WO2024119692A1 - Braking control method and device for two-wheel drive electric vehicle - Google Patents

Braking control method and device for two-wheel drive electric vehicle Download PDF

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Publication number
WO2024119692A1
WO2024119692A1 PCT/CN2023/088948 CN2023088948W WO2024119692A1 WO 2024119692 A1 WO2024119692 A1 WO 2024119692A1 CN 2023088948 W CN2023088948 W CN 2023088948W WO 2024119692 A1 WO2024119692 A1 WO 2024119692A1
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WO
WIPO (PCT)
Prior art keywords
drive shaft
friction braking
braking
torque
energy recovery
Prior art date
Application number
PCT/CN2023/088948
Other languages
French (fr)
Chinese (zh)
Inventor
吴世楠
康志军
樊雪来
刘振宇
杨俊�
叶珂羽
解瑞
唐佳慧
姜超群
赵健涛
Original Assignee
中国第一汽车股份有限公司
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Publication date
Application filed by 中国第一汽车股份有限公司 filed Critical 中国第一汽车股份有限公司
Publication of WO2024119692A1 publication Critical patent/WO2024119692A1/en

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Classifications

    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present application belongs to the technical field of electric vehicle braking, and specifically relates to a braking control method and device for a two-wheel drive electric vehicle.
  • Braking energy recovery is one of the ways for electric vehicles to improve energy utilization. It can convert the kinetic energy of the vehicle during braking into electrical energy storage in the battery through the electric motor, and then use it for traction drive, avoiding the loss of energy into frictional heat energy, thereby improving energy utilization efficiency and increasing the driving range of electric vehicles.
  • the key component of electric vehicles is the battery.
  • the amount of energy stored in the power battery is an important factor in determining the driving range of electric vehicles.
  • battery technology is still a bottleneck in the development of electric vehicles. No breakthrough has been made, and the driving range of electric vehicles cannot meet the needs of users. If the kinetic energy during vehicle deceleration is converted into electrical energy and recycled into the battery instead of being wasted by friction, it is undoubtedly equivalent to increasing the capacity of the battery. Under existing technical conditions, doing so is of great significance in improving the driving range performance of electric vehicles.
  • the current energy recovery strategy of electric vehicles focuses more on improving energy recovery efficiency, striving to recover as much energy as possible during vehicle driving to significantly increase driving range.
  • the current that the generator can generate is relatively small, the battery charging efficiency is not ideal, and this low-power charging state will reduce the service life of the power system, especially the battery.
  • the present application provides a braking control method and device for a two-wheel drive electric vehicle.
  • the present application discloses a braking control method for a two-wheel drive electric vehicle, comprising the following steps:
  • Step S1 obtaining a brake pedal position signal, a current vehicle speed V, and a current battery state of charge value SOC when the electric vehicle brakes;
  • Step S2 Calculate the brake pedal position signal collected within a preset time interval t1. Calculate the brake pedal travel Ba depressed within the preset time interval t1 ;
  • Step S3 determine whether the current vehicle speed V, the current battery state of charge SOC and the brake pedal travel Ba simultaneously satisfy the following relationship: V>V low , SOC ⁇ SOC high , Ba ⁇ Be;
  • V low is the preset minimum vehicle speed threshold
  • SOC high is the preset maximum battery state of charge threshold
  • Be is the preset minimum brake pedal travel threshold
  • step S4 If the conditions are met, proceed to step S4; otherwise, the friction braking torques of the drive shaft and the non-drive shaft are controlled according to a fixed distribution ratio;
  • Step S4 determining the relationship between the current vehicle speed V and the preset maximum vehicle speed threshold V high ; when V is greater than V high , proceeding to step S5; when V is less than V high , proceeding to step S6;
  • Step S5 according to the preset first braking mode and the first braking torque ratio distribution scheme, the braking sequence and torque size of the drive shaft energy recovery, the drive shaft friction braking and the non-drive shaft friction braking are controlled, wherein the control priority of the drive shaft energy recovery is higher than that of the non-drive shaft friction braking, and the control priority of the non-drive shaft friction braking is higher than that of the drive shaft friction braking;
  • Step S6 according to the preset second braking mode and second braking torque ratio distribution scheme, the braking sequence and torque size of the drive shaft energy recovery, drive shaft friction braking and non-drive shaft friction braking are controlled, wherein the control priority of the non-drive shaft friction braking is higher than that of the drive shaft energy recovery, and the control priority of the drive shaft energy recovery is higher than that of the drive shaft friction braking.
  • the first braking mode includes the following parallel sub-modes:
  • Sub-mode A1 When T reg > Tr , only drive shaft energy recovery is performed, where T reg is the maximum braking torque that can be generated by drive shaft energy recovery, and Tr is the total braking torque calculated based on the current vehicle speed V;
  • Sub-mode A2 when ⁇ T r ⁇ T reg ⁇ T r , energy recovery of the drive shaft and friction braking of the non-drive shaft are performed simultaneously, wherein ⁇ is the friction braking torque coefficient allocated to the drive shaft in the fixed allocation ratio of the friction braking torque of the drive shaft and the non-drive shaft in step S3;
  • Sub-mode A3 when T reg ⁇ T r , and T r ⁇ T reg +T nf , drive shaft energy recovery and non-drive shaft friction braking are performed simultaneously, where T nf is the maximum value of the non-drive shaft friction braking torque;
  • Sub-mode A4 when T reg ⁇ T r , and T reg +T nf ⁇ T r ⁇ T reg +T nf +T df , drive shaft energy recovery, drive shaft friction braking and non-drive shaft friction braking are performed simultaneously, wherein T df is the maximum value of the drive shaft friction braking torque;
  • Sub-mode A5 When T r >T reg +T nf +T df , the drive shaft energy recovery and drive shaft Friction brake and non-driven axle friction brake.
  • step S5 the first braking torque ratio distribution scheme corresponds to each sub-mode of the first braking mode, wherein:
  • the energy recovery torque of the drive shaft is controlled to be Tr ;
  • the energy recovery torque of the driving shaft is controlled to be ⁇ T r
  • the friction braking torque of the non-driving shaft is controlled to be (1- ⁇ ) ⁇ T r ;
  • the energy recovery torque of the driving shaft is controlled to be T reg
  • the energy recovery torque of the driving shaft is controlled to be T reg
  • the friction braking torque of the driving shaft is controlled to be T r -T nf -T reg
  • the friction braking torque of the non-driving shaft is controlled to be T nf ;
  • the energy recovery torque of the driving shaft is controlled to be T reg
  • the friction braking torque of the driving shaft is controlled to be T df
  • the friction braking torque of the non-driving shaft is controlled to be T nf .
  • the second braking mode includes the following parallel sub-modes:
  • Sub-mode B1 when T reg > ⁇ Tr , drive shaft energy recovery and non-drive shaft friction braking are performed simultaneously, wherein T reg is the maximum braking torque that can be generated by drive shaft energy recovery, Tr is the total braking torque calculated according to the current vehicle speed V, and ⁇ is the friction braking torque coefficient allocated to the drive shaft in the fixed allocation ratio of the drive shaft and non-drive shaft friction braking torque in step S3;
  • Sub-mode B2 when T reg ⁇ T r ⁇ T reg +T df , drive shaft energy recovery, drive shaft friction braking and non-drive shaft friction braking are performed simultaneously, wherein T df is the maximum value of the drive shaft friction braking torque;
  • Sub-mode B3 when ⁇ T r >T reg +T df , and T r ⁇ T reg +T nf +T df , drive shaft energy recovery, drive shaft friction braking and non-drive shaft friction braking are performed simultaneously, wherein T nf is the maximum value of the non-drive shaft friction braking torque;
  • Sub-mode B4 When T r >T reg +T nf +T df , drive shaft energy recovery, drive shaft friction braking and non-drive shaft friction braking are performed simultaneously.
  • step S5 the first braking torque ratio distribution scheme corresponds to each sub-mode of the first braking mode, wherein:
  • the energy recovery torque of the driving shaft is controlled to be ⁇ T r
  • the friction braking torque of the non-driving shaft is controlled to be (1- ⁇ ) ⁇ T r ;
  • the drive shaft energy recovery torque is controlled to be T reg and the drive shaft friction braking force is The torque is ⁇ T r -T reg , and the friction braking torque of the non-driving shaft is (1- ⁇ ) ⁇ T r ;
  • the energy recovery torque of the driving shaft is controlled to be T reg
  • the friction braking torque of the driving shaft is controlled to be T df
  • the friction braking torque of the non-driving shaft is controlled to be Tr -T reg -T df ;
  • the energy recovery torque of the driving shaft is controlled to be T reg
  • the friction braking torque of the driving shaft is controlled to be T df
  • the friction braking torque of the non-driving shaft is controlled to be T nf .
  • the value of the friction braking torque coefficient ⁇ distributed to the drive shaft is greater than 0.5.
  • the present application further discloses a brake control device for a two-wheel drive electric vehicle, comprising:
  • a signal acquisition unit is used to collect the brake pedal position signal, the current vehicle speed V and the current battery state of charge value SOC when the electric vehicle brakes;
  • Control unit for:
  • the brake pedal stroke Ba depressed within the preset time interval t1 is calculated;
  • V low is a preset minimum vehicle speed threshold
  • SOC high is a preset maximum battery state of charge threshold
  • Be is a preset minimum brake pedal travel threshold
  • the braking sequence and torque magnitude of the drive shaft energy recovery, the drive shaft friction braking, and the non-drive shaft friction braking are controlled according to the preset first braking mode and the first braking torque ratio distribution scheme, wherein the control priority of the drive shaft energy recovery is higher than that of the non-drive shaft friction braking, and the control priority of the non-drive shaft friction braking is higher than that of the drive shaft friction braking, and V high is the preset maximum vehicle speed threshold value V high ;
  • the braking sequence and torque size of the drive shaft energy recovery, drive shaft friction braking and non-drive shaft friction braking are controlled according to the preset second braking mode and second braking torque ratio distribution scheme, wherein the control priority of the non-drive shaft friction braking is higher than that of the drive shaft energy recovery, and the control priority of the drive shaft energy recovery is higher than that of the drive shaft friction braking.
  • the signal acquisition unit includes:
  • the accelerator pedal sensor is used to detect the brake pedal position signal
  • the vehicle speed sensor is used to detect the current vehicle speed V when the electric vehicle brakes
  • the SOC signal collector is used to collect the single cell voltage of the electric vehicle battery pack and calculate the current battery state of charge value SOC of the battery pack according to the single cell voltage.
  • control unit includes:
  • a signal receiving unit used to receive all signals collected by the signal collecting unit
  • a preset storage unit used to preset and store a minimum vehicle speed threshold V low , a maximum vehicle speed threshold V low , a maximum battery state of charge threshold SOC high and a minimum brake pedal travel threshold Ba;
  • a comparing unit used for comparing the signal received by the signal receiving unit with a corresponding preset value in the preset unit
  • a control instruction generating unit configured to generate corresponding control instructions for controlling the braking sequence and torque value of the drive shaft energy recovery, the drive shaft friction braking and the non-drive shaft friction braking after the comparison result in the comparing unit meets a predetermined condition
  • the instruction output unit is used to send the control instruction generated by the control instruction generating unit to the corresponding control object.
  • control instruction generating unit includes:
  • a first instruction generation module used to generate corresponding braking sequence control instructions according to conditions
  • the second instruction generation module is used to generate corresponding torque magnitude value control instructions according to conditions.
  • the current vehicle speed, emergency braking state (judged by comparing the brake pedal stroke), and SOC state are integrated to automatically control the braking sequence and braking torque of the drive shaft energy recovery, drive shaft friction braking, and non-drive shaft friction braking.
  • the proportion of the motor torque in the total braking torque is reduced to reduce the electrical cycle between the motor and the battery, thereby improving the battery life while taking into account the energy recovery efficiency;
  • the control method of the braking sequence and the braking torque size is further subdivided according to the judgment conditions of V>V high and V low ⁇ V ⁇ V high of the current vehicle speed V, so as to achieve more precise braking control that takes into account energy recovery and better improve battery life.
  • FIG1 is a flowchart of a braking control method for a two-wheel drive electric vehicle according to the present invention
  • FIG2 is a logic flow chart of the execution of one braking mode of the braking control method for a two-wheel drive electric vehicle of the present application
  • FIG3 is a braking torque distribution strategy diagram corresponding to the braking mode of FIG2 ;
  • FIG4 is a logic flow chart of another braking mode of the braking control method for a two-wheel drive electric vehicle of the present application.
