方面或第五方面所述的制动装置。
根据本申请的第七方面,提供了一种计算机可读存储介质,其上存储有计算机程序,所述计算机程序在被处理器执行时实现根据本申请的第一方面或第二方面所述的方法。
根据本申请的第八方面,提供了一种计算机程序产品,包括计算机可执行指令,其中计算机可执行指令在被处理器执行时实现执行根据本申请的第一方面或第二方面所述的方法。
应当理解,发明内容部分中所描述的内容并非旨在限定本申请的实施例的关键或重要特征,亦非用于限制本申请的范围。本申请的其它特征将通过以下的描述变得容易理解。
结合附图并参考以下详细说明,本申请各实施例的上述和其他特征、优点及方面将变得更加明显。在附图中,相同或相似的附图标注表示相同或相似的元素,其中:
图1示出了本申请的实施例提供的一种整车***架构的示意图;
图2示出了本申请的实施例提供的线控制动和电驱动***的示意图;
图3示出了本申请的实施例提供的制动***的示意图;
图4示出了本申请的实施例提供的用于制动车辆的过程的示意流程图;
图5示出了本申请的实施例提供的用于执行制动车辆的另一过程的示意流程图;
图6示出了本申请的实施例提供的ABS与能量回收协调控制的进入过程的示意流程图;
图7示出了根据图6所示的进入过程的制动扭矩随时间变化的示意曲线图;
图8示出了本申请的实施例提供的ABS与能量回收协调控制的退出过程的示意流程图;
图9示出了根据图8所示的退出过程的制动扭矩随时间变化的示意曲线图;
图10示出了本申请的实施例提供的用于制动车辆的过程的示意流程图;
图11示出了本申请的实施例提供的ABS与能量回收协调控制的过程的示意流程图;
图12示出了根据本申请的实施例的即将停车时ABS与能量回收协调控制过程的示意曲 线图;
图13示出了根据本申请的实施例的在高附路面时ABS与能量回收协调控制过程的示意曲线图;
图14示出了根据本申请的实施例的在低附路面时ABS与能量回收协调控制过程的示意曲线图;
图15示出了根据本申请的实施例的在高附路面制动时中途退出ABS过程的示意曲线图;
图16示出了本申请的实施例提供的另一制动***的示意图;
图17示出了本申请的实施例提供的又一制动***的示意图;
图18示出了根据本申请的实施例的制动装置的示意框图;
图19示出了根据本申请的实施例的另一制动装置的示意框图。
下面将参照附图更详细地描述本申请的实施例。虽然附图中显示了本申请的某些实施例,然而应当理解的是,本申请可以通过各种形式来实现,而且不应该被解释为限于这里阐述的实施例,相反提供这些实施例是为了更加透彻和完整地理解本申请。应当理解的是,本申请的附图及实施例仅用于示例性作用,并非用于限制本申请的保护范围。
在本申请的实施例的描述中,术语“包括”及其类似用语应当理解为开放性包含,即“包括但不限于”。术语“基于”应当理解为“至少部分地基于”。术语“一个实施例”或“该实施例”应当理解为“至少一个实施例”。术语“第一”、“第二”等等可以指代不同的或相同的对象。下文还可能包括其他明确的和隐含的定义。
为了便于理解,本申请的说明书先对实施例可能涉及的相关术语和概念进行介绍。
刹车防抱死***(Anti-Lock Braking System,ABS):一般车辆在紧急制动或在冰雪路面制动,车轮会趋于抱死。车轮抱死带来使制动距离增加、失去转向意图等问题。ABS***根据车速和轮速判断车轮的抱死情况,适当减小趋于抱死车轮处的制动力,以实现防抱死功能。
协调式制动能量回收***(Cooperative Regenerative Braking System,CRBS):车辆根据驾驶员的制动需求以及电机、电池等***的状态进行摩擦制动扭矩和电机能量回收制动扭矩的动态分配。
自动紧急制动(Autonomous Emergency Braking,AEB):在车辆遇到突发危险情况或与前车及行人距离小于安全距离时主动进行刹车,以避免或减少追尾等碰撞事故的发生。
整车控制器(Vehicle Control Unit,VCU):车辆的中央控制单元,是整个控制***的核心。VCU采集电机及电池状态,采集加速踏板信号、制动踏板信号、执行器及传感器信号,根据驾驶员的意图综合分析做出相应判定后。它负责车辆行驶控制、附件管理、能量管理、故障处理、信息交互等。
驱动电机控制器(Motor Control Unit,MCU):根据接收到指令来控制电机的旋转状态,驱动车辆行驶或执行能量回收等。
智能制动单元(Intelligent Brake Unit,IBU):根据车辆状态和制动扭矩需求,分配每个车轮上的摩擦制动扭矩和能量回收扭矩,保证车辆制动时的稳定性和能量回收效率。
智能踏板单元(Intelligent Pedal Unit,IPU):根据驾驶员在制动踏板上的动作识别驾驶员的制动意图,保证车辆制动时的稳定性和能量回收效率。
集成式助力器(Integrated Booster):集成式助力器是制动***的核心,集成有电子控制 单元(Electronic Control Unit,ECU)、踏板行程传感器、制动主缸、电机、推杆机构等。智能制动单元和智能踏板单元可集成在集成式助力器中。
电池管理控制器(Battery Management System,BMS):智能化管理及维护电池单元,防止电池出现过充电和过放电,延长电池的使用寿命,监控电池的状态等。BMS一般具有电压测量、能量均衡、SOC计算、电池状态监控等功能。
荷电状态(State Of Charge,SOC)电池的剩余容量与其完全充电状态的容量的比值,常用百分数表示。通常,取值范围为0至1,当SOC=0时表示电池放电完全,当SOC=1时表示电池完全充满。
需要说明的是,上述术语和概念的介绍仅为帮助理解使用,不应理解为对本申请的实施例的限定。
以下,结合图1至图19对本申请的实施例提供的制动方法和***进行说明。
车辆正在经历着电动化、网联化、智能化的变革。对于车辆而言,包括制动***在内的各个***也面临着改变和升级。制动***的结构改变和功能升级与整车架构的革新紧密相关。具体地,下面结合图1对整车的各个***进行描述。
图1为本申请的实施例提供的一种车辆100的示意图。车辆100可以包括各种子***,例如信息娱乐***110、感知***120、决策控制***130、驱动***140以及计算平台150。可选地,车辆100可以包括更多或更少的子***,并且每个子***都可包括多个部件。另外,车辆100的每个子***和部件可以通过有线或者无线的方式实现互连。
对于车辆而言,制动***135是其最为关键的***之一,直接关系到车辆综合性能表现及乘员的生命财产安全。制动***135可用于控制车辆100的速度。制动***135可通过摩擦力来减慢车轮144转速。摩擦制动在本文有时也被称为液压制动。在一些实施例中,制动***135还可以具有能量回收制动功能。
此外,制动***135也可通过其他方式控制车辆100的速度。对于能量回收制动功能而言,车辆在减速或制动时,可通过电机将汽车的一部分机械能转化为电能并储存在电池中,同时产生一部分制动力实现汽车的减速或制动。当汽车再次加速时,电机将储存于电池中的能量再次转换为汽车行驶的动能。但是,由于能量回收制动面临制动强度限制等挑战,并不能满足全部制动工况的需求。为此,液压制动***在新能源汽车中仍有较高应用价值。
