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WO2022142953A1 - 一种车辆制动控制方法、装置及车辆制动系统 - Google Patents

一种车辆制动控制方法、装置及车辆制动系统 Download PDF

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Publication number
WO2022142953A1
WO2022142953A1 PCT/CN2021/134236 CN2021134236W WO2022142953A1 WO 2022142953 A1 WO2022142953 A1 WO 2022142953A1 CN 2021134236 W CN2021134236 W CN 2021134236W WO 2022142953 A1 WO2022142953 A1 WO 2022142953A1
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WO
WIPO (PCT)
Prior art keywords
braking
motor
mechanical
vehicle
speed
Prior art date
Application number
PCT/CN2021/134236
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English (en)
French (fr)
Inventor
侯茂生
文敬斌
刘生林
王历
Original Assignee
华为技术有限公司
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Publication date
Application filed by 华为技术有限公司 filed Critical 华为技术有限公司
Priority to EP21913694.2A priority Critical patent/EP4249310A4/en
Publication of WO2022142953A1 publication Critical patent/WO2022142953A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • 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
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0076—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/18—Controlling the braking effect
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/10—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/58—Combined or convertible systems
    • B60T13/585—Combined or convertible systems comprising friction brakes and retarders
    • B60T13/586—Combined or convertible systems comprising friction brakes and retarders the retarders being of the electric type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3255—Systems in which the braking action is dependent on brake pedal data
    • B60T8/326—Hydraulic systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D61/00—Brakes with means for making the energy absorbed available for use
    • 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
    • B60L2200/00—Type of vehicles
    • B60L2200/40—Working vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/36—Temperature of vehicle components or parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/425—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2250/00—Monitoring, detecting, estimating vehicle conditions
    • B60T2250/04—Vehicle reference speed; Vehicle body speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/60—Regenerative braking
    • B60T2270/604—Merging friction therewith; Adjusting their repartition
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/82—Brake-by-Wire, EHB
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed

Definitions

  • the present application relates to the field of vehicle braking, in particular to the field of braking of electric vehicles, and in particular to a vehicle braking control method, device and vehicle braking system.
  • the purpose of the embodiments of the present application is to provide a vehicle braking control method, device and vehicle braking system, which can provide different braking solutions for vehicles according to different scenarios, reduce the risk of braking due to braking Risk of traffic accidents due to malfunction.
  • a first aspect of the present application provides a vehicle braking control method, which includes obtaining a vehicle speed, wherein when the vehicle speed is greater than a first speed, energy recovery braking is performed, energy is recovered by generating electricity by a motor, and The battery is charged to generate braking force; when the vehicle speed is less than the first speed and greater than the second speed, the motor reverse connection braking and mechanical braking are performed, and the braking force generated by the motor reverse connection braking and the braking force generated by the mechanical braking are performed.
  • the power is superimposed, and the electric energy generated by the motor is consumed by the power consumption device; when the vehicle speed is less than the second speed, the mechanical braking is performed, and the braking force is generated by the mechanical braking.
  • the power consumption device may be a resistor in a circuit, an electrical appliance, etc.
  • the electrical appliance may be, for example, a cooling device.
  • the energy recovery can ensure the energy recovery effect at high speed (greater than the first speed), so that the speed of the vehicle can be reduced smoothly; the mechanical braking caused by the overheating of the brake hub caused by long-term and frequent mechanical braking can be reduced. occurrence of failure.
  • the motor reverse connection braking and the mechanical braking are performed, so that the motor reverse connection braking and the mechanical braking are mutually backup, avoiding or suppressing the two A situation where sufficient braking force cannot be provided when one of them fails, etc.
  • the reverse-connection braking of the motor is used in combination with the mechanical braking, which can suppress the occurrence of a situation where sufficient braking force cannot be provided, compared with the way of using the energy recovery braking in combination with the mechanical braking.
  • the motor reverse connection braking is also performed, and the braking force generated by the motor reverse connection braking and the mechanical braking The braking force is superimposed.
  • the motor is connected to reverse braking to ensure that the total braking force remains unchanged, so as to prevent the braking force provided by the mechanical braking device from being reduced due to overheating or even the vehicle cannot be stopped when the braking fails. be effectively braked, resulting in a traffic accident.
  • the motor reverse brake is only connected when the mechanical brake device is overheated. Compared with the situation where the reverse brake is always connected, the use of the motor reverse brake can be avoided as much as possible. Connect the brake to reduce energy consumption.
  • the temperature of the mechanical braking device is obtained by calculating the friction coefficient, and the friction coefficient is obtained by the following method get:
  • the total braking demand braking torque is obtained
  • the friction coefficient of the lining of the mechanical braking device is obtained according to the mechanical braking torque and hydraulic strength, the lining radius of the mechanical braking device, and the lining area of the mechanical braking device.
  • the electric energy generated by the motor is used to drive the cooling unit to perform the cooling operation for the motor.
  • the electric energy in the circuit can be used to drive the cooling unit, so as to realize the reuse of energy and the heat dissipation of the motor.
  • the cooling operation includes: when a braking command is received, calculating the motor thermal power according to the obtained motor current and according to the motor current; controlling cooling according to the motor thermal power The unit performs a cooling operation.
  • the thermal power of the motor is used as a parameter for judging whether the motor is overheated, which avoids the hysteresis problem caused by only detecting the motor temperature to determine whether the motor is overheated, and can control the temperature of the motor more accurately.
  • the cooling operation further includes controlling the cooling unit to perform the cooling operation for the motor according to the obtained temperature of the motor.
  • both the thermal power of the motor and the motor temperature are used as parameters for judging whether the motor is overheated, which avoids the lag problem caused by judging whether the motor is overheated only by detecting the motor temperature, and can control the temperature of the motor more accurately.
  • the mechanical braking is also performed, and the braking force generated by the mechanical braking is combined with the energy recovery.
  • the braking force generated by braking is superimposed.
  • the braking force of the motor reverse-connection braking is greater than the braking force of the mechanical brake, and the braking force of the motor reverse-connection braking The braking force of the mechanical brake increases as the speed decreases.
  • the vehicle is an electric truck.
  • a second aspect of the present application provides a vehicle braking control device, comprising: a speed acquisition module for acquiring the vehicle speed, and a vehicle braking control module for controlling the vehicle to perform braking according to the vehicle speed , wherein, when the vehicle speed is greater than the first speed, the energy recovery braking is performed, the energy is recovered through the motor power generation, and the battery is charged to generate a braking force; when the vehicle speed is less than the first speed and greater than the second speed, the execution includes the motor Reverse braking and mechanical braking, the braking force generated by the motor reverse braking and the braking force generated by the mechanical braking are superimposed, and the electric energy generated by the motor is consumed by the power consumption device; when the vehicle speed is less than the second speed, the execution at least includes Mechanical brake, the braking force is generated by the mechanical brake.
  • the motor reverse-connection braking is also performed, the braking force generated by the motor reverse-connection braking and the braking force generated by the mechanical braking Power stacking.
  • the braking force generated by the motor reverse braking and the braking force generated by the mechanical braking are superimposed, the braking force of the motor reverse braking increases as the speed decreases, so The braking force of the mechanical brake decreases as the speed decreases.
  • the temperature of the mechanical braking device is obtained by calculating the friction coefficient, and the friction coefficient is obtained by the following method get:
  • the total braking demand braking torque is obtained
  • the friction coefficient of the lining of the mechanical braking device is obtained according to the mechanical braking torque and hydraulic strength, the lining radius of the mechanical braking device, and the lining area of the mechanical braking device.
  • the electric energy generated by the motor is used to drive the cooling unit to perform the cooling operation for the motor.
  • the cooling operation includes:
  • the cooling unit is controlled to perform a cooling operation according to the motor thermal power.
  • the cooling operation further includes controlling the cooling unit to perform the cooling operation for the motor according to the obtained temperature of the motor.
  • the mechanical braking is also performed, and the braking force generated by the mechanical braking is equal to The braking force from regenerative braking is superimposed.
  • the braking force of the motor reverse braking is greater than the braking force of the mechanical braking, and the braking force of the motor reverse braking is greater than that of the mechanical braking.
  • the power decreases as the speed decreases, and the braking force of the mechanical brake increases as the speed decreases.
  • the vehicle is an electric truck.
  • a third aspect of the present application provides a vehicle braking system, comprising: a motor, a mechanical braking device, a battery, a vehicle braking control device, a vehicle speed acquiring device, and a plurality of control switches, wherein the vehicle braking control device It is used to adjust the braking scheme according to the connection and disconnection of the vehicle speed control switch obtained in real time, wherein, when the vehicle speed is greater than the first speed, the energy recovery braking is performed, and the vehicle speed control switch is located at the first speed limit, The energy recovery switch is located at the first energy recovery limit, and the brake switch is connected, the motor and the battery form a series circuit, the motor generates electricity to recover energy, and the battery is charged to generate a braking force; when the vehicle speed is lower than the first speed and When the speed is greater than the second speed, the motor reverse braking and mechanical braking are performed, the vehicle speed control switch is at the second speed limit, the energy recovery switch is at the second energy recovery limit, the brake switch is off, and the braking force supplement switch is connected
  • a temperature control switch of the mechanical braking device is also included, and when the temperature of the mechanical braking device exceeds a predetermined temperature, the motor reverse-connection braking is also performed, and the temperature control switch of the mechanical braking device is connected, so The mechanical braking device also forms a parallel circuit with the motor, and the braking force generated by the reverse connection of the motor and the braking force generated by the mechanical braking are superimposed.
  • the braking force generated by the motor reverse braking and the braking force generated by the mechanical braking are superimposed, the braking force of the motor reverse braking increases as the speed decreases, The braking force of the mechanical brake decreases as the speed decreases.
  • the temperature of the mechanical braking device is obtained by calculating the friction coefficient, and the friction coefficient is obtained by the following method get:
  • the total braking demand braking torque is obtained
  • the friction coefficient of the lining of the mechanical braking device is obtained according to the mechanical braking torque and hydraulic strength, the lining radius of the mechanical braking device, and the lining area of the mechanical braking device.
  • a cooling device is also included, when the motor reverse connection braking is performed, the motor and the cooling device form a series circuit, and the electric energy generated by the motor is used to drive the cooling unit to perform the braking of the motor. cooling operation.
  • the method further includes: a motor control device, configured to obtain the current of the motor when a braking command is received, the vehicle brake control device calculates the thermal power of the motor according to the current of the motor, and the cooling control device The apparatus controls a cooling unit to perform a cooling operation on the motor according to the thermal power of the motor.
  • the method further includes: a temperature sensor, configured to acquire the temperature of the motor; and a cooling control device, configured to control the cooling device to perform a cooling operation on the motor according to the temperature.
  • the braking force supplement switch is connected, and the motor is also connected to the mechanical
  • the braking device forms a parallel circuit, and the braking force generated by the mechanical braking and the braking force generated by the energy recovery braking are superimposed.
  • the braking force of the motor reverse-connection braking is greater than that of the mechanical brake, and the braking force of the motor reverse-connection braking is greater than that of the mechanical brake.
  • the power decreases as the speed decreases, and the braking force of the mechanical brake increases as the speed decreases.
  • the battery power control switch is located at the second power limit, and the battery and the mechanical braking device form a series circuit.
  • the vehicle is an electric truck.
  • a fourth aspect of the present application provides a computing device, including: a bus; a communication interface connected to the bus; at least one processor connected to the bus; and at least one memory connected to the bus and storing There are program instructions that, when executed by the at least one processor, cause the at least one processor to perform any of the methods provided by the first aspect and possible implementations thereof.
  • a fifth aspect of the present application provides a computer-readable storage medium on which program instructions are stored, and when executed by a computer, the program instructions cause the computer to perform the method provided in the first aspect and possible implementations thereof. any method.
  • a sixth aspect of the present application provides a computer program, by running the program, a computer can execute any one of the methods provided in the first aspect and its possible implementations, or as the second aspect and its possible implementations. Any of the provided means functions.
  • FIG. 1 is a schematic structural diagram of a vehicle braking system provided by an embodiment of the present application.
  • FIG. 2 is a schematic structural diagram of a cooling system for cooling a motor provided by an embodiment of the present application
  • FIG. 3 is a flowchart of a vehicle braking control method provided by an embodiment of the present application.
  • FIG. 4 is a flowchart of a vehicle braking method provided by an embodiment of the present application.
  • Fig. 5a-Fig. 5f are schematic diagrams of motor braking force and mechanical braking force changing with time when the vehicle performs braking;
  • Fig. 6a-Fig. 6d are schematic diagrams of motor braking force and mechanical braking force changing with time during the period from braking to stop of the vehicle;
  • FIG. 7 is a flowchart of a motor cooling control method provided by an embodiment of the present application.
  • FIGS. 8a-8g are schematic diagrams of a control circuit of a vehicle braking system provided by an embodiment of the present application.
  • FIG. 9 is a schematic structural diagram of a computing device provided by some embodiments of the present application.
  • Brake pedal control switch 1 energy recovery switch 2; speed sensor control switch 3; mechanical brake overheat switch 4; braking force supplement switch 5; battery power control switch 6; brake switch 7; diode 8; A/D conversion 9; sensor 10; speed sensor 11; hydraulic strength sensor 12; angle sensor 13; load sensor 14; temperature sensor 15; vehicle brake control device 20; calculation module 21; brake distribution module 22; motor control device 30; brake control device 40; electric motor 50; mechanical brake device 60; warning device 70; cooling control device 80; cooling device 90; vehicle braking system 100; cooling system 110; battery 120; computing device 1500; processor 1510; memory 1520; communication interface 1530; bus 1540.
  • Mechanical braking also known as braking, refers to the action of using a mechanical device to stop or reduce the speed of a running locomotive, vehicle and other means of transport or machinery.
  • the commonly used mechanical braking methods of vehicles are divided into drum brakes and disc brakes. Large trucks generally use drum brakes.
  • the mechanical braking device usually drives the hydraulic mechanism by the brake motor to drive the brake to rub against the wheel to generate the braking force.
  • Braking Energy Recovery hereinafter referred to as energy recovery, which is usually used in vehicles or rail transit, refers to the fact that the reverse electromotive force generated by the rotation of the motor is higher than the driving force when the vehicle is coasting or braking. The voltage of the motor and thus the operation of charging the battery.
  • Motor Reverse Braking refers to the operation of quickly braking the motor through the reverse torque on the motor rotor.
  • the reverse torque of the motor reverse braking is achieved by changing the direction of the rotating magnetic field (exchanging the two-phase stator winding wiring).
  • the superimposed regenerative braking system (Regenerative Braking System), hereinafter referred to as RBS, its working principle is: after the driver depresses the brake pedal, the mechanical braking device coupled with the brake pedal performs the braking operation, and at the same time The braking force generated by the reverse connection of the motor is superimposed on the mechanical braking force as an auxiliary to assist braking.
  • RBS Regenerative Braking System
  • CRBS Cooperative Regenerative Braking System
  • the sensor obtains the current depression angle of the brake pedal
  • the control device judges the driver according to the angular velocity.
