CN115257391A - Three-motor electric automobile composite braking control method, device, equipment and medium - Google Patents
Three-motor electric automobile composite braking control method, device, equipment and medium Download PDFInfo
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- CN115257391A CN115257391A CN202210855313.XA CN202210855313A CN115257391A CN 115257391 A CN115257391 A CN 115257391A CN 202210855313 A CN202210855313 A CN 202210855313A CN 115257391 A CN115257391 A CN 115257391A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
- B60L7/26—Controlling the braking effect
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- 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
- B60L15/2009—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 for braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
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- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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- Y02T10/72—Electric energy management in electromobility
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Abstract
The invention discloses a three-motor electric automobile composite braking control method, a three-motor electric automobile composite braking control device, three-motor electric automobile composite braking control equipment and a three-motor electric automobile composite braking control medium. The method comprises the following steps: determining the current brake pedal travel of the electric automobile; determining the electric braking force and the hydraulic braking force of the electric automobile according to the brake pedal travel, the total braking demand curve and the first pedal braking characteristic curve of the electric automobile; according to a first distribution rule, proportionally distributing the hydraulic braking force to front wheels and rear wheels of the electric automobile; and distributing all the electric braking force to the rear wheels of the electric automobile according to a second distribution rule. By adopting the method, the efficiency of recovering the braking energy can be improved to the maximum extent on the premise of ensuring the stable operation of the vehicle.
Description
Technical Field
The invention relates to the technical field of vehicle control, in particular to a three-motor electric vehicle composite braking control method, device, equipment and medium.
Background
The hub motor drive is characterized in that the drive motor is arranged in the wheel rim, is an important embodiment form of distributed drive, and has the outstanding advantages of short drive transmission chain, high transmission efficiency, compact structure, quick response and the like. The best form of distributed driving based on the hub motor is that the front shaft adopts centralized driving and the rear wheel adopts the hub motor for driving. Therefore, the distributed driving advantage can be embodied, accurate vehicle active safety control and high-quality driving experience are realized, and the influence of unsprung mass increase on a steering system and complex wheel end arrangement work are avoided.
At present, the scheme based on three-motor electric automobile composite brake control is less. The method mainly researches how to reasonably distribute the proportion of the electro-hydraulic braking force under certain braking strength to improve the recovery and utilization rate of the regenerative braking energy of the motor, and hardly pays attention to the influence of the distribution of the braking force of front and rear wheels of the automobile on the stability of the automobile. However, the precondition for recovering braking energy is to ensure that the vehicle maintains a safe and stable operating state during braking.
Therefore, how to provide a composite braking control method based on a three-motor electric vehicle, which can improve the efficiency of braking energy recovery to the greatest extent on the premise of ensuring the stable operation of the vehicle, has become a technical problem that needs to be solved urgently by technical personnel in the field.
Disclosure of Invention
In view of the above problems, the present invention is proposed to provide a method, an apparatus, a device and a medium for controlling a hybrid brake of a three-motor electric vehicle, which overcome or at least partially solve the above problems, and can improve the efficiency of recovering brake energy to the maximum extent on the premise of ensuring the stable operation of the vehicle.
In a first aspect, a composite braking control method for a three-motor electric vehicle is provided, where a front wheel of the electric vehicle is driven by a centralized motor, and a rear wheel of the electric vehicle is driven by two in-wheel motors, and the method includes:
determining the current brake pedal stroke of the electric automobile;
determining the electric braking force and the hydraulic braking force of the electric automobile according to the brake pedal stroke, the total braking demand curve and the first pedal braking characteristic curve of the electric automobile;
according to a first distribution rule, proportionally distributing the hydraulic braking force to front wheels and rear wheels of the electric automobile;
and distributing all the electric braking force to the rear wheels of the electric automobile according to a second distribution rule.
Optionally, the determining the electric braking force and the hydraulic braking force of the electric vehicle according to the brake pedal stroke, the total braking demand curve of the electric vehicle and the first pedal braking characteristic curve includes:
determining a first brake deceleration corresponding to the current brake pedal travel according to the total brake demand curve, and determining a total brake force required by the electric automobile according to the first brake deceleration;
according to the first pedal braking characteristic curve, determining a corresponding second braking deceleration under the current brake pedal travel, and determining the hydraulic braking force of the electric automobile according to the second braking deceleration;
and determining the electric braking force according to the total braking force and the hydraulic braking force.
Optionally, the proportionally distributing the hydraulic braking force to the front wheels and the rear wheels of the electric vehicle according to the first distribution rule includes:
according to the proportion of beta 2: (1- β 2) the hydraulic braking force is distributed to front wheels and rear wheels of the electric vehicle, respectively, where β 2=0.901.
Optionally, the method further includes:
judging whether the electric automobile enters a sliding regenerative braking working condition or not;
when the electric automobile enters a sliding regenerative braking working condition, determining the sliding regenerative braking force of the electric automobile;
and according to a third distribution rule, proportionally distributing the sliding regenerative braking force to the front wheels and the rear wheels of the electric automobile, and determining the regenerative braking force of the front wheel motor and the regenerative braking force of the rear wheel motor.
Optionally, when the electric vehicle enters the coasting regenerative braking condition, determining the coasting regenerative braking force of the electric vehicle includes:
acquiring the current speed of the electric automobile;
the slip regenerative braking force is determined according to the following formula:
F0＝zslide*G；
wherein F0 is the slip regenerative braking force, zslideZ is more than or equal to 0.05 and is the sliding regenerative braking intensityslide≤0.1，Z1、Z2、V1、V2、V3And V4And all the parameters are constant, V is the current speed of the electric automobile, and G is the weight of the whole automobile.
Optionally, according to a third distribution rule, proportionally distributing the slip regenerative braking force to the front wheels and the rear wheels of the electric vehicle includes:
according to the proportion of beta 1: the proportion of (1- β 1) distributes the slip regenerative braking force to the front wheels and the rear wheels of the electric vehicle, respectively, where β 1=0.678.
