• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
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    • 专利摘要:
    Title: RECOVERY FUNCTION FOR REGENERATIVE BRAKE SYSTEM AND ADAPTIVE CALIBRATION FOR HYBRID VEHICLES AND ELECTRICAL VEHICLES Summary: In a vehicle equipped regenerative and non-regenerative braking, regenerative braking is applied only when the vehicle is pre-determined, depending on the predetermined brake. ft / sec2), no wheel load on any braking wheel as specified by a control unit has a load-free braking system and the speed exceeds a minimum threshold. If braking is applied in a bend, the appropriate amount of speed / braking torque is applied to non-drive wheels to maintain the stability of the vehicle. The appropriate amount of deceleration to be applied is determined by the degree of vehicle gear, steering wheel input and vehicle speed using a look-up table. As the need for braking increases, speed braking is added, first on any wheels that do not have regenerative braking and later on wheels with regenerative braking.
    公开号:SE1251066A1
    申请号:SE1251066
    申请日:2010-03-02
    公开日:2012-09-21
    发明作者:Stanton Miller
    申请人:Int Truck Intellectual Prop Co；
    IPC主号:
    专利说明:

    Title: RECOVERY FUNCTION FOR REGENERATIVE BRAKE SYSTEM AND ADAPTIVE CALIBRATION FOR HYBRID VEHICLES AND ELECTRICAL VEHICLES Summary: In a vehicle equipped regenerative and non-regenerative braking, regenerative braking is applied only when the vehicle is pre-determined, depending on the predetermined brake. ft / sec2), no wheel load on any braking wheel as specified by a control unit has a load-free braking system and the speed exceeds a minimum threshold. If braking is applied in a bend, the appropriate amount of speed / braking torque is applied to non-drive wheels to maintain the stability of the vehicle. The appropriate amount of deceleration to be applied is determined by the degree of vehicle gear, steering wheel input and vehicle speed using a look-up table. As the need for braking increases, speed braking is added, first on any wheels that do not have regenerative braking and later on wheels with regenerative braking.
    WO 2011 / 109013PCT / US2010 / 025886 RESTORATION FUNCTION FOR REGENERATIVE BRAKE SYSTEM AND ADAPTIVE CALIBRATION FOR HYBRID VEHICLES AND ELECTRICAL VEHICLES Background Technical time: The technical field of energy control of vehicles as a vehicle in general. of regenerative and non-regenerative braking on a vehicle in order to increase the proportion of regenerative braking that contributes to total braking, while leaving the directional control over the vehicle essentially unaffected.
    Description of the problem: M'anga vehicles, including vehicles which allow recovery of the vehicle's kinetic energy during braking (regenerative braking) thus achieves regenerative braking with the help of the vehicle's drive wheels. In many cases, it is possible for components in the vehicle driveline to function as a mechanism for energy recovery. For example, an internal combustion engine can be driven back from the drive wheels to act as an air compressor. When acting as a compressor, the internal combustion engine draws in intake air into its cylinders and compresses the air for delivery to a compressed air storage tank. Another possibility is a hydraulic hybrid that recovers kinetic energy by using a hydraulic motor connected to the driveline as a pump during braking and storing the fluid in a pressurized vessel. Alternatively, an electric traction motor can be run baked so that it acts as an electric generator to charge a storage battery. Still other options include causing the flywheel to rotate in order to store energy. Often these vehicles do not have all-wheel drive, which means that the vehicle driveline for Adana vehicles is connected to either the rear wheels, or the front wheels, but not both. As a result, often only the rear or front wheels of the vehicle are accessible for regenerative braking. On vehicles with less than all-wheel drive, the non-regenerative service brakes on each of the wheels often supplement the vehicle braking, alien if this is done primarily with the help of the non-drive wheels.
    Complementing regenerative braking with non-regenerative service braking on a vehicle with less all-wheel drive serves a number of functions, including providing predictable control of the vehicle, especially if the vehicle is in a turn, by balancing the braking action between the wheels. Balanced braking usually aims to provide braking torque on the usual axle, which is proportional to the weight carried by the axle WO 2011 / 109013-2 -PCT / US2010 / 025886. This gives control of the vehicle's gear. However, the larger the provided non-regenerative braking torque, the smaller the amount of energy recovered for storage. Balanced braking can reduce energy recovery.
    During light or minimal braking, the liberties suffered by unbalanced braking are reduced. As a result, it is common to have a brake pedal "dead zone" over a portion of the brake pedal movement from a fully untramped bearing to a partially depressed bearing. Only regenerative braking is used in this dadzon area. The service brakes are used to supplement the regenerative braking as the brake pedal movement increases. Changes in the weight of the vehicle and changes in the nature of the vehicle can complicate the application of this approach.