  • the braking demand of the vehicle is calculated, and the braking force required by the vehicle is calculated according to the depression angle of the brake pedal and the vehicle speed, and then the motor reverse braking is used as the main braking source to perform the braking operation.
  • the mechanical brake acts as a compensation for the motor reverse connection braking.
  • Electronic Stability Program Electronic Stability Program
  • ESP Electronic Stability Program
  • its working principle is: analyze and calculate the vehicle driving status information transmitted from various sensors, and then issue instructions to the vehicle's various controllers, so as to maintain the vehicle. dynamic balance.
  • a hydraulic retarder is used to assist the vehicle in braking.
  • the hydrodynamic retarder includes a housing as a stator and a rotor located within the housing. Blades are provided on both the rotor and the stator.
  • the housing is connected with the rear end or the frame of the vehicle transmission, and the rotor is connected with the transmission shaft of the vehicle through a hollow shaft.
  • the rotor rotates relative to the casing, and uses liquid damping to generate retardation.
  • Pressure is applied to the oil pool by means of the manipulation of the control valve, so that the working fluid fills the working cavity between the rotor and the stator.
  • the rotor When the rotor rotates, a torque is applied to the stator through the working fluid, and the counter torque of the stator becomes the braking torque of the rotor.
  • the magnitude of the torque depends on the volume and pressure of the liquid in the working chamber (depending on the braking intensity gear set by the control valve), as well as the rotational speed of the rotor.
  • the kinetic energy of the vehicle is converted into heat energy through the friction between the rotor and the working fluid and the impact of the rotor on the stator, thereby increasing the temperature of the working fluid.
  • the working fluid is introduced into the heat exchange device to circulate, transfer heat to the cooling water, and then dissipate through the engine cooling system.
  • RBS Braking operation is performed with RBS or CRBS.
  • RBS the brake pedal and the mechanical brake mechanism are coupled.
  • the mechanical brake device will brake, while the motor reverse brake is only superimposed on On the mechanical brake, the motor reverse braking is not used as the main braking source to provide braking force.
  • CRBS focuses on energy recovery, and braking is an additional benefit of energy recovery.
  • the energy recovered by the motor can generate a large braking force, but when the vehicle speed is low, the braking generated by the energy recovered by the motor is small, which cannot meet the braking requirements.
  • CRSB cannot provide a reliable braking guarantee when the mechanical braking device overheats or fails.
  • the present application provides a vehicle braking control method, device and vehicle braking system.
  • the three braking schemes of energy recovery, motor reverse connection braking and mechanical braking are selected, which realizes that energy recovery is mainly performed when the vehicle is braking at high speed, and braking at medium speed is realized.
  • Motor reverse braking and mechanical braking are performed at the same time when moving, and mechanical braking is mainly performed when braking at low speed.
  • the braking system, braking method and braking device of the present application are applied to the braking of electric vehicles and hybrid vehicles, for example, the braking of large electric trucks.
  • a first embodiment of the present application relates to a vehicle braking system.
  • the main application of the vehicle braking system is the braking of large electric trucks.
  • FIG. 1 is a schematic structural diagram of a vehicle braking system 100 provided by an embodiment of the present application.
  • the vehicle brake system 100 includes: a sensor 10 , a vehicle brake control device 20 , a motor control device 30 , a mechanical brake control device 40 , a motor 50 , a mechanical brake device 60 and an alarm device 70 .
  • the motor 50 is capable of driving a DC motor for driving the vehicle.
  • the sensor 10 includes a speed sensor 11 for detecting the speed of the vehicle, a hydraulic pressure sensor 12 for detecting the hydraulic pressure of the mechanical brake device, an angle sensor 13 for detecting the angle at which the brake pedal is depressed, and a vehicle load for detecting of the load cell 14.
  • the vehicle brake control device 20 can acquire the data of the sensor 10, analyze and calculate the data.
  • the vehicle brake control device 20 includes a vehicle brake control module, which may include a calculation module 21 and a brake distribution module 22 .
  • the calculation module 21 acquires the data of the sensor 10 and analyzes and calculates the data, so as to formulate a corresponding braking scheme and braking force.
  • the analysis of the data by the computing module 21 includes: acquiring the vehicle speed when braking is required and formulating a braking scheme according to the speed.
  • the calculation of the data by the calculation module 21 includes: calculating the angular acceleration through the depression angle of the brake pedal obtained by the brake pedal angle sensor 13; calculating the current total required braking force of the vehicle according to the depression angle and the angular acceleration; The real-time electrical power of the motor; and the calculation of the friction coefficient of the mechanical brake.
  • the brake distribution module 22 is used for distributing the mechanical braking force and/or the motor braking force according to the total required braking force calculated by the calculation module 21 in combination with the braking scheme.
  • the vehicle brake control device 20 may be implemented by software, hardware or a combination of software and hardware, and may also be part or all of an electronic device.
  • the vehicle brake control device 20 may be an ESP body electronic stability program, an ESC (Electronic Stability Control) electronic stability control device, a VSC (Vehicle Stability Control) body stability control device, and a VSA (Vehicle Stability Assist) Body stability assist device, DSC (Dynamic Stability Control) dynamic stability control device, etc.
  • ESP Electronic Stability Control
  • VSC Vehicle Stability Control
  • VSA Vehicle Stability Assist
  • DSC Dynamic Stability Control
  • the mechanical brake control device 40 is used to control the operation of the mechanical brake device 60 .
  • the motor control device 30 is used to control the operation of the motor 50 .
  • the mechanical brake control device 40 and the motor control device 30 receive the braking force command output by the brake distribution module, and control the motor 50 and the mechanical braking device 60 to perform corresponding braking operations according to the braking force command.
  • the warning device 70 is used to warn the user when the mechanical braking device 60 is faulty or overheated.
  • the vehicle braking system 100 also includes a cooling system 110 for cooling the vehicle.
  • the cooling system 110 will be described below with reference to FIG. 2 .
  • FIG. 2 is a schematic structural diagram of a cooling system 110 for cooling a motor provided by an embodiment of the present application.
  • the cooling system 110 may include a temperature sensor 15 , a cooling control device 80 and a cooling device 90 .
  • the temperature sensor 15 is used to acquire the temperature of the motor 50 ; the cooling control device 80 is connected to the temperature sensor 15 and used to control the cooling device 90 to cool the motor according to the temperature of the motor 50 .
  • the cooling control device 80 is also connected to the motor control device 30 , the motor control device 30 is used to obtain the real-time current of the motor 50 , and the calculation module 21 calculates the real-time thermal power of the motor 50 according to the real-time current of the motor 50 .
  • the cooling control device 80 controls the cooling device 90 to perform a cooling operation according to the real-time temperature of the motor 50 and the real-time thermal power of the motor 50.
  • the cooling device 90 may include a cooling pump driven by electricity.
  • the detection of the motor temperature by the temperature sensor has a certain hysteresis.
  • the inventor added the operation of reading the current of the motor in real time to calculate the real-time thermal power of the motor to the traditional temperature adjustment scheme, and provided the real-time thermal power of the motor as an input to the Cooling controls.
  • the present application can judge whether the motor is overheated according to the real-time thermal power of the motor, improve the efficiency of the cooling device, and realize more accurate temperature control of the motor.
  • FIG. 3 shows the work flow of the vehicle brake control system provided by the embodiment of the present application.
  • the brake pedal angle sensor 13 acquires the depression angle of the brake pedal, while the speed sensor 11 acquires the vehicle speed.
  • the vehicle brake control device 20 performs the following processing according to the acquired vehicle speed and the depression angle:
  • the braking scheme is determined according to the obtained vehicle speed, the angular acceleration is calculated according to the depression angle of the brake pedal, and the current total required braking force of the vehicle is calculated according to the angular acceleration and the angle.
  • the mechanical braking force and the motor braking force are distributed according to the braking scheme and the total demand braking force, and the generated mechanical braking force command and the motor braking force command are input to the mechanical braking control device and the motor reverse connection braking control device.
  • the mechanical brake control device 40 and the motor reverse brake control device 50 control the mechanical brake device 60 and the motor 50 to perform braking according to the received mechanical braking force command and the motor braking force command, thereby reducing the speed of the vehicle.
  • the vehicle braking control device 20 continuously adjusts the braking scheme and the mechanical and electric braking forces according to the vehicle speed. As shown in FIG. 3 , the speed sensor 11 continuously obtains the current vehicle speed, and feeds back the current vehicle speed to the vehicle brake control device 20 .
  • the vehicle braking control device 20 calculates the current vehicle acceleration according to the current vehicle speed, and adjusts the distribution of the braking force in combination with the depression angle of the brake pedal and the angular acceleration, so as to realize the dynamic adjustment of the braking force.
  • the hydraulic pressure sensor 12 continuously acquires the current hydraulic pressure of the mechanical brake device, and feeds back the current hydraulic pressure of the mechanical brake device to the vehicle brake control device 20 .
  • the braking force generated by the mechanical braking device 60 is proportional to the hydraulic pressure in the current mechanical braking device (the parameter is K).
  • the vehicle braking control device 20 updates the generated mechanical braking force command again and then inputs it to the Mechanical brake control device, so as to realize dynamic adjustment of mechanical braking force.
  • the speed and hydraulic pressure of the vehicle are fed back in real time by the speed sensor 11 and the hydraulic pressure sensor 12 , so that the closed-loop control of the vehicle braking system is realized, so that the vehicle can execute different braking schemes according to the vehicle speed and improve the reliability of braking.
  • FIG. 4 shows a control flow of the vehicle braking control device provided by the embodiment of the present application to control the vehicle to execute the braking scheme according to the vehicle speed.
  • energy recovery and mechanical braking means that the vehicle performs energy recovery braking and mechanical braking at the same time
  • motor reverse-connection superimposed mechanical braking means that the vehicle simultaneously performs motor reverse-connection braking and mechanical braking verb: move.
  • step S20 When the vehicle driver steps on the brake pedal, the vehicle braking starts, and the vehicle braking control device executes step S20 to read the vehicle speed collected by the speed sensor.
  • Step S31 Determine whether the vehicle speed is greater than the first speed v1.
  • step S41 is executed: it is determined whether the battery power is less than the first power level.
  • step S81 the vehicle braking control device controls the vehicle to perform mechanical braking.
  • step S50 is executed: it is determined whether the total required braking force of the vehicle is less than the maximum braking force that can be provided by the motor.
  • step S60 the vehicle braking control device controls the vehicle to perform energy recovery braking, recovers energy by generating electricity from the motor, and charges the battery.
  • step S61 the vehicle braking control device controls the vehicle to perform energy recovery braking and mechanical braking, and the braking force generated by the mechanical braking and the energy recovery braking The resulting braking force is superimposed.
  • step S32 is executed: it is determined whether the vehicle speed is greater than the second speed v2.
  • step S71 the vehicle control device controls the vehicle to perform motor reverse braking and mechanical braking.
  • step S72 the electric energy generated by the motor reverse connection braking is used to drive the cooling device to cool the motor.
  • step S83 is executed: the vehicle brake control device controls the vehicle to perform mechanical braking. After step S83 is performed, step S90 is also performed: it is determined whether the mechanical braking device is overheated.
  • step S83 If the mechanical braking device is not overheated, step S83 is continued, and the vehicle performs mechanical braking until the vehicle stops. If the mechanical braking device is overheated, step S84 is executed: the vehicle control device controls the vehicle to perform mechanical braking and motor reverse connection braking. In the case of motor reverse connection braking, step S85 is performed: the electric energy generated by the motor reverse connection braking is used to drive the cooling device to cool the motor, and the vehicle performs motor braking and mechanical braking until the vehicle stops.
  • the calculation module of the vehicle braking control device obtains the temperature of the mechanical braking device by calculating the friction coefficient.
  • the friction coefficient is obtained by the following method:
  • the vehicle speed is acquired by the speed sensor 11
  • the vehicle load is acquired by the load sensor 14
  • the current mechanical brake hydraulic pressure is acquired by the hydraulic pressure sensor 12 .
  • the vehicle brake control device 20 calculates the actual braking torque T according to the following formula:
  • T is the actual braking torque
  • m1 is the vehicle load
  • m2 is the vehicle self-weight
  • d v /d t is the vehicle acceleration
  • R is the wheel radius.
  • the actual braking torque includes the mechanical braking torque T1 and the motor braking torque T2.
  • the motor braking torque T2 is calculated by the motor speed, the motor voltage and the external characteristic curve of the motor.
  • the mechanical braking torque T1 can be calculated from the difference between the actual braking torque T and the motor braking torque T2.
  • the friction coefficient of the lining of the current mechanical braking device is calculated by the following formula:
  • u is the friction coefficient of the lining of the mechanical braking device
  • P is the hydraulic pressure
  • r is the radius of the lining of the mechanical braking device
  • S is the area of the lining of the mechanical braking device.
  • FIG. 7 shows the work flow of the cooling system provided by the embodiment of the present application.
  • the motor control device 30 reads the real-time current of the motor 50 , and the calculation module of the vehicle brake control device calculates the real-time thermal power of the motor according to the real-time current of the motor 50 .
  • the motor temperature sensor 15 acquires the motor temperature.
  • the cooling control device acquires the real-time thermal power and motor temperature of the motor 50, and determines whether the motor is overheated according to the thermal power of the motor 50 and/or the temperature of the motor 50. When the motor temperature exceeds the target temperature, or the motor thermal power exceeds the target thermal power, the cooling control device controls the cooling device 90 to cool the motor.
  • the temperature of the motor is usually detected by the temperature sensor 15 of the motor, and then the temperature of the motor is fed back to the cooling control device to control the cooling of the motor. But there is a certain lag in this process.
  • the real-time current of the motor 50 is obtained by the motor control device 30, and the real-time thermal power of the motor is calculated by the calculation module according to the real-time current. In this way, the cooling efficiency of the motor is improved, and the temperature of the motor is more precisely controlled.
  • a second embodiment of the present application relates to a vehicle brake control method. It realizes the braking of the vehicle by controlling each component of the vehicle braking system of the first embodiment of the present application.
  • the executive body of the vehicle braking control method is the vehicle braking system provided by the first embodiment of the present application.
  • the braking control method according to the embodiment of the present application will be described below with reference to the accompanying drawings.
  • the execution body of the vehicle braking method of this embodiment is the vehicle braking system provided by the first embodiment of the present application.
  • FIG. 4 is a schematic flowchart of a vehicle braking control method provided by an embodiment of the present application.
  • the brake pedal angle sensor acquires the depression angle of the brake pedal
  • the speed sensor acquires the vehicle speed.
  • the vehicle starts to brake, and the vehicle brake control device executes step S20 to read the vehicle speed.
  • Step S31 is executed: determine whether the vehicle speed is greater than the first speed v1.
  • step S41 is executed: whether the battery power is less than the first power level.
  • step S50 is executed to determine whether the total required braking force of the vehicle is less than the maximum braking force that can be provided by the motor, and if so, step S60 is executed: the vehicle braking control device controls the vehicle to execute an energy recovery system verb: move.