Optionally, the method further includes:
acquiring a vehicle speed influence factor;
acquiring a battery influence factor;
determining the braking torque required by each motor according to the regenerative braking force of the front wheel motor and the regenerative braking force of the rear wheel motor;
determining the maximum output torque of each motor;
selecting the smaller of the braking torque and the maximum output torque required by each motor, and multiplying the smaller by the battery influence factor and the vehicle speed influence factor to obtain the actual braking torque of the motor;
and driving the corresponding motor to work according to the actual braking torque to charge a power battery for energy recovery.
Optionally, the determining the braking torque required by each motor according to the regenerative braking force of the front wheel motor and the regenerative braking force of the rear wheel motor includes:
determining a braking torque T required for the concentrated machine according to the following formula1：
T1＝F01*r/(ig*η)；
Determining the required braking torque T of the in-wheel motor according to the following formula2：
T2＝F02*r/2；
Wherein, F01For regenerative braking of the front wheel motor, r is the wheel rolling radius, igIs the transmission ratio of the reducer, eta is the transmission efficiency of the reducer, F02Regenerating braking force for the rear wheel motor.
Optionally, the determining the maximum output torque of each motor includes:
determining a maximum output torque T of the concentrated electric machine according to the following equation1max：
T1max＝9550*P1/n1；
P1≤P0；
Determining the maximum output torque T of the in-wheel motor according to the following formula2max：
T2max＝9550*P2/n1；
P1+2*P2≤P0
Wherein, P1Is the peak power of the concentrated machine, n1Is the current rotational speed, P, of the centralized motor2Is the peak power of the in-wheel motor, n2Is the current rotation speed, P, of the in-wheel motor0The maximum charging power allowed for the rechargeable battery.
Optionally, the vehicle speed influence factor is ω 1, and when V is greater than or equal to 0 and less than 5Km/h, ω 1=0; when V is more than or equal to 5Km/h and less than or equal to 10Km/h, omega 1=0.2V-1; when V is more than 10Km/h, omega 2=1, wherein V is the current speed of the electric automobile.
Optionally, the battery impact factor is ω 2, and when the SOC is greater than 0.95, ω 2=0; when the SOC is more than or equal to 0.9 and less than or equal to 0.95, omega 2=19-20 SOC; when the SOC is less than 0.9, omega 2=1, wherein the SOC is the residual capacity of the power battery.
Optionally, the method further includes:
after a brake pedal travel signal is detected, delaying a set time T, and sending first electric signals to three motors of the electric automobile;
the brake pedal travel signal comprises the brake pedal travel information, and the first electric signal comprises the braking force information of the front wheel and the rear wheel of the electric automobile.
In a second aspect, a composite brake control device for a three-motor electric vehicle is provided, wherein a front wheel of the electric vehicle is driven by a centralized motor, a rear wheel of the electric vehicle is driven by two in-wheel motors, and the device comprises:
the pedal travel determining module is used for determining the current brake pedal travel of the electric automobile;
the braking force determining module is used for determining the electric braking force and the hydraulic braking force of the electric automobile according to the brake pedal travel, the total braking demand curve and the first pedal braking characteristic curve of the electric automobile;
the first braking force distribution module is used for distributing the hydraulic braking force to the front wheels and the rear wheels of the electric automobile in proportion according to a first distribution rule;
and the second braking force distribution module is used for distributing all the electric braking force to the rear wheels of the electric automobile according to a second distribution rule.
In a third aspect, the present invention provides an electronic device, comprising: the hybrid brake control method of the three-motor electric vehicle comprises a memory and a processor, wherein the memory and the processor are in communication connection with each other, computer instructions are stored in the memory, and the processor executes the computer instructions so as to execute the hybrid brake control method of the three-motor electric vehicle according to the first aspect.
In a fourth aspect, the present invention provides a computer readable storage medium storing computer instructions for causing a computer to execute the method for controlling composite braking of a three-motor electric vehicle according to the first aspect.
The technical scheme provided by the embodiment of the invention at least has the following technical effects or advantages:
according to the composite braking control method, device, equipment and medium for the three-motor electric automobile, provided by the embodiment of the invention, the current brake pedal stroke of the electric automobile is determined firstly so as to determine whether the electric automobile is in a braking state or not. And then determining the electric braking force and the hydraulic braking force required by the electric automobile according to the brake pedal travel, the total braking demand curve of the electric automobile and the first pedal braking characteristic curve. Finally, the hydraulic braking force and the electric braking force are distributed to the front wheel and the rear wheel of the automobile according to the first distribution rule and the second distribution rule respectively so as to meet the braking requirement. The method not only distributes the hydraulic braking force and the electric braking force of the front wheel and the rear wheel to ensure the stable operation of the automobile, but also distributes the electric braking force to the rear wheel of the automobile, so that the total generating efficiency of the motor is the highest, and the efficiency of braking energy recovery is improved to the maximum extent. Since the efficiency of the braking energy recovery is affected by the power generation efficiency of the motor, the efficiency of the braking energy recovery is higher as the power generation efficiency of the motor is higher, and thus, the efficiency of the braking energy recovery can be improved to the greatest extent.
The above description is only an overview of the technical solutions of the present invention, and the present invention can be implemented in accordance with the content of the description so as to make the technical means of the present invention more clearly understood, and the above and other objects, features, and advantages of the present invention will be more clearly understood.
Drawings
Various additional advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the preferred embodiments. The drawings are only for purposes of illustrating the preferred embodiments and are not to be construed as limiting the invention. Also, like reference numerals are used to refer to like parts throughout the drawings.
In the drawings:
FIG. 1 is a flow chart of a method for controlling a combined brake of a three-motor electric vehicle according to an embodiment of the present invention;
FIG. 2 is a graphical illustration of a pedal braking characteristic provided by an embodiment of the present invention;
FIG. 3 is a schematic diagram of a total motor efficiency calculation logic provided by an embodiment of the present invention;
FIG. 4 is a schematic diagram of an optimal torque distribution coefficient for a rear axle motor according to an embodiment of the present invention;
FIG. 5 is a flowchart of another method for controlling the combined braking of a three-motor electric vehicle according to an embodiment of the present invention;
FIG. 6 is a schematic diagram of a slip regenerative braking force distribution correlation curve provided by an embodiment of the present invention;
FIG. 7 is a schematic diagram illustrating a relationship between a vehicle speed influencing factor and a rotational speed according to an embodiment of the present invention;
FIG. 8 is a schematic diagram of a relationship between a battery influence factor and a battery SOC according to an embodiment of the present invention;
fig. 9 is a schematic structural diagram of a three-motor electric vehicle composite brake control device according to an embodiment of the present invention.