车辆在智能化方面的发展为制动***的功能开发提供了更多可能。如图1所示,本申请的实施例提供的车辆100可以被配置为完全或部分自动驾驶模式。例如:车辆100可以通过感知***120获取其周围的环境信息,并基于对周边环境信息的分析得到自动驾驶策略以实现完全自动驾驶,或者将分析结果呈现给用户以实现部分自动驾驶。在一些实施例中,车辆100可以通过对其周边环境的感知来调整自车的车速。周边环境可以包括其它车辆和/或行人等交通参与者,也可以包括道路、基础设施或或者其它物体。在一些示例中,车辆100可以自主识别周边环境,并且根据环境中物体的信息(如速度、加速度、与自车的距离等)确定自车的车速。
车辆在计算和控制资源方面的提升为制动***控制方法的设计提供了更多选择。如图1所示,本申请的实施例提供的车辆100的部分或所有功能受计算平台150控制。计算平台150可以基于从各种子***(例如,驱动***140、感知***120和决策控制***130)接收的输入来控制车辆100的各项功能。尤其对于制动***135而言,计算平台150能够为制动***135的功能开发带来更多可能。例如,计算平台150可以根据来自决策控制***130的输入 控制制动***135来避免与由感知***120检测到的障碍物发生碰撞。
下面结合图1对计算平台150进行描述。计算平台150包括至少一个处理器151,处理器151可以执行存储在例如存储器152这样的非暂态计算机可读介质中的指令153。在一些实施例中,计算平台150还可以是采用分布式方式控制车辆100的个体组件或子***的多个计算设备。
对于如图1中所示的计算平台150,其中的处理器151可以是任何常规的处理器,如中央处理单元(Central Process Unit,CPU)。替选地,处理器151还可以包括诸如图像处理器(graphic process unit,GPU),现场可编程门阵列(field programmable gate array,FPGA)、片上***(system on chip,SOC)、专用集成芯片(application specific integrated circuit,ASIC)或它们的组合。尽管图1功能性地图示了处理器、存储器和其它元件,但是本领域的普通技术人员应该理解该处理器、计算机、或存储器实际上可以包括可以或者可以不存储在相同的物理外壳内的多个处理器、计算机、或存储器。例如,存储器可以是硬盘驱动器或位于不同于计算机的外壳内的其它存储介质。因此,对处理器或计算机的引用将被理解为包括对可以或者可以不并行操作的处理器或计算机或存储器的集合的引用。不同于使用单一的处理器来执行此处所描述的步骤,诸如转向组件和制动组件的一些组件每个都可以具有其自己的处理器,所述处理器只执行与特定于组件的功能相关的计算。在此处所描述的各个方面中,处理器可以位于远离该车辆并且与该车辆进行无线通信。在其它方面中,此处所描述的过程中的一些在布置于车辆内的处理器上执行而其它则由远程处理器执行,包括采取执行单一操纵的必要步骤。在一些实施例中,存储器152可包含指令153,例如,程序逻辑。指令153可被处理器151执行来执行车辆100的各种功能。存储器152也可包含额外的指令,包括向信息娱乐***110、感知***120、决策控制***130驱动***140中的一个或多个发送数据、从其接收数据、与其交互和/或对其进行控制的指令。在一些实施例中,除了指令153以外,存储器152还可存储数据,例如道路地图、路线信息,车辆的位置、方向、速度以及其它这样的车辆数据,以及其他信息。这些信息可在车辆100在自主、半自主和/或手动模式操作期间被车辆100和计算平台150使用。
需要说明的是,图1不应理解为对本申请实施例的限制。可选地,上述这些组件中的一个或多个可与车辆100分开安装或关联。例如,存储器152可以部分或完全地与车辆100分开存在。上述组件可以按有线和/或无线方式来通信地耦合在一起。可选地,上述组件只是一个示例,实际应用中,上述各个模块中的组件有可能根据实际需要增添或者删除或者重新划分。另外,上述车辆100可以为乘用车、商用车、摩托车、专用车辆(如消防车、救护车、矿用车、道路施工车辆等)、轨道车辆、船舶、飞行器等,本申请实施例不做特别的限定。
制动和驱动是车辆的核心控制功能,用于实现车辆的纵向控制,使车辆加速或者减速或者维持一定的速度。图2提供了一种线控制动和电驱动***200的示意图。
制动和电驱动***包括:制动卡钳201、摩擦盘202、后置驱动轴203、后置驱动电机204、制动液管205、集成式助力器206,底盘通讯线路207,前置驱动电机208,前置驱动轴209,整车控制器210。
集成式助力器206是制动***的核心,集成有电子控制单元(ECU)(为了清楚起见,未示出)、踏板行程传感器、制动主缸、电机、推杆机构等。在本文中,集成式助力器中的电子控制单元有时也被称为智能制动控制器。制动踏板可以与集成式助力器206刚性连接,集成式助力器106通过制动液管105与制动卡钳101连接。
整车控制器210是驱动***的核心,通过控制器局域网络(CAN)通讯,分别和前置驱动电机208和后置驱动电机204连接,前置驱动电机108通过前置驱动轴209与车轮相连,后置驱动电机204通过后置驱动轴203与车轮相连。
驱动实现过程中,驾驶员踩下电子油门,整车控制器210采集电子油门的开度,计算前后电机的扭矩指令,通过CAN发给前置驱动电机208和后置驱动电机204的驱动电机控制器(MCU)(为了清楚起见,未示出)。前置驱动电机208和后置驱动电机204发出扭矩,通过前置驱动轴109和后置驱动轴103连接到车轮,驱动车轮向前运行。
制动实现过程中,驾驶员踩下制动踏板,集成式助力器106的推杆机构产生位移,踏板行程传感器检测到推杆机构的位移,并将位移信号发送至ECU,ECU计算出增压电机应产生的扭矩,再由增压电机的传动机构将扭矩转化为制动力。制动力与制动踏板通过推杆机构产生的推杆力一起作用与制动主缸上,在制动主缸内共同转化为液压力,具有液压力的制动液经制动液管205作用在制动卡钳201上。通过夹紧制动摩擦盘202实现制动。
制动和驱动需要协调的时候通过整车控制器210接收集成式助力器206的驱动指令,经过计算,分别发给前置驱动电机108和后置驱动电机104执行修改之后的驱动扭矩。备选地,制动和驱动的协调也可以由驱动电机控制器和集成式助力器206的电子控制单元来实现。
当然,除了图2提供的一种可能的布置形式之外,线控制动和驱动***在车辆中还可以采用其他的布置方式。例如,车辆可以具有一个驱动电机(前驱或后驱)。又如,集成式助力器206和整车控制器210可以布置在车辆的其他位置。再如,当车辆包括更多数量的车轮时,例如当车辆包括6个车轮时,线控制动和驱动***还可以包括更多制动管路。因此需要说明的是,图2仅作为本申请实施例提供的线控制动和驱动***可能的布置方式,不应理解为对本申请实施例的限制。