  • Fig. 5a shows a schematic diagram of the change of motor braking force with time when the vehicle performs regenerative braking, wherein the mechanical braking device does not participate in braking, and the motor braking force is the total demand of the vehicle calculated by the vehicle braking control device braking force, and motor braking force remains constant over time.
  • step S61 the vehicle control device controls the vehicle to perform energy recovery and mechanical braking at the same time.
  • Figure 5b shows the coordinate diagram of the motor braking force and the mechanical braking force changing with time when the vehicle performs energy recovery braking and mechanical braking at the same time, wherein the motor braking force is greater than the mechanical braking force, and the mechanical braking force is the vehicle braking force The difference between the braking force required by the vehicle calculated by the control device and the maximum braking force that can be provided by the electric motor, the electric motor braking force and the mechanical braking force being constant over time.
  • step S81 the vehicle brake control device controls the vehicle to perform mechanical braking.
  • the total required braking force of the vehicle can be calculated as T through the angle of the brake pedal depression. Whether it is emergency braking can be determined by the angular acceleration of the brake pedal being depressed, wherein, when the angular acceleration is greater than 10 rad/s 2 , it can be determined that the vehicle is in an emergency braking state.
  • the total required braking force may be 1.3T.
  • the first speed may be 20 ⁇ 40 km/h.
  • step S32 is executed: it is determined whether the vehicle speed is greater than the second speed v2.
  • step S71 the vehicle brake control device controls the vehicle to perform motor reverse connection braking and mechanical braking at the same time, and when the motor reverse connection braking is performed, step S72 is executed: motor reverse connection braking is performed.
  • the electrical energy generated by the braking is used to drive the vehicle for cooling.
  • Figures 5c and 5d show the time-dependent coordinate diagrams of the motor braking force and the mechanical braking force when the vehicle performs the motor reverse braking and the mechanical braking at the same time.
  • the vehicle brake control device adjusts the mechanical braking force and the motor braking force according to the vehicle speed.
  • the motor braking force is greater than the mechanical braking force at the beginning.
  • the vehicle speed gradually decreases, the motor braking force gradually decreases to exit, and the mechanical braking force gradually increases.
  • the total required braking force is greater than the maximum braking force that the motor can provide (Fig.
  • the motor reverse-connection braking and mechanical braking are performed simultaneously.
  • the motor braking force is greater than the mechanical braking force at the beginning, and the vehicle speed changes with time Gradually decrease, the braking force of the motor gradually decreases to exit, and the braking force of the mechanical brake gradually increases.
  • the second speed may be 10-15km/h.
  • the electric energy generated by the motor can be used to drive the vehicle for cooling, thereby realizing energy reuse and heat dissipation of the motor.
  • step S83 is executed: the vehicle braking control device only controls the vehicle to perform mechanical braking.
  • FIG. 5e shows a coordinate diagram of the mechanical braking force changing with time when the vehicle performs mechanical braking, wherein the mechanical braking force is constant.
  • step S90 is also performed: it is determined whether the mechanical braking device is overheated.
  • step S84 the vehicle braking control device controls the vehicle to perform motor reverse connection braking on the basis of the mechanical braking.
  • step S85 is performed: the electric energy generated by the motor reverse connection braking is used to drive the vehicle for cooling.
  • Fig. 5f shows the coordinate diagram of the motor braking force and the mechanical braking force as a function of time when the vehicle performs motor reverse braking and mechanical braking at the same time, when the mechanical braking device is overheated and the motor reverse braking is available. At this time, the motor braking force gradually increases, and the mechanical braking gradually decreases.
  • the above is the braking scheme used by the vehicle to brake at different speeds. As the speed of the vehicle decreases, the braking scheme may change, and at the same time, in each braking scheme, the ratio of the required mechanical braking force and motor braking force to the total required braking force may also change accordingly.
  • Scenario 1 The total required braking force of the vehicle is less than the maximum braking force that the motor can provide, and the mechanical braking device operates normally.
  • Figure 6c shows the variation of the mechanical braking force and the motor braking force with time when the vehicle performs braking above the first speed until the vehicle comes to a complete stop. From depressing the brake pedal to the complete stop of the vehicle (that is, during the period of t0-t3), the vehicle successively performs energy regenerative braking, mechanical braking plus motor reverse braking and mechanical braking. At time t0, the vehicle performs regenerative braking.
  • the speed of the vehicle continues to decrease until at time t1, the speed of the vehicle decreases from greater than the first speed to less than the first speed and greater than the second speed.
  • the vehicle brake control device controls the vehicle to execute the mechanical braking Brake and motor are reversely connected to brake, and obtain the hydraulic strength of the mechanical brake device according to the hydraulic strength sensor and adjust the mechanical braking force and motor braking force according to the vehicle deceleration calculated according to the vehicle speed. That is, as the speed of the vehicle decreases, the mechanical braking force gradually increases, and the electric braking force gradually decreases.
  • the speed of the vehicle decreases continuously until the speed of the vehicle is less than the second speed at time t2, at which time the vehicle brake control device controls the vehicle to perform mechanical braking until the vehicle stops ( time t3).
  • Scenario 2 The total required braking force of the vehicle is less than the maximum braking force that the motor can provide, and the mechanical braking device is overheated
  • the vehicle adopts the same braking scheme as that of scene 1, that is, executes first
  • the regenerative braking then performs mechanical braking plus motor reverse braking.
  • the vehicle speed is lower than the second speed. Due to the overheating of the mechanical braking device, the vehicle performs mechanical braking and motor reverse braking after time t2, and the mechanical braking force gradually decreases with time, and the motor braking force increases with time. The change of time gradually increases until at time t3, the vehicle stops.
  • Scenario 3 The total required braking force of the vehicle is greater than the maximum braking force that the motor can provide, and the mechanical braking device operates normally.
  • Figure 6d shows the variation of the mechanical braking force and the motor braking force over time when the vehicle performs braking above the first speed until the vehicle comes to a complete stop.
  • the vehicle successively performs energy recovery plus mechanical braking, mechanical braking plus motor reverse braking and mechanical braking until the vehicle stops.
  • the vehicle speed is greater than the first speed
  • the total braking force required by the vehicle is greater than the maximum braking force provided by the motor
  • the vehicle performs energy recovery and mechanical braking
  • the mechanical braking force is equal to the braking force required by the vehicle and the motor.
  • the difference in the maximum braking force that can be provided when the speed of the vehicle is less than the first speed and greater than the second speed, the vehicle performs mechanical braking and motor reverse braking.
  • the vehicle speed is lower than the second speed
  • the vehicle performs mechanical braking until the vehicle stops.
  • the total required braking force of the vehicle is greater than the maximum braking force that the motor can provide, and the mechanical braking device is overheated
  • Scenario 4 The difference between Scenario 4 and Scenario 3 is that the mechanical braking device of the vehicle overheats.
  • the vehicle adopts the same braking scheme as that of scenario 3, that is, first execute Energy recovery plus mechanical braking and then performing mechanical braking plus motor reverse braking.
  • the vehicle speed is lower than the second speed. Due to the overheating of the mechanical braking device, the vehicle performs mechanical braking and motor reverse braking, and the mechanical braking force gradually decreases, and the motor braking force gradually increases until at time t4, Vehicle stopped.
  • the energy recovery efficiency can be increased; in the case of medium speed (less than the first speed and greater than the second speed), the reverse connection of the motor is used to superimpose mechanical braking to ensure the braking effect; and at low speed In the case of (less than the second speed), the mechanical braking is adopted to reduce the electric energy consumed by the braking, and at the same time avoid the occurrence of overheating or failure of the mechanical braking device caused by frequent braking when the vehicle is running downhill for a long time or at a high speed.
  • the third embodiment of the present application provides a vehicle braking system, which realizes the vehicle braking method provided by the second embodiment of the present application by connecting and disconnecting each control switch in the control system, so that the vehicle adopts different braking methods according to the speed. Action plan.
  • the vehicle braking system provided by the embodiment of the present application includes: a motor 50 , a mechanical braking device 60 , a cooling device 90 , a battery 120 , and a plurality of control switches.
  • the control switches include brake pedal control switch 1, energy recovery switch 2, speed sensor control switch 3, mechanical brake overheat switch 4, braking force supplement switch 5, battery power control switch 6, brake switch 7 and diode 8 .
  • the brake pedal control switch 1 can control the vehicle to switch between the normal driving state and the braking state.
  • the brake pedal control switch 1 When the vehicle is in the normal driving state, the brake pedal control switch 1 is located at the driving limit (right limit), and when the driver steps on When the brake pedal is braking, the brake pedal control switch 1 is at the brake limit (left limit).
  • the speed sensor control switch 3 can change the connection state according to the vehicle speed. When the vehicle is greater than the first speed, the speed sensor switch is located at the first speed limit (upper limit); when the vehicle speed is less than the first speed and greater than the second speed, the speed The sensor control switch is located at the second speed limit (middle limit); when the vehicle speed is lower than the second speed, the speed sensor control switch is located at the third speed limit (lower limit).
  • the battery power control switch 6 can change the connection state according to the power of the vehicle battery. When the battery power is greater than the first power, the battery power control switch 6 is located at the first power limit (right limit); when the battery power is less than the first power, the The battery power control switch 6 is located at the second power limit (left limit).
  • the mechanical brake device overheat switch 4 can change the communication state according to the temperature of the mechanical brake device or the friction coefficient of the lining of the mechanical brake device. According to the corresponding relationship between the friction coefficient of the lining of the mechanical braking device and the temperature of the mechanical braking device, when the friction coefficient of the lining of the mechanical braking device exceeds the first threshold, it can be determined that the temperature of the mechanical braking device exceeds a predetermined temperature or, the mechanical brake device overheat switch 4 is in the ON state.
  • the braking force supplement switch 5 is used to connect when the motor braking force or the mechanical braking force is insufficient.
  • the energy recovery switch 2 is used to control whether the motor 50 performs energy recovery. When the motor 50 performs energy recovery, the energy recovery switch 2 is at the lower limit position.
  • the brake switch 7 is used to control whether the vehicle performs mechanical braking or motor reverse braking. When the mechanical braking or motor reverse braking is performed, the brake switch is turned off.
  • connection and disconnection of the control switch of the braking system will be described below in conjunction with the working mode of the vehicle.
  • not involved means that the switch can be located at any limit or can be connected or disconnected without affecting the connected state of the circuit.
  • the vehicle is running without braking
  • Fig. 8a shows the connected state of the circuit when the vehicle is in an unbraking state.
  • the brake pedal control switch 1 is located at the travel limit (right limit)
  • the speed sensor control switch 3 is not involved
  • the mechanical brake device overheat switch 4 is not involved
  • the braking force supplement switch 5 is turned off
  • the battery power control switch 6 is located at The left limit (the first power limit)
  • the energy recovery switch 2 is not involved
  • the brake switch 7 is connected
  • the motor 50 and the vehicle battery 120 form a series circuit
  • the cooling device 90 and the motor 50 form a parallel circuit.
  • the battery 120 supplies power to the motor 50 and the cooling device 90 respectively, and the motor 50 runs under the driving of the battery 120 .
  • Figure 8b is the connected state of the circuit when the vehicle is in the energy recovery state.
  • the brake pedal control switch 1 is located at the braking limit (left limit)
  • the speed sensor control switch 3 is located at the upper limit (first speed limit)
  • the mechanical brake device overheat switch 4 is not involved, and the braking force supplement switch 5 disconnected
  • the battery power control switch 6 is at the left limit (the first power limit)
  • the energy recovery switch 2 is at the lower limit
  • the brake switch 7 is connected.
  • the motor 50 and the vehicle battery 120 form a series circuit
  • the cooling device 90 and the The motor 50 forms a parallel circuit.
  • the battery 120 stops supplying power to the motor 50 , and drives the rotor of the motor to rotate under the inertia of the vehicle, so that the motor continues to run, and the generated electrical energy is provided to the battery 120 .
  • Figure 8c shows the connected state of the circuit when the vehicle performs energy recovery and mechanical braking.
  • the brake pedal control switch 1 is at the left limit (brake limit)
  • the speed sensor control switch 3 is at the upper limit (the first speed limit)
  • the mechanical brake device overheat switch 4 is not involved
  • the braking force supplement switch 5 Connected
  • the battery power control switch 6 is at the left limit (the first power limit)
  • the energy recovery switch 2 is at the lower limit
  • the brake switch 7 is connected.
  • the motor 50 and the vehicle battery 120 form a series circuit
  • the cooling device 90 and the The motor 50 forms a parallel circuit
  • the mechanical braking device 60 forms a parallel circuit with the motor 50 .
  • the motor continues to run under the inertia of the vehicle and generates electrical energy to charge the battery, and the mechanical braking device 60 performs mechanical braking.
  • Fig. 8d shows the connected state of the circuit when the vehicle is executing the braking scheme of motor reverse connection and superimposed mechanical braking.
  • the brake pedal control switch 1 is located at the left limit (brake limit)
  • the speed sensor control switch 3 is located at the middle limit (second speed limit)
  • the mechanical brake device overheat switch 4 is not involved, and the braking force supplement switch 5 is connected
  • the battery power control switch 6 is at the left limit (the first power limit)
  • the energy recovery switch 2 is at the upper limit
  • the brake switch 7 is turned off.
  • the motor 50 forms a series circuit with the vehicle battery 120 and the cooling device 90 ;
  • the mechanical braking device 60 is connected in parallel with the motor 50 and the cooling device 90 .
  • the vehicle battery 120 drives the motor 50 to brake in reverse
  • the mechanical braking device 60 performs mechanical braking
  • the electric energy generated by the reverse braking of the motor is used to drive the refrigeration device 90 for cooling.
  • Fig. 8f shows the connected state of the circuit when the vehicle performs the braking scheme of motor reverse connection and superimposed mechanical braking.
  • the mechanical brake device 60 is overheated at this time and the speed of the vehicle is less than the second speed.
  • the brake pedal control switch 1 is located at the left limit (brake limit)
  • the speed sensor control switch 3 is located at the lower limit (third speed limit)
  • the mechanical brake device overheat switch 4 is connected
  • the braking force supplement switch 5 is connected
  • the battery power control switch 6 is at the left limit (the first power limit)
  • the energy recovery switch 2 is at the upper limit
  • the brake switch 7 is turned off.
  • the motor 50 forms a series circuit with the vehicle battery 120 and the cooling device 90 ; the mechanical braking device 60 forms a parallel circuit with the motor 50 and the cooling device 90 .
  • the battery 120 drives the motor 50 for reverse connection braking, the mechanical braking device 60 performs mechanical braking, and the electric energy generated by the motor reverse connection braking is used to drive the refrigeration device 90 for cooling.
  • Figure 8e shows the connected state of the circuit when the vehicle is performing mechanical braking.