  • FIG5 is a braking torque distribution strategy diagram corresponding to the braking mode of FIG4 ;
  • FIG6 is a structural block diagram of a brake control device for a two-wheel drive electric vehicle according to the present application.
  • FIG7 is a structural block diagram of a signal acquisition unit in a brake control device for a two-wheel drive electric vehicle according to the present application.
  • FIG8 is a structural block diagram of a control unit in a brake control device for a two-wheel drive electric vehicle of the present application
  • Signal acquisition unit-101 Signal acquisition unit-101; Accelerator pedal sensor-1011; Vehicle speed sensor-1012; SOC signal collector-1013; Control unit-102; Signal receiving unit-1021; preset storage unit-1022; comparison unit-1023; control instruction generating unit-1024; instruction output unit-1025.
  • the braking control strategy (method and device) described in this application only needs to distinguish between the drive shaft and the non-drive shaft, and has nothing to do with whether the vehicle is front-wheel drive or rear-wheel drive. Therefore, the braking control strategy (method and device) described in this application only needs to distinguish between the drive shaft and the non-drive shaft.
  • the dynamic control strategy is applicable to both front-wheel drive and rear-wheel drive pure electric vehicles.
  • the present application discloses a braking control method for a two-wheel drive electric vehicle. As shown in FIG1 , the braking control method comprises the following steps:
  • Step S1 obtaining a brake pedal position signal, a current vehicle speed V, and a current battery state of charge value SOC when the electric vehicle brakes.
  • Step S2 Calculate the brake pedal travel Ba depressed within a preset time interval t1 according to the brake pedal position signal collected within the preset time interval t1 .
  • the preset time interval t1 is calculated from the time when the driver steps on the brake pedal. It is mainly used to determine the brake pedal stroke within the time interval, so as to determine whether the vehicle taking the braking action is in an emergency braking state (for example, when Ba ⁇ Be, it is judged as a non-emergency braking state, and Ba>Be, it is judged as an emergency braking state). Therefore, the value of the preset time interval t1 can be appropriately set according to specific operation needs.
  • Step S3 determine whether the current vehicle speed V, the current battery state of charge SOC and the brake pedal travel Ba simultaneously satisfy the following relationship: V>V low , SOC ⁇ SOC high , Ba ⁇ Be;
  • V low is the preset minimum vehicle speed threshold
  • SOC high is the preset maximum battery state of charge threshold
  • Be is the preset minimum brake pedal travel threshold
  • the subsequent step S4 is performed; if the above relationship is not satisfied, the friction braking torque of the drive shaft and the non-drive shaft are controlled according to the fixed distribution ratio.
  • the fixed distribution ratio is usually appropriately set according to the front and rear braking performance of the vehicle, the front and rear weight distribution ratio, the driving comfort performance, etc.
  • it is preferred that the fixed distribution ratio of the friction braking torque of the drive shaft and the non-drive shaft is such that the value of the friction braking torque coefficient ⁇ allocated to the drive shaft is greater than 0.5.
  • Step S4 determine the relationship between the current vehicle speed V and the preset maximum vehicle speed threshold V high ; when V is greater than V high , proceed to step S5; when V is less than V high (since V>V low is determined in step S3, it is equivalent to V low ⁇ V ⁇ V high here), proceed to step S6.
  • Step S5 according to the preset first braking mode and the first braking torque ratio distribution scheme, the braking sequence and torque size of the drive shaft energy recovery, drive shaft friction braking and non-drive shaft friction braking are controlled, wherein the control priority of the drive shaft energy recovery is higher than that of the non-drive shaft friction braking, and the control priority of the non-drive shaft friction braking is higher than that of the drive shaft friction braking.
  • Step S6 According to the preset second braking mode and the second braking torque ratio distribution scheme, the braking sequence of the drive shaft energy recovery, the drive shaft friction braking and the non-drive shaft friction braking is as follows: The control priority of non-drive shaft friction braking is higher than that of drive shaft energy recovery, and the control priority of drive shaft energy recovery is higher than that of drive shaft friction braking.
  • steps S5 and S6 are equivalent to dividing the control of the braking sequence and the braking torque (collectively referred to as braking control here) into two parallel braking control modes according to the judgment conditions of V>V high and V low ⁇ V ⁇ V high when the current battery state of charge value SOC and the brake pedal stroke Ba both meet the judgment conditions.
  • braking control the braking control modes
  • the first braking mode in step S5 includes parallel sub-modes and the first braking torque ratio distribution scheme corresponding to each sub-mode is as follows:
  • Sub-mode A1 When T reg > Tr , only drive shaft energy recovery is performed, where T reg is the maximum braking torque that can be generated by drive shaft energy recovery, and Tr is the total braking torque calculated according to the current vehicle speed V; at this time, the drive shaft energy recovery torque is controlled to be Tr .
  • Sub-mode A2 When ⁇ T r ⁇ T reg ⁇ T r , drive shaft energy recovery and non-drive shaft friction braking are performed simultaneously, wherein ⁇ is the friction braking torque coefficient allocated to the drive shaft in the fixed allocation ratio of the drive shaft and non-drive shaft friction braking torque in step S3; at this time, the drive shaft energy recovery torque is controlled to be ⁇ T r , and the non-drive shaft friction braking torque is controlled to be (1- ⁇ ) ⁇ T r .
  • Sub-mode A4 when T reg ⁇ T r , and T reg +T nf ⁇ T r ⁇ T reg +T nf +T df , drive shaft energy recovery, drive shaft friction braking and non-drive shaft friction braking are performed simultaneously, wherein T df is the maximum value of the drive shaft friction braking torque; at this time, the drive shaft energy recovery torque is controlled to be T reg , the drive shaft friction braking torque is controlled to be T r -T nf -T reg , and the non-drive shaft friction braking torque is controlled to be T nf .
  • Sub-mode A5 When T r >T reg +T nf +T df , drive shaft energy recovery, drive shaft friction braking and non-drive shaft friction braking are performed simultaneously; at this time, the drive shaft energy recovery torque is controlled to be T reg , the drive shaft friction braking torque is controlled to be T df , and the non-drive shaft friction braking torque is controlled to be T nf .
  • the second braking mode in step S5 includes parallel sub-modes and the second braking torque ratio distribution scheme corresponding to each sub-mode is as follows:
  • Sub-mode B1 When T reg > ⁇ Tr , drive shaft energy recovery and non-drive shaft friction braking are performed simultaneously, wherein T reg is the maximum braking torque that can be generated by drive shaft energy recovery, Tr is the total braking torque calculated according to the current vehicle speed V, and ⁇ is the fixed distribution ratio of the friction braking torque of the drive shaft and the non-drive shaft in step S3, and the friction braking torque coefficient of the drive shaft is ⁇ .
  • the energy recovery torque of the driving shaft is controlled to be ⁇ Tr
  • the friction braking torque of the non-driving shaft is controlled to be (1- ⁇ ) ⁇ Tr .
  • Sub-mode B2 When T reg ⁇ T r ⁇ T reg +T df , drive shaft energy recovery, drive shaft friction braking and non-drive shaft friction braking are performed simultaneously, wherein T df is the maximum value of the drive shaft friction braking torque; at this time, the drive shaft energy recovery torque is controlled to be T reg , the drive shaft friction braking torque is controlled to be ⁇ T r -T reg , and the non-drive shaft friction braking torque is controlled to be (1- ⁇ ) ⁇ T r .
  • Sub-mode B3 When ⁇ T r >T reg +T df , and T r ⁇ T reg +T nf +T df , drive shaft energy recovery, drive shaft friction braking and non-drive shaft friction braking are performed simultaneously, wherein T nf is the maximum value of the non-drive shaft friction braking torque; at this time, the drive shaft energy recovery torque is controlled to be T reg , the drive shaft friction braking torque is controlled to be T df , and the non-drive shaft friction braking torque is controlled to be T r -T reg -T df .
  • the braking torque coefficient ⁇ allocated to the driving shaft is usually relatively large.
  • Tr ⁇ T reg +T nf +T df there is no situation where the non-driving shaft braking torque (1- ⁇ ) ⁇ Tr >T nf .
  • Sub-mode B4 When T r >T reg +T nf +T df , drive shaft energy recovery, drive shaft friction braking and non-drive shaft friction braking are performed simultaneously; at this time, the drive shaft energy recovery torque is controlled to be T reg , the drive shaft friction braking torque is controlled to be T df , and the non-drive shaft friction braking torque is controlled to be T nf .
  • the braking control method for a two-wheel drive electric vehicle of the present application combines the current vehicle speed, emergency braking status (determined by comparing the brake pedal stroke), and SOC status to automatically control the braking sequence and braking torque of the drive shaft energy recovery, drive shaft friction braking, and non-drive shaft friction braking.
  • the proportion of the electric motor braking torque in the total braking torque is reduced to reduce the electrical circulation between the motor and the battery, thereby improving the battery life while taking into account the energy recovery efficiency.
  • the control of the braking sequence and the braking torque size is divided into two more detailed parallel braking control methods, so as to achieve more precise braking control taking into account energy recovery and better improve battery life.
  • the driving shaft braking recovery torque is used first; when the driving shaft braking recovery torque cannot meet the braking demand, the non-driving shaft friction braking torque is used to supplement the braking torque; when the sum of the driving shaft braking recovery torque and the non-driving shaft friction braking torque still cannot meet the braking demand, the driving shaft friction braking torque is used to supplement the braking torque.
  • the braking torque demand is proportionally distributed to the drive axle and the non-drive axle;
  • the non-drive shaft braking torque is the non-drive shaft friction braking torque.
  • the drive shaft braking torque uses the drive shaft braking recovery torque first, and when it is insufficient, the drive shaft friction braking torque is used.
  • the present application further discloses a brake control device for a two-wheel drive electric vehicle.
  • the brake control device may include a signal acquisition unit 101 and a control unit 102 .
  • the signal acquisition unit 101 is used to collect the brake pedal position signal, the current vehicle speed V, and the current battery state of charge value SOC when the electric vehicle brakes.
  • the signal collection unit 101 can adopt a variety of known suitable devices.
  • the signal collection unit 101 includes at least an accelerator pedal sensor 1011, a vehicle speed sensor 1012 and an SOC signal collector 1013.
  • the accelerator pedal sensor 1011 is used to detect the brake pedal position signal; the vehicle speed sensor 1012 is used to detect the current vehicle speed V when the electric vehicle brakes; the SOC signal collector 1013 is used to collect the single cell voltage of the electric vehicle battery pack and calculate the current battery state of charge value SOC of the battery pack based on the single cell voltage.
  • control unit 102 can at least realize the following functions:
  • V low is a preset minimum vehicle speed threshold
  • SOC high is a preset maximum battery state of charge threshold
  • Be is a preset minimum brake pedal travel threshold
  • the braking sequence and torque magnitude of the drive shaft energy recovery, the drive shaft friction braking, and the non-drive shaft friction braking are controlled according to the preset first braking mode and the first braking torque ratio distribution scheme, wherein the control priority of the drive shaft energy recovery is higher than that of the non-drive shaft friction braking, and the control priority of the non-drive shaft friction braking is higher than that of the drive shaft friction braking, and V high is the preset maximum vehicle speed threshold V high ;
  • the braking sequence of the drive shaft energy recovery, the drive shaft friction braking, and the non-drive shaft friction braking, as well as the torque distribution ratio are adjusted according to the preset second braking mode and the second braking torque ratio distribution scheme.
  • the control is performed on the non-drive shaft friction braking, wherein the control priority of the non-drive shaft friction braking is higher than the drive shaft energy recovery, and the control priority of the drive shaft energy recovery is higher than the drive shaft friction braking.
  • control unit 102 includes at least a signal receiving unit 1021, a preset storage unit 1022, a comparison unit 1023, a control instruction generating unit 1024 and an instruction output unit 1025.
  • the signal receiving unit 1021 is used to receive all signals collected by the signal collecting unit;
  • the preset storage unit 1022 is used to preset and store the minimum vehicle speed threshold V low , the maximum vehicle speed threshold V low , the maximum battery state of charge threshold SOC high and the minimum brake pedal travel threshold Ba;
  • the comparison unit 1023 is used to compare the signal received by the signal receiving unit with the corresponding preset value in the preset unit.