由此,通过以上描述可以理解:电动化、网联化、智能化的发展趋势对车辆制动***和的可靠性、安全性提出了更高的要求。典型地,为了提高用户的驾乘体验和增加续航,一些电动车采用了协调式制动能量回收功能(CRBS)。当驾驶者松开驱动踏板或者踩下制动踏板时,一部分制动扭矩通过驱动电机发电,将回收的能量存储到动力电池中,另一部分则通过液压制动***在车轮上施加摩擦力,由此满足制动需求。然而,已有的电动车发生紧急制动或ABS激活时无能量回收或者是采用简单的能量回收策略,既浪费能量,又不能保持车辆稳定性。并且由于能量回收的缺失,需要输出较大的摩擦制动扭矩,导致集成式助力器内部需要建立高液压,减少集成式助力器的机械寿命。
有鉴于此,本申请提供了一种在发生紧急制动或ABS激活时控制车辆的制动的方案。在该方案中,一旦车辆进入紧急制动或进入ABS状态,通过协调调节能量回收制动扭矩和摩擦制动扭矩来满足变化的制动需求扭矩,在保证车辆稳定性同时还能够进行有效的能量回收。
图3示出了本申请的实施例的提供的制动***的示意图。以下结合图3对制动***300的***组成、连接关系、集成方式、接口设置、控制关系等进行描述。
制动***300包括智能踏板单元310和智能制动单元320。在智能踏板单元310中,制动踏板312和制动意图采集模块314耦合,由此制动意图采集模块314可以根据驾驶员在制动踏板312上的动作来采集驾驶员的制动行为的相关信息。制动意图确定模块314可以包括各种电磁阀驱动、电机驱动以及各种信号处理及控制输出接口。制动意图采集模块314可以接收各种传感器的测量或检测信号,如环境条件、驾驶员输入、制动***状态等,通过计算和判断来控制制动***的制动特性。在一些实施例中,制动意图采集模块314可以用于采集 当前和之前若干个周期采集到的驾驶员踩踏制动踏板312的速度、行程以及由此建立的压力信息等。
智能制动单元320包括电子控制单元322、制动助力模块324、车轮液压控制模块326。电子控制单元322根据来自制动意图采集模块314、电池管理控制模块330、驱动电机控制器(MCU)340的车辆状态信息或控制信息,确定用于制动的能量回收制动扭矩和摩擦制动扭矩。如图所示,制动控制器322可以从BMS 330接收允许充电功率上限值,允许充电功率上限值可以根据SOC状态来确定。制动控制器322还可以从MCU 340接收电机允许的发电扭矩上限值。基于充电功率上限值和发电扭矩上限值,制动控制器322确定最大能量回收制动扭矩。例如,将充电功率上限值对应的扭矩和发电扭矩上限值中的最小者确定为最大能量回收制动扭矩。制动控制器322可以从制动意图采集模块314接收制动特性。制动特性可以包括例如速度、行程以及由此建立的压力信息等,由此,制动控制器322可以确定车轮的制动需求扭矩。一方面,如果ABS尚未启用,则制动控制器322可以直接利用制动特性生成车轮的制动需求扭矩。另一方面,如果发生车辆打滑(根据车速和轮速确定)导致ABS启用,则制动控制器322不使用根据踏板312的制动特性确定的制动需求扭矩,而是使用ABS提供的针对各个车轮的制动需求扭矩,通过“点刹”来维持车身稳定。在一些实施例中,ABS可以被集成在制动控制器322之中,也可以是单独设置的。
根据本申请的实施例,制动控制器322还可以将制动需求扭矩分为能量回收制动扭矩和摩擦制动扭矩,即,制动需求扭矩等于能量回收制动扭矩和摩擦制动扭矩之和。能量回收制动扭矩可以被制动控制器322发送至MCU 340,MCU 340将扭矩信息传输给相应的驱动电机350,实现能量回收制动。通常,驱动电机的能量回收制动扭矩响应时间在10ms左右。
另一方面,制动控制器322根据摩擦制动扭矩来控制制动助力模块324和车轮液压控制模块326,施加与摩擦制动扭矩对应的液压,由此执行针对各个车轮360的摩擦制动。具体地,制动助力模块324可以包括增压电机、双向增压缸、增压控制阀等组件,并且耦合至车轮液压控制模块326来提供针对各个车轮的摩擦制动能力。车轮液压控制模块326可以包括针对每个车轮360的轮缸增压阀和轮缸减压阀。通常,集成式助力器320通过建立液压来增加摩擦制动扭矩速度较慢(例如150ms增加100Bar),而通过泄压减少摩擦制动扭矩速度稍快(例如10ms降低50Bar)。如上所述,能量回收制动扭矩响应时间在10ms左右。因此,能量回收制动的响应速度明显快于摩擦制动。在发生紧急制动或ABS启用的情况下,车辆的制动需求扭矩存在快速波动。这时,传统方案无法很好协调CRBS和ABS,可能导致车辆失去稳定性,非预期的纵向加速度,回收能量降低,而且短时间建立高液压也可能导致降低助力器的机械寿命。
图4示出了本申请的实施例提供的用于制动车辆的过程400的示意流程图。过程400可以由图2所示的集成式助力器206、整车控制器210以及图3所示的制动控制器322、MCU 340中的任一个来实现。为了便于理解,结合图3来描述过程400。
在框402,制动控制器322从BMS 330获取当前电池允许的最大充电功率,并且从驱动电机控制器340获取读取当前电机的最大发电扭矩。
在框404,制动控制器322基于从BMS 330和MCU 340获得的最大充电功率和最大发电扭矩,分别计算当前驱动电机能量回收扭矩上限。
在框406,制动控制322确定是否有紧急制动意图。制动控制器322根据当前和之前若干个周期采集到的驾驶员踩踏制动踏板以及集成式助力器当中建立的压力等信息综合计算驾 驶员的制动意图。
在一些实施例中,制动控制器322可以从制动意图采集模块314获取驾驶员踩踏制动踏板312的速度、行程以及压力信息来确定是否存在紧急制动意图。例如,制动控制器322可以根据踩踏的压力足够大而确定制动踏板312被快速踩下,或者根据踏板行程在预设时间内的增加量大于预设值、踏板的行程大于或等于某个预设阈值,确定驾驶员正在紧急制动车辆。在车辆配置有自动紧急制动(AEB)功能的情况下,响应于电子控制单元322接收的AEB功能被触发的指示,电子控制单元322也可以确定存在紧急制动意图。另外,如果车辆的ABS已启用,则电子控制单元322同样可以确定存在紧急制动意图。应理解,还可以根据其他信息来确定是否存在紧急制动意图,本申请对此不做限制。
如果没有紧急制动意图,过程400前进至框407,制动控制器322执行制动能量回收策略。制动能量回收策略可以使用CRBS的回收策略,例如基于滤波的方法,其中对制动需求扭矩进行滤波,分为高频分量和低频分量,分别作为能量回收制动扭矩和摩擦制动扭矩。本申请对制动能量回收策略不做限制。
如果存在紧急制动意图,过程400前景到框408,制动控制器322执行ABS与能量回收协调管理的进入流程。通过执行进入流程,可以预先将各个车轮的制动需求扭矩在能量回收制动和摩擦制动之间进行优化分配,为可能的ABS制动需求做准备。一旦ABS启用,则能够灵活地调整能量回收制动扭矩和摩擦制动扭矩,能够快速响应和满足ABS大幅波动的制动需求。下文将参考图6和图7说明进入流程408,这里暂不详述。
当框408的进入流程正在执行时或者在已经执行完成后,在框410,制动控制器322确定ABS是否已启用。如果ABS未启用,过程400前进到框414,制动控制器322确定是否有退出紧急制动意图。