  • the brake pedal control switch 1 is at the left limit (brake limit)
  • the speed sensor control switch 3 is at the lower limit (the third speed limit)
  • the mechanical brake device overheat switch 4 is turned off, and the braking force supplement switch is not
  • the battery power control switch 6 is located at the left limit position (the first power limit position)
  • the energy recovery switch 2 and the brake switch 7 are not involved.
  • the motor 50 and the cooling device 90 are disconnected from the vehicle battery 120 , and only the mechanical braking device 60 is connected in series with the vehicle battery 120 .
  • the mechanical braking device 60 performs mechanical braking.
  • FIG. 8g shows the connected state of the circuit when the vehicle is under mechanical braking.
  • the brake pedal control switch 1 is located at the left limit (brake limit)
  • the speed sensor control switch 3 can be located at any speed limit (the first speed limit in the figure)
  • the braking force supplement switch 5 is connected
  • the mechanical The brake device overheat switch 4 is turned off
  • the battery power control switch 6 is at the right limit (the second power limit)
  • the energy recovery switch 2 and the brake switch 7 are turned off.
  • the vehicle battery 120 is disconnected from the motor 50 and the cooling device 90, and the mechanical braking device 60 performs mechanical braking.
  • FIG. 9 is a schematic structural diagram of a computing device 1500 provided by an embodiment of the present application.
  • the computing device 1500 includes: a processor 1510 , a memory 1520 , a communication interface 1530 , and a bus 1540 .
  • the communication interface 1530 in the computing device 1500 shown in FIG. 9 may be used to communicate with other devices.
  • the processor 1510 can be connected with the memory 1520 .
  • the memory 1520 may be used to store the program codes and data. Therefore, the memory 1520 may be a storage unit inside the processor 1510 , or an external storage unit independent from the processor 1510 , or may include a storage unit inside the processor 1510 and an external storage unit independent from the processor 1510 . part.
  • computing device 1500 may also include bus 1540 .
  • the memory 1520 and the communication interface 1530 may be connected to the processor 1510 through the bus 1540 .
  • the bus 1540 may be a peripheral component interconnect standard (Peripheral Component Interconnect, PCI) bus or an Extended Industry Standard Architecture (Extended Industry Standard Architecture, EISA) bus or the like.
  • PCI peripheral component interconnect standard
  • EISA Extended Industry Standard Architecture
  • the bus 1540 can be divided into an address bus, a data bus, a control bus, and the like. For ease of presentation, only one line is shown in FIG. 9, but it does not mean that there is only one bus or one type of bus.
  • the processor 1510 may adopt a central processing unit (central processing unit, CPU).
  • the processor may also be other general-purpose processors, digital signal processors (DSPs), application specific integrated circuits (ASICs), off-the-shelf programmable gate arrays (FPGAs) or other Programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.
  • DSPs digital signal processors
  • ASICs application specific integrated circuits
  • FPGAs off-the-shelf programmable gate arrays
  • a general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.
  • the processor 1510 uses one or more integrated circuits to execute related programs to implement the technical solutions provided by the embodiments of the present application.
  • the memory 1520 may include read only memory and random access memory and provides instructions and data to the processor 1510 .
  • a portion of the processor 1510 may also include non-volatile random access memory.
  • the processor 1510 may also store device type information.
  • the processor 1510 executes the computer-executed instructions in the memory 1520 to execute the operation steps of the braking method described above.
  • the computing device 1500 may correspond to corresponding subjects in executing the methods according to the various embodiments of the present application, and the above-mentioned and other operations and/or functions of the modules in the computing device 1500 are respectively for the purpose of realizing the present application.
  • the corresponding processes of each method in the embodiment will not be repeated here.
  • the disclosed system, apparatus and method may be implemented in other manners.
  • the apparatus embodiments described above are only illustrative.
  • the division of the units is only a logical function division. In actual implementation, there may be other division methods.
  • multiple units or components may be combined or Can be integrated into another system, or some features can be ignored, or not implemented.
  • the shown or discussed mutual coupling or direct coupling or communication connection may be through some interfaces, indirect coupling or communication connection of devices or units, and may be in electrical, mechanical or other forms.
  • the units described as separate components may or may not be physically separated, and components displayed as units may or may not be physical units, that is, may be located in one place, or may be distributed to multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution in this embodiment.
  • each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically alone, or two or more units may be integrated into one unit.
  • the functions, if implemented in the form of software functional units and sold or used as independent products, may be stored in a computer-readable storage medium.
  • the technical solution of the present application can be embodied in the form of a software product in essence, or the part that contributes to the prior art or the part of the technical solution.
  • the computer software product is stored in a storage medium, including Several instructions are used to cause a computer device (which may be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present application.
  • the aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (Read-Only Memory, ROM), random access memory (Random Access Memory, RAM), magnetic disk or optical disk and other media that can store program codes .
  • Embodiments of the present application also provide a computer-readable storage medium on which a computer program is stored, and the program is executed by the processing device to perform a braking method and calculation, and the method includes at least one of the solutions described in the foregoing embodiments .
  • the computer storage medium of the embodiments of the present application may adopt any combination of one or more computer-readable media.
  • the computer-readable medium may be a computer-readable signal medium or a computer-readable storage medium.
  • the computer readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus or device, or a combination of any of the above.
  • a computer-readable storage medium can be any tangible medium that contains or stores a program that can be used by or in conjunction with an instruction execution system, apparatus, or apparatus.
  • a computer-readable signal medium may include a propagated data signal in baseband or as part of a carrier wave, with computer-readable program code embodied thereon. Such propagated data signals may take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the foregoing.