Detailed Description
Exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings.
In order to better understand the technical solutions, the technical solutions will be described in detail below with reference to specific embodiments, and it should be understood that the specific features in the examples and examples of the present disclosure are detailed descriptions of the technical solutions of the present application, but not limitations of the technical solutions of the present application, and the technical features in the examples and examples of the present application may be combined with each other without conflict.
The electric automobile has many advantages in the aspects of energy conservation, environmental protection, vehicle performance improvement and the like, but the driving range of the electric automobile charged once is generally short, and the insufficient driving range charged once is a main problem which restricts the further development of the electric automobile. The distributed three-motor-driven automobile adopting the hub motor can reduce energy loss during braking energy recovery.
The braking energy usually occupies a large proportion in the total driving energy of the whole vehicle, and under the urban road working condition with frequent acceleration, braking and parking, the proportion is even as high as 50%. The reasonable braking energy recovery strategy can increase the driving range of the whole vehicle by 20-30%. The regenerative braking is used for recovering the braking energy, so that the regenerative braking has great significance for improving the energy utilization rate of the electric automobile and increasing the driving range, and is an important technical means for improving the performance of the electric automobile.
The embodiment of the invention provides a composite braking control method for a three-motor electric automobile, which is suitable for a distributed three-motor electric automobile with front wheels driven by a centralized motor and rear wheels driven by two hub motors. The motor braking force of the front axle and the motor braking force of the rear axle can be independently distributed, and the vehicle control unit sends the distributed electric braking force to the centralized motor of the front axle and the two hub motors of the rear axle. The hydraulic brake system is a traditional brake system consisting of a brake pedal, a vacuum booster, a brake master cylinder and the like, so that the brake pedal and hydraulic pressure cannot be decoupled, and the hydraulic braking force of a front shaft and a rear shaft needs to be distributed according to a fixed value. During braking, the brake pedal pushes the vacuum booster to work, the vacuum booster generates hydraulic pressure to push the brake calipers, and finally, the hydraulic braking force generated by the calipers and the motor braking forces of the three motors realize braking together. Because the hub motor has no transmission shaft and is quick in response, the energy loss can be greatly reduced during electric braking, and the energy recovery utilization rate is improved.
Fig. 1 is a flowchart of a method for controlling a combined brake of a three-motor electric vehicle according to an embodiment of the present invention, and as shown in fig. 1, the method includes:
and step S110, determining the current brake pedal stroke of the electric automobile.
In this embodiment, after the driver steps on the brake pedal, the sensor may detect the stroke of the brake pedal and convert the detected stroke into a brake pedal stroke signal, and the current brake pedal stroke of the electric vehicle may be determined by obtaining the brake pedal stroke signal.
And step S120, determining the electric braking force and the hydraulic braking force of the electric automobile according to the brake pedal stroke, the total braking demand curve of the electric automobile and the first pedal braking characteristic curve.
Fig. 2 is a pedal braking characteristic curve provided in an embodiment of the present invention, and as shown in fig. 2, a curve I in the curve is a total braking demand curve of an original electric vehicle (i.e., when a rear wheel is not driven by an in-wheel motor), and a curve II is a pedal braking characteristic curve of the original electric vehicle (i.e., when the rear wheel is not driven by the in-wheel motor), which is marked as a first pedal braking characteristic curve. Curve I is used herein as the conventional (Normal) driving mode desired brake characteristic target: i.e., the relationship between the brake pedal stroke and the vehicle deceleration, satisfies the relationship of curve I as much as possible.
Specifically, step S120 may include:
firstly, determining a first brake deceleration a1 corresponding to the current brake pedal travel according to a total brake demand curve I, and determining a total brake force F required by the electric automobile according to the first brake deceleration a 1;
secondly, according to the first pedal brake characteristic curve II, a corresponding second brake deceleration a2 under the current brake pedal stroke is determined, and according to the second brake deceleration a2, a hydraulic brake force F of the electric automobile is determinedLiquid for treating urinary tract infection；
Thirdly, determining the electric braking force F according to the total braking force and the hydraulic braking forceElectric power。
Exemplary, electric braking force FElectric powerEqual to total braking force F and hydraulic braking force FLiquid for treating urinary tract infectionThe difference being FElectric powerAnd (F-F).
In one implementation of the present embodiment, the braking force can be simply calculated from the braking deceleration and the vehicle mass M. I.e. F = M a1, FLiquid for treating urinary tract infectionAnd = M × a2. In other implementation manners of the embodiment, the braking force may also be obtained according to other calculation manners, which is not limited in the present invention.
In this embodiment, when the electric brake is fully distributed to the rear axle, the magnitude of the brake deceleration generated by the motor braking force distributed to the rear wheel of the electric vehicle should be equivalent to the brake deceleration lost after the rear wheel is driven by the in-wheel motor. Therefore, the brake deceleration in the original brake pedal characteristic is multiplied by (1-0.752), namely the brake deceleration which is compensated by the two hub motors of the rear wheel under the current pedal stroke. And then the torque is converted into the torque of the hub motor through parameters such as the whole vehicle mass, the wheel radius and the like.
Specifically, the torque of the hub motor of the rear wheel of the electric vehicle can be determined according to the following formula:
T2pedal＝ZpedalK1K2；
wherein Z ispedalA braking intensity, K, determined from the third braking acceleration a31Is a constant number, K1And (3) g is the weight of the whole vehicle, and r is the rolling radius of the wheel.
And step S130, proportionally distributing the hydraulic braking force to the front wheels and the rear wheels of the electric automobile according to a first distribution rule.
Optionally, step S130 may include:
according to the proportion of beta 2: the ratio of (1- β 2) distributes hydraulic braking force to the front wheels and the rear wheels of the electric vehicle, respectively, where β 2=0.901.