退出紧急制动意图是指制动控制器322识别到驾驶员的制动意图正在下降,即将退出ABS甚至于退出制动。判断的依据包括判断出驾驶员快速松开踏板或判断驾驶员松开踏板,例如,踏板行程在预设时间内的减小量大于预设值,或者踏板行程小于预设行程。在一些实施例中,制动控制器322还可以根据接收到自动紧急刹车结束的指示来确定车辆退出紧急制动状态。响应于确定存在退出紧急制动意图,在框416,制动控制器322执行ABS与能量回收协调管理的退出流程416。下文将参考图8和图9说明进入流程,这里暂不详述。
如果ABS启用,则过程400前进到框412,制动控制器322执行ABS与能量回收协同管理。在ABS与能量回收协同管理412中,制动控制器322根据车辆的状态和交通环境灵活分配制动需求扭矩给驱动电机和摩擦制动器来实现协同制动。下文将参考图10至图15说明ABS与能量回收协同管理412,这里暂不详述。
另外,当执行ABS与能量回收协同管理的过程中,如果制动控制器322确定有退出紧急制动意图,则过程400可以前进到框416,执行退出流程。
在图4所示的过程400中,制动控制器322的执行进入流程408、ABS与能量回收协同管理412以及退出流程416的结果可以包括针对各个车轮的能量回收制动扭矩和摩擦制动扭矩。制动控制器322可以对从这些过程得到的能量回收制动扭矩和摩擦制动扭矩做进一步处理,以便由驱动电机和摩擦盘实际执行的扭矩。
图5示出了本申请的实施例提供的用于执行制动车辆的另一过程500的示意流程图。在框502,制动控制器322根据车轮的能量回收制动扭矩,并且与能量回收扭矩上限值取小,确定驱动电机的能量回收扭矩。具体地,针对同一驱动电机所驱动的两个车轮,制动控制器 322可以通过取最小值、平均值或者最大值的方式合成为一个能量回收扭矩,然后,将合成值与在框404得到的能量回收扭矩上限进行比较,取更小的值来作为该驱动电机的能量回收扭矩。备选地,也可以根据所有车轮的能量回收制动扭矩来合成能量回收扭矩。
在框504,制动控制器322将所确定将驱动电机的能量回收扭矩发送给MCU 340,例如,通过专用高速通讯线路,由此,驱动电机350可以根据接收到的能量回收扭矩实现进行制动。
在框506,制动控制器322从各个车轮的制动需求扭矩减去驱动电机的能量回收扭矩,得到各个车轮的摩擦需求扭矩,并发送给摩擦执行单元(例如,制动助力模块324和车轮液压控制模块326)来实现摩擦制动。也就是说,可以用摩擦制动扭矩来因为可能超过能量回收扭矩上限而没有执行的能量回收扭矩,保证车轮的制动扭矩之和与制动需求扭矩相等。
接下来参考图6和图7说明根据本申请的实施例的ABS与能量回收协同管控的进入过程。图6示出了在进入过程中制动扭矩随时间变化的示意曲线图,图7示出了本申请的实施例提供的ABS与能量回收协调控制的进入过程的示意流程图。
参考图6,首先,在滑行能量回收阶段,驾驶员松开了油门,还未踩下制动踏板,车辆处于滑行过程中间,执行滑行能量回收的策略。这时,驾驶员制动需求扭矩与能量回收需求扭矩基本一致,即,基本通过能量回收方式来实现制动,且制动扭矩没有太大波动。
在制动能量回收阶段,驾驶员踩下制动踏板,车辆处于制动能量回收过程,并相应地执行制动能量回收的策略。这时,驾驶员制动需求扭矩与能量回收需求扭矩基本一致,并且通过增加能量回收制动扭矩匹配驾驶员制动需求扭矩。
在紧急制动初起阶段,本阶段进入标志为检测到驾驶员出现了紧急制动的意图。如上所述,判断的依据包括:驾驶员快速踩踏板、驾驶员深踩踏板或者接收到AEB制动的指示。这时,在驾驶员制动需求扭矩没有达到能量回收扭矩上限之前,通过增加能量回收制动扭矩来匹配制动需求扭矩。
然后,在达到上限之后,保持能量回收扭矩不变,增加的总制动需求扭矩全部使用摩擦制动扭矩来实现。由此,车辆的减速度的变化符合传统无能量回收车辆的减速感觉,避免在进入阶段出现的减速度波动的问题。
接下来进入摩擦制动扭矩和能量回收扭矩平衡阶段。随着驾驶员需求制动扭矩梯度已经逐渐减小,可以降低能量回收扭矩到一个预设值,同时继续增加摩擦制动扭矩来补偿,即,驾驶员制动需求扭矩等于摩擦制动扭矩和能量回收制动扭矩之和。在一些实施例中,按照以下方式来确定该阶段结束时的能量回收扭矩的预设值:能量回收扭矩的预设值在能量回收扭矩的上限值的一个区间内,例如,能量回收扭矩上限*50%(可标定)<能量回收扭矩<能量回收扭矩上限*70%(可标定);预设值在驾驶员制动需求扭矩的一个区间内,例如,驾驶员制动需求扭矩*40%(可标定)<能量回收扭矩<驾驶员制动需求扭矩*60%(可标定)。另外,在满足前两个条件的区间,能量回收扭矩可以取共同区间内的最大值或任何其他值(可标定)。
图7示出了在图6的各个阶段实施的动作。在框702,对应于图6的制动能量回收阶段,制动控制器322增加能量回收制动扭矩。
在框703,对应于图6的紧急制动阶段,制动控制器322确定能量回收制动扭矩是否达到了能量回收上限。如果未达到,则回到框702,继续增加能量回收制动扭矩。如果已达到上限,在框706,增加摩擦制动扭矩。
然后,在框708,确定需求扭矩的增速是否减小。如果是,则对应于图6所示的摩擦制动和能量回收平衡阶段,在框710,减少能量回收制动扭矩,并且继续增加摩擦制动扭矩, 直到能量回收制动扭矩被减至预设值并保持。
参考图4所示的过程400,进入过程408的结束的条件包括ABS已启用410或者确定退出紧急制动。如果ABS启用,则制动控制器322将执行ABS与能量回收协调管理过程412如果退出紧急制动,则制动控制器322将执行退出ABS和能量回收协调管理的过程416。接下来先参考图8和图9来描述退出过程416。
如图8所示,响应于识别到退出紧急制动,在减小制动意图的阶段,驾驶员以一个比较大的速率减小制动需求扭矩,比如快速松开踏板之时,或者是长时间持续减小制动意图之时,或者AEB已经停止,则保持能量回收扭矩不变,按照制动需求扭矩的变化,逐渐减小摩擦制动扭矩。这个过程持续到摩擦制动扭矩减小到0附近。
在制动能量回收阶段,此时驾驶员仍然踩下制动踏板,车辆处于制动能量回收过程,执行制动能量回收策略。
在滑行能量回收阶段,此时驾驶员松开了制动踏板,还未踩下油门踏板,车辆处于滑行过程,执行滑行能量回收的策略。
图9示出了在图8的各个阶段实施的动作。在框702,对应于图6的制动能量回收阶段,制动控制器322增加能量回收制动扭矩。在框902,对应于图8的减小制动意图阶段,制动控制器322在在保持能量回收制动扭矩基本不变的情况下,减小摩擦制动扭矩。
在框904,对应于图8的制动能量回收阶段和滑行能量回收阶段,在摩擦制动扭矩减小到零后,通过控制能量回收制动扭矩来控制车辆的制动或滑行。这是,能量回收扭矩和制动需求扭矩基本一致。
以下参考图10至图15描述根据本申请的实施例的ABS与能量回收协调管理的过程1000。过程1000可以由图2所示的集成式助力器206、整车控制器210以及图3所示的制动控制器322、MCU 340中的任一个来实现。为了便于理解,结合图3来描述过程1000。
在框1002,制动控制器322获取车轮的制动需求扭矩。