  • a computer-readable signal medium can also be any computer-readable medium, other than a computer-readable storage medium, that can transmit, propagate, or transmit data for use by or in connection with the instruction execution system, apparatus, or apparatus. program.
  • Program code embodied on a computer readable medium may be transmitted using any suitable medium including, but not limited to, wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing.
  • Computer program code for performing the operations of the present application may be written in one or more programming languages, including object-oriented programming languages—such as Java, Smalltalk, C++, but also conventional Procedural programming language - such as the "C" language or similar programming language.
  • the program code may execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer, or entirely on the remote computer or service.
  • the remote computer may be connected to the user's computer through any kind of network, including a local area network (LAN) or wide area network (WAN), or may be connected to an external computer (eg, through the Internet using an Internet service provider) connect).
  • LAN local area network
  • WAN wide area network
  • Internet service provider an external computer
  • the sixth embodiment of the present application provides a computer program, and the computer can execute the braking method provided by the embodiment of the present application by running the program, or function as the above-mentioned braking control device.
  • the disclosed system, apparatus and method may be implemented in other manners.
  • the apparatus embodiments described above are only illustrative.
  • the division of the units is only a logical function division. In actual implementation, there may be other division methods.
  • multiple units or components may be combined or Can be integrated into another system, or some features can be ignored, or not implemented.
  • the shown or discussed mutual coupling or direct coupling or communication connection may be through some interfaces, indirect coupling or communication connection of devices or units, and may be in electrical, mechanical or other forms.
  • the units described as separate components may or may not be physically separated, and components displayed as units may or may not be physical units, that is, may be located in one place, or may be distributed to multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution in this embodiment.
  • each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically alone, or two or more units may be integrated into one unit.
  • the functions, if implemented in the form of software functional units and sold or used as independent products, may be stored in a computer-readable storage medium.
  • the technical solution of the present application can be embodied in the form of a software product in essence, or the part that contributes to the prior art or the part of the technical solution.
  • the computer software product is stored in a storage medium, including Several instructions are used to cause a computer device (which may be a personal computer, a service device, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present application.
  • the aforementioned storage medium includes: U disk, mobile hard disk, read-only storage device (Read-Only Memory, ROM), random access storage device (Random Access Memory, RAM), magnetic disk or optical disk and other various programs that can store program codes medium.

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Abstract

一种车辆制动控制方法，包括：获取车辆速度（S20）；当车辆速度大于第一速度时，执行能量回收制动（S60）；当车辆速度小于第一速度并大于第二速度时，执行电机反接制动和机械制动（S71），电机反接制动产生的制动力和机械制动产生的制动力叠加；当车辆速度小于第二速度时，执行机械制动（S83），由机械制动产生制动力。还公开了一种制动控制装置及车辆制动系统。该制动控制方法和装置实现了能量回收制动、电机反接制动、机械制动三种制动方式的结合，保证制动效果、减少低速情况下消耗的电能，避免车辆在长时间下坡或者高速行驶时频繁制动导致的机械制动装置过热或者失灵的问题的发生。

Description

一种车辆制动控制方法、装置及车辆制动系统 技术领域
本申请涉及车辆制动领域，尤其涉及电动车辆的制动领域，具体涉及一种车辆制动控制方法、装置及车辆制动系统。
背景技术
在日常生活中，例如经常出现货车制动失灵导致的交通事故。货车制动失灵的原因通常有以下几种：1、严重超载；2、下坡时长时间制动以及高速状态下频繁制动等导致的制动轮毂过热从而导致机械制动装置出现热衰退；3、制动系统缺乏保养导致液压系统故障。因此如何避免因机械制动装置过热、液压系统出现故障而造成的交通事故成为业内亟需解决的问题。
发明内容
鉴于现有技术的以上问题，本申请实施例的目的在于提供一种车辆制动控制方法、装置及车辆制动系统，其能够根据不同的场景为车辆提供不同的制动方案，降低因制动失灵导致的交通事故发生的风险。
为达到上述目的，本申请第一方面，提供了一种车辆制动控制方法，包括获取车辆速度，其中，当车辆速度大于第一速度时，执行能量回收制动，通过电机发电回收能量，并对电池进行充电产生制动力；当车辆速度在小于第一速度并大于第二速度时，执行电机反接制动和机械制动，电机反接制动产生的制动力和机械制动产生的制动力叠加，电机产生的电能由电力消耗装置消耗；当车辆速度小于第二速度时，执行机械制动，由机械制动产生制动力。其中，电力消耗装置可以为电路中的电阻、用电器等，用电器例如可以为冷却装置。
通过采用上述方案，在高速下(大于第一速度时)能量回收能够保证能量回收效果，使车辆速度平稳降低；减少因长时间、频繁机械制动导致的制动轮毂过热而导致的机械制动失灵情况的发生。
在中速下(小于第一速度并大于第二速度时)，执行电机反接制动和机械制动，如此，使电机反接制动和机械制动互为备份，避免或者说抑制二者中一方出现故障等时无法提供充足的制动力的情况发生。
而且，在中速下，能量回收制动产生的制动力较小，因此有可能无法提供充足的制动力。而本申请利用电机反接制动来和机械制动组合，这与利用能量回收制动来和机械制动组合的方式相比，能够抑制无法提供充足的制动力的情况发生。
在一种可能的实现方式中，在执行机械制动中，在机械制动装置温度超过预定温度时，还执行电机反接制动，电机反接制动产生的制动力和机械制动产生的制动力叠加。
通过采用上述方案，在机械制动装置过热的情况下，接入电机反接制动，保证总制动力不变，避免机械制动装置因过热导致提供的制动力下降甚至制动失灵时车辆不能被有效制动，从而发生交通事故。
另外，在低速情况下(小于第二速度时)，在机械制动装置过热时才接入电机反接制动，与始终接入反接制动的情况相比，能够尽可能避免采用电机反接制动，降低耗能。
在一种可能的实现方式中，基于所述机械制动装置温度与机械制动装置的衬片的摩擦系数的对应关系，通过计算摩擦系数获取机械制动装置温度，所述摩擦系数通过以下方法获得：
根据车辆速度、车辆载重以及车轮半径三者的乘积获得制动总需求制动力矩；
根据电机转速、电机电压以及电机外特性曲线获得电机制动力矩；
根据所述总需求制动力矩与所述电机制动力矩的差获得机械制动力矩；
根据所述机械制动力矩与液压强、机械制动装置的衬片半径、机械制动装置的衬片面积获得机械制动装置的衬片的摩擦系数。
通过采用上述方案，解决了因机械制动装置难以安装温度传感器造成机械制动装置温度难以通过测量获得的问题。
在一种可能的实现方式中，当执行电机反接制动时，所述电机产生的电能用于驱动冷却单元执行对电机的冷却操作。
通过采用上述方案，使得在电机反接制动时，能够将电路中的电能用于驱动冷却单元，实现能量的再利用和电机的散热。
在一种可能的实现方式中，所述冷却操作包括：当收到制动指令时，根据获取的电机的电流，并根据所述电机的电流计算电机热功率；根据所述电机热功率控制冷却单元执行冷却操作。
通过采用上述方案，将电机的热功率作为判断电机是否过热的一项参数，避免了仅通过检测电机温度判断电机是否过热带来的滞后性问题，能够更精准地控制电机的温度。
在一种可能的实现方式中，所述冷却操作还包括，根据获取的电机温度控制冷却单元执行对电机的冷却操作。
通过采用上述方案，将电机的热功率和电机温度均作为判断电机是否过热的参数，避免了仅通过检测电机温度判断电机是否过热带来的滞后性问题，能够更精准地控制电机的温度。
在一种可能的实现方式中，在执行能量回收制动中，在总需求制动力大于能量回收所能提供的最大制动力时，还执行机械制动，机械制动产生的制动力与能量回收制动产生的制动力叠加。
通过采用上述方案，一方面能够保证能量回收的效率，另一方面能够避免车辆在执行能量回收时因制动力不足发生交通事故。
在一种可能的实现方式中，在机械制动和电机反接制动时，初始时所述电机反接制动的制动力大于机械制动的制动力，且电机反接制动的制动力随速度的减小而减小，所述机械制动的制动力随速度的减小而增大。
在一种可能的实现方式中，在所述电池电量小于第一电量时，执行能量回收制动。
通过采用上述方案，能够避免电池过充现象的发生。
在一种可能的实现方式中，所述车辆为电动卡车。
本申请第二方面提供了一种车辆制动控制装置，包括：速度获取模块，用于获取车辆速度，车辆制动控制模块，所述车辆制动控制模块用于根据车辆速度控制车辆执行制动，其中，当车辆速度大于第一速度时，执行能量回收制动，通过电机发电回收能量，并对电池进行充电产生制动力；当车辆速度小于第一速度并大于第二速度时，执行包含电机反接制动和机械制动，电机反接制动产生的制动力和机械制动产生的制动力叠加，电机产生的电能由电力消耗装置消耗；当车辆速度小于第二速度时，执行至少包含机械制动，由机械制动产生制动力。
在一种可能的实现方式中，在机械制动中，在机械制动装置温度超过预定温度时，还执行电机反接制动，电机反接制动产生的制动力和机械制动产生的制动力叠加。
在一种可能的实现方式中，在电机反接制动产生的制动力和机械制动产生的制动力叠加时，所述电机反接制动的制动力随速度的减小而增大，所述机械制动的制动力随速度的减小而减小。
在一种可能的实现方式中，基于所述机械制动装置温度与机械制动装置的衬片的摩擦系数的对应关系，通过计算摩擦系数获取机械制动装置温度，所述摩擦系数通过以下方法获得：
根据车辆速度、车辆载重以及车轮半径三者的乘积获得制动总需求制动力矩；
根据电机转速、电机电压以及电机外特性曲线获得电机制动力矩；
根据所述总需求制动力矩与所述电机制动力矩的差获得机械制动力矩；
根据所述机械制动力矩与液压强、机械制动装置的衬片半径、机械制动装置的衬片面积获得机械制动装置的衬片的摩擦系数。
在一种可能的实现方式中，当执行电机反接制动时，所述电机产生的电能用于驱动冷却单元执行对电机的冷却操作。
在一种可能的实现方式中，所述冷却操作包括：
当收到制动指令时，根据获取的电机的电流，并根据所述电机的电流计算电机热功率；
根据所述电机热功率控制冷却单元执行冷却操作。
在一种可能的实现方式中，所述冷却操作还包括，根据获取的电机温度控制冷却单元执行对电机的冷却操作。
在一种可能的实现方式中，在执行能量回收制动中，在总需求制动力大于能量回收制动所能提供的最大制动力时，还执行机械制动，机械制动产生的制动力与能量回收制动产生的制动力叠加。
在一种可能的实现方式中，在执行机械制动和电机反接制动中，初始时所述电机反接制动的制动力大于机械制动的制动力，且电机反接制动的制动力随速度的减小而减小，所述机械制动的制动力随速度的减小而增大。
在一种可能的实现方式中，在所述电池电量小于第一电量时，执行能量回收制动。
在一种可能的实现方式中，所述车辆为电动卡车。
对于本申请第二方面提供的车辆制动控制装置的优点和效果与本申请第一方面提高的车辆制动控制方法及其可能的实现方式相同，在此不再赘述。
本申请第三方面提供了一种车辆制动系统，包括：电机、机械制动装置、电池、车辆制动控制装置、车辆速度获取装置以及多个控制开关，其中，所述车辆制动控制装置用于根据实时获取的车辆速度控制控制开关的连通和断开从而调整制动方案，其中，当车辆速度大于第一速度时，执行能量回收制动，车辆速度控制开关位于第一速度限位、能量回收开关位于第一能量回收限位、制动开关连通，所述电机与所述电池构成串联回路，通过电机发电回收能量，并对电池进行充电产生制动力；当车辆速度小于第一速度并大于第二速度时，执行电机反接制动和机械制动，车辆速度控制开关位于第二速度限位、能量回收开关位于第二能量回收限位、制动开关断开、制动力补充开关连通，所述电机与所述电池构成串联回路，所述机械制动装置与所述电机构成并联回路，电机反接制动产生的制动力和机械制动产生的制动力叠加，电机产生的电能由电力消耗装置消耗；当车辆速度小于第二速度时，车辆速度控制开关位于第三速度限位，所述机械制动装置与所述电池构成串联回路，执行机械制动，由机械制动产生制动力。
在一种可能的实现方式中，还包括机械制动装置温度控制开关，在机械制动装置温度超过预定温度时，还执行电机反接制动，所述机械制动装置温度控制开关连通，所述机械制动装置还与所述电机构成并联回路，电机反接制动产生的制动力和机械制动产生的制动力叠加。
在一种可能的实现方式中，在在电机反接制动产生的制动力和机械制动产生的制动力叠加时，所述电机反接制动的制动力随速度的减小而增大，所述机械制动的制动力随速度的减小而减小。
在一种可能的实现方式中，基于所述机械制动装置温度与机械制动装置的衬片的摩擦系数的对应关系，通过计算摩擦系数获取机械制动装置温度，所述摩擦系数通过以下方法获得：
