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RESEARCH ARTICLE
STUDY ON THE ALLOCATION STRATEGY OF REGENERATIVE BRAKING FORCE WITH
A DRIVER'S INTENTION
Shunming Li*, Yuqing Su, Cong Shen and Yun Bai
Nanjing University of Aeronautics and Astronautics, College of Energy and Power Engineering, Nanjing 210016, China
*Correspondence Author E-mail: 2542670528@qq.com
This is an open access article distributed under the Creative Commons Attribution License, which permits unrestricted use, distribution, and reproduction in
any medium, provided the original work is properly cited.
Article History: The regenerative braking energy recovery system of electric vehicle can effectively improve its mileage. In this
paper, we took the front-drive EV as the object to analyze the braking force allocation during its braking process.
Received 15 July 2019 After considering ECE regulation, the motor peak torque and battery charging power as the main restrictive
Accepted 27 August 2019 conditions and combining them with driver braking intensity discrimination characteristics, a new control strategy
Available online 29 August 2019 of regenerative braking force allocation was proposed for the vehicle. Then, simulation model was established on
the MATLAB/Simulink software platform. At the same time, the initial velocity is 30km/h, 60km/h and 100km/h
respectively, and the braking intensity is 0.1 and 0.5 respectively, which were set as simulation conditions. The
simulation results of the strategy were compared to that of ideal braking force allocation strategy under the middle
braking intensity condition. The results show that this control strategy can effectively achieve the braking energy
recovery, and the efficiency at each initial braking speed of low, medium and high speeds is higher than that of ideal
braking force allocation strategy.
KEYWORDS
Electric vehicle, braking intensity discrimination, allocation strategy, braking energy, recovery efficiency.
Cite The Article: Shunming Li, Yuqing Su, Cong Shen, Yun Bai (2019). Study on The Allocation Strategy of Regenerative Braking Force with A Driver's Intention.
Journal of Mechanical Engineering Research and Developments, 42(5) : 172-176.
Journal of Mechanical Engineering Research and Developments (JMERD) 42(5) (2019) 172-176
FZf FZr are the reaction forces of the front and rear wheels In it, Treg − max is the largest regenerative braking torque provided by the
In it, and
G = mg is the vehicle gravity, L is the front and motor, Tmax is the rated torque of the motor, Pm is the rated power of the
when the car is braking,
motor, n is the rotor speed of the motor, nbase is the basic speed of the
rear wheelbase of the car, a and b are the distance between the center
hg z =a/g motor.
of mass and the rear axis, is the center of the car, is brake
strength. The charging characteristics of the battery vary with the battery SOC value.
When SOC is less than a certain value, the battery has the constant current
If the front and rear wheels of the brake are held simultaneously, the best charging characteristic. When SOC is greater than a certain value, the
use of the road adhesion coefficient can be acquired to achieve the best battery has the constant voltage charging characteristic. In order to ensure
braking effect. At this point, the axial braking force exists as follows:
the safety of the charging process, the power transmitted by the battery
pack is required within its allowable range. The expression of real-time
Fuf + Fur = ϕG
charging power is
Fuf = ϕ Fzf (2)
VSOC − U
Fur = ϕ FZr = UI
PSOC = U (8)
RSOC
In it, Fuf and Fur are the braking forces of front axle brake, ϕ is
In it, PSOC is the real-time charging power of the battery; U is the
coefficient of road adhesion. From Equation (1) and (2), we can get the
expression of the ideal braking force allocation curve: terminal voltage of the battery pack; I is the charging current; VSOC is
the real-time open circuit voltage of battery pack; RSOC is in real time
1 G 2 4hg L Gb
=
Fur [ b + Fuf − ( + 2 Fuf )] (3) internal resistance of battery pack.
2 hg G hg
Due to the motor speed and the SOC status of the battery have effects on
2.2 The Regenerative Braking Force Allocation in Composite Braking the regenerative braking, in order to avoid the impact of braking on the
System driver, motor regenerative braking is required to exit the braking process
smoothly. For this purpose, speed impact factor and battery SOC impact
In the actual braking process of the auto, firstly, the driver prejudges the factor are set respectively as follows.
required braking strength according to the braking condition, and the
target brake strength has a direct impact on the change process of braking 0 0 ≤ v<5km/h
strength. Therefore, the braking strength discrimination function of the
i1= 0.2 × (v − 5) 5km/h ≤ v ≤ 10km/h (9)
driver proposed can better reflect the actual braking strength change 1
process: v>10km/h
1 SOC<0.85
z = f ( z0 , t ) (4)
i2 =10 × (0.95 − SOC) 0.85 ≤ SOC ≤ 0.95 (10)
0 SOC ≥ 0.95
In it, z is real-time braking strength; z0 is the target braking strength.