当车辆ABS被启用时,ABS可以产生针对车辆的各车轮的制动需求扭矩,而不使用制动踏板压力产生的制动扭矩。例如,可以根据车速和轮速来确定车轮是否抱死,如果车轮抱死并且确定已经或者将要发生侧滑,则启动ABS。在这种情况下,制动控制器322从ABS获取制动需求扭矩。
在一些实施例中,制动控制器322还可以从其他来源获取制动需求扭矩,例如自动辅助驾驶***、经由网络接收到的远程控制命令等,本申请对此不做限制。
在框1004,制动控制器322基于车轮的制动需求扭矩的变化量,确定车轮的能量回收制动扭矩的变化量和摩擦制动扭矩变化量,其中,制动需求扭矩的变化量为能量回收制动扭矩的变化量和摩擦制动扭矩的变化量之和。随着制动需求扭矩的变化,制动控制器将制动需求扭矩的变化量分配给能量回收制动扭矩和摩擦制动回收扭矩。在一些实施例中,可以确定每个单轮所处的协调控制策略类型,并且按照这种策略来分配制动需求扭矩的变化量。单轮的ABS与能量回收协调控制策略类型可以包括能量回收优先、摩擦制动优先、协调调节三种模式。可以根据于车速、轮速和路面附着系数来确定单轮的协调控制类型。应理解,这些模式仅是示意性的,还可以使用其他策略。
图11示出了本申请的实施例提供的ABS与能量回收协调控制的过程1100的示意流程图。
在框1101,制动控制器322确定制动需求扭矩的变化率是否大于或等于阈值变化率。如果是,则在框1102,确定使用协调调节模式。这里,变化率可以是制动需求扭矩在两个或更 多个控制周期上产生的变化量(增加或减少)的绝对值。
为了防止车轮抱死导致车身不稳定,ABS的制动需求扭矩表现为“点刹”,即,不会一直要求大制动扭矩,间歇性施加制动扭矩。如上所述,当制动需求扭矩大幅度下降的时候,驱动电机扭矩响应在10ms左右,而集成式助力器采用出液阀泄压10ms可以泄压50Bar,能量回收执行器和摩擦制动执行器在减小制动扭矩方面能力均衡,因此可以很好地进行协调。在制动需求扭矩快速增加的时候,能量回收执行器和摩擦制动执行器都全力运行,配合快速增加制动扭矩。
在协调调节模式下,能量回收制动扭矩的变化量和摩擦制动扭矩的变化量之间的比率可以为第一预设比率,制动执行器322可以基于第一预设比率来确定能量回收指定扭矩和摩擦制动扭矩的变化量。在一些实施例中,能量回收制动扭矩变化量权重与摩擦制动扭矩变化量权重大致相当,例如,能量回收扭矩变化量的权重=55%(可标定),摩擦制动扭矩变化量权重=45%(可标定)。
如果制动需求扭矩的变化率小于阈值变化率,则在框1103,确定车轮和轮速是否大于或等于相应的阈值。如果均为是,则在框1104,确定采用能量回收优先模式。例如,如果车速和轮速都大于70km/h(可标定),则相应的驱动电机的转速比较高,反电动势比较大。这时驱动电机的控制逆变器输出的电压控制量有较大的范围进行调节,能够快速得增加和减少能量回收扭矩。因此采用能量回收优先模式。
相比于协调调节模式,在能量回收优先模式下,将更多的制动需求扭矩分配给能量回收扭矩。在能量回收优先模式下,能量回收制动扭矩的变化量和摩擦制动扭矩的变化量之间的比率可以为第二预设比率,第二预设比率大于协调调节模式的第一预设比率,例如,能量回收制动扭矩变化量权重=80%(可标定),摩擦制动扭矩变化量权重=20%(可标定)。
接下来,如果继续判断车速和轮速不满足框1103的条件,则在框1105,确定路面附着系数是否大于或等于相应的阈值。如果是,则在框1106,确定采用摩擦制动优先模式。例如,如果路面附着系数大于0.7(可标定),则相应的集成式助力器内部会建立比较高的压力,而这个时候车速和轮速不太大,驱动电机的转速并不高,能量回收扭矩的调节并不容易。因此采用摩擦制动优先模式。
相比于协调调节模式,在摩擦优先模式下,将更多的制动需求扭矩分配给摩擦制动扭矩。在摩擦优先模式下,能量回收制动扭矩的变化量和摩擦制动扭矩的变化量之间的比率可以为第三预设比率,第三预设比率小于协调调节模式的第一预设比率,例如,能量回收制动扭矩变化量权重=20%(可标定),摩擦制动扭矩变化量权重=80%(可标定)。
此外,如果在框1101、1103、115的条件均不满足,则在框1107,确定采用协调调节模式。这种情况下,摩擦优先模式和能量回收优先模式都没有明显的优势。
然后,在确定回收策略为协调调节模式1102、能力回收优先模式或者摩擦优先模式之后,在框1108,执行制动。例如,可以根据参考图5描述的过程500来执行能量回收制动和摩擦制动。
在一些实施例中,还提供了低车速的协调控制。利用低车速的协调控制,在车辆将要停车时,例如车速和轮速低于5km/h(可标定),依然能够保持能量回收扭矩。此时,虽然能量回收效率低,但是依靠驱动电机的双向直流变换器,在电机反电动势很低的情况下依然向动力电池充电,甚至允许动力电池放电,保持能量回收扭矩。
图12示出了根据本申请的实施例的即将停车时ABS与能量回收协调控制过程的示意曲 线图。如图所示,随着车速降低至停车,驾驶员需求制动扭矩基本保持不变。根据本申请的实施例,将驾驶员需求制动扭矩均衡地分配给能量回收制动扭矩和摩擦制动扭矩来执行。而传统方案中,在即将停车时,驾驶员需求制动扭矩基本都是通过摩擦制动扭矩来执行的。相比于传统方案,本申请的实施例能够在车辆即将停车时保持车身具有良好的稳定性。
图13示出了根据本申请的实施例的在高附路面时ABS与能量回收协调控制过程的示意曲线图。如图所示,由于车速和轮速存在差别,ABS已启用并提供总制动扭矩,即,单轮制动需求扭矩。一开始,在总制动扭矩变化率(斜率)较大时(满足框1101的条件),采用协调调节模式。总制动扭矩变化率低于阈值,并且车速和轮速满足相应的阈值(满足框1103的条件),采用能量回收优先模式。然后,在车速变低并且确定当前路面附着系数较高时(满足框1105的条件),采用摩擦制动优先模式。在车速低至即将停车时,进入能量回收结束阶段,直至停车。
图14示出了根据本申请的实施例的在低附路面时ABS与能量回收协调控制过程的示意曲线图。如图所示,低附路面时的车速和轮速之间存在更明显的区别,ABS已启用并提供总制动扭矩,即,单轮制动需求扭矩。在车速和轮速降低后,由于车辆在低附路面上行驶,因此不采用摩擦制动优先模式,而是采用协调调节模式。这与图13的示例不同。
图15示出了根据本申请的实施例的在高附路面制动时中途退出ABS过程的示意曲线图。一旦退出ABS或者确定退出紧急制动,可以优先采用能量回收来匹配总制动扭矩。如图所示,响应于检测到退出ABS或者确定退出紧急制动,降低摩擦制动扭矩直至为零。之后,能量回收扭矩与总制动扭矩基本一致。
图16示出了本申请的实施例提供的另一制动***1600的示意图。在该实施例中,参考图2和图3所示的***,由驱动电机控制器340来实施根据本申请的实施例的ABS与能量回收协调控制过程。
如图所示,电池管理控制器BMS 330可以向驱动电机控制器提供能量回收功率上限。驱动电机控制器340通过执行参考图4至图15描述的过程来确定能量回收制动扭矩和摩擦制动扭矩。驱动电机控制器340控制电机350执行所确定的能量回收制动扭矩。通过专用高速通信,驱动电机控制器将摩擦制动扭矩发送给制动控制器322,由制动控制器322控制制动单元320来执行所确定的摩擦制动扭矩,例如,利用制动助力模块324和车轮液压控制模块326施加制动液压,产生摩擦制动扭矩。