    Regenerative braking is most commonly associated with hybrid electric and electric vehicles.
    It is also available in vehicles that allow energy storage such as hydraulic / pneumatic pressure and in a spinning flywheel, among other methods. Although it is anticipated that the present principles will most often be applied in vehicles with less than all-wheel drive and that regenerative braking will typically be achieved via the drive wheels on such vehicles, this is not necessarily limited in this way.
    Summary: In vehicles that provide both regenerative and non-regenerative braking, and in particular those that allow regenerative braking from less than all wheels, regenerative braking is applied only in response to the need for braking when the driver attempts to slow down the vehicle at less than maximum throttle deceleration. (d) Vi ft / s). If braking is applied in a turn, a gear sensor and steering wheel sensor indicate that the vehicle is in a turn and the brake control applies a considerable amount of non-drive brake torque to maintain the stability of the vehicle. The appropriate amount of speed braking to be applied is determined by the amount of vehicle gear, steering wheel input and vehicle speed using a look-up table. As the need for braking increases, speed braking is applied to both the non-drive wheels and the drive wheels so that proper vehicle control is maintained, as determined by a vehicle gear control algorithm.
    WO 2011 / 109013- 3 -PCT / US2010 / 025886 Emphasizing regenerative braking on the drive wheels can lead to delayed satining (burnishing) of the service brakes when the vehicle is new, or after the brake pads / pads have been replaced. (Federal Motor Vehicle Safety Standard FMVSS 105, 121 and 135 provide details on brake satin procedures). When the vehicle is new or after the brake pads have been replaced, the braking maneuver includes a "recovery function or -Page" in which regenerative braking is reduced or eliminated. Once the regenerative braking system has been initiated, the vehicle uses minimal regenerative braking during a speed braking period. The incoming period can be fed in distance units, with the help of the number of brake applications, in terms of swept brake surface times brake application pressure, or flake combination that would indicate that the service brake pads have been satinized. The specific calibration should be determined by vehicle testing on a given vehicle type. When the selection brakes are specified as correctly satined, the vehicle will return to normal regenerative braking function. Alternatively, instead of going from a single minimal regenerative braking application point to normal regenerative application when the specified conditions have been met, the regenerative braking level may be increased during this brake lining satin period on a successive basis.
    It is possible to build a vehicle which provides regenerative braking for a dast in non-drive wheel one (or a regenerative braking system which is not in water in the driveline but which works on the drive wheels or outside the driveline). It is also possible to use a mixture of regenerative and non-regenerative braking on a non-motor vehicle such as a slip. Various aspects of the present principles have application when it comes to vehicles with all-wheel drive. The recovery function would also apply to vehicles that recover energy from several drive and non-drive axles. Vehicles that do not have regenerative braking, but that use a function such as the Jacob's compression brake ("Jake brake", "Jake brake") could also benefit from the recovery function, as the use of a Jake brake can greatly reduce the amount of speed braking that required to slow down or stop the vehicle.
    Brief description of the drawings Figure 1 is a high level diagram of a vehicle traction and braking system.
    Figure 2 is a block diagram of a vehicle's traction and braking system and armed controls for a hybrid electric vehicle.
    Figure 3 is a block diagram of a vehicle traction and braking system and associated controls for a hydraulic hybrid vehicle.
    WO 2011 / 109013-4 -PCT / US2010 / 025886 Figure 4 is a high-level flow chart for braking control on the vehicle in Figure 1.
    Figure 5 is a subroutine of the high level flow diagram for braking control for the vehicle of Figure 2.
    Figure 6 is an alternative subroutine to the subroutine of Figure 4.
    Figure 7 is a graph.
    Figure 8 is a graph.
    Detailed Description In the following detailed description, the same reference numerals and designations may be used to denote identical, corresponding or similar components in various drawings. Furthermore, exemplary sizes, models, values or ranges may be given with respect to specific embodiments but should not be construed as limiting in general. The principles discussed here can be extended to a wide variety of vehicles using regenerative braking in general, and certain specific aspects can be applied to vehicles in which speed braking is supplemented by means of devices such as driveline retarders, similar to those manufactured by Telma, or engine compression brakes. those manufactured by Jacobs.