  • the control instruction generation unit 1024 is used to generate corresponding control instructions for controlling the braking sequence and torque value of the drive shaft energy recovery, drive shaft friction braking and non-drive shaft friction braking after the comparison result in the comparison unit meets the predetermined condition.
  • the control instruction generation unit 1024 can further include a first instruction generation module and a second instruction generation module, wherein the first instruction generation module is used to generate the corresponding braking sequence control instruction according to the condition, and the second instruction generation module is used to generate the corresponding torque value control instruction according to the condition.
  • the instruction output unit 1025 is used to send the control instruction generated by the control instruction generating unit to the corresponding control object.
  • first and second braking modes and the first and second braking torque ratio distribution schemes mentioned in the braking control device for a two-wheel drive electric vehicle in the present application are the same as those in the braking control method of the first aspect mentioned above (and can be implemented by the control unit 102), so they will not be repeated here; in addition, the braking control device for a two-wheel drive electric vehicle in the present application can achieve the same technical effect as the above-mentioned braking control method, which will not be repeated here.

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

Abstract

A braking control method and device for a two-wheel drive electric vehicle. The braking control method comprises the following steps: acquiring a brake pedal position signal, a current vehicle speed V, and a current battery state of charge (SOC) value, and calculating a brake pedal stroke Ba; determining whether the current vehicle speed V, the current battery SOC value, and the brake pedal stroke Ba simultaneously satisfy preset relations; if the preset relations are satisfied, determining the relationship between the current vehicle speed V and a preset highest vehicle speed threshold Vhigh, and according to the determination result, selecting one of two parallel braking control modes for control; and if the relations are not satisfied, correspondingly controlling the magnitude of friction braking torques of a drive shaft and a non-drive shaft.

Description

用于两轮驱动电动车的制动控制方法及装置Braking control method and device for two-wheel drive electric vehicle 技术领域Technical Field
本申请属于电动车制动技术领域，具体涉及一种用于两轮驱动电动车的制动控制方法及装置。The present application belongs to the technical field of electric vehicle braking, and specifically relates to a braking control method and device for a two-wheel drive electric vehicle.
背景技术Background technique
制动能量回收是电动汽车提高能量使用率的方式之一。它能够将汽车制动时的动能通过电动机来转换为电池的电能存储，然后将其利用到牵引驱动中，避免了能量变为摩擦热能的损耗，以此提高能量的使用效率，增大电动汽车的续驶里程。Braking energy recovery is one of the ways for electric vehicles to improve energy utilization. It can convert the kinetic energy of the vehicle during braking into electrical energy storage in the battery through the electric motor, and then use it for traction drive, avoiding the loss of energy into frictional heat energy, thereby improving energy utilization efficiency and increasing the driving range of electric vehicles.
电动车的关键部件是电池，动力电池储存能量的多少是决定电动车续驶里程的重要因素。但是目前电池技术仍然是发展电动车的瓶颈，未能取得突破性进展，电动车的续驶里程还不能满足用户的需求。如果将车辆减速时的动能转化为电能，回收入电池，而不是摩擦浪费掉，这无疑相当于增加了电池的容量。在现有的技术条件下，这样做，对于提高电动车的续驶里程性能方面具有重要的意义。The key component of electric vehicles is the battery. The amount of energy stored in the power battery is an important factor in determining the driving range of electric vehicles. However, battery technology is still a bottleneck in the development of electric vehicles. No breakthrough has been made, and the driving range of electric vehicles cannot meet the needs of users. If the kinetic energy during vehicle deceleration is converted into electrical energy and recycled into the battery instead of being wasted by friction, it is undoubtedly equivalent to increasing the capacity of the battery. Under existing technical conditions, doing so is of great significance in improving the driving range performance of electric vehicles.
当前电动车能量回收策略更多专注于提高能量回收效率，力求在车辆行驶过程中尽可能多地回收能量，以更显著地提升续驶里程。但是，在较低车速下，发电机所能产生的电流相对较小，电池的充电效率并不理想，而且在此种低功率的充电状态会降低电力***，尤其是电池的使用寿命。The current energy recovery strategy of electric vehicles focuses more on improving energy recovery efficiency, striving to recover as much energy as possible during vehicle driving to significantly increase driving range. However, at lower vehicle speeds, the current that the generator can generate is relatively small, the battery charging efficiency is not ideal, and this low-power charging state will reduce the service life of the power system, especially the battery.
发明内容Summary of the invention
为了解决现有技术中存在的至少一个技术问题，本申请提供了一种用于两轮驱动电动车的制动控制方法及装置。In order to solve at least one technical problem existing in the prior art, the present application provides a braking control method and device for a two-wheel drive electric vehicle.
第一方面，本申请公开了一种用于两轮驱动电动车的制动控制方法，包括如下步骤：In a first aspect, the present application discloses a braking control method for a two-wheel drive electric vehicle, comprising the following steps:
步骤S1、获取电动车刹车时的刹车踏板位置信号、当前车速V以及当前电池荷电状态值SOC；Step S1, obtaining a brake pedal position signal, a current vehicle speed V, and a current battery state of charge value SOC when the electric vehicle brakes;
步骤S2、根据一个预设时间间隔t1内采集到的刹车踏板位置信号，计 算在该预设时间间隔t1内踩下的刹车踏板行程Ba；Step S2: Calculate the brake pedal position signal collected within a preset time interval t1. Calculate the brake pedal travel Ba depressed within the preset time interval t1 ;
步骤S3、判断当前车速V、当前电池荷电状态值SOC以及刹车踏板行程Ba是否同时满足如下关系式：
V＞Vlow，SOC＜SOChigh，Ba＜Be；Step S3: determine whether the current vehicle speed V, the current battery state of charge SOC and the brake pedal travel Ba simultaneously satisfy the following relationship:
V＞V low , SOC＜SOC high , Ba＜Be;
其中，Vlow是预设的最低车速阈值，SOChigh是预设的最大电池荷电状态阈值，Be是预设的最小刹车踏板行程阈值；Wherein, V low is the preset minimum vehicle speed threshold, SOC high is the preset maximum battery state of charge threshold, and Be is the preset minimum brake pedal travel threshold;
如果满足，则进行步骤S4；否则，按照固定分配比例分别对驱动轴和非驱动轴的摩擦制动力矩大小进行控制；If the conditions are met, proceed to step S4; otherwise, the friction braking torques of the drive shaft and the non-drive shaft are controlled according to a fixed distribution ratio;
步骤S4、判断当前车速V与预设的最高车速阈值Vhigh的关系；当V大于Vhigh时，进行步骤S5；当V小于Vhigh时，进行步骤S6；Step S4, determining the relationship between the current vehicle speed V and the preset maximum vehicle speed threshold V high ; when V is greater than V high , proceeding to step S5; when V is less than V high , proceeding to step S6;
步骤S5、按照预设的第一制动模式和第一制动力矩比例分配方案，对驱动轴能量回收、驱动轴摩擦制动和非驱动轴摩擦制动的制动顺序以及力矩大小进行控制，其中，驱动轴能量回收的控制优先级高于非驱动轴摩擦制动，非驱动轴摩擦制动的控制优先级又高于驱动轴摩擦制动；Step S5, according to the preset first braking mode and the first braking torque ratio distribution scheme, the braking sequence and torque size of the drive shaft energy recovery, the drive shaft friction braking and the non-drive shaft friction braking are controlled, wherein the control priority of the drive shaft energy recovery is higher than that of the non-drive shaft friction braking, and the control priority of the non-drive shaft friction braking is higher than that of the drive shaft friction braking;
步骤S6、按照预设的第二制动模式和第二制动力矩比例分配方案，对驱动轴能量回收、驱动轴摩擦制动和非驱动轴摩擦制动的制动顺序以及力矩大小进行控制，其中，非驱动轴摩擦制动的控制优先级高于驱动轴能量回收，驱动轴能量回收的控制优先级又高于驱动轴摩擦制动。Step S6, according to the preset second braking mode and second braking torque ratio distribution scheme, the braking sequence and torque size of the drive shaft energy recovery, drive shaft friction braking and non-drive shaft friction braking are controlled, wherein the control priority of the non-drive shaft friction braking is higher than that of the drive shaft energy recovery, and the control priority of the drive shaft energy recovery is higher than that of the drive shaft friction braking.
根据本申请的至少一个实施方式，所述步骤S5中，所述第一制动模式包括如下并列的子模式：According to at least one embodiment of the present application, in step S5, the first braking mode includes the following parallel sub-modes:
子模式A1：当Treg>Tr时，仅进行驱动轴能量回收，其中，Treg是驱动轴能量回收所能产生的最大制动力矩，Tr是根据当前车速V计算得出的总制动力矩；Sub-mode A1: When T reg > Tr , only drive shaft energy recovery is performed, where T reg is the maximum braking torque that can be generated by drive shaft energy recovery, and Tr is the total braking torque calculated based on the current vehicle speed V;
子模式A2：当α·Tr<Treg<Tr时，同时进行驱动轴能量回收和非驱动轴摩擦制动，其中，α是所述步骤S3中驱动轴与非驱动轴摩擦制动力矩的固定分配比例中，关于驱动轴分配的摩擦制动力矩系数；Sub-mode A2: when α·T r <T reg <T r , energy recovery of the drive shaft and friction braking of the non-drive shaft are performed simultaneously, wherein α is the friction braking torque coefficient allocated to the drive shaft in the fixed allocation ratio of the friction braking torque of the drive shaft and the non-drive shaft in step S3;
子模式A3：当Treg<α·Tr，且Tr<Treg+Tnf时，同时进行驱动轴能量回收和非驱动轴摩擦制动，其中，Tnf是非驱动轴摩擦制动力矩最大值；Sub-mode A3: when T reg <α·T r , and T r <T reg +T nf , drive shaft energy recovery and non-drive shaft friction braking are performed simultaneously, where T nf is the maximum value of the non-drive shaft friction braking torque;
子模式A4：当Treg<α·Tr，且Treg+Tnf<Tr<Treg+Tnf+Tdf时，同时进行驱动轴能量回收、驱动轴摩擦制动以及非驱动轴摩擦制动，其中，Tdf是驱动轴摩擦制动力矩最大值；Sub-mode A4: when T reg <α·T r , and T reg +T nf <T r <T reg +T nf +T df , drive shaft energy recovery, drive shaft friction braking and non-drive shaft friction braking are performed simultaneously, wherein T df is the maximum value of the drive shaft friction braking torque;
子模式A5：当Tr>Treg+Tnf+Tdf时，同时进行驱动轴能量回收、驱动轴 摩擦制动以及非驱动轴摩擦制动。Sub-mode A5: When T r >T reg +T nf +T df , the drive shaft energy recovery and drive shaft Friction brake and non-driven axle friction brake.
根据本申请的至少一个实施方式，所述步骤S5中，所述第一制动力矩比例分配方案与所述第一制动模式的各子模式相对应，其中：According to at least one embodiment of the present application, in step S5, the first braking torque ratio distribution scheme corresponds to each sub-mode of the first braking mode, wherein:
针对子模式A1，控制驱动轴能量回收力矩为Tr；For sub-mode A1, the energy recovery torque of the drive shaft is controlled to be Tr ;
针对子模式A2，控制驱动轴能量回收力矩为α·Tr，非驱动轴摩擦制动力矩为(1-α)·Tr；For sub-mode A2, the energy recovery torque of the driving shaft is controlled to be α·T r , and the friction braking torque of the non-driving shaft is controlled to be (1-α)·T r ;
针对子模式A3，控制驱动轴能量回收力矩为Treg，非驱动轴摩擦制动力矩为Tnf＝Tr-Treg；For sub-mode A3, the energy recovery torque of the driving shaft is controlled to be T reg , and the friction braking torque of the non-driving shaft is controlled to be T nf = Tr -T reg ;
针对子模式A4，控制驱动轴能量回收力矩为Treg，驱动轴摩擦制动力矩为Tr-Tnf-Treg，非驱动轴摩擦制动力矩为Tnf；For sub-mode A4, the energy recovery torque of the driving shaft is controlled to be T reg , the friction braking torque of the driving shaft is controlled to be T r -T nf -T reg , and the friction braking torque of the non-driving shaft is controlled to be T nf ;
针对子模式A5，控制驱动轴能量回收力矩为Treg，驱动轴摩擦制动力矩为Tdf，非驱动轴摩擦制动力矩为Tnf。For sub-mode A5 , the energy recovery torque of the driving shaft is controlled to be T reg , the friction braking torque of the driving shaft is controlled to be T df , and the friction braking torque of the non-driving shaft is controlled to be T nf .