图17示出了本申请的实施例提供的又一制动***1700的示意图。在该实施例中,参考图2和图3所示的***,由整机控制器210来实施根据本申请的实施例的ABS与能量回收协调控制过程。
整机控制器210可以采用高算力VCU,以高算力VCU为核心,使用高速通讯线路连接各个执行器,包括制动执行器322和驱动电机控制器340。整机控制器210可以从电池管理控制器BMS 330接收能量回收功率上限,确定能量回收制动扭矩和摩擦制动扭矩。整机控制器330可以通过专用高速通信将相应的执行指令发给相应的执行器,包括将摩擦制动扭矩发给制动控制器322,由制动控制器322控制制动单元320来执行所确定的摩擦制动扭矩。整机控制器210还将能量回收制动扭矩发给驱动电机控制器340,由电机350执行能量回收制动扭矩。
图18示出了根据本申请的实施例的制动装置1800的示意框图。制动装置1800可以被实现在车辆的智能制动控制器322、车辆的驱动电机控制器340、或者车辆的整车控制器210中。
制动装置1800包括制动需求获取单元1810。制动需求获取单元1810被配置为获取车轮的制动需求扭矩。制动装置还包括控制单元1820。控制单元1820被配置为基于车轮的制动需求扭矩的变化量,确定车轮的能量回收制动扭矩的变化量和摩擦制动扭矩变化量,其中制动需求扭矩的变化量为所述能量回收制动扭矩的变化量和摩擦制动扭矩的变化量之和。
在一些实施例中,控制单元1820还可以被配置为如果制动需求扭矩的变化率大于或等于阈值变化率,基于能量回收制动扭矩的变化量和摩擦制动扭矩的变化量之间的第一预设比率,确定能量回收制动扭矩的变化量和摩擦制动扭矩的变化量。
在一些实施例中,控制单元1820还可以被配置为如果车速大于或等于阈值车速并且轮速大于或等于阈值轮速,基于能量回收制动扭矩的变化量和摩擦制动扭矩的变化量之间的第二预设比率,确定能量回收制动扭矩的变化量和摩擦制动扭矩的变化量,第二预设比率所述第一预设比率。
在一些实施例中,控制单元1820还可以被配置为如果路面附着系数大于或等于阈值系数,基于能量回收制动扭矩的变化量和摩擦制动扭矩的变化量之间的第三预设比率,确定能量回收制动扭矩的变化量和摩擦制动扭矩的变化量,第三预设比率小于第一预设比率。
在一些实施例中,制动需求获取单元1810还可以被配置为从防抱死***(ABS)获取制动需求扭矩。控制单元1820还可以被配置为在ABS启用之前使车轮的能量回收制动扭矩小于能量回收扭矩的上限值。
在一些实施例中,控制单元1820还可以被配置为响应于车辆的紧急制动,在车轮的能量回收制动扭矩已达到上限值的情况下,增加车轮的所述摩擦制动扭矩。控制单元1820还可以被配置为响应于车轮的制动需求扭矩的增速的减小,将能量回收制动扭矩从上限值减小并且继续增加摩擦制动扭矩,其中能量回收制动扭矩和摩擦制动扭矩之和为制动需求扭矩。
在一些实施例中,上限值基于车辆电池的当前最大充电功率和电机的当前最大回收扭矩而确定。
在一些实施例中,控制单元1820还可以被配置为响应于车辆退出紧急制动状态而减小摩擦制动扭矩。在一些实施例中,控制单元1820还可以被配置为在摩擦制动扭矩减小到零后,通过控制能量回收制动扭矩来控制车辆的制动或滑行。
在第四方面的一些实施例中,控制单元1820还可以被配置为响应于制动踏板的行程在预设时间内的减小量大于预设值、制动踏板的行程小于预设行程或者接收到自动紧急刹车结束的指示,确定车辆退出紧急制动状态。
图19示出了根据本申请的实施例的另一制动装置1900的示意框图。制动装置1900可以被实现在车辆的智能制动控制器322、车辆的驱动电机控制器340、或者车辆的整车控制器210中。
制动装置1900包括控制单元1920。控制单元1920被配置为响应于车辆的紧急制动,在车轮的能量回收制动扭矩已达到上限值的情况下增加车轮的摩擦制动扭矩。控制单元1920还被配置为响应于车轮的制动需求扭矩的增速的减小,将能量回收制动扭矩从上限值减小并且继续增加摩擦制动扭矩,其中能量回收制动扭矩和摩擦制动扭矩之和为制动需求扭矩。
在一些实施例中,控制单元1920可以被配置为基于车辆电池的当前最大充电功率和电机的当前最大回收扭矩,确定能量回收制动扭矩的上限值。
在一些实施例中,控制单元1920还可以被配置为响应于制动踏板的行程在预设时间内的增加量大于预设值、制动踏板的行程大于或等于预设行程,或者接收到启用自动紧急刹车的 指示确定车辆发生紧急制动。
在一些实施例中,控制单元1920还可以被配置为基于车轮的能量回收制动扭矩和另一车轮的能量回收制动扭矩,确定由电机执行的能量回收制动扭矩。控制单元1920还可以被配置为基于车轮的制动需求扭矩和由电机执行的能量回收制动扭矩,确定摩擦制动扭矩,用于由摩擦盘执行。
在一些实施例中,控制单元1920还可以被配置为基于能量回收制动扭的上限值和制动需求扭矩中的至少一个来确定预设扭矩,并且将能量回收制动扭矩减小到预设扭矩。
在一些实施例中,控制单元1920还可以被配置为响应于车辆退出紧急制动而减小摩擦制动扭矩。在一些实施例中,控制单元1920还可以被配置为在摩擦制动扭矩减小到零后,通过控制能量回收制动扭矩来控制车辆的制动或滑行。
在一些实施例中,控制单元1920还可以被配置为响应于制动踏板、制动踏板的行程小于预设行程、或者接收到自动紧急刹车结束的指示,确定所述车辆退出紧急制动状态。
在一些实施例中,装置1900还可以包括制动需求获取单元。制动需求获取单元被配置为响应于车辆的防抱死***(ABS)的启用而从ABS获取车轮的制动需求扭矩。控制单元1920还可以被配置为基于车轮的制动需求扭矩的变化量,确定车轮的能量回收制动扭矩的变化量和摩擦制动扭矩变化量,其中制动需求扭矩的变化量为能量回收制动扭矩的变化量和摩擦制动扭矩的变化量之和。
在一些实施例中,控制单元1920还可以被配置为如果制动需求扭矩的变化率大于或等于阈值变化率,基于能量回收制动扭矩的变化量和摩擦制动扭矩的变化量之间的第一预设比率,确定能量回收制动扭矩的变化量和摩擦制动扭矩的变化量。
在一些实施例中,控制单元1920还可以被配置为如果车速大于或等于阈值车速并且轮速大于或等于阈值轮速,基于能量回收制动扭矩的变化量和摩擦制动扭矩的变化量之间的第二预设比率,确定能量回收制动扭矩的变化量和所述摩擦制动扭矩的变化量,第二预设比率大于第一预设比率。
在一些实施例中,控制单元1920还可以被配置为如果路面附着系数大于或等于阈值系数,基于能量回收制动扭矩的变化量和摩擦制动扭矩的变化量之间的第三预设比率,确定能量回收制动扭矩的变化量和摩擦制动扭矩的变化量,第三预设比率小于第一预设比率。
通过以上结合图1至图19的描述可以看到,在一些实施例中,根据摩擦制动和能量回收制动的特点,采用符合对应执行器的控制策略。在车速和轮速较高的情况下采用能量回收优先的策略,在高附着系数路面采用摩擦制动优先的策略,在制动需求扭矩快速变化的时候,两个执行器合力进行协调调节。相比于传统方案的简单协调方法或者是直接取消能量回收功能,本申请的实施例在ABS介入进行制动的过程中进行能量回收,节约了能量,避免了ABS过程中大量的热耗散。另外,还避免了在集成式助力器内部为了ABS控制而建立的高液压,从而延长了集成式助力器的寿命。根据本申请的实施例,摩擦制动执行器和能量回收执行器可以协调控制,相比于传统方案具有更快的控制响应、更好的控制效果,并且增强车辆的稳定性。