At this time, the front wheel hydraulic braking force F can be determinedLiquid 1＝β2*FLiquid for treating urinary tract infectionRear wheel hydraulic braking force FLiquid 2＝(1-β2)*FLiquid for medical purpose。
It should be noted that, before the rear wheel does not adopt the in-wheel motor, the proportion of the conventional hydraulic braking force of the front and rear wheels is usually β 1: (1-. Beta.1). In this embodiment, after the rear wheel is driven by the in-wheel motor, the distribution ratio is β 2: (1- β 2), the vehicle braking deceleration becomes 0.752 times (0.678/0.901=0.752) the deceleration before the modification with the same brake pedal stroke. Curve III in fig. 2 is a pedal braking characteristic curve of the distributed three-motor electric vehicle of the present application, and is denoted as a second pedal braking characteristic curve.
Step S140 distributes all the electric braking force to the rear wheels of the electric vehicle according to the second distribution rule.
Since the efficiency of the braking energy recovery is affected by the power generation efficiency of the motor, the efficiency of the braking energy recovery is higher when the power generation efficiency of the motor is higher, and therefore, the efficiency of the braking energy recovery can be improved to the greatest extent. The motor power generation efficiency is related to the rotating speed and the torque thereof, so that the total motor efficiency when different front and rear motor force distribution coefficients are calculated by a programming sequence under the condition of changing total motor braking requirements and changing vehicle speed, and the motor force distribution coefficient which enables the sum of all the motor efficiencies to be maximum under a certain total motor braking requirement and vehicle speed is calculated according to the logic shown in figure 3.
The optimal torque distribution coefficient of the rear axle motor is shown in figure 4, and calculation shows that the total generating efficiency is highest when all the motor braking force is distributed to the rear axle motor under all conditions, so that the efficiency of braking energy recovery can be improved to the greatest extent.
It should be noted that, as shown in fig. 2, when the rear wheel is driven by the in-wheel motor, the second pedal braking characteristic curve III moves downward relative to the first pedal braking characteristic curve II. The vehicle deceleration of the three motor electric vehicle of the present application is smaller the farther from the desired braking characteristic target for the same brake pedal stroke. The electric braking force is completely distributed to the rear wheels of the electric automobile for compensation, and therefore the design target of the braking characteristic in the conventional mode can be met.
Optionally, the method may further include:
after a brake pedal travel signal is detected, delaying a set time T, and sending first electric signals to three motors of the electric automobile;
the brake pedal travel signal comprises brake pedal travel information, and the first electric signal comprises the braking force information of the front wheel and the rear wheel of the electric automobile.
In addition, because the response time of the motor is faster than that of the hydraulic pressure, a delay link is added to the target motor force analyzed by the brake pedal and then the target motor force is sent to the motor, so that the motor braking force and the hydraulic pressure braking force can be simultaneously output as far as possible, and the vehicle still has good braking feeling after the motor braking force is added.
Illustratively, T is set to 0.1s. In an actual working condition, the real-vehicle calibration can be performed on T so as to change the time of T.
Fig. 5 is a flowchart of another three-motor electric vehicle composite braking control method provided in the embodiment of the present invention, and as shown in fig. 5, the method includes:
and step S510, determining the current brake pedal stroke of the electric automobile.
Step S510 is the same as step S110 in the above embodiment, and refer to the above description specifically.
And S520, determining the electric braking force and the hydraulic braking force of the electric automobile according to the brake pedal stroke, the total braking demand curve of the electric automobile and the first pedal braking characteristic curve.
Step S520 is the same as step S120 in the above embodiment, specifically referring to the above description.
And step S530, proportionally distributing the hydraulic braking force to the front wheels and the rear wheels of the electric automobile according to a first distribution rule.
Step S530 is the same as step S130 in the above embodiment, and refer to the above description specifically.
And step S540, distributing all the electric braking force to the rear wheels of the electric vehicle according to a second distribution rule.
Step S540 is the same as step S140 in the above embodiment, and refer to the above description specifically.
And S550, judging whether the electric automobile enters a sliding regenerative braking working condition or not.
In the embodiment, whether the electric vehicle enters the coasting regenerative braking condition or not can be determined by acquiring an accelerator pedal signal. And when the accelerator pedal signal is 0, judging that the electric automobile starts to enter a sliding regenerative braking working condition. Wherein the accelerator pedal signal may be obtained by detecting an accelerator pedal stroke by an accelerator pedal sensor.
And step S560, determining the sliding regenerative braking force of the electric automobile when the electric automobile enters the sliding regenerative braking working condition.
Exemplarily, step S560 may include:
firstly, acquiring the current speed of the electric automobile;
secondly, determining the sliding regenerative braking force according to the following formula:
F0＝zslide*G；
wherein F0 is a slip regenerative braking force, zslideZ is more than or equal to 0.05 and is the sliding regenerative braking intensityslide≤0.1，Z1、Z2、V1And V2The values are constants, V is the current speed of the electric automobile, and G is the weight of the whole automobile. z is a radical of formulaslideIncreasing with increasing vehicle speed. The intensity of the sliding brake is 0.05 when the vehicle speed is 10km/h, and the intensity of the sliding brake is 0.1 when the vehicle speed is 120 km/h.
Exemplary, V1＝10Km/h，V2＝120Km/h，Z1＝0.05，Z1=0.1, and the four parameters can be calibrated and corrected by a driver according to actual conditions in an actual vehicle test.
And step S570, proportionally distributing the sliding regenerative braking force to the front wheels and the rear wheels of the electric automobile according to a third distribution rule, and determining the regenerative braking force of the front wheel motor and the regenerative braking force of the rear wheel motor.
In this example, the ratio of β 1: the ratio of (1- β 1) distributes the slip regenerative braking force to the front wheels and the rear wheels of the electric vehicle, respectively, where β 1=0.678.