根据本申请的至少一个实施方式，所述步骤S6中，所述第二制动模式包括如下并列的子模式：According to at least one embodiment of the present application, in step S6, the second braking mode includes the following parallel sub-modes:
子模式B1：当Treg>α·Tr时，同时进行驱动轴能量回收和非驱动轴摩擦制动，其中，Treg是驱动轴能量回收所能产生的最大制动力矩，Tr是根据当前车速V计算得出的总制动力矩，α是所述步骤S3中驱动轴与非驱动轴摩擦制动力矩的固定分配比例中，关于驱动轴分配的摩擦制动力矩系数；Sub-mode B1: when T reg >α· Tr , drive shaft energy recovery and non-drive shaft friction braking are performed simultaneously, wherein T reg is the maximum braking torque that can be generated by drive shaft energy recovery, Tr is the total braking torque calculated according to the current vehicle speed V, and α is the friction braking torque coefficient allocated to the drive shaft in the fixed allocation ratio of the drive shaft and non-drive shaft friction braking torque in step S3;
子模式B2：当Treg<α·Tr<Treg+Tdf时，同时进行驱动轴能量回收、驱动轴摩擦制动以及非驱动轴摩擦制动，其中，Tdf是驱动轴摩擦制动力矩最大值；Sub-mode B2: when T reg <α·T r <T reg +T df , drive shaft energy recovery, drive shaft friction braking and non-drive shaft friction braking are performed simultaneously, wherein T df is the maximum value of the drive shaft friction braking torque;
子模式B3：当α·Tr>Treg+Tdf，且Tr<Treg+Tnf+Tdf时，同时进行驱动轴能量回收、驱动轴摩擦制动以及非驱动轴摩擦制动，其中，Tnf是非驱动轴摩擦制动力矩最大值；Sub-mode B3: when α·T r >T reg +T df , and T r <T reg +T nf +T df , drive shaft energy recovery, drive shaft friction braking and non-drive shaft friction braking are performed simultaneously, wherein T nf is the maximum value of the non-drive shaft friction braking torque;
子模式B4：当Tr>Treg+Tnf+Tdf时，同时进行驱动轴能量回收、驱动轴摩擦制动以及非驱动轴摩擦制动。Sub-mode B4: When T r >T reg +T nf +T df , drive shaft energy recovery, drive shaft friction braking and non-drive shaft friction braking are performed simultaneously.
根据本申请的至少一个实施方式，所述步骤S5中，所述第一制动力矩比例分配方案与所述第一制动模式的各子模式相对应，其中：According to at least one embodiment of the present application, in step S5, the first braking torque ratio distribution scheme corresponds to each sub-mode of the first braking mode, wherein:
针对子模式B1，控制驱动轴能量回收力矩为α·Tr，非驱动轴摩擦制动力矩为(1-α)·Tr；For sub-mode B1, the energy recovery torque of the driving shaft is controlled to be α·T r , and the friction braking torque of the non-driving shaft is controlled to be (1-α)·T r ;
针对子模式B2，控制驱动轴能量回收力矩为Treg，驱动轴摩擦制动力 矩为α·Tr-Treg，非驱动轴摩擦制动力矩为(1-α)·Tr；For sub-mode B2, the drive shaft energy recovery torque is controlled to be T reg and the drive shaft friction braking force is The torque is α·T r -T reg , and the friction braking torque of the non-driving shaft is (1-α)·T r ;
针对子模式B3，控制驱动轴能量回收力矩为Treg，驱动轴摩擦制动力矩为Tdf，非驱动轴摩擦制动力矩为Tr-Treg-Tdf；For sub-mode B3, the energy recovery torque of the driving shaft is controlled to be T reg , the friction braking torque of the driving shaft is controlled to be T df , and the friction braking torque of the non-driving shaft is controlled to be Tr -T reg -T df ;
针对子模式B4，控制驱动轴能量回收力矩为Treg，驱动轴摩擦制动力矩为Tdf，非驱动轴摩擦制动力矩为Tnf。For sub-mode B4 , the energy recovery torque of the driving shaft is controlled to be T reg , the friction braking torque of the driving shaft is controlled to be T df , and the friction braking torque of the non-driving shaft is controlled to be T nf .
根据本申请的至少一个实施方式，在所述步骤S3中驱动轴与非驱动轴摩擦制动力矩的固定分配比例中，驱动轴分配的摩擦制动力矩系数α的值大于0.5。According to at least one embodiment of the present application, in the fixed distribution ratio of the friction braking torque of the drive shaft and the non-drive shaft in step S3, the value of the friction braking torque coefficient α distributed to the drive shaft is greater than 0.5.
第二方面，本申请还公开了一种用于两轮驱动电动车的制动控制装置，包括：In a second aspect, the present application further discloses a brake control device for a two-wheel drive electric vehicle, comprising:
信号采集单元，用于采集电动车刹车时的刹车踏板位置信号、当前车速V以及当前电池荷电状态值SOC；A signal acquisition unit is used to collect the brake pedal position signal, the current vehicle speed V and the current battery state of charge value SOC when the electric vehicle brakes;
控制单元，用于：Control unit for:
根据一个预设时间间隔t1内采集到的刹车踏板位置信号，计算在该预设时间间隔t1内踩下的刹车踏板行程Ba；According to the brake pedal position signal collected within a preset time interval t1 , the brake pedal stroke Ba depressed within the preset time interval t1 is calculated;
当判断V＞Vlow、SOC＜SOChigh、Ba＜Be三个条件中有任何一个未达成时，按照固定分配比例分别对驱动轴和非驱动轴的摩擦制动力矩大小进行控制，其中，Vlow是预设的最低车速阈值，SOChigh是预设的最大电池荷电状态阈值，Be是预设的最小刹车踏板行程阈值；When it is determined that any of the three conditions of V＞V low , SOC＜SOC high , and Ba＜Be is not met, the friction braking torques of the drive shaft and the non-drive shaft are controlled according to a fixed distribution ratio, wherein V low is a preset minimum vehicle speed threshold, SOC high is a preset maximum battery state of charge threshold, and Be is a preset minimum brake pedal travel threshold;
当判断V＞Vhigh、SOC＜SOChigh、Ba＜Be三个条件都达成时，按照预设的第一制动模式和第一制动力矩比例分配方案，对驱动轴能量回收、驱动轴摩擦制动和非驱动轴摩擦制动的制动顺序以及力矩大小进行控制，其中，驱动轴能量回收的控制优先级高于非驱动轴摩擦制动，非驱动轴摩擦制动的控制优先级又高于驱动轴摩擦制动，Vhigh是预设的最高车速阈值Vhigh；When it is determined that the three conditions of V＞V high , SOC＜SOC high , and Ba＜Be are all met, the braking sequence and torque magnitude of the drive shaft energy recovery, the drive shaft friction braking, and the non-drive shaft friction braking are controlled according to the preset first braking mode and the first braking torque ratio distribution scheme, wherein the control priority of the drive shaft energy recovery is higher than that of the non-drive shaft friction braking, and the control priority of the non-drive shaft friction braking is higher than that of the drive shaft friction braking, and V high is the preset maximum vehicle speed threshold value V high ;
当判断Vlow＜V＜Vhigh、SOC＜SOChigh、Ba＜Be三个条件都达成时，按照预设的第二制动模式和第二制动力矩比例分配方案，对驱动轴能量回收、驱动轴摩擦制动和非驱动轴摩擦制动的制动顺序以及力矩大小进行控制，其中，非驱动轴摩擦制动的控制优先级高于驱动轴能量回收，驱动轴能量回收的控制优先级又高于驱动轴摩擦制动。When it is determined that the three conditions of V low ＜V＜V high , SOC＜SOC high , and Ba＜Be are all met, the braking sequence and torque size of the drive shaft energy recovery, drive shaft friction braking and non-drive shaft friction braking are controlled according to the preset second braking mode and second braking torque ratio distribution scheme, wherein the control priority of the non-drive shaft friction braking is higher than that of the drive shaft energy recovery, and the control priority of the drive shaft energy recovery is higher than that of the drive shaft friction braking.
根据本申请的至少一个实施方式，所述信号采集单元包括： According to at least one embodiment of the present application, the signal acquisition unit includes:
油门踏板传感器，用于检测刹车踏板位置信号；The accelerator pedal sensor is used to detect the brake pedal position signal;
车速传感器，用于检测电动车刹车时的当前车速V；The vehicle speed sensor is used to detect the current vehicle speed V when the electric vehicle brakes;
SOC信号采集器，用于采集电动车电池组的单体电压，根据所述单体电压计算出电池组的当前电池荷电状态值SOC。The SOC signal collector is used to collect the single cell voltage of the electric vehicle battery pack and calculate the current battery state of charge value SOC of the battery pack according to the single cell voltage.
根据本申请的至少一个实施方式，所述控制单元包括：According to at least one embodiment of the present application, the control unit includes:
信号接收单元，用于接收所述信号采集单元采集到的所有信号；A signal receiving unit, used to receive all signals collected by the signal collecting unit;
预设存储单元，用于预设并存储最低车速阈值Vlow、最高车速阈值Vlow、最大电池荷电状态阈值SOChigh以及最小刹车踏板行程阈值Ba；A preset storage unit, used to preset and store a minimum vehicle speed threshold V low , a maximum vehicle speed threshold V low , a maximum battery state of charge threshold SOC high and a minimum brake pedal travel threshold Ba;
比较单元，用于将所述信号接收单元所接收的信号与预设单元中相对应的预设值进行比较；A comparing unit, used for comparing the signal received by the signal receiving unit with a corresponding preset value in the preset unit;
控制指令生成单元，用于在所述比较单元中的比较结果满足预定条件后，生成对应的针对驱动轴能量回收、驱动轴摩擦制动以及非驱动轴摩擦制动的制动顺序以及力矩大小值进行控制的控制指令；A control instruction generating unit, configured to generate corresponding control instructions for controlling the braking sequence and torque value of the drive shaft energy recovery, the drive shaft friction braking and the non-drive shaft friction braking after the comparison result in the comparing unit meets a predetermined condition;
指令输出单元，用于将所述控制指令生成单元生成的控制指令发送给相应的控制对象。The instruction output unit is used to send the control instruction generated by the control instruction generating unit to the corresponding control object.
根据本申请的至少一个实施方式，所述控制指令生成单元包括：According to at least one embodiment of the present application, the control instruction generating unit includes:
第一指令生成模块，用于根据条件生成对应的制动顺序控制指令；A first instruction generation module, used to generate corresponding braking sequence control instructions according to conditions;
第二指令生成模块，用于根据条件生成对应的力矩大小值控制指令。The second instruction generation module is used to generate corresponding torque magnitude value control instructions according to conditions.
本申请至少存在以下有益技术效果：This application has at least the following beneficial technical effects:
1)本申请的用于两轮驱动电动车的制动控制方法及装置中，综合了当前车速、紧急制动状态(通过刹车踏板行程的比对判断)、SOC状态，来对驱动轴能量回收、驱动轴摩擦制动以及非驱动轴摩擦制动的制动顺序和制动力矩大小进行自动控制，在较低车速时，通过减少电动机制动力矩在总制动力矩中的占比，来减少电机与电池间的电循环，在兼顾能量回收效率的同时，改善电池使用寿命；1) In the braking control method and device for a two-wheel drive electric vehicle of the present application, the current vehicle speed, emergency braking state (judged by comparing the brake pedal stroke), and SOC state are integrated to automatically control the braking sequence and braking torque of the drive shaft energy recovery, drive shaft friction braking, and non-drive shaft friction braking. At a lower vehicle speed, the proportion of the motor torque in the total braking torque is reduced to reduce the electrical cycle between the motor and the battery, thereby improving the battery life while taking into account the energy recovery efficiency;
2)本申请的用于两轮驱动电动车的制动控制方法及装置中，在当前电池荷电状态值SOC和刹车踏板行程Ba均满足判断条件的情况下，还根据当前车速V的V＞Vhigh和Vlow＜V＜Vhigh判断条件将制动顺序和制动力矩大小的控制方法进行进一步的细分，达到更加精准的兼顾能量回收的制动控制，更好地改善电池寿命。 2) In the braking control method and device for a two-wheel drive electric vehicle of the present application, when the current battery state of charge value SOC and brake pedal travel Ba both meet the judgment conditions, the control method of the braking sequence and the braking torque size is further subdivided according to the judgment conditions of V＞V high and V low ＜V＜V high of the current vehicle speed V, so as to achieve more precise braking control that takes into account energy recovery and better improve battery life.