    In the figures and in particular Figure 1, a generalized vehicle 10 is provided which provides the possibility of mixed regenerative (with the aid of regenerative braking sensors and regenerative brakes 46) and non-regenerative braking (with the aid of the service brakes 24). The regenerative brakes 46 are coupled to a pair of wheels 104 via a drive shaft 17 and drive shaft differential 18, and are applied to less than all vehicle wheels 104. Alternatively, the regenerative brakes 46 may be directly connected to the wheels 104.
    The service brakes 24 can be used together with up to all wheels 104. The service brakes 24 are under the control of a control unit 28 for brake system and unloading brake system. The regenerative brakes 46 are controlled by a driveline control unit 44. Braking takes place in response to a braking demand signal generated by a brake pedal gear / power sensor 34. A gear sensor 32 and a selectable steering gear sensor 36 (if the vehicle is steering wheel equipped, alternatively a sensor could be replaced a fifth wheel rotation sensor) is used to determine if the vehicle 10 is in a turn. A vehicle interface 40 may be provided for the purpose of placing the vehicle 10 in WO 2011 / 109013-5 PCT / US2010 / 025886 regenerative braking recovery mode and a driver display 42 may be provided which indicates to an operator that the vehicle 10 is in recovery mode.
    The vehicle 10 may be a motor vehicle in which case a primary drive source 48, shown under the control of a driveline control unit 44, may be provided. The primary drive source 48 may be coupled via a drive shaft 17 to a drive shaft differential 18 for the purpose of driving some wheels 104 in combination. Alternatively, the primary drive source 48 may be connected by an auto-coupling 21 via the regenerative brakes 46 to the drive shaft differential 18. In some embodiments, the primary drive source 48 and the regenerative brakes 46 may be the same device operating in different operating modes. For example, an electric traction motor can operate as an electric generator, or a flywheel can be tapped on energy, so that it slows down, or it can also be made to rotate to absorb energy. As a further alternative, an internal combustion engine may operate as an air pump for the purpose of providing non-service braking torques, such as Ors in a Jacobs compression brake, or in a system in which the engine is used to pump air to a container. Using an exhaust turbine as a power source can also work for mild hybrid systems.
    In Figure 2, the general principles of the vehicle of Figure 1 are applied to a parallel hybrid electric vehicle 11. The parallel hybrid electric vehicle 11 comprises a driveline 15 comprising a heat engine 12 (typically an internal combustion engine), an electric traction motor / generator 14, a gearbox 16, a drive shaft 17, a drive shaft differential 18 and a drive wheel pair 20. An auto-clutch 21 may be located between the electric traction motor 7, the generator 14 and the heat motor 12.
    The heat engine 12 or the electric traction motor / generator 14 can be used as the vehicle's primary drive source via the gearbox 16. The gearbox 16 is connected to a drive shaft differential 18 via a drive shaft 17. Power is transferred from the drive shaft differential 18 to the drive wheels 20. In essence, the same configuration can be used for a electric vehicle simply by removing the heat engine 12, the auto-clutch 21 and the engine control unit 30. A selectable clutch 19 may be located between the gearbox 16 and the electric traction motor / generator 14 if a manual gearbox is used.
    The auto-coupling 21 makes it possible to disconnect the heating motor 12 from the rest of the driveline 15 when the heating motor 12 is not used for driving force. The auto-clutch 21 may be engaged and the clutch 19 may not be engaged to use the heat engine 12 to drive the electric traction motor / generator 14 for the purpose of recharging the vehicle batteries (not shown). Alternatively, the gearbox 16 can simply be laid out of the gearbox. The gearbox 16 is in turn used to supply power from the electric WO 2011 / 109013-6 -PCT / US2010 / 025886 traction motor / generator 14 to the drive wheels 20. The gearbox 16 is bi-directional and can be used to transfer energy from the drive wheels 20 back to the electric traction motor / generator 14. The electric traction motor / generator 14 can be used to supply drive energy (either alone or in conjunction with the heat engine 12) to the gearbox 16.
    The driveline 15 enables the recovery of kinetic energy (regenerative braking) in response to the electric traction motor / generator 14 being driven backwards by the kinetic energy of the vehicle. The electric traction motor / generator 14 generates, during braking, electricity which is applied to storage batteries (not shown) via an inverter (not shown). In addition to regenerative braking, parallel hybrid electric vehicles 11 enable speed braking with the aid of the speed brakes 24 on the drive wheels 20 and the non-drive wheels 22.