在一些实施例中,根据摩擦制动执行器和能量回收制动执行器的特点,在检测到驾驶员有紧急制动意图的同时就对摩擦制动需求扭矩和能量回收需求扭矩进行进入管理。在检测到驾驶员有减小制动扭矩或者退出制动的意图时就对摩擦制动需求扭矩和能量回收扭矩进行退出管理。基于这种方式,不仅保证了需求制动扭矩等于需求摩擦制动扭矩加上需求能量回收 制动扭矩,而且使得实际的摩擦制动扭矩和能量回收制动扭矩能够很好地跟上需求,发挥不同的执行器的特点,避免了在进入ABS和退出ABS的过程中间,实际的制动扭矩剧烈的波动,偏离驾驶员需求的制动扭矩,避免了非预期的减速度和车辆的失稳。
在一些实施例中,可以直接在驱动电机控制器和制动控制器之间设置专用的高速通讯线路,由此可以减小驱动电机扭矩传输的时间延迟,避免驱动电机扭矩响应太慢导致的控制效果恶化和车辆失去稳定性。
在一些实施例中,在车辆即将停车时,通过依靠驱动电机控制器的直流变换器,泵升电压,仍然为动力电池充电,甚至允许动力电池放电,维持能量回收扭矩的输出。由此,能够保持能量回收扭矩的稳定,改善车辆在低速情况下的稳定性,并且还能够避免摩擦制动扭矩在车辆低速时剧烈上升,在集成式助力器内部建立高压,延长了集成式助力器的机械寿命。
本申请的提供方案可以是方法、装置、***和/或计算机程序产品。计算机程序产品可以包括计算机可读存储介质,其上载有用于执行本申请的各个方面的计算机可读程序指令。
计算机可读存储介质可以是可以保持和存储由指令执行设备使用的指令的有形设备。计算机可读存储介质例如可以是――但不限于――电存储设备、磁存储设备、光存储设备、电磁存储设备、半导体存储设备或者上述的任意合适的组合。计算机可读存储介质的更具体的例子(非穷举的列表)包括:便携式计算机盘、硬盘、随机存取存储器(RAM)、只读存储器(ROM)、可擦式可编程只读存储器(EPROM或闪存)、静态随机存取存储器(SRAM)、便携式压缩盘只读存储器(CD-ROM)、数字多功能盘(DVD)、记忆棒、软盘、机械编码设备、例如其上存储有指令的打孔卡或凹槽内凸起结构、以及上述的任意合适的组合。这里所使用的计算机可读存储介质不被解释为瞬时信号本身,诸如无线电波或者其他自由传播的电磁波、通过波导或其他传输媒介传播的电磁波(例如,通过光纤电缆的光脉冲)、或者通过电线传输的电信号。
这里所描述的计算机可读程序指令可以从计算机可读存储介质下载到各个计算/处理设备,或者通过网络、例如因特网、局域网、广域网和/或无线网下载到外部计算机或外部存储设备。网络可以包括铜传输电缆、光纤传输、无线传输、路由器、防火墙、交换机、网关计算机和/或边缘服务器。每个计算/处理设备中的网络适配卡或者网络接口从网络接收计算机可读程序指令,并转发该计算机可读程序指令,以供存储在各个计算/处理设备中的计算机可读存储介质中。
用于执行本申请操作的计算机程序指令可以是汇编指令、指令集架构(ISA)指令、机器指令、机器相关指令、微代码、固件指令、状态设置数据、或者以一种或多种编程语言的任意组合编写的源代码或目标代码,编程语言包括面向对象的编程语言—诸如Smalltalk、C++等,以及常规的过程式编程语言—诸如“C”语言或类似的编程语言。计算机可读程序指令可以完全地在用户计算机上执行、部分地在用户计算机上执行、作为一个独立的软件包执行、部分在用户计算机上部分在远程计算机上执行、或者完全在远程计算机或服务器上执行。在涉及远程计算机的情形中,远程计算机可以通过任意种类的网络—包括局域网(LAN)或广域网(WAN)—连接到用户计算机,或者,可以连接到外部计算机(例如利用因特网服务提供商来通过因特网连接)。在一些实施例中,通过利用计算机可读程序指令的状态信息来个性化定制电子电路,例如可编程逻辑电路、现场可编程门阵列(FPGA)或可编程逻辑阵列(PLA),该电子电路可以执行计算机可读程序指令,从而实现本申请的各个方面。
这里参照根据本申请实施例的方法、装置(***)和计算机程序产品的流程图和/或框图 描述了本申请的各个方面。应当理解,流程图和/或框图的每个方框以及流程图和/或框图中各方框的组合,都可以由计算机可读程序指令实现。
这些计算机可读程序指令可以提供给通用计算机、专用计算机或其它可编程数据处理装置的处理单元,从而生产出一种机器,使得这些指令在通过计算机或其它可编程数据处理装置的处理单元执行时,产生了实现流程图和/或框图中的一个或多个方框中规定的功能/动作的装置。也可以把这些计算机可读程序指令存储在计算机可读存储介质中,这些指令使得计算机、可编程数据处理装置和/或其他设备以特定方式工作,从而,存储有指令的计算机可读介质则包括一个制造品,其包括实现流程图和/或框图中的一个或多个方框中规定的功能/动作的各个方面的指令。
也可以把计算机可读程序指令加载到计算机、其它可编程数据处理装置、或其它设备上,使得在计算机、其它可编程数据处理装置或其它设备上执行一系列操作步骤,以产生计算机实现的过程,从而使得在计算机、其它可编程数据处理装置、或其它设备上执行的指令实现流程图和/或框图中的一个或多个方框中规定的功能/动作。
附图中的流程图和框图显示了根据本申请的多个实施例的***、方法和计算机程序产品的可能实现的体系架构、功能和操作。在这点上,流程图或框图中的每个方框可以代表一个模块、程序段或指令的一部分,模块、程序段或指令的一部分包含一个或多个用于实现规定的逻辑功能的可执行指令。在有些作为替换的实现中,方框中所标注的功能也可以以不同于附图中所标注的顺序发生。例如,两个连续的方框实际上可以基本并行地执行,它们有时也可以按相反的顺序执行,这依所涉及的功能而定。也要注意的是,框图和/或流程图中的每个方框、以及框图和/或流程图中的方框的组合,可以用执行规定的功能或动作的专用的基于硬件的***来实现,或者可以用专用硬件与计算机指令的组合来实现。
以上已经描述了本申请的各实施方式,上述说明是示例性的,并非穷尽性的,并且也不限于所披露的各实施方式。在不偏离所说明的各实施方式的范围和精神的情况下,对于本技术领域的普通技术人员来说许多修改和变更都是显而易见的。本文中所用术语的选择,旨在最好地解释各实施方式的原理、实际应用或对市场中的技术的改进,或者使本技术领域的其他普通技术人员能理解本文披露的各实施方式。
Claims (28)
- 一种制动方法,包括:获取车轮的制动需求扭矩;以及基于所述车轮的所述制动需求扭矩的变化量,确定所述车轮的能量回收制动扭矩的变化量和摩擦制动扭矩变化量,其中所述制动需求扭矩的变化量为所述能量回收制动扭矩的变化量和摩擦制动扭矩的变化量之和。
- 根据权利要求1所述的方法,其中确定所述车轮的能量回收制动扭矩的变化量和摩擦制动扭矩的变化量包括:如果所述制动需求扭矩的变化率大于或等于阈值变化率,基于所述能量回收制动扭矩的变化量和摩擦制动扭矩的变化量之间的第一预设比率,确定所述能量回收制动扭矩的变化量和所述摩擦制动扭矩的变化量。