附图说明BRIEF DESCRIPTION OF THE DRAWINGS
图1是本申请用于两轮驱动电动车的制动控制方法的流程框图；FIG1 is a flowchart of a braking control method for a two-wheel drive electric vehicle according to the present invention;
图2是本申请用于两轮驱动电动车的制动控制方法的其中一种制动模式的执行逻辑流程图；FIG2 is a logic flow chart of the execution of one braking mode of the braking control method for a two-wheel drive electric vehicle of the present application;
图3是与图2的制动模式相对应的制动力矩分配策略图；FIG3 is a braking torque distribution strategy diagram corresponding to the braking mode of FIG2 ;
图4是本申请用于两轮驱动电动车的制动控制方法的另一种制动模式的执行逻辑流程图；FIG4 is a logic flow chart of another braking mode of the braking control method for a two-wheel drive electric vehicle of the present application;
图5是与图4的制动模式相对应的制动力矩分配策略图；FIG5 is a braking torque distribution strategy diagram corresponding to the braking mode of FIG4 ;
图6是本申请用于两轮驱动电动车的制动控制装置的结构框图；FIG6 is a structural block diagram of a brake control device for a two-wheel drive electric vehicle according to the present application;
图7是本申请用于两轮驱动电动车的制动控制装置中信号采集单元的结构框图；FIG7 is a structural block diagram of a signal acquisition unit in a brake control device for a two-wheel drive electric vehicle according to the present application;
图8是本申请用于两轮驱动电动车的制动控制装置中控制单元的结构框图；FIG8 is a structural block diagram of a control unit in a brake control device for a two-wheel drive electric vehicle of the present application;
其中：
信号采集单元-101；
油门踏板传感器-1011；车速传感器-1012；SOC信号采集器-1013；
控制单元-102；
信号接收单元-1021；预设存储单元-1022；比较单元-1023；控制指
令生成单元-1024；指令输出单元-1025。in:
Signal acquisition unit-101;
Accelerator pedal sensor-1011; Vehicle speed sensor-1012; SOC signal collector-1013;
Control unit-102;
Signal receiving unit-1021; preset storage unit-1022; comparison unit-1023; control instruction generating unit-1024; instruction output unit-1025.
具体实施方式Detailed ways
为使本申请实施的目的、技术方案和优点更加清楚，下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行更加详细的描述。In order to make the purpose, technical solutions and advantages of the implementation of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below in conjunction with the drawings in the embodiments of this application.
以下描述中，为了说明而不是为了限定，提出了诸如特定***结构、技术之类的具体细节，以便透彻理解本申请实施例。然而，本领域技术人员应当清楚，在没有这些具体细节的其他实施例中也可以实现本申请。在其他情况中，省略对众所周知的***、装置、电路以及方法的详细说明，以免不必要的细节妨碍本申请的描述。In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.
需要说明的是，两轮驱动的纯电动车绝大部分为前轮驱动，本申请所述的制动控制策略(方法和装置)在应用过程中，只需区分驱动轴和非驱动轴，与车辆采用前轮驱动或后轮驱动无关，因此本申请所述的制 动控制策略同时适用于前轮驱动和后轮驱动的纯电动车。It should be noted that most two-wheel drive pure electric vehicles are front-wheel drive. During the application process, the braking control strategy (method and device) described in this application only needs to distinguish between the drive shaft and the non-drive shaft, and has nothing to do with whether the vehicle is front-wheel drive or rear-wheel drive. Therefore, the braking control strategy (method and device) described in this application only needs to distinguish between the drive shaft and the non-drive shaft. The dynamic control strategy is applicable to both front-wheel drive and rear-wheel drive pure electric vehicles.
第一方面，本申请公开了一种用于两轮驱动电动车的制动控制方法，参照图1所示，该制动控制方法包括如下步骤：In a first aspect, the present application discloses a braking control method for a two-wheel drive electric vehicle. As shown in FIG1 , the braking control method comprises the following steps:
步骤S1、获取电动车刹车时的刹车踏板位置信号、当前车速V以及当前电池荷电状态值SOC。Step S1, obtaining a brake pedal position signal, a current vehicle speed V, and a current battery state of charge value SOC when the electric vehicle brakes.
步骤S2、根据一个预设时间间隔t1内采集到的刹车踏板位置信号，计算在该预设时间间隔t1内踩下的刹车踏板行程Ba。Step S2: Calculate the brake pedal travel Ba depressed within a preset time interval t1 according to the brake pedal position signal collected within the preset time interval t1 .
其中，预设时间间隔t1的是从驾驶员踩下刹车踏板时开始计算，其主要用于判断在该时间间隔内刹车踏板行程大小，从而判断采取该刹车行为的车辆是否属于紧急制动状态(例如当Ba＜Be则判断为非紧急制动状态，Ba＞Be则判断为紧急制动状态)，因此，预设时间间隔t1的值可以根据具体操作需要进行适合的设置。Among them, the preset time interval t1 is calculated from the time when the driver steps on the brake pedal. It is mainly used to determine the brake pedal stroke within the time interval, so as to determine whether the vehicle taking the braking action is in an emergency braking state (for example, when Ba＜Be, it is judged as a non-emergency braking state, and Ba＞Be, it is judged as an emergency braking state). Therefore, the value of the preset time interval t1 can be appropriately set according to specific operation needs.
步骤S3、判断当前车速V、当前电池荷电状态值SOC以及刹车踏板行程Ba是否同时满足如下关系式：
V＞Vlow，SOC＜SOChigh，Ba＜Be；Step S3: determine whether the current vehicle speed V, the current battery state of charge SOC and the brake pedal travel Ba simultaneously satisfy the following relationship:
V＞V low , SOC＜SOC high , Ba＜Be;
其中，Vlow是预设的最低车速阈值，SOChigh是预设的最大电池荷电状态阈值，Be是预设的最小刹车踏板行程阈值；Wherein, V low is the preset minimum vehicle speed threshold, SOC high is the preset maximum battery state of charge threshold, and Be is the preset minimum brake pedal travel threshold;
如果满足上述关系式，则进行后续的步骤S4；如果不满足上述关系式，则按照固定分配比例分别对驱动轴和非驱动轴的摩擦制动力矩大小进行控制。其中，该固定分配比例通常是根据车辆前后制动性能、前后配重比、驾驶舒适性能等进行适合的设置，本实施例中，优选驱动轴与非驱动轴摩擦制动力矩的固定分配比例中，驱动轴分配的摩擦制动力矩系数α的值大于0.5。If the above relationship is satisfied, the subsequent step S4 is performed; if the above relationship is not satisfied, the friction braking torque of the drive shaft and the non-drive shaft are controlled according to the fixed distribution ratio. The fixed distribution ratio is usually appropriately set according to the front and rear braking performance of the vehicle, the front and rear weight distribution ratio, the driving comfort performance, etc. In this embodiment, it is preferred that the fixed distribution ratio of the friction braking torque of the drive shaft and the non-drive shaft is such that the value of the friction braking torque coefficient α allocated to the drive shaft is greater than 0.5.
步骤S4、判断当前车速V与预设的最高车速阈值Vhigh的关系；当V大于Vhigh时，进行步骤S5；当V小于Vhigh时(由于步骤S3中判断了V＞Vlow，因此此处相当于是Vlow＜V＜Vhigh)，进行步骤S6。Step S4, determine the relationship between the current vehicle speed V and the preset maximum vehicle speed threshold V high ; when V is greater than V high , proceed to step S5; when V is less than V high (since V>V low is determined in step S3, it is equivalent to V low <V<V high here), proceed to step S6.
步骤S5、按照预设的第一制动模式和第一制动力矩比例分配方案，对驱动轴能量回收、驱动轴摩擦制动和非驱动轴摩擦制动的制动顺序以及力矩大小进行控制，其中，驱动轴能量回收的控制优先级高于非驱动轴摩擦制动，非驱动轴摩擦制动的控制优先级又高于驱动轴摩擦制动。Step S5, according to the preset first braking mode and the first braking torque ratio distribution scheme, the braking sequence and torque size of the drive shaft energy recovery, drive shaft friction braking and non-drive shaft friction braking are controlled, wherein the control priority of the drive shaft energy recovery is higher than that of the non-drive shaft friction braking, and the control priority of the non-drive shaft friction braking is higher than that of the drive shaft friction braking.
步骤S6、按照预设的第二制动模式和第二制动力矩比例分配方案，对驱动轴能量回收、驱动轴摩擦制动和非驱动轴摩擦制动的制动顺序以 及力矩大小进行控制，其中，非驱动轴摩擦制动的控制优先级高于驱动轴能量回收，驱动轴能量回收的控制优先级又高于驱动轴摩擦制动。Step S6: According to the preset second braking mode and the second braking torque ratio distribution scheme, the braking sequence of the drive shaft energy recovery, the drive shaft friction braking and the non-drive shaft friction braking is as follows: The control priority of non-drive shaft friction braking is higher than that of drive shaft energy recovery, and the control priority of drive shaft energy recovery is higher than that of drive shaft friction braking.
需要说明的是，上述步骤S5和步骤S6相当于是在当前电池荷电状态值SOC和刹车踏板行程Ba均满足判断条件的情况下，根据V＞Vhigh和Vlow＜V＜Vhigh判断条件将制动顺序和制动力矩大小的控制(此处统称制动控制)分为两种并列的制动控制方式，下面将对这两种制动控制方式进行详细说明。It should be noted that the above steps S5 and S6 are equivalent to dividing the control of the braking sequence and the braking torque (collectively referred to as braking control here) into two parallel braking control modes according to the judgment conditions of V＞V high and V low ＜V＜V high when the current battery state of charge value SOC and the brake pedal stroke Ba both meet the judgment conditions. These two braking control modes will be described in detail below.
如图2和图3所示，在步骤S5中的第一制动模式包括的并列的子模式以及与各子模式相对应的第一制动力矩比例分配方案如下：As shown in FIG. 2 and FIG. 3 , the first braking mode in step S5 includes parallel sub-modes and the first braking torque ratio distribution scheme corresponding to each sub-mode is as follows:
子模式A1：当Treg>Tr时，仅进行驱动轴能量回收，其中，Treg是驱动轴能量回收所能产生的最大制动力矩，Tr是根据当前车速V计算得出的总制动力矩；此时，是控制驱动轴能量回收力矩为Tr。Sub-mode A1: When T reg > Tr , only drive shaft energy recovery is performed, where T reg is the maximum braking torque that can be generated by drive shaft energy recovery, and Tr is the total braking torque calculated according to the current vehicle speed V; at this time, the drive shaft energy recovery torque is controlled to be Tr .
子模式A2：当α·Tr<Treg<Tr时，同时进行驱动轴能量回收和非驱动轴摩擦制动，其中，α是步骤S3中驱动轴与非驱动轴摩擦制动力矩的固定分配比例中，关于驱动轴分配的摩擦制动力矩系数；此时，是控制驱动轴能量回收力矩为α·Tr，非驱动轴摩擦制动力矩为(1-α)·Tr。Sub-mode A2: When α·T r <T reg <T r , drive shaft energy recovery and non-drive shaft friction braking are performed simultaneously, wherein α is the friction braking torque coefficient allocated to the drive shaft in the fixed allocation ratio of the drive shaft and non-drive shaft friction braking torque in step S3; at this time, the drive shaft energy recovery torque is controlled to be α·T r , and the non-drive shaft friction braking torque is controlled to be (1-α)·T r .
子模式A3：当Treg<α·Tr，且Tr<Treg+Tnf时，同时进行驱动轴能量回收和非驱动轴摩擦制动，其中，Tnf是非驱动轴摩擦制动力矩最大值；此时，是控制驱动轴能量回收力矩为Treg，非驱动轴摩擦制动力矩为Tnf＝Tr-Treg。Sub-mode A3: When T reg <α·T r , and T r <T reg +T nf , drive shaft energy recovery and non-drive shaft friction braking are performed simultaneously, wherein T nf is the maximum value of the non-drive shaft friction braking torque; at this time, the drive shaft energy recovery torque is controlled to be T reg , and the non-drive shaft friction braking torque is controlled to be T nf = Tr -T reg .