Theoretically F01、F02There are numerous methods of distribution, but the following issues are also considered: as shown in fig. 6, a line IV (line Z = 0.1) is intersected with a curve V (β line before modification) at a point a. When the distribution point is above the point A, if the hydraulic braking force is superposed, the curve V is moved upwards, so that when the braking intensity requirement is large, the braking force of the rear axle exceeds the curve I, and the risk of locking the rear axle is generated; when distributingWhen the point is below the point a, if the hydraulic braking force is further added, that is, the curve V moves downward, the front wheel is ensured to be locked first, but the braking efficiency is reduced. Therefore, when the front-rear motor force distribution during the coasting braking is defined as point a, the front-rear wheel coasting regeneration braking forces are:
front wheel sliding regenerative braking force F01：
Fo1＝β1*F0：
Rear wheel slip regenerative braking force F02：
F02＝(1-β1)*F0；
In this embodiment, to achieve a coasting braking deceleration of 0.1G, the total motor braking force of the front and rear axles is only 0.1G, so the front and rear motor forces are distributed according to a curve IV as shown in the figure, and the analytical formula of the curve IV is:
F01+F02＝0.1G
when sliding regenerative braking is carried out, the proportion of the torque recovered by the front and rear shaft motors is distributed according to ideal braking force, so that the front wheels can be ensured to be locked firstly, and the braking efficiency is high.
Because the regenerative braking system involves components such as a motor and a battery, the following restriction conditions are required to ensure safe operation of the regenerative braking system.
Optionally, the method may further include:
firstly, acquiring a vehicle speed influence factor.
In the present embodiment, when the vehicle speed is low, the motor rotation speed is low, the generation voltage and the generation efficiency are low, and the regenerative braking should be exited. When the planned speed is 5 km/h-10 km/h, the motor braking force gradually exits, and a speed influence factor omega 1 is designed, as shown in figure 7.
When V is more than or equal to 0 and less than 5Km/h, omega 1=0; when V is more than or equal to 5Km/h and less than or equal to 10Km/h, omega 1=0.2V-1; when V > 10Km/h, ω 2=1, where V is the current vehicle speed of the electric vehicle.
And secondly, acquiring a battery influence factor.
In this embodiment, in order to avoid the overcharge of the battery, when the SOC of the battery is between 90% and 95%, the regenerative braking gradually exits, and the battery influence factor is designed to be ω 2, as shown in fig. 8.
When SOC > 0.95, =0, = 2; when the SOC is more than or equal to 0.9 and less than or equal to 0.95, omega 2=19-20 SOC; when the SOC is less than 0.9, omega 2=1, wherein the SOC is the residual capacity of the power battery.
And thirdly, determining the braking torque required by each motor according to the regenerative braking force of the front wheel motor and the regenerative braking force of the rear wheel motor.
Specifically, the braking torque T required for the concentrated motor is determined according to the following formula1：
T1＝F01*r/(ig*η)；
Determining the required braking torque T of the in-wheel motor according to the following formula2：
T2＝F02*r/2；
Wherein, F01Is the regenerative braking force of the front wheel motor, r is the rolling radius of the wheel, igIs the transmission ratio of the reducer, eta is the transmission efficiency of the reducer, F02The braking force is regenerated for the rear wheel motor.
And fourthly, determining the maximum output torque of each motor.
Determining the maximum output torque T of the concentrated machine according to the following formula1max：
T1max＝9550*P1/n1；
P1≤P0；
Determining the maximum output torque T of the in-wheel motor according to the following formula2max：
T2max＝9550*P2/n1；
P1+2*P2≤P0
Wherein, P1Peak power, n, for a concentrated machine1For the current speed of the concentrated motor, P2Peak power of the in-wheel motor, n2Is the current rotational speed, P, of the in-wheel motor0The maximum charging power allowed for the rechargeable battery.
In the present embodiment, in order to protect the battery and avoid excessive charging power, the generated power of the motor is limited when the total generated power exceeds the battery allowable charging power. The specific measure is to limit the braking force of the rear axle motor, so that the braking stability of the vehicle can be ensured. The adopted strategy is as follows: the generated power of the front centralized motor cannot exceed the limit of the battery charging power, and the total generated power of the front motor and the rear motor cannot exceed the limit of the battery charging power, so that the generated power of the rear hub motor is naturally restrained from exceeding the limit of the battery charging power. Namely:
P1＝P0；
and fifthly, selecting the smaller of the braking torque and the maximum output torque required by each motor, and multiplying the smaller by the battery influence factor and the vehicle speed influence factor to obtain the actual braking torque of the motor.
According to the external characteristics of the motor, when the rotating speed of the motor is less than the basic speed, the motor works at constant torque; when the speed is higher than the basic speed, the motor works at constant power. When the rotating speed of the motor is higher and enters a constant power region, the braking force provided by the motor is reduced along with the increase of the rotating speed. Therefore, the braking force provided by the motor should not exceed its outer characteristics in view of the motor capacity. Namely: the output torque of the motor is the smaller of the braking torque and the maximum output torque required by each motor.
And sixthly, driving the corresponding motor to work according to the actual braking torque to charge the power battery for energy recovery.
Based on the same inventive concept, the invention provides a composite brake control device for implementing the three-motor electric automobile in the embodiment.
Fig. 9 is a schematic structural diagram of a three-motor electric vehicle composite brake control device according to an embodiment of the present invention, and the device 800 shown in fig. 9 includes a pedal stroke determining module 810, a braking force determining module 820, a first braking force distribution module 830, and a second braking force distribution module 840. Wherein,
the pedal travel determining module 810 is used for determining the current brake pedal travel of the electric automobile;
the braking force determination module 820 is used for determining the electric braking force and the hydraulic braking force of the electric automobile according to the travel of the brake pedal, the total braking demand curve of the electric automobile and the first pedal braking characteristic curve;
a first braking force distribution module 830 for proportionally distributing hydraulic braking force to front and rear wheels of the electric vehicle according to a first distribution rule;
and a second braking force distribution module 840 for distributing all the electric braking force to the rear wheels of the electric vehicle according to a second distribution rule.
Optionally, the braking force determination module 820 is specifically configured to:
determining a first brake deceleration corresponding to the current brake pedal travel according to the total brake demand curve, and determining the total brake force required by the electric automobile according to the first brake deceleration;
according to the first pedal braking characteristic curve, determining a corresponding second braking deceleration under the current brake pedal stroke, and determining the hydraulic braking force of the electric automobile according to the second braking deceleration;
and determining the electric braking force according to the total braking force and the hydraulic braking force.
Optionally, the first braking force distribution module 830 is specifically configured to:
the proportionally distributing the hydraulic braking force to the front wheels and the rear wheels of the electric vehicle according to a first distribution rule comprises the following steps:
according to the proportion of beta 2: the ratio of (1- β 2) distributes the hydraulic braking force to the front wheels and the rear wheels of the electric vehicle, respectively, where β 2=0.901.