根据车辆速度、车辆载重以及车轮半径三者的乘积获得制动总需求制动力矩；
根据电机的转速、电机的电压以及电机外特性曲线获得电机的制动力矩；
根据所述总需求制动力矩与所述电机制动力矩的差获得机械制动力矩；
根据所述机械制动力矩与液压强、机械制动装置的衬片半径、机械制动装置的衬片面积获得机械制动装置的衬片的摩擦系数。
在一种可能的实现方式中，还包括冷却装置，当执行电机反接制动时，所述电机和所述冷却装置构成串联回路，所述电机产生的电能用于驱动冷却单元执行对电机的冷却操作。
在一种可能的实现方式中，还包括：电机控制装置，用于当收到制动指令时，获取的电机的电流，车辆制动控制装置根据电机的电流计算电机热功率，所述冷却控制装置根据所述电机热功率控制冷却单元执行对所述电机的冷却操作。
在一种可能的实现方式中，还包括：温度传感器，用于获取电机的温度；冷却控制装置，用于根据所述温度控制所述冷却装置执行对所述电机的冷却操作。
在一种可能的实现方式中，在总需求制动力大于能量回收制动所能提供的最大制 动力时，还执行机械制动，所述制动力补充开关连通，所述电机还与所述机械制动装置构成并联回路，机械制动产生的制动力与能量回收制动产生的制动力叠加。
在一种可能的实现方式中，在执行电机反接制动和机械制动时，初始时所述电机反接制动的制动力大于机械制动的制动力，且电机反接制动的制动力随速度的减小而减小，所述机械制动的制动力随速度的减小而增大。
在一种可能的实现方式中，其特征在于，当电池电量大于第一电量时，执行机械制动，所述电池电量控制开关位于第二电量限位，电池与机械制动装置构成串联回路。
在一种可能的实现方式中，所述车辆为电动卡车。
对于本申请第三方面提供的车辆制动系统的优点和效果与本申请第一方面提高的车辆制动控制方法及其可能的实现方式相同，在此不再赘述。
本申请第四方面提供一种计算设备，包括：总线；通信接口，其与所述总线连接；至少一个处理器，其与所述总线连接；以及至少一个存储器，其与所述总线连接并存储有程序指令，所述程序指令当被所述至少一个处理器执行时使得所述至少一个处理器执行上述第一方面以及其可能的实现方式提供的方法中的任一方法。
本申请第五方面提供一种计算机可读存储介质，其上存储有程序指令，所述程序指令当被计算机执行时使得所述计算机执行上述第一方面及其可能的实现方式所提供的方法中的任一方法。
本申请第六方面提供一种计算机程序，计算机通过运行该程序能够执行上述第一方面及其可能的实现方式所提供的方法中的任一方法，或者作为第二方面及其可能的实现方式所提供的装置中的任一装置发挥作用。
本申请的这些和其它方面在以下(多个)实施例的描述中会更加简明易懂。
附图说明
以下参照附图来进一步说明本申请的各个特征和各个特征之间的联系。附图均为示例性的，一些特征并不以实际比例示出，并且一些附图中可能省略了本申请所涉及领域的惯常的且对于本申请非必要的特征，或是额外示出了对于本申请非必要的特征，附图所示的各个特征的组合并不用以限制本申请。另外，在本说明书全文中，相同的附图标记所指代的内容也是相同的。具体的附图说明如下：
图1是本申请实施例提供的车辆制动系统的结构示意图；
图2是本申请实施例提供的用于对电机进行冷却的冷却系统的结构示意图；
图3是本申请实施例提供的车辆制动控制方法的流程图；
图4是本申请实施例提供的车辆制动方法的流程图；
图5a-图5f是车辆执行制动时，电机制动力和机械制动力随时间变化的示意图；
图6a-图6d是车辆制定制动到停止这段时间内，电机制动力和机械制动力随时间变化的示意图；
图7是本申请实施例提供的电机冷却控制方法的流程图；
图8a-图8g是本申请实施例提供的车辆制动系统的控制电路原理图；
图9是本申请一些实施例提供的一种计算设备的结构性示意图。
附图标记说明
制动踏板控制开关1；能量回收开关2；速度传感器控制开关3；机械制动装置过热开关4；制动力补充开关5；电池电量控制开关6；制动开关7；二极管8；A/D转换器9；传感器10；速度传感器11；液压强传感器12；角度传感器13；载重传感器14；温度传感器15；车辆制动控制装置20；计算模块21；制动分配模块22；电机控制装置30；机械制动控制装置40；电机50；机械制动装置60；告警装置70；冷却控制装置80；冷却装置90；车辆制动系统100；冷却系统110；电池120；计算设备1500；处理器1510；存储器1520；通信接口1530；总线1540。
具体实施方式
下面结合实施方式中的附图，对本申请的具体实施方式所涉及的技术方案进行描述。在对技术方案的具体内容进行描述前，先简单说明一下本申请中所使用的术语。
说明书和权利要求书中的词语“第一、第二、第三等”或模块A、模块B、模块C等类似用语，仅用于区别类似的对象，不代表针对对象的特定排序，可以理解地，在允许的情况下可以互换特定的顺序或先后次序，以使这里描述的本申请实施例能够以除了在这里图示或描述的以外的顺序实施。
说明书和权利要求书中使用的术语“包括”不应解释为限制于其后列出的内容；它不排除其它的元件或步骤。因此，其应当诠释为指定所提到的所述特征、整体、步骤或部件的存在，但并不排除存在或添加一个或更多其它特征、整体、步骤或部件及其组群。因此，表述“包括装置A和B的设备”不应局限为仅由部件A和B组成的设备。
本说明书中提到的“一个实施例”或“实施例”意味着与该实施例结合描述的特定特征、结构或特性包括在本申请的至少一个实施例中。因此，在本说明书各处出现的用语“在一个实施例中”或“在实施例中”并不一定都指同一实施例，但可以指同一实施例。此外，在一个或多个实施例中，能够以任何适当的方式组合各特定特征、结构或特性，如从本公开对本领域的普通技术人员显而易见的那样。
除非另有定义，本文所使用的所有的技术和科学术语与属于本申请的技术领域的技术人员通常理解的含义相同。如有不一致，以本说明书中所说明的含义或者根据本说明书中记载的内容得出的含义为准。另外，本文中所使用的术语只是为了描述本申请实施例的目的，不是旨在限制本申请。
机械制动(Mechanical Braking)也称刹车，是指用机械装置使运行中的机车、车辆及其他运输工具或机械等停止或降低速度的动作。常用的车辆的机械制动方式分为：鼓式刹车和盘式刹车，大型的卡车一般以鼓式刹车为主。机械制动装置通常由制动马达驱动液压机构从而驱动制动器与车轮摩擦产生制动力。
制动能量回收(Braking Energy Recovery)，以下称为能量回收，其通常应用于车辆或者轨道交通中，是指车辆在滑行或制动的工况下，电机转动产生的反向电动势能高于驱动电机的电压，从而对电池充电的操作。
电机反接制动(Motor Reverse Braking)，是指通过电机转子上的反向转矩使电机快速制动的操作。电机反接制动的反向转矩是通过改变旋转磁场的方向(将两相定子绕组接线交换)实现的。
叠加式再生制动系统(Regenerative Braking System)，以下称为RBS，其工作原理是：驾驶员踩下制动踏板后，与制动踏板接耦的机械制动装置执行制动操作，与此同时电机反接产生的制动力作为辅助叠加在机械制动力上辅助制动。
协作式再生制动系统(Cooperative Regenerative Braking System)，以下称为CRBS，其工作原理是：驾驶员踩下制动踏板后，传感器获取当前制动踏板的下踩角度，控制装置根据角速度判断驾驶员的制动需求，并根据制动踏板的下踩角度和车辆速度计算车辆所需的制动力，然后由电机反接制动作为主要的制动源进行制动操作。当电机反接制动产生的制动力不足时，机械制动作为电机反接制动的补偿。
车身电子稳定程序(Electronic Stability Program)，以下称为ESP，其工作原理是：对从各传感器传来的车辆行驶状态信息进行分析和计算，然后向车辆的各控制器等发出指令，从而维持车辆的动态平衡。
相关技术一：
目前，采用液力缓速装置来辅助车辆进行制动。液力缓速装置包括作为定子的壳体以及位于壳体内的转子。转子和定子上均设置有叶片。所述壳体与车辆变速装置的后端或车架连接，所述转子通过空心轴与车辆的传动轴连接。工作时，转子相对于壳体转动，利用液体阻尼产生缓速。借助于控制阀的操纵向油池施加压力，使工作液充人转子和定子之间的工作腔内。转子旋转时通过工作液对定子作用一个转矩，而定子的反转矩即成为转子的制动转矩。转矩的大小取决于工作腔内的液体的容量和压力(视控制阀调定的制动强度档位而定)，以及转子的转速。车辆动能通过转子与工作液的摩擦和转子对定子的冲击而转换为热能，进而使工作液温度升高。工作液被引入热交换装置中循环流动，将热传给冷却水，再通过发动机冷却系统散出。
液力缓速装置的转子与车辆的传动轴之间的接合和分离会产生较长时间的滞后，在车辆行驶但缓速装置不工作时，转子会随转动轴旋转，这样会消耗一定功率；其结构复杂；成本较高，安装液力缓速装置产生的费用昂贵。
相关技术二：
采用RBS或CRBS执行制动操作。在RBS中，制动踏板和机械制动机构是接耦的，在一个制动过程中，只要踩下制动踏板，机械制动装置就会制动，而电机反接制动仅是叠加在机械制动上，因此电机反接制动并非作为主要的制动源提供制动力。
CRBS的侧重点在于能量回收，制动是能量回收的附加收益。在车辆速度较大的时候电机回收的能量能产生较大的制动力，但在车辆速度较小时，电机回收的能量产生的制动较小，无法满足制动的要求。另外，在机械制动装置过热或者故障时，CRSB也无法提供可靠的制动保证。
鉴于相关技术的以上问题，本申请提供了一种车辆制动控制方法、装置及车辆制动系统。根据车辆速度和车辆状态在能量回收、电机反接制动、机械制动三种制动方案下进行选择，实现了在车辆在高速情况下制动时主要执行能量回收，在中速情况下制动时同时执行电机反接制动和机械制动，以及在低速情况下制动时主要执行机械制动。其中，本申请的制动系统、制动方法以及制动装置应用于电动车辆、混合动力车辆的制动中，例如应用于大型电动卡车的制动中。
下面参照附图，对本申请的实施方式详细地进行说明。
第一实施方式：车辆制动系统
本申请的第一实施方式涉及一种车辆制动系统。所述车辆制动系统的应用主体为大型电动卡车的制动中。
图1是本申请实施例提供的一种车辆制动系统100的结构示意图。所述车辆制动系统100包括：传感器10、车辆制动控制装置20、电机控制装置30、机械制动控制装置40、电机50、机械制动装置60与告警装置70。
在本申请的实施方式中，电机50能够驱动车辆行驶的直流电机。
传感器10包括用于检测车辆速度的速度传感器11、用于检测机械制动装置的液压强的液压强传感器12、用于检测制动踏板下踩的角度的角度传感器13、以及用于检测车辆载重的载重传感器14。
车辆制动控制装置20能够获取所述传感器10的数据，并对所述数据进行分析和计算。所述车辆制动控制装置20包括车辆制动控制模块，所述车辆制动控制模块可以包括计算模块21和制动分配模块22。所述计算模块21获取所述传感器10的数据并对所述数据进行分析和计算，从而制定相应的制动方案和制动力。所述计算模块21对数据的分析包括：在需要制动时获取车辆速度并根据所述速度制定制动方案。所述计算模块21对数据的计算包括：通过制动踏板角度传感器13获取的制动踏板的踩下角度计算出角加速度；依据所述踩下角度和角加速度计算出当前车辆总需求制动力；电机的实时电功率；以及计算机械制动装置的摩擦系数。所述制动分配模块22用于根据计算模块21计算的总需求制动力并结合制动方案来分配机械制动力和/或电机制动力。其中，所述车辆制动控制装置20可以通过软件、硬件或者软硬件结合的方式实现，还可以是电子设备的部分或全部。在一些实施例中，所述车辆制动控制装置20可以为ESP车身电子稳定程序、ESC(Electronic Stability Control)电子稳定控制装置、VSC(Vehicle Stability Control)车身稳定控制装置、VSA(Vehicle Stability Assist)车身稳定辅助装置、DSC(Dynamic Stability Control)动态稳定控制装置等。
机械制动控制装置40用于控制机械制动装置60运行。电机控制装置30用于控制电机50运行。其中，机械制动控制装置40和电机控制装置30接收制动分配模块输出的制动力指令，并根据制动力指令控制电机50和机械制动装置60执行相应的制动操作。
告警装置70用于当机械制动装置60出现故障或者过热等情况时，对用户提出告警。
另外，车辆制动系统100还包括用于对车辆进行冷却的冷却系统110。下面结合图2对所述冷却系统110进行说明。
图2是本申请实施例提供的用于对电机进行冷却的冷却系统110的结构示意图。
所述冷却系统110可以包括温度传感器15、冷却控制装置80以及冷却装置90。所述温度传感器15用于获取电机50的温度；冷却控制装置80与温度传感器15连接，用于根据所述电机50的温度控制冷却装置90对电机进行冷却。所述冷却控制装置80还与电机控制装置30连接，所述电机控制装置30用于获取电机50的实时电流，计算模块21根据所述电机50的实时电流计算所述电机50的实时热功率。所述冷却控制装置80根据所述电机50的实时温度和所述电机50的实时热功率，来控制冷却装 置90执行冷却操作。其中，所述冷却装置90可以包括由电力驱动的冷却泵。
在现有技术中，通过温度传感器检测电机温度有一定的滞后性。对此，发明人在经过创造性劳动后，在传统的温度调节的方案上增加了实时读取电机的电流以计算电机的实时热功率的操作，并将电机的实时热功率作为一项输入提供给冷却控制装置。相比于现有技术，本申请能够根据电机实时热功率判断电机是否过热，提高冷却装置的效率，实现更精准的电机温度控制。
下面结合图3、图4以及图7对本申请实施例提供的车辆制动系统100各部件的工作方式进行介绍。
图3示出了本申请实施例提供的车辆制动控制系统的工作流程。
在驾驶员踩下制动踏板时，制动踏板角度传感器13获取制动踏板的下踩角度，同时速度传感器11获取车辆速度。
车辆制动控制装置20根据获取车辆速度以及下踩角度执行以下处理：
根据获取的车辆速度确定制动方案、根据制动踏板的下踩角度计算角加速度，根据所述角加速度和角度计算车辆当前总需求制动力。根据制动方案和总需求制动力分配机械制动力和电机制动力，并将生成的机械制动力指令和电机制动力指令输入至机械制动控制装置和电机反接制动控制装置。
机械制动控制装置40和电机反接制动控制装置50根据收到的机械制动力指令和所述电机制动力指令相应的控制机械制动装置60和电机50执行制动，从而降低车辆速度。
在执行制动的过程中，随着制动操作的进行，车辆速度会不断变化(一般是逐渐降低)。因此，车辆制动控制装置20会根据车辆速度不断调整制动方案以及机械制动力和电机制动力。如图3所示，速度传感器11不断获取当前车辆速度，并将当前车辆的速度反馈给车辆制动控制装置20。车辆制动控制装置20根据当前车辆速度计算出当前车辆加速度，结合制动踏板的下踩的角度和角加速度调整制动力的分配，从而实现制动力的动态调整。
液压强传感器12会不断获取当前机械制动装置中的液压强，并将机械制动装置的当前液压强反馈给车辆制动控制装置20。其中，机械制动装置60产生的制动力与当前机械制动装置中对液压力成正比(参数为K)，车辆制动控制装置20经过计算，将生成的机械制动力指令再次更新然后输入至机械制动控制装置，从而实现对机械制动力的动态调整。通过速度传感器11和液压强传感器12实时反馈车辆的速度和液压强，实现了车辆制动系统的闭环控制，从而车辆能够根据车辆速度执行不同的制动方案，提高制动的可靠性。
图4示出了本申请实施例提供的车辆制动控制装置根据车辆速度控制车辆执行制动方案的控制流程。
在本申请的实施例中，“能量回收和机械制动”指车辆同时执行能量回收制动和机械制动；“电机反接叠加机械制动”指车辆同时执行电机反接制动和机械制动。
当车辆驾驶员踩下制动踏板时，车辆制动开始，车辆制动控制装置执行步骤S20，读取速度传感器采集的车辆速度。
步骤S31：判断车辆速度是否大于第一速度v1。
如果车辆速度大于第一速度v1，则执行步骤S41：判断电池电量是否小于第一电量。
如果电池电量大于第一电量，则认为电池电量充足，无法执行能量回收制动，此时，执行步骤S81：车辆制动控制装置控制车辆执行机械制动。
如果电池电量小于第一电量，则执行步骤S50：判断车辆总需求制动力是否小于电机所能提供的最大制动力。
如果车辆总需求制动力小于电机所能提供的最大制动力，则执行步骤S60：车辆制动控制装置控制车辆执行能量回收制动，通过电机发电回收能量，并对电池进行充电。
如果车辆总需求制动力大于电机所能提供的最大制动力，则执行步骤S61：车辆制动控制装置控制车辆执行能量回收制动和机械制动，机械制动产生的制动力与能量回收制动产生的制动力叠加。
如果车辆速度小于第一速度v1，则执行步骤S32：判断车辆速度是否大于第二速度v2。
如果车辆速度大于第二速度v2，则执行步骤S71：车辆控制装置控制车辆执行电机反接制动和机械制动。在电机反接制动的情况下，执行步骤S72：电机反接制动产生的电能用于驱动冷却装置对电机进行冷却。
如果车辆速度小于第二速度v2，则执行步骤S83：车辆制动控制装置控制车辆执行机械制动。在执行步骤S83后，还执行步骤S90：判断机械制动装置是否过热。
如果机械制动装置不过热，则继续执行步骤S83，车辆执行机械制动直至车辆停止。如果机械制动装置过热，则执行步骤S84：车辆控制装置控制车辆执行机械制动和电机反接制动。在电机反接制动的情况下，执行步骤S85：电机反接制动产生的电能用于驱动冷却装置对电机进行冷却，车辆执行电机制动和机械制动直至车辆停止。
由于机械制动装置的结构较为紧凑，在机械制动装置上安装温度传感器较为困难，因此机械制动装置的温度难以通过机械温度传感器测量而直接获得。基于所述机械制动装置温度与机械制动装置的衬片的摩擦系数的对应关系，车辆制动控制装置的计算模块通过计算摩擦系数来获得机械制动装置温度。所述摩擦系数通过以下方法获得：
通过速度传感器11获取车辆速度、通过载重传感器14获取车辆载重以及通过液压强传感器12获取当前机械制动液压强大小。
车辆制动控制装置20根据以下公式计算实际制动力矩T：
T＝(m 1+m 2)·(d v/d t)·R   公式(1)
其中，T为实际制动力矩，m1为车辆载重，m2为车辆自重，d v/d t为车辆加速度，R为车轮半径。