子模式A4：当Treg<α·Tr，且Treg+Tnf<Tr<Treg+Tnf+Tdf时，同时进行驱动轴能量回收、驱动轴摩擦制动以及非驱动轴摩擦制动，其中，Tdf是驱动轴摩擦制动力矩最大值；此时，是控制驱动轴能量回收力矩为Treg，驱动轴摩擦制动力矩为Tr-Tnf-Treg，非驱动轴摩擦制动力矩为Tnf。Sub-mode A4: when T reg <α·T r , and T reg +T nf <T r <T reg +T nf +T df , drive shaft energy recovery, drive shaft friction braking and non-drive shaft friction braking are performed simultaneously, wherein T df is the maximum value of the drive shaft friction braking torque; at this time, the drive shaft energy recovery torque is controlled to be T reg , the drive shaft friction braking torque is controlled to be T r -T nf -T reg , and the non-drive shaft friction braking torque is controlled to be T nf .
子模式A5：当Tr>Treg+Tnf+Tdf时，同时进行驱动轴能量回收、驱动轴摩擦制动以及非驱动轴摩擦制动；此时，是控制驱动轴能量回收力矩为Treg，驱动轴摩擦制动力矩为Tdf，非驱动轴摩擦制动力矩为Tnf。Sub-mode A5: When T r >T reg +T nf +T df , drive shaft energy recovery, drive shaft friction braking and non-drive shaft friction braking are performed simultaneously; at this time, the drive shaft energy recovery torque is controlled to be T reg , the drive shaft friction braking torque is controlled to be T df , and the non-drive shaft friction braking torque is controlled to be T nf .
进一步的，如图4和图5所示，在步骤S5中的第二制动模式包括的并列的子模式以及与各子模式相对应的第二制动力矩比例分配方案如下：Further, as shown in FIG. 4 and FIG. 5 , the second braking mode in step S5 includes parallel sub-modes and the second braking torque ratio distribution scheme corresponding to each sub-mode is as follows:
子模式B1：当Treg>α·Tr时，同时进行驱动轴能量回收和非驱动轴摩擦制动，其中，Treg是驱动轴能量回收所能产生的最大制动力矩，Tr是根据当前车速V计算得出的总制动力矩，α是所述步骤S3中驱动轴与非驱动轴摩擦制动力矩的固定分配比例中，关于驱动轴分配的摩擦制动力矩系 数；此时，是控制驱动轴能量回收力矩为α·Tr，非驱动轴摩擦制动力矩为(1-α)·Tr。Sub-mode B1: When T reg >α· Tr , drive shaft energy recovery and non-drive shaft friction braking are performed simultaneously, wherein T reg is the maximum braking torque that can be generated by drive shaft energy recovery, Tr is the total braking torque calculated according to the current vehicle speed V, and α is the fixed distribution ratio of the friction braking torque of the drive shaft and the non-drive shaft in step S3, and the friction braking torque coefficient of the drive shaft is α. At this time, the energy recovery torque of the driving shaft is controlled to be α· Tr , and the friction braking torque of the non-driving shaft is controlled to be (1-α)· Tr .
子模式B2：当Treg<α·Tr<Treg+Tdf时，同时进行驱动轴能量回收、驱动轴摩擦制动以及非驱动轴摩擦制动，其中，Tdf是驱动轴摩擦制动力矩最大值；此时，是控制驱动轴能量回收力矩为Treg，驱动轴摩擦制动力矩为α·Tr-Treg，非驱动轴摩擦制动力矩为(1-α)·Tr。Sub-mode B2: When T reg <α·T r <T reg +T df , drive shaft energy recovery, drive shaft friction braking and non-drive shaft friction braking are performed simultaneously, wherein T df is the maximum value of the drive shaft friction braking torque; at this time, the drive shaft energy recovery torque is controlled to be T reg , the drive shaft friction braking torque is controlled to be α·T r -T reg , and the non-drive shaft friction braking torque is controlled to be (1-α)·T r .
子模式B3：当α·Tr>Treg+Tdf，且Tr<Treg+Tnf+Tdf时，同时进行驱动轴能量回收、驱动轴摩擦制动以及非驱动轴摩擦制动，其中，Tnf是非驱动轴摩擦制动力矩最大值；此时，是控制驱动轴能量回收力矩为Treg，驱动轴摩擦制动力矩为Tdf，非驱动轴摩擦制动力矩为Tr-Treg-Tdf。Sub-mode B3: When α·T r >T reg +T df , and T r <T reg +T nf +T df , drive shaft energy recovery, drive shaft friction braking and non-drive shaft friction braking are performed simultaneously, wherein T nf is the maximum value of the non-drive shaft friction braking torque; at this time, the drive shaft energy recovery torque is controlled to be T reg , the drive shaft friction braking torque is controlled to be T df , and the non-drive shaft friction braking torque is controlled to be T r -T reg -T df .
此处需要说明的是，通常驱动轴分配的制动力矩系数α较大，当Tr<Treg+Tnf+Tdf时，不存在非驱动轴制动力矩(1-α)·Tr>Tnf的情况。It should be noted here that the braking torque coefficient α allocated to the driving shaft is usually relatively large. When Tr <T reg +T nf +T df , there is no situation where the non-driving shaft braking torque (1-α)· Tr >T nf .
子模式B4：当Tr>Treg+Tnf+Tdf时，同时进行驱动轴能量回收、驱动轴摩擦制动以及非驱动轴摩擦制动；此时，是控制驱动轴能量回收力矩为Treg，驱动轴摩擦制动力矩为Tdf，非驱动轴摩擦制动力矩为Tnf。Sub-mode B4: When T r >T reg +T nf +T df , drive shaft energy recovery, drive shaft friction braking and non-drive shaft friction braking are performed simultaneously; at this time, the drive shaft energy recovery torque is controlled to be T reg , the drive shaft friction braking torque is controlled to be T df , and the non-drive shaft friction braking torque is controlled to be T nf .
综上，本申请的用于两轮驱动电动车的制动控制方法中，是综合了当前车速、紧急制动状态(通过刹车踏板行程的比对判断)、SOC状态，来对驱动轴能量回收、驱动轴摩擦制动以及非驱动轴摩擦制动的制动顺序和制动力矩大小进行自动控制，在较低车速时，通过减少电动机制动力矩在总制动力矩中的占比，来减少电机与电池间的电循环，在兼顾能量回收效率的同时，改善电池使用寿命。In summary, the braking control method for a two-wheel drive electric vehicle of the present application combines the current vehicle speed, emergency braking status (determined by comparing the brake pedal stroke), and SOC status to automatically control the braking sequence and braking torque of the drive shaft energy recovery, drive shaft friction braking, and non-drive shaft friction braking. At lower vehicle speeds, the proportion of the electric motor braking torque in the total braking torque is reduced to reduce the electrical circulation between the motor and the battery, thereby improving the battery life while taking into account the energy recovery efficiency.
进一步的，又根据V＞Vhigh和Vlow＜V＜Vhigh判断条件将制动顺序和制动力矩大小的控制分为两种更细分的并列的制动控制方式，达到更加精准的兼顾能量回收的制动控制，更好地改善电池寿命。Furthermore, according to the judgment conditions of V＞V high and V low ＜V＜V high, the control of the braking sequence and the braking torque size is divided into two more detailed parallel braking control methods, so as to achieve more precise braking control taking into account energy recovery and better improve battery life.
其中，针对第一种制动控制方式(其中包含了能量回收策略)，优先使用驱动轴制动回收力矩；驱动轴制动回收力矩不能满足制动需求时，使用非驱动轴摩擦制动力矩补充制动力矩；驱动轴制动回收力矩、非驱动轴摩擦制动力矩之和仍不能满足制动需求时，使用驱动轴摩擦制动力矩补充制动力矩。Among them, for the first braking control mode (which includes the energy recovery strategy), the driving shaft braking recovery torque is used first; when the driving shaft braking recovery torque cannot meet the braking demand, the non-driving shaft friction braking torque is used to supplement the braking torque; when the sum of the driving shaft braking recovery torque and the non-driving shaft friction braking torque still cannot meet the braking demand, the driving shaft friction braking torque is used to supplement the braking torque.
针对第二种制动控制方式(其中同样包含了能量回收策略)，是在车速低于设定阈值时，按比例将制动力矩需求分配给驱动轴、非驱动轴； 其中，非驱动轴制动力矩即非驱动轴摩擦制动力矩，驱动轴制动力矩优先使用驱动轴制动回收力矩，不足时再使用驱动轴摩擦制动力矩。For the second braking control mode (which also includes energy recovery strategy), when the vehicle speed is lower than the set threshold, the braking torque demand is proportionally distributed to the drive axle and the non-drive axle; Among them, the non-drive shaft braking torque is the non-drive shaft friction braking torque. The drive shaft braking torque uses the drive shaft braking recovery torque first, and when it is insufficient, the drive shaft friction braking torque is used.
第二方面，本申请还公开了一种用于两轮驱动电动车的制动控制装置，如图6所示，该制动控制装置可以包括信号采集单元101和控制单元102。In a second aspect, the present application further discloses a brake control device for a two-wheel drive electric vehicle. As shown in FIG6 , the brake control device may include a signal acquisition unit 101 and a control unit 102 .
具体的，信号采集单元101用于采集电动车刹车时的刹车踏板位置信号、当前车速V以及当前电池荷电状态值SOC。Specifically, the signal acquisition unit 101 is used to collect the brake pedal position signal, the current vehicle speed V, and the current battery state of charge value SOC when the electric vehicle brakes.
可以理解的是，为实现上述具体信号的采集，信号采集单元101可以采用已知的多种适合的器件，在本申请所提供的实施例中，如图7所示，信号采集单元101至少包括油门踏板传感器1011、车速传感器1012以及SOC信号采集器1013。It can be understood that, in order to realize the collection of the above-mentioned specific signals, the signal collection unit 101 can adopt a variety of known suitable devices. In the embodiment provided in the present application, as shown in Figure 7, the signal collection unit 101 includes at least an accelerator pedal sensor 1011, a vehicle speed sensor 1012 and an SOC signal collector 1013.
其中，油门踏板传感器1011用于检测刹车踏板位置信号；车速传感器1012用于检测电动车刹车时的当前车速V；SOC信号采集器1013用于采集电动车电池组的单体电压，并根据单体电压计算出电池组的当前电池荷电状态值SOC。Among them, the accelerator pedal sensor 1011 is used to detect the brake pedal position signal; the vehicle speed sensor 1012 is used to detect the current vehicle speed V when the electric vehicle brakes; the SOC signal collector 1013 is used to collect the single cell voltage of the electric vehicle battery pack and calculate the current battery state of charge value SOC of the battery pack based on the single cell voltage.