    A simplified control system 25 for parallel hybrid electric vehicles 11 is disabled with reference to the control aspects used with the driveline 15 and vehicle braking and for adapting the vehicle for traction by the heat engine 12, traction by the electric traction motor / generator 14 and regenerative braking by means of the electric motor. generatom 14 in its gen eratorlage or regenerative lOge. The service brakes 24 are under the direct control of a brake system and unloading brake system 28 which, for non-generative use, responds to a brake pedal / force sensor 34 and to feedback from wheel motion sensors (not shown) for braking torque control. The operation of the brake system control unit 28 and unloading brake system is modified by signals from the hybrid control unit 26. A traction control unit 38 may also be present which reacts to detect slime in the wheels 20 when no movement of the brake pedal is detected by the brake pedal bearing / force sensor 34.
    The simplified control system 25 includes a hybrid control unit 26 connected for communication and control of the electric traction motor / generator 14 and the auto-coupling 21. The transitions between positive and negative contributions to the torque of the electric traction motor / generator 14 are detected and handled by a hybrid control unit 26 which enables changing operation. The hybrid controller 26 exchanges data with a brake system controller 28 and unloading brake system to determine if regenerative braking would increase or improve a wheel grinding ratio if regenerative braking were initiated. The gearbox control unit 27 transmits this data as control signals for application to the hybrid control unit 26. The hybrid control unit 26 operates in cooperation with the control unit 28 for brake system and unloading brake system for WO 2011 / 109013-7 -PCT / US2010 / 025886 mixture of regenerative braking and non-regenerative braking. Since the braking mixture depends on the vehicle's operating conditions, the hybrid control unit 26 is connected to a yaw sensor 32 and a steering wheel sensor 36, the data from which can vary the balance between regenerative and non-regenerative braking.
    The vehicle speed can be controlled from a conventional drive axle tachometer or from the control system 28 for brake system and unloading brake system.
    The simplified control system 25 also includes a motor control unit 30 which is connected for controlling and monitoring the heat engine 12 and which acts as a conventional motor control unit in a hybrid system by enabling the heating motor 12 to be switched off during periods when the parallel hybrid electric vehicle 11 is operating on battery power. The motor control unit 30 also monitors the position of a ignition switch (IGN) and cycles between on and off.
    Braking control for the parallel hybrid electric vehicle 11 enables adjustment of the brake application response based on the braking conditions. More specifically, it is achieved when a vehicle is new or brake pads and pads have recently been replaced during a satin period during which regenerative braking is reduced. A vehicle interface 40 coupled to the hybrid controller is provided for service personnel, enabling them to reset the initialization period. The vehicle interface 40 is a recovery function that should not be easily initiated by mistake. The regenerative braking reset function can be initiated by holding down two otherwise unrelated control buttons simultaneously for a specific time, using an insert part of the vehicle diagnostic or service equipment, or also any other input source.
    In Figure 3, a functional block diagram of a parallel hydraulic hybrid vehicle 211, the parallel hydraulic hybrid vehicle 211 includes a driveline 215 including a heat engine 12 (typically an internal combustion engine), a gearbox 154, a drive shaft 164, a distribution shaft and clutch shaft 176, a second drive shaft 176, leads to a drive shaft differential 18. The manifold and clutch 156 are mechanically coupled to a hydraulic pump / motor 158. The hydraulic pump / motor 158 can be selectively connected between a low pressure hydraulic fluid reservoir 162 and a high pressure hydraulic fluid accumulator 166 by a system of valves 160.
    The manifold and clutch 156 allow the heat engine 12 to be disconnected from the drive shaft differential 18 and further allow the manifold and clutch 156 to be driven back to maneuver the hydraulic pump / motor 158 for the purpose of WO 2011 / 109013-8 -PCT / US2010 / 025886 the low pressure hydraulic fluid reservoir 162 to the high pressure hydraulic fluid accumulator 166 during braking. Alternatively, the manifold and clutch 156 may connect the heat engine 12 (via gear shaft clan 154) to the drive shaft differential 18 to supply drive power to the drive shaft. The system of valves 160 can be set so that the tin hydraulic fluid to pass from the high pressure hydraulic fluid accumulator 166 through the hydraulic pump / motor 158 to the 14 pressure hydraulic fluid reservoir 162 for the purpose of adding torque to the drive shaft 17 for driving the parallel hydraulic hybrid is the parallel hydraulic hybrid. the hybrid vehicle 211 to be operated exclusively with hydraulic fluid 10 from the high pressure hydraulic fluid accumulator 166 but stood from the heat engine 12.