实际制动力矩包括机械制动力矩T1和电机制动力矩T2。其中电机制动力矩T2通过电机转速、电机电压以及电机外特性曲线计算出来。机械制动力矩T1可通过实际制动力矩T与电机制动力矩T2的差计算的出。
根据机械制动力矩T1通过以下公式计算出当前机械制动装置的衬片的摩擦系数：
Figure PCTCN2021134236-appb-000001
其中，u为机械制动装置的衬片的摩擦系数，P为液压强，r为机械制动装置的衬片的半径，S为机械制动装置的衬片的面积。当摩擦系数超过第一阈值时，即可判定机械制动装置温度超过预定温度，机械制动装置过热，其中，当机械制动装置的衬片的摩擦系数小于0.2～0.3时可判断机械制动装置的温度超过预定温度，机械制动装置过热。
图7示出了本申请实施例提供的冷却系统的工作流程。
当驾驶员踩下制动踏板时，电机控制装置30读取电机50的实时电流，车辆制动控制装置的计算模块并据所述电机50的实时电流计算电机的实时热功率。
电机温度传感器15获取电机温度。
冷却控制装置获取所述电机50实时热功率和电机温度，并根据所述电机50热功率和/或所述电机50温度判断电机是否过热。当电机温度超过目标温度、或电机热功率超过目标热功率时，冷却控制装置控制冷却装置90对所述电机进行冷却。
在现有技术中，通常通过电机的温度传感器15来检测的电机的温度，然后将电机的温度反馈至冷却控制装置来控制对电机的冷却。但这一过程有一定的滞后性。通过电机控制装置30获取电机50的实时电流，通过计算模块根据所述实时电流来计算电机的实时热功率，能够更快地将电机热状态反馈给冷却控制装置80，进而控制冷却装置进行冷却。通过这样的方式，提高了电机的冷却效率，并且更精准地控制了电机的温度。
第二实施方式：车辆制动控制方法
本申请的第二实施方式涉及一种车辆制动控制方法。其通过控制本申请第一实施方式的车辆制动系统的各个部件来实现车辆的制动。所述车辆制动控制方法的执行主体是本申请第一实施方式提供的车辆制动系统。
下面结合附图，对本申请的实施例的制动控制方法进行说明。本实施例的车辆制动方法的执行主体是本申请第一实施方式提供的车辆制动系统。
图4是本申请实施例提供的车辆制动控制方法的示意流程图。
在车辆驾驶员踩下制动踏板时，制动踏板角度传感器获取制动踏板的下踩角度，速度传感器获取车辆速度。车辆开始制动，车辆制动控制装置执行步骤S20，读取车辆速度。
执行步骤S31：判断车辆速度是否大于第一速度v1。
当车辆速度大于第一速度v1时，执行步骤S41：电池电量是否小于第一电量。
当电池电量小于第一电量时，执行步骤S50，判断车辆的总需求制动力是否小于电机所能提供的最大制动力，如果是，则执行步骤S60：车辆制动控制装置控制车辆执行能量回收制动。
图5a示出了在车辆执行能量回收制动时，电机制动力随时间变化的示意图，其中，机械制动装置不参与制动，电机制动力为车辆制动控制装置计算出的车辆的总需求制动力，且电机制动力随时间保持恒定。
如果车辆的总需求制动力大于电机所能提供的最大制动力，则执行步骤S61：车 辆控制装置控制车辆同时执行能量回收和机械制动。
图5b示出了车辆在同时执行能量回收制动和机械制动时，电机制动力和机械制动力随时间变化的坐标示意图，其中，电机制动力大于机械制动力，机械制动力为车辆制动控制装置计算出的车辆所需的制动力与电机所能提供的最大制动力的差，所述电机制动力和机械制动力随时间保持恒定。
当电池电量大于第一电量时，执行步骤S81：车辆制动控制装置控制车辆执行机械制动。
其中，通过制动踏板下踩的角度能够计算车辆的总需求制动力为T。通过制动踏板下踩的角加速度能够判定是否是紧急制动，其中，当角加速度大于10rad/s 2时，可以判定车辆处于紧急制动状态。当车辆处于紧急制动状态时，总需求制动力可以为1.3T。所述第一速度可以为20～40km/h。
当车辆速度小于第一速度v1时，执行步骤S32：判断车辆速度是否大于第二速度v2。
如果车辆速度大于第二速度v2，则执行步骤S71：车辆制动控制装置控制车辆同时执行电机反接制动和机械制动，并且，在执行电机反接制动时，执行步骤S72：电机反接制动产生的电能用于驱动车辆进行冷却。
图5c和5d示出了当车辆同时执行电机反接制动和机械制动时，电机制动力和机械制动力随时间变化的坐标示意图。当总需求制动力小于电机所能提供的最大制动力时(图5c)，同时执行机械制动和电机反接制动，并且车辆制动控制装置根据车辆速度调整机械制动力和电机制动力。电机制动力在开始时大于机械制动力，随着时间变化，车辆速度逐渐降低，电机制动力逐渐减小至退出，机械制动力逐渐增大。当总需求制动力大于电机所能提供的最大制动力时(图5d)，同时执行电机反接制动和机械制动，电机制动力在开始时大于机械制动力，随着时间变化，车辆速度逐渐降低，电机制动力逐渐减小至退出，机械制动的制动力逐渐增大。
其中，所述第二速度可以为10～15km/h，在执行电机反接制动时，所述电机产生的电能能够用于驱动车辆进行冷却，进而实现能量的再利用和电机的散热。
如果车辆速度小于第二速度v2，则执行步骤S83：车辆制动控制装置仅控制车辆执行机械制动。
图5e示出了当车辆执行机械制动时，机械制动力随时间变化的坐标示意图，其中，所述机械制动力恒定不变。
在执行步骤S83后，还执行步骤S90：判断机械制动装置是否过热。
当机械制动装置过热时，执行步骤S84：车辆制动控制装置控制车辆在机械制动的基础上执行电机反接制动。并且，在执行电机反接制动时，执行步骤S85：电机反接制动产生的电能用于驱动车辆进行冷却。
图5f示出了当车辆同时执行电机反接制动和机械制动时，机械制动装置过热且电机反接制动可用情况下，电机制动力和机械制动力随时间变化的坐标示意图。此时，电机制动力逐渐增大，机械制动逐渐减小。
以上为车辆在不同速度下制动所采用的制动方案。随着车辆速度的降低，制动方案可能发生变化，同时，在各制动方案中，所需的机械制动力和电机制动力占总需求 制动力的比例也可能进行相应的变化。
下面参照图6a-6d，结合不同场景对车辆从大于第一速度的情况下制动至车辆停止这一过程中制动方案、机械制动力和电机制动力的变化进行说明。
场景一：车辆的总需求制动力小于电机所能提供的最大制动力、机械制动装置运行正常。图6c示出了车辆在大于第一速度的情况下执行制动到车辆完全停止时机械制动力和电机制动力随时间变化的情况。车辆从踩下制动踏板到车辆完全停止(即t0-t3这段时间内)先后执行能量回收制动、机械制动加电机反接制动以及机械制动。在t0时刻，车执行能量回收制动。随着能量回收的进行，车辆速度不断减小，直至在t1时刻，车辆的速度从大于第一速度降低为小于第一速度并大于第二速度，此时车辆制动控制装置控制车辆执行机械制动和电机反接制动，并根据液压强传感器获取机械制动装置的液压强以及根据车辆速度计算出的车辆减速度调整机械制动力和电机制动力。即随着车辆速度的降低，机械制动力逐渐增大，电机制动力逐渐减小。随着机械制动加电机反接制动的进行，车辆速度不断减小，直至在t2时刻，车辆速度小于第二速度，此时车辆制动控制装置控制车辆执行机械制动，直至车辆停止(t3时刻)。
场景二：车辆的总需求制动力小于电机所能提供的最大制动力、机械制动装置过热
在下面的说明中，对于场景二中与场景一同样的处理，引用场景一的内容进行说明，或仅进行简要说明。
如图6a所示，在车辆速度从大于第一速度降低为第二速度这段时间内(即t0-t2这一时间段内)，车辆采用的与场景一相同的制动方案，即先执行能量回收制动然后执行机械制动加电机反接制动。从t2时刻之后，车辆速度小于第二速度，由于机械制动装置过热，车辆在t2时刻之后执行机械制动和电机反接制动，并且机械制动力随时间的变化逐渐降低，电机制动力随时间的变化逐渐升高，直至在t3时刻，车辆停止。
场景三：车辆的总需求制动力大于电机所能提供的最大制动力、机械制动装置运行正常。
在下面的说明中，对于场景三中与场景一同样的处理，引用场景一的内容进行说明，或仅进行简要说明。
图6d示出了车辆在大于第一速度的情况下执行制动到车辆完全停止时机械制动力和电机制动力随时间变化的情况。车辆先后执行能量回收加机械制动、机械制动加电机反接制动以及机械制动，直至车辆停止。在t0时刻时，车辆速度大于第一速度，车辆的总需求制动力大于电机所能提供的最大制动力，车辆执行能量回收加机械制动，并且机械制动力为车辆所需制动力与电机所能提供的最大制动力的差。在t1时刻，车辆速度小于第一速度并大于第二速度，车辆执行机械制动加电机反接制动。在t2时刻，车辆速度小于第二速度，车辆执行机械制动，直至车辆停止。
场景四、车辆的总需求制动力大于电机所能提供的最大制动力、机械制动装置过热
场景四与场景三的不同之处在于，车辆的机械制动装置出现了过热的情况。如图图6b所示在车辆速度从大于第一速度降低为第二速度这段时间内(即t0-t2这一时间段内)，车辆采用的与场景三相同的制动方案，即先执行能量回收加机械制动然后执 行机械制动加电机反接制动。从t2时刻之后，车辆速度小于第二速度，由于机械制动装置过热，车辆执行机械制动和电机反接制动，并且机械制动力逐渐降低，电机制动力逐渐升高，直至在t4时刻，车辆停止。
通过在高速情况下执行能量回收制动，能够增加能量回收效率；在中速(小于第一速度并大于第二速度)情况下采用电机反接叠加机械制动，保证制动效果；以及在低速(在小于第二速度)情况下采用机械制动，减少制动消耗的电能，同时避免车辆在长时间下坡或者高速行驶时频繁制动导致的机械制动装置过热或者失灵的问题的发生。
通过利用机械制动装置的衬片的摩擦系数来判断机械制动装置是否过热，解决了因机械制动装置无法安装温度传感器造成机械制动温度无法通过测量获得的问题。
第三实施方式：车辆制动系统
本申请第三实施方式提供了一种车辆制动系统，通过控制系统中各个控制开关的连通和断开实现本申请第二实施方式提供的车辆制动方法，从而使车辆根据速度采用不同的制动方案。
图8a-图8g是本申请的车辆制动系统的电路原理图。如图8a-图8g所示，本申请实施例提供的车辆制动系统包括：电机50、机械制动装置60、冷却装置90、电池120、以及多个控制开关。所述控制开关包括制动踏板控制开关1、能量回收开关2、速度传感器控制开关3、机械制动装置过热开关4、制动力补充开关5、电池电量控制开关6，制动开关7以及二极管8。
其中，制动踏板控制开关1能够控制车辆在正常行驶状态和制动状态切换，当车辆在正常行驶状态下，制动踏板控制开关1位于行驶限位(右限位)，当驾驶员踩下制动踏板进行制动时，制动踏板控制开关1位于制动限位(左限位)。
速度传感器控制开关3能够根据车辆速度改变连通状态，当车辆大于第一速度时，速度传感器开关位于第一速度限位(上限位)；当车辆速度小于第一速度并大于第二速度时，速度传感器控制开关位于第二速度限位(中限位)；当车辆速度小于第二速度时，速度传感器控制开关位于第三速度限位(下限位)。
电池电量控制开关6能够根据车辆电池的电量改变连通状态，当电池电量大于第一电量时，电池电量控制开关6位于第一电量限位(右限位)；当电池电量小于第一电量时，电池电量控制开关6位于第二电量限位(左限位)。
机械制动装置过热开关4能够根据机械制动装置的温度或机械制动装置的衬片的摩擦系数来改变连通状态。根据机械制动装置的衬片的摩擦系数与机械制动装置的温度的对应关系，当机械制动装置的衬片的摩擦系数超过第一阈值时，即可判断机械制动装置的温度超过预定温度或，机械制动装置过热开关4处于连通状态。
制动力补充开关5用于在电机制动力或机械制动力不足的情况下连通。
能量回收开关2用于控制电机50是否执行能量回收，当电机50执行能量回收时，能量回收开关2位于下限位。
制动开关7用于控制车辆是否执行机械制动或电机反接制动，当执行机械制动或电机反接制动时，制动开关断开。
下面结合车辆的工作模式对制动系统的控制开关的连通和断开进行说明。
在下文中，“不涉及“指开关可以位于任何一限位或可以连通或断开，不会影响电路的连通状态。
一、车辆行驶未制动
图8a是车辆处于未制动状态下，电路的连通状态。其中，制动踏板控制开关1位于行驶限位(右限位)，速度传感器控制开关3不涉及，机械制动装置过热开关4不涉及，制动力补充开关5断开，电池电量控制开关6位于左限位(第一电量限位)，能量回收开关2不涉及，制动开关7连通，此时电机50与车辆电池120构成串联电路，冷却装置90与所述电机50构成并联电路。此时电池120分别对电机50和冷却装置90供电，电机50在电池120的驱动下运行。
二、能量回收
图8b是车辆在能量回收状态下，电路的连通状态。其中，制动踏板控制开关1位于制动限位(左限位)，速度传感器控制开关3位于上限位(第一速度限位)，机械制动装置过热开关4不涉及，制动力补充开关5断开，电池电量控制开关6位于左限位(第一电量限位)，能量回收开关2位于下限位，制动开关7连通，此时电机50与车辆电池120构成串联电路，冷却装置90与所述电机50构成并联电路。此时，电池120停止对电机50供电，在车辆的惯性作用下带动电机转子旋转，进而电机持续运行，并将产生的电能提供给电池120。
三、能量回收加机械制动
图8c是车辆在执行能量回收加机械制动时，电路的连通状态。其中，制动踏板控制开关1位于左限位(制动限位)，速度传感器控制开关3位于上限位(第一速度限位)，机械制动装置过热开关4不涉及，制动力补充开关5连通，电池电量控制开关6位于左限位(第一电量限位)，能量回收开关2位于下限位，制动开关7连通，此时电机50与车辆电池120构成串联电路，冷却装置90与所述电机50构成并联电路，机械制动装置60与所述电机50构成并联电路。此时，电机在车辆的惯性作用下持续运行并产生电能向电池充电，机械制动装置60执行机械制动。
四、电机反接制动加机械制动
图8d是车辆在执行电机反接叠加机械制动的制动方案时，电路的连通状态。其中，制动踏板控制开关1位于左限位(制动限位)，速度传感器控制开关3位于中限位(第二速度限位)，机械制动装置过热开关4不涉及，制动力补充开关5连通，电池电量控制开关6位于左限位(第一电量限位)，能量回收开关2位于上限位，制动开关7断开。此时电机50与车辆电池120、冷却装置90构成串联电路；机械制动装置60与电机50和冷却装置90并联。此时，车辆电池120驱动电机50反接制动，机械制动装置60执行机械制动，电机反接制动产生的电能用于驱动制冷装置90进行冷却。
图8f是车辆在执行电机反接叠加机械制动的制动方案时，电路的连通状态。与图8d不同的是，此时机械制动装置60过热且车辆的速度小于第二速度。其中，制动踏板控制开关1位于左限位(制动限位)，速度传感器控制开关3位于下限位(第三速度限位)，机械制动装置过热开关4连通，制动力补充开关5连通，电池电量控制开关6位于左限位(第一电量限位)，能量回收开关2位于上限位，制动开关7断开。 此时电机50与车辆电池120、冷却装置90构成串联电路；机械制动装置60与电机50和冷却装置90构成并联电路。此时，电池120驱动电机50反接制动，机械制动装置60执行机械制动，电机反接制动产生的电能用于驱动制冷装置90进行冷却。
五、机械制动
图8e是车辆在执行机械制动时，电路的连通状态。其中，制动踏板控制开关1位于左限位(制动限位)，速度传感器控制开关3位于下限位(第三速度限位)，机械制动装置过热开关4断开，制动力补充开关不涉及，电池电量控制开关6位于左限位(第一电量限位)，能量回收开关2和制动开关7不涉及。此时电机50、冷却装置90与车辆电池120断开连接，仅机械制动装置60与车辆电池120串联。此时，机械制动装置60执行机械制动。
图8g是车辆在机械制动的状态下，电路的连通状态。与图8e不同的是，此时电池电量大于第一电量，无论车辆速度是多少，都不需要对电池进行充电。其中，制动踏板控制开关1位于左限位(制动限位)，速度传感器控制开关3可位于任一速度限位(图中位于第一速度限位)，制动力补充开关5连通，机械制动装置过热开关4断开，电池电量控制开关6位于右限位(第二电量限位)，能量回收开关2和制动开关7断开。此时车辆电池120与电机50、冷却装置90断开，机械制动装置60执行机械制动。
第四实施方式：计算设备
图9是本申请实施例提供的一种计算设备1500的结构性示意性图。该计算设备1500包括：处理器1510、存储器1520、通信接口1530、总线1540。
应理解，图9所示的计算设备1500中的通信接口1530可以用于与其他设备之间进行通信。
其中，该处理器1510可以与存储器1520连接。该存储器1520可以用于存储该程序代码和数据。因此，该存储器1520可以是处理器1510内部的存储单元，也可以是与处理器1510独立的外部存储单元，还可以是包括处理器1510内部的存储单元和与处理器1510独立的外部存储单元的部件。
可选的，计算设备1500还可以包括总线1540。其中，存储器1520、通信接口1530可以通过总线1540与处理器1510连接。总线1540可以是外设部件互连标准(Peripheral Component Interconnect，PCI)总线或扩展工业标准结构(Extended Industry Standard Architecture，EISA)总线等。所述总线1540可以分为地址总线、数据总线、控制总线等。为便于表示，图9中仅用一条线表示，但并不表示仅有一根总线或一种类型的总线。
应理解，在本申请实施例中，该处理器1510可以采用中央处理单元(central processing unit，CPU)。该处理器还可以是其它通用处理器、数字信号处理器(digital signal processor，DSP)、专用集成电路(application specific integrated circuit，ASIC)、现成可编程门阵列(field programmable gate Array，FPGA)或者其它可编程逻辑器件、分立门或者晶体管逻辑器件、分立硬件组件等。通用处理器可以是微处理器或者该处理器也可以是任何常规的处理器等。或者该处理器1510采用一个或多个集成电路，用于执行相关程序，以实现本申请实施例所提供的技术方案。
该存储器1520可以包括只读存储器和随机存取存储器，并向处理器1510提供指令和数据。处理器1510的一部分还可以包括非易失性随机存取存储器。例如，处理器1510还可以存储设备类型的信息。
在计算设备1500运行时，所述处理器1510执行所述存储器1520中的计算机执行指令执行上述制动方法的操作步骤。