Optionally, the apparatus 800 further comprises:
a coasting regenerative braking condition determination module 850, configured to determine whether the electric vehicle enters a coasting regenerative braking condition;
the sliding regenerative braking force determining module 860 is used for determining the sliding regenerative braking force of the electric automobile when the electric automobile enters a sliding regenerative braking working condition;
and the third braking force distribution module 870 is used for proportionally distributing the sliding regenerative braking force to the front wheels and the rear wheels of the electric automobile according to a third distribution rule and determining the regenerative braking force of the front wheel motor and the regenerative braking force of the rear wheel motor.
Optionally, the coasting regenerative braking force determination module 860 is specifically configured to:
acquiring the current speed of the electric automobile;
the slip regenerative braking force is determined according to the following equation:
F0＝zslide*G；
wherein F0 is a sliding regenerative braking force, zslideZ is more than or equal to 0.05 and is the sliding regenerative braking intensityslide≤0.1，Z1、Z2、V1And V2The values are constants, V is the current speed of the electric automobile, and G is the weight of the whole automobile.
Optionally, the third braking force distribution module 870 is specifically configured to:
according to the proportion of beta 1: the ratio of (1- β 1) distributes the slip regenerative braking force to the front wheels and the rear wheels of the electric vehicle, respectively, where β 1=0.678.
Optionally, the apparatus 800 further comprises an energy recovery module 880 for:
acquiring a vehicle speed influence factor;
acquiring a battery influence factor;
determining the braking torque required by each motor according to the regenerative braking force of the front wheel motor and the regenerative braking force of the rear wheel motor;
determining the maximum output torque of each motor;
selecting the smaller of the braking torque and the maximum output torque required by each motor, and multiplying the smaller by the battery influence factor and the vehicle speed influence factor to obtain the actual braking torque of the motor;
and driving the corresponding motor to work according to the actual braking torque to charge the power battery for energy recovery.
Optionally, the energy recovery module 880 is further configured to:
determining the braking torque T required for the concentrated machine according to the following formula1：
T1＝F01*r/(ig*η)；
Determining the required braking torque T of the in-wheel motor according to the following formula2：
T2＝F02*r/2；
Wherein, F1Is the regenerative braking force of the front wheel motor, r is the rolling radius of the wheel, igIs the transmission ratio of the reducer, eta is the transmission efficiency of the reducer, F2The braking force is regenerated for the rear wheel motor.
Optionally, the energy recovery module 880 is further configured to:
determining the maximum output torque T of the concentrated machine according to the following formula1max：
T1max＝9550*P1/n1；
P1≤P0；
Determining the maximum output torque T of the in-wheel motor according to the following formula2max：
T2max＝9550*P2/n1；
P1+2*P2≤P0
Wherein, P1Peak power, n, for a concentrated machine1For the current speed of the concentrated motor, P2Peak power of the in-wheel motor, n2Is the current rotational speed, P, of the in-wheel motor0The maximum charging power allowed for the rechargeable battery.
Optionally, the vehicle speed influence factor is ω 1, and when V is greater than or equal to 0 and less than 5Km/h, ω 1=0; when V is more than or equal to 5Km/h and less than or equal to 10Km/h, omega 1=0.2V-1; when V > 10Km/h, ω 2=1, where V is the current vehicle speed of the electric vehicle.
Optionally, the battery impact factor is ω 2, and when the SOC is greater than 0.95, ω 1=0; when the SOC is more than or equal to 0.9 and less than or equal to 0.95, omega 1=19-20 SOC; when the SOC is less than 0.9, ω 1=1, where SOC is the remaining battery capacity of the power battery.
Optionally, the apparatus 800 may further include a signal sending module 890 configured to:
after a brake pedal travel signal is detected, delaying a set time T, and sending first electric signals to three motors of the electric automobile;
the brake pedal travel signal comprises brake pedal travel information, and the first electric signal comprises the braking force information of the front wheel and the rear wheel of the electric automobile.
For the content that is not introduced or not described in the embodiment of the present application, reference may be made to the related descriptions in the foregoing method embodiments, and details are not described here again.
Embodiments of the present invention further provide an electronic device, which may include a processor and a memory, where the processor and the memory may be connected by a bus or in another manner. The processor may be a Central Processing Unit (CPU). The Processor may also be other general purpose Processor, digital Signal Processor (DSP), application Specific Integrated Circuit (ASIC), field Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic device, discrete hardware component, or a combination thereof. The memory, which is a non-transitory computer readable storage medium, may be used to store non-transitory software programs, non-transitory computer executable programs, and modules, such as program instructions/modules corresponding to the three-motor electric vehicle compound brake control apparatus in the embodiments of the present invention. The processor executes various functional applications and data processing of the processor by running the non-transitory software programs, instructions and modules stored in the memory, namely, the three-motor electric vehicle composite braking control method in the above method embodiment is realized.
The memory may include a storage program area and a storage data area, wherein the storage program area may store an operating system, an application program required for at least one function; the storage data area may store data created by the processor, and the like. Further, the memory may include high speed random access memory, and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid state storage device. The one or more modules are stored in the memory and when executed by the processor, perform a three motor electric vehicle compound braking control method as in the embodiment of fig. 1. The details of the electronic device may be understood with reference to the corresponding related description and effects in the embodiment shown in fig. 1, and are not described herein again. It will be understood by those skilled in the art that all or part of the processes of the methods of the embodiments described above can be implemented by a computer program, which can be stored in a computer-readable storage medium, and when executed, can include the processes of the embodiments of the methods described above. The storage medium may be a Read-Only Memory (ROM), a Random Access Memory (RAM), a Flash Memory (Flash Memory), a Hard Disk Drive (Hard Disk Drive, abbreviated as HDD), or a Solid State Drive (SSD), etc.; the storage medium may also comprise a combination of memories of the kind described above.