    The powertrain 215 enables the recovery of kinetic energy (regenerative braking) in response to the hydraulic pump / engine 158 crossing the rear of the vehicle's kinetic energy. The hydraulic pump / motor 158 moves, during braking, hydraulic fluid from the low pressure hydraulic fluid reservoir 162 to the high pressure hydraulic fluid accumulator 166. Speed braking using the speed brakes 24 on the drive wheels 20 and the non-drive wheels 22 is also present. available.
    A simplified control system 216 for parallel hydraulic hybrid vehicle 211 is damaged.
    The body of a vehicle control unit is a vehicle s-C AN bus 148 via which the different control units communicate with each other. Vehicle integration is handled by means of a body computer 152, which in this embodiment directly supports the driver display 42 and the vehicle interface 40 which has to deal with the regenerative braking system. In addition, the gear sensor 32 and steering wheel sensor 36 are connected to the body computer 152. The service brakes 24 are under the direct control of a brake system control unit 28 and unloading brake system which, for non-generative use, responds to a brake pedal bearing / force sensor 34 and to feedback from wheel motion sensors ( not shown) for controlling braking torque generated by the service brakes 24. The operation of the brake system control unit 28 and unloading brake system is modified by signals from the hydraulic hybrid control unit 150 via the vehicle CAN bus 148. A traction control unit 38 may also be present which responds to detection of slip on the wheel. 20 when no movement of the brake pedal is detected by the brake pedal bearing / force sensor 34.
    The simplified control system 216 includes a hydraulic hybrid control unit 150 coupled for communication and control of the manifold and clutch 156 and for opening and closing the system of valves 160. The transitions of the hydraulic pump / motor 158 between positive and negative torque contributions are detected and handled by the hydraulic hybrid control unit 150. valves 160 which WO 2011 / 109013- 9 -PCT / US2010 / 025886 respond ddrpa and bring the coupling in the distribution barn and the coupling 156 in and out of engagement. The hydraulic hybrid controller 150 exchanges data with a brake system and bevel-free brake system controller 28 via the vehicle CAN bus 148 in order to determine if regenerative kinetic braking would increase or improve a wheel grinding condition if regenerative braking were initiated. The shaft charge control unit 27 selects gears for the gear shaft 154 in response to these signals. The hydraulic hybrid controller 150 operates in conjunction with the brake system controller 28 and unloading brake system for mixing regenerative braking and non-regenerative braking. Since braking performance depends on the operating conditions of the vehicle, the hydraulic hybrid controller 150 is connected to a yaw sensor 32 and a steering wheel sensor 36, the data from which may vary the balance between regenerative and non-regenerative braking. The vehicle speed can be controlled from a conventional drive shaft tachometer or from the brake system and unloading brake system control unit 28.
    The simplified control system 216 also includes. a motor control unit 30 which is connected for controlling and monitoring the heat engine 12 and which operates as a conventional motor control unit in a hybrid system by enabling shut-off of the heat motor 12 during periods of regenerative braking or when the hydraulic hybrid vehicle 211 is under hydraulic effect. The motor control also monitors the heat. an ignition switch (IGN) ldge and cycles between on and off.
    Figure 4 shows a high-level pilot diagram of the operation of the present vehicle braking system. It should be understood that a number of input and output steps regarding the collection of sensor data such as feedings of vehicle speed, determination of brake pedal bearing and adjustment of brake application pressure have been excluded for simplicity of manufacture. The process begins in step 50 typically after the ignition (IGN) is set to on. The process proceeds to a condition step 52 which determines whether or not the vehicle 10 is in its regenerative braking recovery state.
    The regenerative braking recovery layer is the layer used for a new vehicle or vehicle on which new brake pads and fittings have just been fitted and during which the regenerative braking is minimized or not used at all until the vehicle has been used long enough for proper braking. If the vehicle 10 is in the regenerative braking recovery layer, the YES carriage is taken from condition stage 52 to processing stage 54, indicating that the vehicle is operating in the regenerative braking recovery layer, which essentially means that the brakes WO 2011 / 109013- -PCT / US2010 / 025886 used as on a non-hybrid vehicle with little or no regenerative braking use.
    If the vehicle is not in the regenerative braking recovery line, follow the NO path from condition stage 52 to condition stage 56 where the vehicle speed is compared with a minimum threshold speed Si. If the speed of the vehicle is less than the minimum threshold, the NO path falls to condition step 58 where it is determined whether the brake pedal has been fitted (by obtaining a feed of either its movement or the pressure applied to it). If the brake pedal has not been fitted, the NO path from condition stage 58 is filled back to condition stage 56. If the brake pedal has been fitted, the input / output (I / O) stage 60 is performed to indicate that the service brakes 24 are applied to a degree corresponding to the degree of which brake pedal has been moved. After applying the service brakes 24 Ater & the process to the condition step 56.
