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Journal of Mechanical Engineering Research and Developments (JMERD) 42(5) (2019) 172-176

Journal of Mechanical Engineering Research and


Developments (JMERD)
DOI : http://doi.org/10.26480/jmerd.05.2019.172.176
ISSN: 1024-1752
CODEN : JERDFO

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 DETAILS ABSTRACT

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.

in [8,9]. In the preliminary study of Hefei University of technology in China,


1. INTRODUCTION aimed at slip rate, the braking force allocation strategy was designed and
verified by actual experimental NEDC cycle in [10]. Assuming brake
As the main stepping tool for daily travel, the car ownership is increasing
strength as a fixed value, without considering the change of the actual
day by day, which brings about the double pressure of resource
process, above studies can’t be organically combined with a driver’s
consumption and environmental pollution. Electric vehicle (EV) has
braking intention to achieve the optimal braking force distribution.
become a new growth point in the automobile market because of their
high energy efficiency, the diversification of power acquisition form and Thus, a power allocation strategy of composite braking system for front-
the emission performance of zero pollution, which has become a new drive EV is put forward in this paper, which considers both a driver's
growth point in the automobile market in [1,2]. But at present, EVs braking intention discrimination and the constraint condition of energy
generally have shorter mileage than fuel vehicles. At the same time, the recovery.
energy consumed by braking in urban conditions is about 50% of the total
driving energy in [3]. Therefore, adding regenerative braking energy 2. METHODOLOGY
recovery system on cars can effective recycling braking energy, and
2.1 Dynamic Analysis of Automobile Braking
improve the efficiency of energy utilization, so as to extend the range of
EVs. When a car is braking on the horizontal surface, its force conditions are as
shown in Figure 1.
The braking energy recovery system is an electromechanical composite
braking system consisting of hydraulic braking system and motor
regenerative braking system. When the motor decelerates, the kinetic
energy of the car is converted into electrical energy by the generator for
storage, while the double-circuit hydraulic braking system fully
guarantees the safety of braking in [4]. The new regenerative braking
system will inevitably have an impact on the original braking system. So,
it is necessary to coordinate the distribution relationship between
regenerated braking force and hydraulic braking force to improve the
energy recovery efficiency on the premise of ensuring braking safety.
Three typical braking force allocation strategies of composite braking
system are presented by Yimin Gao of Texas A&M University in [5]. Ford Figure 1: The force conditions of the braking automobile
has applied braking energy recovery technology to the Escape model,
which has significantly improved energy efficiency and achieved good When a car is braking with brake strength, the front and rear wheels are
results in [6]. subjected to the reaction force:

A nonlinear braking energy recovery control strategy is proposed and = G (b + zhg ) / L


 F Zf
simulated by Simulink in Tsinghua University, China in [7]. The research  (1)
team of Jilin University in China used the joint simulation with AMESim  =
FZr G (a − zhg ) / L
and MATLAB to verify the effectiveness of the proposed allocation strategy

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:

z ≥ 0.1 + 0.85(ϕ − 0.2) (5)

In it, ϕ is the adhesion coefficient of the road.

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

 G FufD K DE − FurD Table 1: Main technical parameters of EVs


=
DE section:  Fuf z+
 1 + K DE 1 + K DE (15)
 F= Gz − F Name of Parameter Parameter Values
 ur uf

 G FufE K EF − FurE complete vehicle shipping mass/kg 1111


=
EF section:  Fuf z+
 1 + K 1 + K EF (16)
EF distance of the center of mass to the front
 F= Gz − F axis/m
1.04
 ur uf

distance of the center of mass to the rear


Considering that motor regenerative braking torque is limited by the 1.56
axis/m
constraint conditions above, the logic diagram of allocation control
strategy of braking force from regenerate system, hydraulic units and axle base of the front axis and rear axis/m 2.6
front-and-rear axles is shown in Figure 3.
height of the mass center/m 0.54
motor rated power/kw 62.2
motor rated torque/N·m 330
motor rated speed/r/min 3000