The technical scheme in the embodiment of the application at least has the following technical effects or advantages:
according to the composite braking control method, device, equipment and medium for the three-motor electric automobile, provided by the embodiment of the invention, the current brake pedal stroke of the electric automobile is determined firstly so as to determine whether the electric automobile is in a braking state or not. And then determining the electric braking force and the hydraulic braking force required by the electric automobile according to the brake pedal travel, the total braking demand curve of the electric automobile and the first pedal braking characteristic curve. Finally, the hydraulic braking force and the electric braking force are distributed to the front wheel and the rear wheel of the automobile according to the first distribution rule and the second distribution rule respectively so as to meet the braking requirement. The method not only distributes the hydraulic braking force and the electric braking force of the front wheel and the rear wheel to ensure the stable operation of the automobile, but also distributes the electric braking force to the rear wheel of the automobile, so that the total generating efficiency of the motor is the highest, and the efficiency of braking energy recovery is improved to the maximum extent. Since the efficiency of the braking energy recovery is affected by the power generation efficiency of the motor, the efficiency of the braking energy recovery is higher as the power generation efficiency of the motor is higher, and thus, the efficiency of the braking energy recovery can be improved to the greatest extent.
In the description provided herein, numerous specific details are set forth. It is understood, however, that embodiments of the invention may be practiced without these specific details. In some instances, well-known methods, structures and techniques have not been shown in detail in order not to obscure an understanding of this description.
Similarly, it should be appreciated that in the foregoing description of exemplary embodiments of the invention, various features of the invention are sometimes grouped together in a single embodiment, figure, or description thereof for the purpose of streamlining the disclosure and aiding in the understanding of one or more of the various inventive aspects. However, the disclosed method should not be interpreted as reflecting an intention that: rather, the invention as claimed requires more features than are expressly recited in each claim. Rather, as the following claims reflect, inventive aspects lie in less than all features of a single foregoing disclosed embodiment. Thus, the claims following the detailed description are hereby expressly incorporated into this detailed description, with each claim standing on its own as a separate embodiment of this invention.
It should be noted that the above-mentioned embodiments illustrate rather than limit the invention, and that those skilled in the art will be able to design alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. The word "comprising" does not exclude the presence of elements or steps not listed in a claim. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The invention can be implemented by means of hardware comprising several distinct elements, and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by one and the same item of hardware. The usage of the words first, second and third, etcetera do not indicate any ordering. These words may be interpreted as names.
Claims (15)
1. The composite braking control method for the three-motor electric automobile is characterized in that a front wheel of the electric automobile is driven by a centralized motor, and a rear wheel of the electric automobile is driven by two hub motors, and the method comprises the following steps:
determining the current brake pedal travel of the electric automobile;
determining the electric braking force and the hydraulic braking force of the electric automobile according to the brake pedal stroke, the total braking demand curve and the first pedal braking characteristic curve of the electric automobile;
according to a first distribution rule, proportionally distributing the hydraulic braking force to front wheels and rear wheels of the electric automobile;
and distributing all the electric braking force to the rear wheels of the electric automobile according to a second distribution rule.
2. The method of claim 1, wherein determining the electric braking force and the hydraulic braking force of the electric vehicle based on the brake pedal travel, the total brake demand curve and the first pedal braking characteristic curve of the electric vehicle comprises:
determining a first brake deceleration corresponding to the current brake pedal travel according to the total brake demand curve, and determining the total braking force required by the electric automobile according to the first brake deceleration;
according to the first pedal braking characteristic curve, determining a corresponding second braking deceleration under the current brake pedal travel, and determining the hydraulic braking force of the electric automobile according to the second braking deceleration;
and determining the electric braking force according to the total braking force and the hydraulic braking force.
3. The method of claim 1, wherein said proportionally distributing the hydraulic braking force to front and rear wheels of the electric vehicle according to a first distribution rule comprises:
according to the proportion of beta 2: the ratio of (1- β 2) distributes the hydraulic braking force to the front wheels and the rear wheels of the electric vehicle, respectively, where β 2=0.901.
4. The method of claim 1, further comprising:
judging whether the electric automobile enters a sliding regenerative braking working condition or not;
when the electric automobile enters a sliding regenerative braking working condition, determining the sliding regenerative braking force of the electric automobile;
and according to a third distribution rule, proportionally distributing the sliding regenerative braking force to the front wheels and the rear wheels of the electric automobile, and determining the regenerative braking force of the front wheel motor and the regenerative braking force of the rear wheel motor.
5. The method of claim 4, wherein determining the slip regenerative braking force of the electric vehicle when the electric vehicle enters the coast regenerative braking condition comprises:
acquiring the current speed of the electric automobile;
the slip regenerative braking force is determined according to the following formula:
F0＝zslide*G；
wherein F0 is the slip regenerative braking force, zslideZ is more than or equal to 0.05 and is the sliding regenerative braking intensityslide≤0.1，Z1、Z2、V1And V2And all the parameters are constant, V is the current speed of the electric automobile, and G is the weight of the whole automobile.
6. The method according to claim 5, wherein proportionally distributing the slip regenerative braking force to front and rear wheels of the electric vehicle according to a third distribution rule comprises:
according to the proportion of beta 1: the proportions of (1- β 1) distribute the slip regenerative braking force to the front wheels and the rear wheels of the electric vehicle, respectively, where β 1=0.678.
7. The method of claim 4, further comprising:
acquiring a vehicle speed influence factor;
acquiring a battery influence factor;
determining the braking torque required by each motor according to the regenerative braking force of the front wheel motor and the regenerative braking force of the rear wheel motor;
determining the maximum output torque of each motor;
selecting the smaller of the braking torque and the maximum output torque required by each motor, and multiplying the smaller by the battery influence factor and the vehicle speed influence factor to obtain the actual braking torque of the motor;
and driving the corresponding motor to work according to the actual braking torque to charge a power battery for energy recovery.
8. The method according to claim 7, wherein the determining the braking torque required for each motor from the front wheel motor regenerative braking force and the rear wheel motor regenerative braking force includes:
determining a braking torque T required for the concentrated electric machine according to the following formula1：
T1＝F01*r/(ig*η)；
Determining the required braking torque T of the in-wheel motor according to the following formula2：
T2＝F02*r/2；
Wherein, F01For regenerative braking of the front wheel motor, r is the wheel rolling radius, igIs the transmission ratio of the reducer, eta is the transmission efficiency of the reducer, F02Regenerating braking force for the rear wheel motor.