    From the condition step 56 @kis JA-vagen whenever the vehicle speed exceeds the minimum threshold speed Si. Along the YES path, processing continues to condition stage 62 where it is determined whether the brake pedal has been fitted (or if a request from the braking torque has been received, for example from a speed control unit). If not, the machining along the NO wall returns to the condition stage 56 in a loop which is ex equated until the brake pedal is depressed. Along the YES path, the processing step 64 reflects the execution of an algorithm for maximizing regenerative braking in response to brake pedal displacement or force. After the machining step 64, a condition step 66 is performed depending on whether the movement / force of the brake pedal increases. If not, follow the NO path back to condition step 56 in order to determine if the speed has dropped to the minimum threshold Si.
    Steps 56, 62, 64 and 66 can be performed in a loop until the vehicle speed no longer exceeds the minimum threshold, the brake pedal is released or until the brake pressure is reduced.
    The YES path from condition stage 66 for machining out of the first loop of the routine to its second stage in machining stage 68. Machining stage 68 represents the installation of regenerative braking in response to changes in applied brake pedal force and / or displacement. Then, in the processing step 70, the vehicle stability criteria are checked. These include comparing the steering wheel and vehicle gear to the vehicle's accelerated speed. The output signal of the stability algorithm is compared with an index. On rear-wheel drive hybrid vehicles or electric vehicles, regenerative braking is applied to the rear wheels (drive wheels) when the driver depresses the brake pedal only just enough to slow down the vehicle at a throttle speed (<Di ft / s2 without wheel loading on any braking wheel as determined by the steering system braking system and WO2011 / 109013-11- PCT / US2010 / 025886 vehicle speed above the minimum threshold Si). Regenerative braking could also occur on the command of a speed control device (in response to vehicle speed and inclination sensors) in order to retard the vehicle's acceleration downhill. If regenerative braking is applied in a curve, a gear sensor and steering wheel sensor will indicate that the vehicle is swinging and will simultaneously apply an appropriate amount of front braking on non-drive wheels 22 (typically forward) in order to maintain good vehicle stability. The amount of travel braking applied to non-drive wheels 22 is determined by the amount of vehicle gear, steering wheel input and vehicle speed using a look-up table. As the need for braking exceeds what can be exercised through regenerative braking, speed braking is added to both drive and non-drive axles.
    After the processing step 70, a condition step 72 is arranged, which determines whether the stability criteria are met. If the NO path to the processing step 84 is not followed, an algorithm is executed which reduces the amount of regenerative braking and proportional speed braking in order to compensate for the loss of regenerative braking. This first occurs on the non-regenerative wheels 22 but may include the service brakes 24 for the regenerative wheels 20. Thereafter, the condition step 86 is performed in order to determine if the brake pedal is still mounted. If the process is not interrupted along the exit / end path 88. If the brake pedal is still moved, machining returns to machining step 68.
    When returning to condition step 72, follow the YES path when the stability criteria are met. Along this path, a condition step 74 is used to determine if the vehicle still exceeds the minimum threshold speed Si. Unless am / ands regenerative braking and the process do not follow the NO path to the I / O stage 76 ddr the service brakes 24 exclusively anyands to retard the movement of the vehicle 10. Thereafter, control proceeds to condition step 78 where it is determined if the vehicle has stopped. If YES, the process is left via program termination box 80. If not, the NO path directs control back to condition step 74 for another comparison which includes the vehicle speed and the minimum threshold speed Si for regenerative braking. Along the YES carriage from the condition stage 74, the control continues to the condition stage 82 until it is determined whether the brake pedal is still mounted. If not, the process ends and if so, the process returns control to the processing step 68.
    Figure 5 shows a procedure for managing the duration of the braking satin period, or restoring regenerative braking time. The processes begin with the ignition key being moved from AV to PA in I / O stage 90 followed by a condition stage 92 when it is determined whether the vehicle 10 is in recovery mode for WO 2011 / 109013-12 -PCT / US2010 / 025886 regenerative braking. If not, take the NO path to the normal 94 "maximize regenerative braking" machining step 94. Along the YES carriage from the condition stage 92, a processing stage 96 is arranged, which indicates operation with minimal regenerative braking. This includes the use of no regenerative braking. Then the control passes to an algorithm which feeds the values used to determine the duration of the recovery layer such as brake cycles, distance traveled, etc., which serve as a surrogate for the service block / pad satin state of the service brake 24. Then, in condition step 100, it is determined if the surrogate working variable fed as a state indicator for the brake pad / pad satin condition has been met. If yes, the processing control goes to the processing step 94. If not, a loop comprising the condition step 100 and the processing step 102 is executed, which allows updating of the surrogate work variable feed.