控制单元102作为主要功能部件，其至少能够实现如下功能：As a main functional component, the control unit 102 can at least realize the following functions:
1)根据一个预设时间间隔t1内采集到的刹车踏板位置信号，计算在该预设时间间隔t1内踩下的刹车踏板行程Ba；1) According to the brake pedal position signal collected within a preset time interval t1 , the brake pedal travel Ba depressed within the preset time interval t1 is calculated;
2)当判断V＞Vlow、SOC＜SOChigh、Ba＜Be三个条件中有任何一个未达成时，按照固定分配比例分别对驱动轴和非驱动轴的摩擦制动力矩大小进行控制，其中，Vlow是预设的最低车速阈值，SOChigh是预设的最大电池荷电状态阈值，Be是预设的最小刹车踏板行程阈值；2) When it is determined that any of the three conditions of V>V low , SOC<SOC high , and Ba<Be is not met, the friction braking torques of the drive shaft and the non-drive shaft are controlled according to a fixed distribution ratio, wherein V low is a preset minimum vehicle speed threshold, SOC high is a preset maximum battery state of charge threshold, and Be is a preset minimum brake pedal travel threshold;
3)当判断V＞Vhigh、SOC＜SOChigh、Ba＜Be三个条件都达成时，按照预设的第一制动模式和第一制动力矩比例分配方案，对驱动轴能量回收、驱动轴摩擦制动和非驱动轴摩擦制动的制动顺序以及力矩大小进行控制，其中，驱动轴能量回收的控制优先级高于非驱动轴摩擦制动，非驱动轴摩擦制动的控制优先级又高于驱动轴摩擦制动，Vhigh是预设的最高车速阈值Vhigh；3) When it is determined that the three conditions of V＞V high , SOC＜SOC high , and Ba＜Be are all met, the braking sequence and torque magnitude of the drive shaft energy recovery, the drive shaft friction braking, and the non-drive shaft friction braking are controlled according to the preset first braking mode and the first braking torque ratio distribution scheme, wherein the control priority of the drive shaft energy recovery is higher than that of the non-drive shaft friction braking, and the control priority of the non-drive shaft friction braking is higher than that of the drive shaft friction braking, and V high is the preset maximum vehicle speed threshold V high ;
4)当判断Vlow＜V＜Vhigh、SOC＜SOChigh、Ba＜Be三个条件都达成时，按照预设的第二制动模式和第二制动力矩比例分配方案，对驱动轴能量回收、驱动轴摩擦制动和非驱动轴摩擦制动的制动顺序以及力矩大 小进行控制，其中，非驱动轴摩擦制动的控制优先级高于驱动轴能量回收，驱动轴能量回收的控制优先级又高于驱动轴摩擦制动。4) When it is determined that the three conditions of V low <V <V high , SOC <SOC high , and Ba <Be are all met, the braking sequence of the drive shaft energy recovery, the drive shaft friction braking, and the non-drive shaft friction braking, as well as the torque distribution ratio are adjusted according to the preset second braking mode and the second braking torque ratio distribution scheme. The control is performed on the non-drive shaft friction braking, wherein the control priority of the non-drive shaft friction braking is higher than the drive shaft energy recovery, and the control priority of the drive shaft energy recovery is higher than the drive shaft friction braking.
可以理解的是，要实现上述功能的控制单元102的具体结构可根据需要进行适合的设置，在本申请所提供的实施例中，如图8所示，控制单元102至少包括信号接收单元1021、预设存储单元1022、比较单元1023、控制指令生成单元1024以及指令输出单元1025。It can be understood that the specific structure of the control unit 102 to achieve the above functions can be appropriately set as needed. In the embodiment provided in the present application, as shown in Figure 8, the control unit 102 includes at least a signal receiving unit 1021, a preset storage unit 1022, a comparison unit 1023, a control instruction generating unit 1024 and an instruction output unit 1025.
具体的，信号接收单元1021用于接收信号采集单元采集到的所有信号；预设存储单元1022用于预设并存储最低车速阈值Vlow、最高车速阈值Vlow、最大电池荷电状态阈值SOChigh以及最小刹车踏板行程阈值Ba；比较单元1023用于将信号接收单元所接收的信号与预设单元中相对应的预设值进行比较。Specifically, the signal receiving unit 1021 is used to receive all signals collected by the signal collecting unit; the preset storage unit 1022 is used to preset and store the minimum vehicle speed threshold V low , the maximum vehicle speed threshold V low , the maximum battery state of charge threshold SOC high and the minimum brake pedal travel threshold Ba; the comparison unit 1023 is used to compare the signal received by the signal receiving unit with the corresponding preset value in the preset unit.
控制指令生成单元1024用于在比较单元中的比较结果满足预定条件后，生成对应的针对驱动轴能量回收、驱动轴摩擦制动以及非驱动轴摩擦制动的制动顺序以及力矩大小值进行控制的控制指令。本实施例中，控制指令生成单元1024又进一步可以包括第一指令生成模块和第二指令生成模块，其中，第一指令生成模块用于根据条件生成对应的制动顺序控制指令，第二指令生成模块用于根据条件生成对应的力矩大小值控制指令。The control instruction generation unit 1024 is used to generate corresponding control instructions for controlling the braking sequence and torque value of the drive shaft energy recovery, drive shaft friction braking and non-drive shaft friction braking after the comparison result in the comparison unit meets the predetermined condition. In this embodiment, the control instruction generation unit 1024 can further include a first instruction generation module and a second instruction generation module, wherein the first instruction generation module is used to generate the corresponding braking sequence control instruction according to the condition, and the second instruction generation module is used to generate the corresponding torque value control instruction according to the condition.
指令输出单元1025用于将控制指令生成单元生成的控制指令发送给相应的控制对象。The instruction output unit 1025 is used to send the control instruction generated by the control instruction generating unit to the corresponding control object.
还需要说明的是，本申请用于两轮驱动电动车的制动控制装置中提及的第一、第二制动模式和第一、第二制动力矩比例分配方案，是与上述第一方面制动控制方法中相同的(且可以通过控制单元102来实现)，因此不再赘述；另外，本申请用于两轮驱动电动车的制动控制装置能够达到与上述制动控制方法相同的技术效果，此处也不再赘述。It should also be noted that the first and second braking modes and the first and second braking torque ratio distribution schemes mentioned in the braking control device for a two-wheel drive electric vehicle in the present application are the same as those in the braking control method of the first aspect mentioned above (and can be implemented by the control unit 102), so they will not be repeated here; in addition, the braking control device for a two-wheel drive electric vehicle in the present application can achieve the same technical effect as the above-mentioned braking control method, which will not be repeated here.
以上所述，仅为本申请的具体实施方式，但本申请的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本申请揭露的技术范围内，可轻易想到的变化或替换，都应涵盖在本申请的保护范围之内。因此，本申请的保护范围应以所述权利要求的保护范围为准。 The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application shall be based on the protection scope of the claims.

Claims (10)

  1. 一种用于两轮驱动电动车的制动控制方法，其特征在于，包括如下步骤：A braking control method for a two-wheel drive electric vehicle, characterized in that it comprises the following steps:
    步骤S1、获取电动车刹车时的刹车踏板位置信号、当前车速V以及当前电池荷电状态值SOC；Step S1, obtaining a brake pedal position signal, a current vehicle speed V, and a current battery state of charge value SOC when the electric vehicle brakes;
    步骤S2、根据一个预设时间间隔t1内采集到的刹车踏板位置信号，计算在该预设时间间隔t1内踩下的刹车踏板行程Ba；Step S2, calculating the brake pedal travel Ba depressed within a preset time interval t1 according to the brake pedal position signal collected within the preset time interval t1 ;
    步骤S3、判断当前车速V、当前电池荷电状态值SOC以及刹车踏板行程Ba是否同时满足如下关系式：
    V＞Vlow，SOC＜SOChigh，Ba＜Be；    Step S3: determine whether the current vehicle speed V, the current battery state of charge SOC and the brake pedal travel Ba simultaneously satisfy the following relationship:
    V＞V low , SOC＜SOC high , Ba＜Be;
    其中，Vlow是预设的最低车速阈值，SOChigh是预设的最大电池荷电状态阈值，Be是预设的最小刹车踏板行程阈值；Wherein, V low is the preset minimum vehicle speed threshold, SOC high is the preset maximum battery state of charge threshold, and Be is the preset minimum brake pedal travel threshold;
    如果满足，则进行步骤S4；否则，按照固定分配比例分别对驱动轴和非驱动轴的摩擦制动力矩大小进行控制；If the conditions are met, proceed to step S4; otherwise, the friction braking torques of the drive shaft and the non-drive shaft are controlled according to a fixed distribution ratio;
    步骤S4、判断当前车速V与预设的最高车速阈值Vhigh的关系；当V大于Vhigh时，进行步骤S5；当V小于Vhigh时，进行步骤S6；Step S4, determining the relationship between the current vehicle speed V and a preset maximum vehicle speed threshold value V high ; when V is greater than V high , proceeding to step S5; when V is less than V high , proceeding to step S6;
    步骤S5、按照预设的第一制动模式和第一制动力矩比例分配方案，对驱动轴能量回收、驱动轴摩擦制动和非驱动轴摩擦制动的制动顺序以及力矩大小进行控制，其中，驱动轴能量回收的控制优先级高于非驱动轴摩擦制动，非驱动轴摩擦制动的控制优先级又高于驱动轴摩擦制动；Step S5, controlling the braking sequence and torque magnitude of drive shaft energy recovery, drive shaft friction braking and non-drive shaft friction braking according to the preset first braking mode and the first braking torque ratio distribution scheme, wherein the control priority of drive shaft energy recovery is higher than that of non-drive shaft friction braking, and the control priority of non-drive shaft friction braking is higher than that of drive shaft friction braking;
    步骤S6、按照预设的第二制动模式和第二制动力矩比例分配方案，对驱动轴能量回收、驱动轴摩擦制动和非驱动轴摩擦制动的制动顺序以及力矩大小进行控制，其中，非驱动轴摩擦制动的控制优先级高于驱动轴能量回收，驱动轴能量回收的控制优先级又高于驱动轴摩擦制动。Step S6, according to the preset second braking mode and second braking torque ratio distribution scheme, the braking sequence and torque size of the drive shaft energy recovery, drive shaft friction braking and non-drive shaft friction braking are controlled, wherein the control priority of the non-drive shaft friction braking is higher than that of the drive shaft energy recovery, and the control priority of the drive shaft energy recovery is higher than that of the drive shaft friction braking.
  2. 根据权利要求1所述的制动控制方法，其特征在于，所述步骤S5中，所述第一制动模式包括如下并列的子模式：The braking control method according to claim 1, characterized in that in step S5, the first braking mode includes the following parallel sub-modes:
    子模式A1：当Treg>Tr时，仅进行驱动轴能量回收，其中，Treg是驱动轴能量回收所能产生的最大制动力矩，Tr是根据当前车速V计算得出的总制动力矩；Sub-mode A1: When T reg > Tr , only drive shaft energy recovery is performed, where T reg is the maximum braking torque that can be generated by drive shaft energy recovery, and Tr is the total braking torque calculated based on the current vehicle speed V;
    子模式A2：当α·Tr<Treg<Tr时，同时进行驱动轴能量回收和非驱动轴 摩擦制动，其中，α是所述步骤S3中驱动轴与非驱动轴摩擦制动力矩的固定分配比例中，关于驱动轴分配的摩擦制动力矩系数；Sub-mode A2: When α·T r <T reg <T r , energy recovery of the drive shaft and non-drive shaft are performed simultaneously Friction braking, wherein α is the coefficient of the friction braking torque allocated to the driving shaft in the fixed allocation ratio of the friction braking torque of the driving shaft to the non-driving shaft in step S3;
    子模式A3：当Treg<α·Tr，且Tr<Treg+Tnf时，同时进行驱动轴能量回收和非驱动轴摩擦制动，其中，Tnf是非驱动轴摩擦制动力矩最大值；Sub-mode A3: when T reg <α·T r , and T r <T reg +T nf , drive shaft energy recovery and non-drive shaft friction braking are performed simultaneously, where T nf is the maximum value of the non-drive shaft friction braking torque;
    子模式A4：当Treg<α·Tr，且Treg+Tnf<Tr<Treg+Tnf+Tdf时，同时进行驱动轴能量回收、驱动轴摩擦制动以及非驱动轴摩擦制动，其中，Tdf是驱动轴摩擦制动力矩最大值；Sub-mode A4: when T reg <α·T r , and T reg +T nf <T r <T reg +T nf +T df , drive shaft energy recovery, drive shaft friction braking and non-drive shaft friction braking are performed simultaneously, wherein T df is the maximum value of the drive shaft friction braking torque;
    子模式A5：当Tr>Treg+Tnf+Tdf时，同时进行驱动轴能量回收、驱动轴摩擦制动以及非驱动轴摩擦制动。Sub-mode A5: When T r >T reg +T nf +T df , drive shaft energy recovery, drive shaft friction braking and non-drive shaft friction braking are performed simultaneously.