maximum capacity of the battery/Ah 25

Figure 5: Speed control curve of DC motor

4. SIMULATION ANALYSIS OF REGENERATIVE BRAKING ENERGY


RECOVERY

4.1 Energy Recovery Rate in Typical Braking Conditions

Selecting typical braking conditions as the simulation conditions, the


initial velocity is 30km/h, 60km/h and 100km/h respectively, and the
braking strength is 0.1 and 0.5, which simulates the braking situation of
the car under various initial conditions, and the initial value of the battery
SOC is 0.6. The simulation results are shown in Figure 6 to Figure 8.

Figure 3: Logic block diagram of the allocation control strategy of brake


force

3. REGENERATIVE BRAKING ENERGY RECOVERY SYSTEM MODELING

Considering the above constraints comprehensively and combining


driver’s braking strength discrimination function and this regenerative
braking force allocation control strategy, as is shown in Figure 4, the EV
regenerative braking energy recovery system model is set up in the
MATLAB/Simulink.

The main technical parameters of the EVs studied are listed in Table 1.

(a) Harvest energy changes with the braking time

Figure 4: Top block diagram of regenerative braking energy recovery


system

The speed regulation performance of DC motor shows that the control


system has the ability to track the speed of the wheel, which directly
affects the execution of the control strategy. Through setting the target
speed as 2500 rad/s, the motor speed regulation performance becomes (b) SOC changes with the braking time
verified. The performance simulation diagram of the adjusted
performance is shown in Figure 5. Figure 6: The simulation condition at initial speed of 30km/h

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.

Through the comprehensive comparison and analysis of Figure 6, Figure 7


and Figure 8, it shows that when the initial speed of automobile braking is
certain, its energy recovery efficiency is higher under the condition of
small braking force. Because the brake force is mainly supplied by the
regenerative braking force of motor, and synthetically considering the
restrictive conditions of the maximum torque characteristic of the motor,
the charging efficiency of battery and so on, most of the energy recovered
by regenerative braking is stored in battery energy storage system. With
the braking strength increasing, when braking strength reaches at a
medium level, the maximum braking force supplied by the motor can’t
meet the demand of brake, the hydraulic braking force of front-and-rear
(a) Harvest energy changes with the braking time axles begins to participate in the braking process, working together with
the motor regenerative braking force. So, the share of regenerative
braking force decreases gradually, and less energy can be recycled to the
battery system, which leads to the lower energy recovery rate.

4.2 Comparison of Energy Recovery Between Composite Braking and


Ideal Braking

In order to validate the effectiveness of braking force allocation control


strategy proposed in the paper, under the most common condition of
medium braking strength, selecting three different initial brake speed as
30 km/h (low speed), 60 km/h (medium speed) and 100 km/h (high
speed), the difference of the braking energy recovery between the
composite strategy and the ideal strategy are compared, as it is shown in
Figure 9.

(b) SOC changes with the braking time

Figure 7: The simulation condition at initial speed of 60km/h

(a) initial speed 30km/h

(a) Harvest energy changes with the braking time

(b) initial speed 60km/h

(b) SOC changes with the braking time

Figure 8: The simulation condition at initial speed of 100km/h

Based on the allocation strategy of regenerative braking force in this


paper, as Figure 6 shows, when the initial velocity is 30km/h, the total
braking energy of EVs is 38.576 KJ, and the energy recovery values of small
and medium braking intensity are 28.975 KJ and 23.216 KJ. As is shown in
Figure 7, when the initial velocity is 60km/h, the total braking energy of
EVs is 154.305 KJ, and the energy recovery values of small and medium (c) initial speed 100km/h
braking intensity are 128.911 KJ and 76.675 KJ. When the initial velocity
is 100km/h, the total braking energy of EVs is 428.626 KJ, and the energy Figure 9: Simulation comparison of medium braking strength

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.

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