    Figure 6 shows an alternative procedure to Figure 5. The process in Figure 6 provides a gradual transition from the recovery layer for regenerative braking to normal operation. As indicated by the I / O stage 110, the processes again begin with the ignition key being moved from OFF to ON followed by a condition stage 112 where it is determined whether the vehicle 10 is in the recovery mode for regenerative braking. If not, take the NO path to the processing step 114 for the normal "maximize regenerative braking" mode.
    Along the YES trolley frail condition stage 112, a processing stage 116 is provided which indicates operation with minimal regenerative braking at the last known regenerative braking level, which may initially be zero. The control then passes to an algorithm which feeds the values used to determine the duration of the recovery layer such as brake cycles, distance traveled, etc., which serve as a surrogate for the service block / pad marinating state of the service brake 24. Then, at condition step 120, it is determined if the surrogate working variable fed as a condition indicator for the brake pad / pad satin state has been met. If yes, the machining control goes to the machining stage 114. If not, a loop comprising the condition stage 120 and the machining stage 122 and the machining stage 124 is executed, which allow updating of the surrogate working variable feed and for & fling of the regenerative braking component of the total braking.
    Figures 7 and 8 show a comparison between a conventional hybrid vehicle using regenerative braking and the vehicle 10 operating to drive the total kinetic energy recovery. The vertical scale is the deceleration of the vehicle in the unit feet per second square (on dry, even pavement) and the horizontal scale is the percentage of total possible braking. Total deceleration, i.e. the braking provided by both the service brakes and regenerative braking, is WO 2011 / 109013-13 -PCT / US2010 / 025886 the same as indicated by curves 132 and 142. Curves 130 and 140 are curves for conventional vehicle deceleration for comparison purposes. . Curves 134 and 144 ash the regenerative braking contribution between the previous hybrid vehicle and the vehicle 10. The flattened portion of the curves 134 and 144 reflect boundaries in the shape of the driveline 15 to absorb the kinetic energy of the vehicle. Curves 136 and 146 represent the contribution of the service brake in the two respective systems. The contribution of the service brake in the present vehicle 10 is reduced, which meant more energy recovery for the pedal movement between about 20% and about 50% of possible movement, provided that the speed of the vehicle 10 exceeds S1. The specific percentage of pedal motion and vehicle deceleration rate is exemplary only and is not intended to be limiting. Each vehicle family will carry out specific calibration or fine-tuning in order to increase the amount of regenerative braking obtained during deceleration operations.
    权利要求:
    Claims (12)
    [1]
    A vehicle, comprising: a vehicle driveline comprising a traction motor, at least one drive wheel and means for mechanically coupling the traction motor to said drive wheel; wherein the traction motor has a traction layer in which the traction motor acts as a primary vehicle propulsion via said drive wheels and a regenerative braking layer in which the traction motor absorbs the kinetic energy of the vehicle via said drive wheels for storage; a vehicle speed sensor; service brakes connected to said drive wheels; means for requesting calculated braking torque; means which respond to the means for requesting calculated braking torque and which are capable of allocating the calculated braking torque between the service brakes and the traction motor operating in the regenerative braking team, the means responsive to the means for requesting calculated braking torque and which have further braking torque responds to the fact that the vehicle speed falls below a minimum speed threshold by allocating all braking torque to the service brakes and further also reacts to the vehicle speed exceeding the minimum speed threshold by mixing the braking torque between the traction engine and the service brakes as a function of the applied braking torque; a gear sensor; a steering wheel sensor; at least one non-drive wheel; service brakes connected to said non-drive wheels; and means responsive to the gear sensor and the steering wheel sensor for balancing braking torque between said drive wheel and said non-drive wheel in order to provide stability control.
    [2]
    Vehicle according to claim 1, wherein the means responsive to the gear sensor and steering wheel sensor which responds to vehicle speed exceeds the minimum speed threshold by allocating substantially all braking torque to regenerative braking when the vehicle moves linearly, according to determining the gear sensor and the minimum throttle sensor. SECOND PAGE (ARTICLE 19) WO 2011 / 109013- 15 -PCT / US2010 / 025886
    [3]
    A vehicle according to claim 2, wherein the means responsive to the means for requesting calculated braking torque and capable of allocating braking torque increasingly reallocate relative braking torque from regenerative braking to non-regenerative braking with increasing braking torque requirements or non-linear deceleration.