  3. 根据权利要求2所述的制动控制方法，其特征在于，所述步骤S5中，所述第一制动力矩比例分配方案与所述第一制动模式的各子模式相对应，其中：The braking control method according to claim 2, characterized in that in the step S5, the first braking torque ratio distribution scheme corresponds to each sub-mode of the first braking mode, wherein:
    针对子模式A1，控制驱动轴能量回收力矩为Tr；For sub-mode A1, the energy recovery torque of the drive shaft is controlled to be Tr ;
    针对子模式A2，控制驱动轴能量回收力矩为α·Tr，非驱动轴摩擦制动力矩为(1-α)·Tr；For sub-mode A2, the energy recovery torque of the driving shaft is controlled to be α·T r , and the friction braking torque of the non-driving shaft is controlled to be (1-α)·T r ;
    针对子模式A3，控制驱动轴能量回收力矩为Treg，非驱动轴摩擦制动力矩为Tnf＝Tr-Treg；For sub-mode A3, the energy recovery torque of the driving shaft is controlled to be T reg , and the friction braking torque of the non-driving shaft is controlled to be T nf = Tr -T reg ;
    针对子模式A4，控制驱动轴能量回收力矩为Treg，驱动轴摩擦制动力矩为Tr-Tnf-Treg，非驱动轴摩擦制动力矩为Tnf；For sub-mode A4, the energy recovery torque of the driving shaft is controlled to be T reg , the friction braking torque of the driving shaft is controlled to be T r -T nf -T reg , and the friction braking torque of the non-driving shaft is controlled to be T nf ;
    针对子模式A5，控制驱动轴能量回收力矩为Treg，驱动轴摩擦制动力矩为Tdf，非驱动轴摩擦制动力矩为Tnf。For sub-mode A5 , the energy recovery torque of the driving shaft is controlled to be T reg , the friction braking torque of the driving shaft is controlled to be T df , and the friction braking torque of the non-driving shaft is controlled to be T nf .
  4. 根据权利要求1所述的制动控制方法，其特征在于，所述步骤S6中，所述第二制动模式包括如下并列的子模式：The braking control method according to claim 1, characterized in that, in step S6, the second braking mode includes the following parallel sub-modes:
    子模式B1：当Treg>α·Tr时，同时进行驱动轴能量回收和非驱动轴摩擦制动，其中，Treg是驱动轴能量回收所能产生的最大制动力矩，Tr是根据当前车速V计算得出的总制动力矩，α是所述步骤S3中驱动轴与非驱动轴摩擦制动力矩的固定分配比例中，关于驱动轴分配的摩擦制动力矩系数；Sub-mode B1: when T reg >α· Tr , drive shaft energy recovery and non-drive shaft friction braking are performed simultaneously, wherein T reg is the maximum braking torque that can be generated by drive shaft energy recovery, Tr is the total braking torque calculated according to the current vehicle speed V, and α is the friction braking torque coefficient allocated to the drive shaft in the fixed allocation ratio of the drive shaft and non-drive shaft friction braking torque in step S3;
    子模式B2：当Treg<α·Tr<Treg+Tdf时，同时进行驱动轴能量回收、驱动轴摩擦制动以及非驱动轴摩擦制动，其中，Tdf是驱动轴摩擦制动力矩最 大值；Sub-mode B2: When T reg <α·T r <T reg +T df , drive shaft energy recovery, drive shaft friction braking and non-drive shaft friction braking are performed simultaneously, where T df is the maximum friction braking torque of the drive shaft. Large value;
    子模式B3：当α·Tr>Treg+Tdf，且Tr<Treg+Tnf+Tdf时，同时进行驱动轴能量回收、驱动轴摩擦制动以及非驱动轴摩擦制动，其中，Tnf是非驱动轴摩擦制动力矩最大值；Sub-mode B3: when α·T r >T reg +T df , and T r <T reg +T nf +T df , drive shaft energy recovery, drive shaft friction braking and non-drive shaft friction braking are performed simultaneously, wherein T nf is the maximum value of the non-drive shaft friction braking torque;
    子模式B4：当Tr>Treg+Tnf+Tdf时，同时进行驱动轴能量回收、驱动轴摩擦制动以及非驱动轴摩擦制动。Sub-mode B4: When T r >T reg +T nf +T df , drive shaft energy recovery, drive shaft friction braking and non-drive shaft friction braking are performed simultaneously.
  5. 根据权利要求4所述的制动控制方法，其特征在于，所述步骤S5中，所述第一制动力矩比例分配方案与所述第一制动模式的各子模式相对应，其中：The braking control method according to claim 4, characterized in that in the step S5, the first braking torque ratio distribution scheme corresponds to each sub-mode of the first braking mode, wherein:
    针对子模式B1，控制驱动轴能量回收力矩为α·Tr，非驱动轴摩擦制动力矩为(1-α)·Tr；For sub-mode B1, the energy recovery torque of the driving shaft is controlled to be α·T r , and the friction braking torque of the non-driving shaft is controlled to be (1-α)·T r ;
    针对子模式B2，控制驱动轴能量回收力矩为Treg，驱动轴摩擦制动力矩为α·Tr-Treg，非驱动轴摩擦制动力矩为(1-α)·Tr；For sub-mode B2, the energy recovery torque of the driving shaft is controlled to be T reg , the friction braking torque of the driving shaft is controlled to be α·T r -T reg , and the friction braking torque of the non-driving shaft is controlled to be (1-α)·T r ;
    针对子模式B3，控制驱动轴能量回收力矩为Treg，驱动轴摩擦制动力矩为Tdf，非驱动轴摩擦制动力矩为Tr-Treg-Tdf；For sub-mode B3, the energy recovery torque of the driving shaft is controlled to be T reg , the friction braking torque of the driving shaft is controlled to be T df , and the friction braking torque of the non-driving shaft is controlled to be Tr -T reg -T df ;
    针对子模式B4，控制驱动轴能量回收力矩为Treg，驱动轴摩擦制动力矩为Tdf，非驱动轴摩擦制动力矩为Tnf。For sub-mode B4 , the energy recovery torque of the driving shaft is controlled to be T reg , the friction braking torque of the driving shaft is controlled to be T df , and the friction braking torque of the non-driving shaft is controlled to be T nf .
  6. 根据权利要求1-5任一项所述的制动控制方法，其特征在于，在所述步骤S3中驱动轴与非驱动轴摩擦制动力矩的固定分配比例中，驱动轴分配的摩擦制动力矩系数α的值大于0.5。The braking control method according to any one of claims 1 to 5 is characterized in that, in the fixed distribution ratio of the friction braking torque between the driving shaft and the non-driving shaft in step S3, the value of the friction braking torque coefficient α allocated to the driving shaft is greater than 0.5.
  7. 一种用于两轮驱动电动车的制动控制装置，其特征在于，包括：A brake control device for a two-wheel drive electric vehicle, characterized by comprising:
    信号采集单元，用于采集电动车刹车时的刹车踏板位置信号、当前车速V以及当前电池荷电状态值SOC；A signal acquisition unit is used to collect the brake pedal position signal, the current vehicle speed V and the current battery state of charge value SOC when the electric vehicle brakes;
    控制单元，用于：Control unit for:
    根据一个预设时间间隔t1内采集到的刹车踏板位置信号，计算在该预设时间间隔t1内踩下的刹车踏板行程Ba；According to the brake pedal position signal collected within a preset time interval t1 , the brake pedal stroke Ba depressed within the preset time interval t1 is calculated;
    当判断V＞Vlow、SOC＜SOChigh、Ba＜Be三个条件中有任何一个未达成时，按照固定分配比例分别对驱动轴和非驱动轴的摩擦制动力矩大小进行控制，其中，Vlow是预设的最低车速阈值，SOChigh是预设的最大电池 荷电状态阈值，Be是预设的最小刹车踏板行程阈值；When any of the three conditions V>V low , SOC<SOC high , Ba<Be is not met, the friction braking torque of the drive shaft and the non-drive shaft is controlled according to a fixed distribution ratio, where V low is the preset minimum vehicle speed threshold, SOC high is the preset maximum battery State of charge threshold, Be is the preset minimum brake pedal travel threshold;
    当判断V＞Vhigh、SOC＜SOChigh、Ba＜Be三个条件都达成时，按照预设的第一制动模式和第一制动力矩比例分配方案，对驱动轴能量回收、驱动轴摩擦制动和非驱动轴摩擦制动的制动顺序以及力矩大小进行控制，其中，驱动轴能量回收的控制优先级高于非驱动轴摩擦制动，非驱动轴摩擦制动的控制优先级又高于驱动轴摩擦制动，Vhigh是预设的最高车速阈值Vhigh；When it is determined that the three conditions of V＞V high , SOC＜SOC high , and Ba＜Be are all met, the braking sequence and torque magnitude of the drive shaft energy recovery, the drive shaft friction braking, and the non-drive shaft friction braking are controlled according to the preset first braking mode and the first braking torque ratio distribution scheme, wherein the control priority of the drive shaft energy recovery is higher than that of the non-drive shaft friction braking, and the control priority of the non-drive shaft friction braking is higher than that of the drive shaft friction braking, and V high is the preset maximum vehicle speed threshold value V high ;
    当判断Vlow＜V＜Vhigh、SOC＜SOChigh、Ba＜Be三个条件都达成时，按照预设的第二制动模式和第二制动力矩比例分配方案，对驱动轴能量回收、驱动轴摩擦制动和非驱动轴摩擦制动的制动顺序以及力矩大小进行控制，其中，非驱动轴摩擦制动的控制优先级高于驱动轴能量回收，驱动轴能量回收的控制优先级又高于驱动轴摩擦制动。When it is determined that the three conditions of V low ＜V＜V high , SOC＜SOC high , and Ba＜Be are all met, the braking sequence and torque size of the drive shaft energy recovery, drive shaft friction braking and non-drive shaft friction braking are controlled according to the preset second braking mode and second braking torque ratio distribution scheme, wherein the control priority of the non-drive shaft friction braking is higher than that of the drive shaft energy recovery, and the control priority of the drive shaft energy recovery is higher than that of the drive shaft friction braking.
  8. 根据权利要求7所述的制动控制装置，其特征在于，所述信号采集单元包括：The brake control device according to claim 7, characterized in that the signal acquisition unit comprises:
    油门踏板传感器，用于检测刹车踏板位置信号；The accelerator pedal sensor is used to detect the brake pedal position signal;
    车速传感器，用于检测电动车刹车时的当前车速V；The vehicle speed sensor is used to detect the current vehicle speed V when the electric vehicle brakes;
    SOC信号采集器，用于采集电动车电池组的单体电压，根据所述单体电压计算出电池组的当前电池荷电状态值SOC。The SOC signal collector is used to collect the single cell voltage of the electric vehicle battery pack and calculate the current battery state of charge value SOC of the battery pack according to the single cell voltage.
  9. 根据权利要求8所述的制动控制装置，其特征在于，所述控制单元包括：The brake control device according to claim 8, characterized in that the control unit comprises:
    信号接收单元，用于接收所述信号采集单元采集到的所有信号；A signal receiving unit, used to receive all signals collected by the signal collecting unit;
    预设存储单元，用于预设并存储最低车速阈值Vlow、最高车速阈值Vlow、最大电池荷电状态阈值SOChigh以及最小刹车踏板行程阈值Ba；A preset storage unit, used to preset and store a minimum vehicle speed threshold V low , a maximum vehicle speed threshold V low , a maximum battery state of charge threshold SOC high and a minimum brake pedal travel threshold Ba;
    比较单元，用于将所述信号接收单元所接收的信号与预设单元中相对应的预设值进行比较；A comparing unit, used for comparing the signal received by the signal receiving unit with a corresponding preset value in the preset unit;
    控制指令生成单元，用于在所述比较单元中的比较结果满足预定条件后，生成对应的针对驱动轴能量回收、驱动轴摩擦制动以及非驱动轴摩擦制动的制动顺序以及力矩大小值进行控制的控制指令；A control instruction generating unit, configured to generate corresponding control instructions for controlling the braking sequence and torque value of the drive shaft energy recovery, the drive shaft friction braking and the non-drive shaft friction braking after the comparison result in the comparing unit meets a predetermined condition;
    指令输出单元，用于将所述控制指令生成单元生成的控制指令发送给相应的控制对象。 The instruction output unit is used to send the control instruction generated by the control instruction generating unit to the corresponding control object.
  10. 根据权利要求9所述的制动控制装置，其特征在于，所述控制指令生成单元包括：The brake control device according to claim 9, characterized in that the control instruction generating unit comprises:
    第一指令生成模块，用于根据条件生成对应的制动顺序控制指令；A first instruction generation module, used to generate corresponding braking sequence control instructions according to conditions;
    第二指令生成模块，用于根据条件生成对应的力矩大小值控制指令。 The second instruction generation module is used to generate corresponding torque magnitude value control instructions according to conditions.
PCT/CN2023/088948 2022-12-07 2023-04-18 Braking control method and device for two-wheel drive electric vehicle WO2024119692A1 (en)

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CN115871478A (en) * 2022-12-07 2023-03-31 中国第一汽车股份有限公司 Brake control method and device for two-wheel drive electric vehicle

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