- 根据权利要求1或2所述的方法,其中确定所述车轮的能量回收制动扭矩的变化量和摩擦制动扭矩的变化量包括:如果车速大于或等于阈值车速并且轮速大于或等于阈值轮速,基于所述能量回收制动扭矩的变化量和摩擦制动扭矩的变化量之间的第二预设比率,确定所述能量回收制动扭矩的变化量和所述摩擦制动扭矩的变化量,所述第二预设比率大于所述第一预设比率。
- 根据权利要求1至3中任一项所述的方法,其中确定所述车轮的能量回收制动扭矩的变化量和摩擦制动扭矩的变化量包括:如果路面附着系数大于或等于阈值系数,基于所述能量回收制动扭矩的变化量和摩擦制动扭矩的变化量之间的第三预设比率,确定所述能量回收制动扭矩的变化量和所述摩擦制动扭矩的变化量,所述第三预设比率小于所述第一预设比率。
- 根据权利要求1所述的方法,其中,获取车轮的制动需求扭矩包括从防抱死***(ABS)获取所述制动需求扭矩,所述方法还包括:在所述ABS启用之前,使所述车轮的能量回收制动扭矩小于能量回收扭矩的上限值。
- 根据权利要求5所述的方法,其中,使所述车轮的能量回收制动扭矩小于能量回收扭矩的上限值包括:响应于车辆的紧急制动,在所述车轮的所述能量回收制动扭矩已达到上限值的情况下,增加所述车轮的所述摩擦制动扭矩;以及响应于所述车轮的制动需求扭矩的增速的减小,将所述能量回收制动扭矩从所述上限值减小并且继续增加所述摩擦制动扭矩,其中所述能量回收制动扭矩和所述摩擦制动扭矩之和为所述制动需求扭矩。
- 根据权利要求5所述的方法,其中所述上限值基于车辆电池的当前最大充电功率和电机的当前最大回收扭矩而确定。
- 根据权利要求1至7中任一项所述的方法,还包括:响应于车辆退出紧急制动状态,减小所述摩擦制动扭矩。
- 根据权利要求8所述的方法,还包括:在所述摩擦制动扭矩减小到零后,通过控制能量回收制动扭矩来控制所述车辆的制动或滑行。
- 根据权利要求8或9所述的方法,还包括响应于制动踏板的行程在预设时间内的减 小量大于预设值、制动踏板的行程小于预设行程或者接收到自动紧急刹车结束的指示,确定所述车辆退出紧急制动状态。
- 一种制动方法,包括:响应于车辆的紧急制动,在车轮的能量回收制动扭矩已达到上限值的情况下,增加所述车轮的摩擦制动扭矩;以及响应于所述车轮的制动需求扭矩的增速的减小,将所述能量回收制动扭矩从所述上限值减小并且继续增加所述摩擦制动扭矩,其中所述能量回收制动扭矩和所述摩擦制动扭矩之和为所述制动需求扭矩。
- 根据权利要求11所述的方法,还包括:基于车辆电池的当前最大充电功率和电机的当前最大回收扭矩,确定所述能量回收制动扭矩的所述上限值。
- 根据权利要求11或12所述的方法,还包括响应于制动踏板的行程在预设时间内的增加量大于预设值、制动踏板的行程大于或等于预设行程,或者接收到启用自动紧急刹车的指示确定所述车辆发生紧急制动。
- 根据权利要求11至13中任一项所述的方法,其中,还包括:基于所述车轮的所述能量回收制动扭矩和另一车轮的能量回收制动扭矩,确定由电机执行的能量回收制动扭矩;以及基于所述车轮的制动需求扭矩和所述由电机执行的能量回收制动扭矩,确定所述摩擦制动扭矩,用于由摩擦盘执行。
- 根据权利要求11至14中任一项所述的方法,其中,减小所述能量回收制动扭矩包括:将所述能量回收制动扭矩减小到预设扭矩,所述预设扭矩基于所述能量回收制动扭的上限值和所述制动需求扭矩中的至少一个来确定。
- 根据权利要求11至15中任一项所述的方法,还包括:响应于车辆退出紧急制动减小所述摩擦制动扭矩。
- 根据权利要求16所述的方法,还包括:在所述摩擦制动扭矩减小到零后,通过控制能量回收制动扭矩来控制所述车辆的制动或滑行。
- 根据权利要求16或17所述的方法,还包括:响应于制动踏板的行程在预设时间内的减小量大于预设值、制动踏板的行程小于预设行程、或者接收到自动紧急刹车结束的指示,确定所述车辆退出紧急制动状态。
- 根据权利要求11所述的方法,还包括,响应于所述车辆的防抱死***(ABS)的启用:从所述ABS获取所述车轮的制动需求扭矩;以及基于所述车轮的所述制动需求扭矩的变化量,确定所述车轮的能量回收制动扭矩的变化量和摩擦制动扭矩变化量,其中所述制动需求扭矩的变化量为所述能量回收制动扭矩的变化量和摩擦制动扭矩的变化量之和。
- 根据权利要求19所述的方法,其中确定所述车轮的能量回收制动扭矩的变化量和摩擦制动扭矩的变化量包括:如果所述制动需求扭矩的变化率大于或等于阈值变化率,基于所述能量回收制动扭矩的 变化量和摩擦制动扭矩的变化量之间的第一预设比率,确定所述能量回收制动扭矩的变化量和所述摩擦制动扭矩的变化量。
- 根据权利要求19或20所述的方法,其中确定所述车轮的能量回收制动扭矩的变化量和摩擦制动扭矩的变化量包括:如果车速大于或等于阈值车速并且轮速大于或等于阈值轮速,基于所述能量回收制动扭矩的变化量和摩擦制动扭矩的变化量之间的第二预设比率,确定所述能量回收制动扭矩的变化量和所述摩擦制动扭矩的变化量,所述第二预设比率大于所述第一预设比率。
- 根据权利要求19至21中任一项所述的方法,其中确定所述车轮的能量回收制动扭矩的变化量和摩擦制动扭矩的变化量包括:如果路面附着系数大于或等于阈值系数,基于所述能量回收制动扭矩的变化量和摩擦制动扭矩的变化量之间的第三预设比率,确定所述能量回收制动扭矩的变化量和所述摩擦制动扭矩的变化量,所述第三预设比率小于所述第一预设比率。
- 一种电子设备,包括:至少一个处理单元;至少一个存储器,所述至少一个存储器被耦合到所述至少一个处理单元并且存储用于由所述至少一个处理单元执行的指令,所述指令当由所述至少一个处理单元执行时,使得所述设备执行根据权利要求1至10或权利要求11至22中任一项所述的方法。
- 一种制动装置,包括:制动需求获取单元,被配置为获取车轮的制动需求扭矩;以及控制单元,被配置为基于所述车轮的所述制动需求扭矩的变化量,确定所述车轮的能量回收制动扭矩的变化量和摩擦制动扭矩变化量,其中所述制动需求扭矩的变化量为所述能量回收制动扭矩的变化量和摩擦制动扭矩的变化量之和。
- 一种制动装置,包括:控制单元,被配置为响应于车辆的紧急制动,在车轮的能量回收制动扭矩已达到上限值的情况下增加所述车轮的摩擦制动扭矩;所述控制单元还被配置为响应于所述车轮的制动需求扭矩的增速的减小,将所述能量回收制动扭矩从所述上限值减小并且继续增加所述摩擦制动扭矩,其中所述能量回收制动扭矩和所述摩擦制动扭矩之和为所述制动需求扭矩。
- 一种车辆,包括根据权利要求24或25中任一项所述的装置。
- 一种计算机可读存储介质,其上存储有计算机程序,所述计算机程序在被处理器执行时实现根据权利要求1至10或权利要求11至22中任一项所述的方法。
- 一种计算机程序产品,包括计算机可执行指令,其中所述计算机可执行指令在被处理器执行时实现执行根据权利要求1至10或权利要求11至22中任一项所述的方法。
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CN118163762A (zh) * | 2024-05-16 | 2024-06-11 | 盛瑞传动股份有限公司 | 车辆控制方法、装置、电子设备以及存储介质 |
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