    [4]
    The vehicle of claim 3, wherein the means responsive to the means for calculating braking torque and capable of allocating braking torque further comprises: a traction motor control unit for switching the traction motor between a regenerative braking mode and a traction mode; a brake control unit for controlling the application of the service brakes connected to said drive wheels and the service brakes connected to said non-drive wheels; and means for communicating data between the brake control unit and the traction motor control unit.
    [5]
    The vehicle of claim 4, wherein the vehicle is a hybrid electric vehicle and the vehicle driveline further comprises an internal combustion engine that can be selectively mechanically coupled to the traction engine and wherein the traction engine is an electric traction motor and wherein the internal combustion engine or electric traction motor selectively acts as the vehicle's primary drive.
    [6]
    Vehicle according to claim 5, wherein the brake control unit and the traction motor control unit respond to increasing demand for braking torque by adjusting the braking torque from the electric traction motor.
    [7]
    The vehicle of claim 6, further comprising: manual means for engaging a mixture of regenerative and non-regenerative braking in the form of non-regenerative braking for a period of time fed by operation of the vehicle.
    [8]
    A vehicle according to claim 4, wherein the traction motor is a hydraulic pump.
    [9]
    A braking system for a vehicle with a plurality of wheels, the braking system comprising: regenerative brakes coupled to a subset of said plurality of wheels for applying braking torque; non-regenerative brakes for applying braking torque to said plurality of wheels; means for controlling braking torque generated by the regenerative brakes; SECOND PAGE (ARTICLE 19) WO 2011 / 109013- 16 -PCT / US2010 / 025886 wherein the means for controlling braking torque respond to a need for braking torque at less than a minimum threshold deceleration for application of the regenerative brakes in order to retard movement of the vehicle; and wherein the means for controlling braking torque Egger to braking torque from both the regenerative brakes and the non-regenerative brakes in response to the need for braking torque for decelerating the movement of the vehicle at deceleration greater than the minimum threshold; means for detecting a deflected challenge of the vehicle; wherein the means of controlling the braking torque is responsive for detecting oscillation by reducing regenerative braking or increasing non-regenerative braking when the vehicle is engaged; and wherein the means for controlling braking torque have a position for limited regenerative braking which can be initiated manually.
    [10]
    The braking system of claim 9, further comprising: the regenerative brakes driving an electric traction motor with a regenerative drive layer.
    [11]
    The braking system of claim 9, further comprising: the regenerative brakes driving a hydraulic pump. SECOND PAGE (ARTICLE 19) TOOTH I 04 24 WHEELS [-FA 'BRAKING A DISPLAY FOR INDICATION LATERST AL NINGSLAGE FOR REGENERATIVE 42 - `32 VEHICLE INTERFACE FOR RETURN FUNCTION FOR REGENERATIVE BRAKING RATS RATS RATS. REGEN BRAKE) -28 STEERING BRAKE SYSTEM & ABS WHEELS 44 - 36s 34 BRAKE PEDALLAGE I e-104 4 ,, 48 - 217— r PRIMAR DRIVKALLA REGEN BRAKES DIFFERENTIAL 104-,!, - 24 21 18-- GEAR SENSOR DRIVE SHAFT FIG. £ I060I / TIOZ OM GIRSENSOR —7— 988SZO / OTOZSf1 / IDd RATTSENSOR DRIVAXEL 03 1 0:17 1 ILI III FORBRANNING - MOTOR 17- FORARDISPLAY FOR INDIKERING AV ATERSTALLNINGSLAGE FOR REGENERATIV BROWNINGS FORDONSING 42 FORDONS HYBRID CONTROL UNIT (ALSO CONTROLS RAIN BRAKE) r127 TRANSMISSION CONTROL UNIT CONTROL BRAKE SYSTEM & ABS c DRIVE WHEEL TAN ON ENGINE STEERING MODULE 24 1
    [12]
    12. - 24 22- WHEELS 1 14 46 19
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    同族专利:
    公开号 | 公开日
    SE537162C2|2015-02-24|
    MX2012009691A|2012-09-12|
    AU2010347249B2|2014-05-08|
    DE112010005337T5|2012-12-13|
    US20120325573A1|2012-12-27|
    AU2010347249A9|2013-01-24|
    CN102802996A|2012-11-28|
    WO2011109013A1|2011-09-09|
    BR112012021958A2|2016-06-07|
    AU2010347249A1|2012-09-20|
    CN102802996B|2015-03-04|
    US8862356B2|2014-10-14|
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