Considering the above restrictive conditions and combining with the
In the process of braking, the kinetic energy of the car can only be proposed discriminant function of driver’s braking intensity, the braking
recovered by the motor in the driving wheel. Therefore, the braking force force allocation control strategy of composite braking system is proposed
should be distributed to the front axle as far as possible for the front-drive that the braking force is borne by motor regenerative braking as far as
EV. But in order to ensure the braking performance, the allocation of brake possible. The braking force allocation curve is shown in Figure 2.
force is restricted by many conditions.
For a car driving on the road with the adhesion coefficient between 0.2 and
0.8, the braking strength needs to meet the braking regulations by the ECE:
Converted to the relation Equation between the braking force of the front
axle and the braking force of the rear axle, it is:
b
( Fuf + Fur )2 + G (0.07 + )( Fuf + Fur )
hg
(6)
0.85GL 0.07G 2 b Figure 2: Allocation strategy curve of regenerative braking force
− Fuf + =
0
hg hg
The segmented allocation strategy for the front and rear shafts of EVs is
shown in Equation (11) to Equation (16):
The permanent magnet brushless DC motor has been widely used in EV
regenerative braking system with its high efficiency, easy control and
excellent load performance in [11]. But at a certain speed condition, the Fuf = Gz
OA section:
(11)
maximum torque and maximum power of the permanent magnet Fur = 0
brushless DC motor are limited by its own characteristic. When the rotor
speed is lower than the base speed, it is constant torque characteristic, and Fuf = FufA
AB section:
(12)
when the rotor speed is higher than the base speed, it is constant power F=
ur Gz − Fuf
characteristic. The equation is
F=
BC section: uf Gz − Fur
(13)
Pm × 9550 Fur = FurB
n ≥ nbase
= (7)
Fuf = Fufc
CD section:
Treg − max n
T n ≤ nbase (14)
max F=
ur Gz − Fuf
Cite The Article: Shunming Li, Yuqing Su, Cong Shen, Yun Bai (2019). Study on The Allocation Strategy of Regenerative Braking Force with A Driver's Intention.
Journal of Mechanical Engineering Research and Developments, 42(5) : 172-176.
Journal of Mechanical Engineering Research and Developments (JMERD) 42(5) (2019) 172-176
The main technical parameters of the EVs studied are listed in Table 1.
Cite The Article: Shunming Li, Yuqing Su, Cong Shen, Yun Bai (2019). Study on The Allocation Strategy of Regenerative Braking Force with A Driver's Intention.
Journal of Mechanical Engineering Research and Developments, 42(5) : 172-176.
Journal of Mechanical Engineering Research and Developments (JMERD) 42(5) (2019) 172-176
recovery values of small and medium braking intensity are 377.367 KJ and
146.556 KJ, as illustrated in Figure 8.
Cite The Article: Shunming Li, Yuqing Su, Cong Shen, Yun Bai (2019). Study on The Allocation Strategy of Regenerative Braking Force with A Driver's Intention.
Journal of Mechanical Engineering Research and Developments, 42(5) : 172-176.
Journal of Mechanical Engineering Research and Developments (JMERD) 42(5) (2019) 172-176
The list of the energy recovery under medium braking intensity at low this paper is higher than that of the ideal braking force allocation strategy,
speed, medium speed and high speed is shown in Table 2. which proves the rationality and feasibility of the strategy.
Through contrast in Figure 9 (a), (b), (c), as well as the braking energy ACKNOWLEDGEMENTS
recovery effect on composite braking force allocation strategy and ideal
braking force allocation strategy in Table 2, it is shown that the energy This research was funded by National Natural Science Foundation of
recovery efficiency of the braking force allocation strategy proposed in China, grant number: 51675262.
this paper is higher than that of the ideal braking force allocation strategy,
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Cite The Article: Shunming Li, Yuqing Su, Cong Shen, Yun Bai (2019). Study on The Allocation Strategy of Regenerative Braking Force with A Driver's Intention.
Journal of Mechanical Engineering Research and Developments, 42(5) : 172-176.