应理解，根据本申请实施例的计算设备1500可以对应于执行根据本申请各实施例的方法中的相应主体，并且计算设备1500中的各个模块的上述和其它操作和/或功能分别为了实现本实施例各方法的相应流程，为了简洁，在此不再赘述。
本领域普通技术人员可以意识到，结合本文中所公开的实施例描述的各示例的单元及算法步骤，能够以电子硬件、或者计算机软件和电子硬件的结合来实现。这些功能究竟以硬件还是软件方式来执行，取决于技术方案的特定应用和设计约束条件。专业技术人员可以对每个特定的应用来使用不同方法来实现所描述的功能，但是这种实现不应认为超出本申请的范围。
所属领域的技术人员可以清楚地了解到，为描述的方便和简洁，上述描述的系统、装置和单元的具体工作过程，可以参考前述方法实施例中的对应过程，在此不再赘述。
在本申请所提供的几个实施例中，应该理解到，所揭露的系统、装置和方法，可以通过其它的方式实现。例如，以上所描述的装置实施例仅仅是示意性的，例如，所述单元的划分，仅仅为一种逻辑功能划分，实际实现时可以有另外的划分方式，例如多个单元或组件可以结合或者可以集成到另一个系统，或一些特征可以忽略，或不执行。另一点，所显示或讨论的相互之间的耦合或直接耦合或通信连接可以是通过一些接口，装置或单元的间接耦合或通信连接，可以是电性，机械或其它的形式。
所述作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部单元来实现本实施例方案的目的。
另外，在本申请各个实施例中的各功能单元可以集成在一个处理单元中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个单元中。
所述功能如果以软件功能单元的形式实现并作为独立的产品销售或使用时，可以存储在一个计算机可读取存储介质中。基于这样的理解，本申请的技术方案本质上或者说对现有技术做出贡献的部分或者该技术方案的部分可以以软件产品的形式体现出来，该计算机软件产品存储在一个存储介质中，包括若干指令用以使得一台计算机设备(可以是个人计算机，服务器，或者网络设备等)执行本申请各个实施例所述方法的全部或部分步骤。而前述的存储介质包括：U盘、移动硬盘、只读存储器(Read-Only Memory，ROM)、随机存取存储器(Random Access Memory，RAM)、磁碟或者光盘等各种可以存储程序代码的介质。
第五实施方式：计算机可读存储介质
本申请实施例还提供了一种计算机可读存储介质，其上存储有计算机程序，该程序被处理装置执行制动方法和计算，该方法包括上述各个实施例所描述的方案中的至少之一。
本申请实施例的计算机存储介质，可以采用一个或多个计算机可读的介质的任意组合。计算机可读介质可以是计算机可读信号介质或者计算机可读存储介质。计算机可读存储介质例如可以是，但不限于，电、磁、光、电磁、红外线、或半导体的系统、装置或装置件，或者任意以上的组合。计算机可读存储介质的更具体的例子(非穷举的列表)包括：具有一个或多个导线的电连接、便携式计算机磁盘、硬盘、随机存取存储装置(RAM)、只读存储装置(ROM)、可擦式可编程只读存储装置(EPROM或闪存)、光纤、便携式紧凑磁盘只读存储装置(CD-ROM)、光存储装置件、磁存储装置件、或者上述的任意合适的组合。在本文件中，计算机可读存储介质可以是任何包含或存储程序的有形介质，该程序可以被指令执行系统、装置或者装置件使用或者与其结合使用。
计算机可读的信号介质可以包括在基带中或者作为载波一部分传播的数据信号，其中承载了计算机可读的程序代码。这种传播的数据信号可以采用多种形式，包括但不限于电磁信号、光信号或上述的任意合适的组合。计算机可读的信号介质还可以是计算机可读存储介质以外的任何计算机可读介质，该计算机可读介质可以发送、传播或者传输用于由指令执行系统、装置或者装置件使用或者与其结合使用的程序。
计算机可读介质上包含的程序代码可以用任何适当的介质传输，包括、但不限于无线、电线、光缆、RF等等，或者上述的任意合适的组合。
可以以一种或多种程序设计语言或其组合来编写用于执行本申请操作的计算机程序代码，所述程序设计语言包括面向对象的程序设计语言—诸如Java、Smalltalk、C++，还包括常规的过程式程序设计语言—诸如“C”语言或类似的程序设计语言。程序代码可以完全地在用户计算机上执行、部分地在用户计算机上执行、作为一个独立的软件包执行、部分在用户计算机上部分在远程计算机上执行、或者完全在远程计算机或服务装置上执行。在涉及远程计算机的情形中，远程计算机可以通过任意种类的网络，包括局域网(LAN)或广域网(WAN)，连接到用户计算机，或者，可以连接到外部计算机(例如利用因特网服务提供商来通过因特网连接)。
第六实施方式：计算机程序
本申请第六实施方式提供一种计算机程序，计算机通过运行该程序能够执行本申请实施例所提供的制动方法，或者作为上述的制动控制装置发挥作用。
本领域普通技术人员可以意识到，结合本文中所公开的实施例描述的各示例的单元及算法步骤，能够以电子硬件、或者计算机软件和电子硬件的结合来实现。这些功能究竟以硬件还是软件方式来执行，取决于技术方案的特定应用和设计约束条件。专业技术人员可以对每个特定的应用来使用不同方法来实现所描述的功能，但是这种实现不应认为超出本申请的范围。
所属领域的技术人员可以清楚地了解到，为描述的方便和简洁，上述描述的系统、装置和单元的具体工作过程，可以参考前述方法实施例中的对应过程，在此不再赘述。
在本申请所提供的几个实施例中，应该理解到，所揭露的系统、装置和方法，可以通过其它的方式实现。例如，以上所描述的装置实施例仅仅是示意性的，例如，所述单元的划分，仅仅为一种逻辑功能划分，实际实现时可以有另外的划分方式，例如多个单元或组件可以结合或者可以集成到另一个系统，或一些特征可以忽略，或不执行。另一点，所显示或讨论的相互之间的耦合或直接耦合或通信连接可以是通过一些 接口，装置或单元的间接耦合或通信连接，可以是电性，机械或其它的形式。
所述作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部单元来实现本实施例方案的目的。
另外，在本申请各个实施例中的各功能单元可以集成在一个处理单元中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个单元中。
所述功能如果以软件功能单元的形式实现并作为独立的产品销售或使用时，可以存储在一个计算机可读取存储介质中。基于这样的理解，本申请的技术方案本质上或者说对现有技术做出贡献的部分或者该技术方案的部分可以以软件产品的形式体现出来，该计算机软件产品存储在一个存储介质中，包括若干指令用以使得一台计算机设备(可以是个人计算机，服务装置，或者网络设备等)执行本申请各个实施例所述方法的全部或部分步骤。而前述的存储介质包括：U盘、移动硬盘、只读存储装置(Read-Only Memory，ROM)、随机存取存储装置(Random Access Memory，RAM)、磁碟或者光盘等各种可以存储程序代码的介质。
注意，上述仅为本申请的较佳实施例及所运用的技术原理。本领域技术人员会理解，本发明不限于这里所述的特定实施例，对本领域技术人员来说能够进行各种明显的变化、重新调整和替代而不会脱离本发明的保护范围。因此，虽然通过以上实施例对本申请进行了较为详细的说明，但是本发明不仅仅限于以上实施例，在不脱离本发明的构思的情况下，还可以包括更多其他等效实施例，均属于本发明的保护范畴。

Claims (36)

  1. 一种车辆制动控制方法，其特征在于，包括：
    获取车辆速度；
    当车辆速度大于第一速度时，执行能量回收制动，通过电机发电回收能量，并对电池进行充电；
    当车辆速度小于第一速度并大于第二速度时，执行电机反接制动和机械制动，电机反接制动产生的制动力和机械制动产生的制动力叠加，电机产生的电能由电力消耗装置消耗；
    当车辆速度小于第二速度时，执行机械制动，由机械制动产生制动力。
  2. 根据权利要求1所述的方法，其特征在于，在执行机械制动时，在机械制动装置温度超过预定温度时，还执行电机反接制动，电机反接制动产生的制动力和机械制动产生的制动力叠加。
  3. 根据权利要求2所述的方法，其特征在于，在电机反接制动产生的制动力和机械制动产生的制动力叠加时，所述电机反接制动的制动力随速度的减小而增大，所述机械制动的制动力随速度的减小而减小。
  4. 根据权利要求2或3所述的方法，其特征在于，基于所述机械制动装置温度与机械制动装置的衬片的摩擦系数的对应关系，通过计算摩擦系数获取机械制动装置温度，所述摩擦系数通过以下方法获得：
    根据车辆速度、车辆载重以及车轮半径三者的乘积获得制动总需求制动力矩；
    根据电机转速、电机电压以及电机外特性曲线获得电机制动力矩；
    根据所述总需求制动力矩与所述电机制动力矩的差获得机械制动力矩；
    根据所述机械制动力矩与液压强、机械制动装置的衬片半径、机械制动装置的衬片面积获得机械制动装置的衬片的摩擦系数。
  5. 根据权利要求1-4中任一项所述的方法，其特征在于，当执行电机反接制动时，所述电机产生的电能用于驱动冷却单元执行对电机的冷却操作。
  6. 根据权利要求5所述的方法，其特征在于，所述冷却操作包括：
    当收到制动指令时，根据获取的所述电机的电流，并根据所述电机的电流计算电机热功率；
    根据所述电机热功率控制冷却单元执行冷却操作。
  7. 根据权利要求6所述的方法，其特征在于，所述冷却操作还包括，根据获取的电机温度控制冷却单元执行对电机的冷却操作。
  8. 根据权利要求1所述的方法，其特征在于，在执行能量回收制动时，在总需求制动力大于能量回收制动所能够提供的最大制动力时，还执行机械制动，机械制动产生的制动力与能量回收制动产生的制动力叠加。
  9. 根据权利要求1所述的方法，其特征在于，在执行电机反接制动和机械制动时，初始时所述电机反接制动的制动力大于机械制动的制动力，且电机反接制动的制动力随速度的减小而减小，所述机械制动的制动力随速度的减小而增大。
  10. 根据权利要求1-9中任一项所述的方法，其特征在于，在所述电池电量小于第 一电量时，执行所述能量回收制动。
  11. 根据权利要求1-10中任一项所述的方法，其特征在于，所述车辆为电动卡车。
  12. 一种车辆制动控制装置，其特征在于，包括：
    车辆速度获取模块，用于获取车辆速度，
    车辆制动控制模块，用于根据车辆速度控制车辆执行制动，其中，
    当车辆速度大于第一速度时，执行能量回收制动，通过电机发电回收能量，并对电池进行充电；
    当车辆速度小于第一速度并大于第二速度时，执行电机反接制动和机械制动，电机反接制动产生的制动力和机械制动产生的制动力叠加，电机产生的电能由电力消耗装置消耗；
    当车辆速度小于第二速度时，执行机械制动，由机械制动产生制动力。
  13. 根据权利要求12所述的车辆制动控制装置，其特征在于，在执行机械制动时，在机械制动装置温度超过预定温度时，还执行电机反接制动，电机反接制动产生的制动力和机械制动产生的制动力叠加。
  14. 根据权利要求13所述的车辆制动控制装置，其特征在于，在电机反接制动产生的制动力和机械制动产生的制动力叠加时，所述电机反接制动的制动力随速度的减小而增大，所述机械制动的制动力随速度的减小而减小。
  15. 根据权利要求13或14所述的车辆制动控制装置，其特征在于，基于所述机械制动装置温度与机械制动装置的衬片的摩擦系数的对应关系，通过计算摩擦系数获取机械制动装置温度，所述摩擦系数通过以下方法获得：
    根据车辆速度、车辆载重以及车轮半径三者的乘积获得制动总需求制动力矩；
    根据电机转速、电机电压以及电机外特性曲线获得电机制动力矩；
    根据所述总需求制动力矩与所述电机制动力矩的差获得机械制动力矩；
    根据所述机械制动力矩与液压强、机械制动装置的衬片半径、机械制动装置的衬片面积获得机械制动装置的衬片的摩擦系数。
  16. 根据权利要求12-15中任一项所述的车辆制动控制装置，其特征在于，当执行电机反接制动时，所述电机产生的电能用于驱动冷却单元执行对电机的冷却操作。
  17. 根据权利要求16所述的车辆制动控制装置，其特征在于，所述冷却操作包括：
    当收到制动指令时，根据获取的电机的电流，并根据所述电机的电流计算电机热功率；
    根据所述电机热功率控制冷却单元执行冷却操作。
  18. 根据权利要求17所述的车辆制动控制装置，其特征在于，所述冷却操作还包括，根据获取的电机温度控制冷却单元执行对电机的冷却操作。
  19. 根据权利要求12所述的车辆制动控制装置，其特征在于，在执行能量回收制动时，在总需求制动力大于能量回收制动所能提供的最大制动力时，还执行机械制动，机械制动产生的制动力与能量回收制动产生的制动力叠加。
  20. 根据权利要求12所述的车辆制动控制装置，其特征在于，在执行电机反接制动和机械制动时，初始时所述电机反接制动的制动力大于机械制动的制动力，且电机反接制动的制动力随速度的减小而减小，所述机械制动的制动力随速度的减小而增 大。
  21. 根据权利要求12-20中任一项所述的车辆制动控制装置，其特征在于，在所述电池电量小于第一电量时，执行所述能量回收制动。
  22. 根据权利要求12-21中任一项所述的车辆制动控制装置，其特征在于，所述车辆为电动卡车。
  23. 一种车辆制动系统，其特征在于：包括：
    电机、机械制动装置、电池、车辆制动控制装置、速度获取装置以及多个控制开关，
    其中，所述车辆制动控制装置用于根据速度获取装置实时获取的车辆速度，控制控制开关的连通和断开从而控制车辆制动，其中，
    当车辆速度大于第一速度时，执行能量回收制动，车辆速度控制开关位于第一速度限位、能量回收开关位于第一能量回收限位、制动开关连通，所述电机与所述电池构成串联回路，通过电机发电回收能量，并对电池进行充电；
    当车辆速度小于第一速度并大于第二速度时，执行电机反接制动和机械制动，车辆速度控制开关位于第二速度限位、能量回收开关位于第二能量回收限位、制动开关断开、制动力补充开关连通，所述电机与所述电池构成串联回路，所述机械制动装置与所述电机构成并联回路，电机反接制动产生的制动力和机械制动产生的制动力叠加，电机产生的电能由电力消耗装置消耗；
    当车辆速度小于第二速度时，执行机械制动，车辆速度控制开关位于第三速度限位，所述机械制动装置与所述电池构成串联回路，由机械制动产生制动力。
  24. 根据权利要求23所述的系统，其特征在于，还包括机械制动装置温度控制开关，在执行机械制动时，在机械制动装置温度超过预定温度时，还执行电机反接制动，所述机械制动装置温度控制开关连通，所述机械制动装置还与所述电机构成并联回路，电机反接制动产生的制动力和机械制动产生的制动力叠加。
  25. 根据权利要求24所述的系统，其特征在于，在电机反接制动产生的制动力和机械制动产生的制动力叠加时，所述电机反接制动的制动力随速度的减小而增大，所述机械制动的制动力随速度的减小而减小。
  26. 根据权利要求23或24所述的系统，其特征在于，基于所述机械制动装置温度与机械制动装置的衬片的摩擦系数的对应关系，通过计算摩擦系数获取机械制动装置温度，所述摩擦系数通过以下方法获得：
    根据车辆速度、车辆载重以及车轮半径三者的乘积获得制动总需求制动力矩；
    根据电机的转速、电机的电压以及电机外特性曲线获得电机的制动力矩；
    根据所述总需求制动力矩与所述电机制动力矩的差获得机械制动力矩；
    根据所述机械制动力矩与液压强、机械制动装置的衬片半径、机械制动装置的衬片面积获得机械制动装置的衬片的摩擦系数。
  27. 根据权利要求23-26中任一项所述的系统，其特征在于，还包括冷却装置，当执行电机反接制动时，所述电机还和所述冷却装置构成串联回路，所述电机产生的电能用于驱动冷却单元执行对电机的冷却操作。
  28. 根据权利要求27所述的系统，其特征在于，还包括：
    电机控制装置，用于当收到制动指令时，获取的电机的电流，车辆制动控制装置根据电机的电流计算电机热功率，所述冷却控制装置根据所述电机热功率控制冷却单元执行对所述电机的冷却操作。
  29. 根据权利要求28所述的系统，其特征在于，还包括：
    温度传感器，用于获取电机的温度；
    冷却控制装置，用于根据所述温度控制所述冷却装置执行对所述电机的冷却操作。
  30. 根据权利要求23所述的系统，其特征在于，在执行能量回收制动时，在总需求制动力大于能量回收制动所能提供的最大制动力时，还执行机械制动，所述制动力补充开关连通，所述电机还与所述机械制动装置构成并联回路，机械制动产生的制动力与能量回收制动产生的制动力叠加。
  31. 根据权利要求23所述的系统，其特征在于，在执行电机反接制动和机械制动时，初始时所述电机反接制动的制动力大于机械制动的制动力，且电机反接制动的制动力随速度的减小而减小，所述机械制动的制动力随速度的减小而增大。
  32. 根据权利要求25-31中任一项所述的系统，其特征在于，当电池电量大于第一电量时，执行机械制动，所述电池电量控制开关位于第二电量限位，电池与机械制动装置构成串联回路。
  33. 根据权利要求25-32中任一项所述的系统，其特征在于，所述车辆为电动卡车。
  34. 一种计算设备，其特征在于，包括：
    总线；
    通信接口，其与所述总线连接；
    至少一个处理器，其与所述总线连接；以及
    至少一个存储器，其与所述总线连接并存储有程序指令，所述程序指令当被所述至少一个处理器执行时使得所述至少一个处理器执行权利要求1至11中任一所述的方法。
  35. 一种计算机可读存储介质，其上存储有程序指令，其特征在于，所述程序指令当被计算机执行时使得所述计算机执行权利要求1至11中任一所述的方法。
  36. 一种计算机程序，其特征在于，其包括有程序指令，所述程序指令当被计算机执行时使得所述计算机执行权利要求1-11中任一项所述的方法。
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