9. The method of claim 7, wherein determining a maximum output torque of each electric machine comprises:
determining a maximum output torque T of the concentrated electric machine according to the following equation1max：
T1max＝9550*P1/n1；
P1≤P0；
Determining the maximum output torque T of the in-wheel motor according to the following formula2max：
T2max＝9550*P2/n1；
P1+2*P2≤P0
Wherein, P1Is the peak power of the concentrated motor, n1Is the current rotational speed, P, of the centralized motor2Is the peak power of the in-wheel motor, n2Is the current rotation speed, P, of the in-wheel motor0The maximum charging power allowed for the rechargeable battery.
10. The method according to claim 7, characterized in that the vehicle speed influencing factor is ω 1, ω 1=0 when 0 ≦ V < 5 Km/h; when V is more than or equal to 5Km/h and less than or equal to 10Km/h, omega 1=0.2V-1; when V is more than 10Km/h, omega 2=1, wherein V is the current speed of the electric automobile.
11. The method of claim 7, wherein the battery impact factor is ω 2, ω 2=0 when SOC > 0.95; when the SOC is more than or equal to 0.9 and less than or equal to 0.95, omega 2=19-20 SOC; when the SOC is less than 0.9, omega 2=1, wherein the SOC is the residual capacity of the power battery.
12. The method of any one of claims 1 to 11, further comprising:
after a brake pedal travel signal is detected, delaying a set time T, and sending first electric signals to three motors of the electric automobile;
the brake pedal travel signal comprises the brake pedal travel information, and the first electric signal comprises the braking force information of the front wheel and the rear wheel of the electric automobile.
13. The utility model provides a three motor electric automobile composite brake controlling means which characterized in that, electric automobile's front wheel adopts centralized motor drive, electric automobile's rear wheel adopts two in-wheel motor drives, the device includes:
the pedal travel determining module is used for determining the current brake pedal travel of the electric automobile;
the braking force determining module is used for determining the electric braking force and the hydraulic braking force of the electric automobile according to the brake pedal travel, the total braking demand curve and the first pedal braking characteristic curve of the electric automobile;
the first braking force distribution module is used for distributing the hydraulic braking force to the front wheels and the rear wheels of the electric automobile in proportion according to a first distribution rule;
and the second braking force distribution module is used for distributing all the electric braking force to the rear wheels of the electric automobile according to a second distribution rule.
14. An electronic device, comprising: the three-motor electric automobile compound brake control method comprises a memory and a processor, wherein the memory and the processor are in communication connection with each other, computer instructions are stored in the memory, and the processor executes the computer instructions so as to execute the three-motor electric automobile compound brake control method according to any one of claims 1-12.
15. A computer-readable storage medium, characterized in that the computer-readable storage medium stores computer instructions for causing the computer to execute the three-motor electric vehicle composite braking control method according to any one of claims 1 to 12.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
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| CN202210855313.XA CN115257391A (en) | 2022-07-19 | 2022-07-19 | Three-motor electric automobile composite braking control method, device, equipment and medium |
| PCT/CN2023/098059 WO2024016859A1 (en) | 2022-07-19 | 2023-06-02 | Three-motor electric vehicle composite brake control method and apparatus, device and medium |
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| CN202210855313.XA CN115257391A (en) | 2022-07-19 | 2022-07-19 | Three-motor electric automobile composite braking control method, device, equipment and medium |
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| WO2024016859A1 (en) * | 2022-07-19 | 2024-01-25 | 东风汽车集团股份有限公司 | Three-motor electric vehicle composite brake control method and apparatus, device and medium |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| JP3915391B2 (en) * | 2000-09-14 | 2007-05-16 | トヨタ自動車株式会社 | Braking force control device for vehicle |
| JP4370781B2 (en) * | 2003-01-08 | 2009-11-25 | 日産自動車株式会社 | Brake control device for vehicle |
| DE10319663A1 (en) * | 2003-05-02 | 2004-11-18 | Robert Bosch Gmbh | Combined hydraulic- and electrical braking system for vehicle, includes controller determining braking force magnitudes and distribution between systems. |
| JP2007030631A (en) * | 2005-07-25 | 2007-02-08 | Advics:Kk | Brake control device for vehicle |
| KR20080051492A (en) * | 2006-12-06 | 2008-06-11 | 현대자동차주식회사 | Method for control regenerative braking of electric vehicle |
| CN107972531A (en) * | 2016-10-25 | 2018-05-01 | 法乐第(北京)网络科技有限公司 | A kind of control method, device and the electronic equipment of the compound pedal of electric automobile |
| CN108215937B (en) * | 2017-12-29 | 2021-02-05 | 爱驰汽车有限公司 | Electric vehicle crawling control method, system, equipment and storage medium |
| CN111267632B (en) * | 2018-12-04 | 2021-08-20 | 长沙智能驾驶研究院有限公司 | Vehicle control method, vehicle control system, electronic device, and storage medium |
| CN110155008B (en) * | 2019-06-20 | 2021-02-09 | 爱驰汽车有限公司 | Brake control method, system, device and storage medium based on electric power assistance |
| CN110155009B (en) * | 2019-06-20 | 2020-10-23 | 爱驰汽车有限公司 | Brake control method, system, equipment and storage medium based on intelligent assistance |
| CN111688496B (en) * | 2020-06-16 | 2021-07-30 | 安徽江淮汽车集团股份有限公司 | Energy recovery strategy setting method and device, electronic equipment and storage medium |
| CN113400946B (en) * | 2021-07-30 | 2023-08-22 | 睿驰电装(大连)电动系统有限公司 | Method and device for controlling braking energy recovery of electric automobile and electronic equipment |
| CN113602098A (en) * | 2021-09-16 | 2021-11-05 | 九江职业技术学院 | Electric automobile electro-hydraulic composite braking system based on hub motor driving and front and rear axle braking force distribution method |
| CN115257391A (en) * | 2022-07-19 | 2022-11-01 | 东风汽车集团股份有限公司 | Three-motor electric automobile composite braking control method, device, equipment and medium |
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| WO2024016859A1 (en) * | 2022-07-19 | 2024-01-25 | 东风汽车集团股份有限公司 | Three-motor electric vehicle composite brake control method and apparatus, device and medium |
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