FIELD

[0001] The present disclosure relates to regenerative braking systems for use with electrically powered vehicles, and more particularly to a system and method for controlling regenerative braking in a manner that controls delimiting of the regenerative braking to better maintain the vehicle stable during braking maneuvers. BACKGROUND

[0002] The statements in this section merely provide background information related to the present disclosure and may not constitute prior art.

[0003] In a vehicle that is driven completely, or partly, by an electrical machine, kinetic energy can be regenerated to electrical energy and stored in a battery during braking. This is what is referred to as "regenerative braking." Another term for this type of energy conversion is "recuperative braking."

[0004] In a hybrid electric vehicle (HEV), regenerative braking provides by far the biggest fuel savings compared to other typical HEV techniques (e.g., stopping internal combustion engine when not used/needed, engine load point shifting, etc.). In a "Battery Electric Vehicle" (BEV), regenerative braking extends the driving range of the vehicle. If the vehicle has a standard brake system (e.g., with an antilock braking system (ABS), TCS and ESP), regenerative braking will be added on top of the braking via the foundation brake system, as requested by the braking action applied by the driver, and potentially modulated by the brake controller system of the vehicle.

[0005] With any HEV, an important objective is maximizing regenerative braking while still keeping the vehicle stable during braking maneuvers. Avoiding rear "over-braking", that is excessive regenerative braking applied to the rear wheels of the vehicle, is especially important. This has been a significant challenge for various prior art systems. SUMMARY

[0006] In one aspect the present disclosure relates to a method for controlling an application of regenerative brake torque to a plurality of wheels of at least one of a hybrid electric vehicle or an electric vehicle, to avoid brake instability. The method may comprise sensing an angle of a steering wheel of the vehicle; sensing a speed of the vehicle; sensing a brake pedal position as an operator of the vehicle engages a brake pedal of the vehicle; sensing a wheel slip of each of a pair of front wheels of the vehicle; and sensing a wheel slip of each one of a pair of rear wheels of the vehicle. A commanded lateral acceleration may be determined representing a steady state lateral acceleration that the vehicle would reach at an actual vehicle speed and with a presently sensed steering wheel angle. The application of regenerative brake torque may then be controlled based on the sensed wheel slips relative to at least one predetermined wheel slip limit. At least one predetermined wheel slip limit is determined based at least in part on the determined commanded lateral acceleration.

[0007] In another aspect the present disclosure relates to a method for controlling an application of regenerative brake torque to a plurality of wheels of at least one of a hybrid electric vehicle or an electric vehicle, to avoid brake instability. The method may comprise sensing a brake pedal position as an operator of the vehicle engages a brake pedal of the vehicle; determining a commanded lateral acceleration representing a steady state lateral acceleration that the vehicle would reach at an actual vehicle speed and with a presently sensed steering wheel angle. The method may also involve sensing a wheel slip of each one of a pair of front wheels of the vehicle and determining therefrom a minimum front wheel slip for the two front wheels. A wheel slip of each of a pair of rear wheels of the vehicle may also be sensed and used to determine a maximum rear wheel slip for the two rear wheels. The application of regenerative brake torque may be controlled such that the regenerative brake torque is not allowed to increase in response to brake pedal movement, but is instead is maintained constant in a hold condition, when either of the following conditions occurs: the maximum rear wheel slip exceeds a first predetermined limit; or the maximum rear wheel slip exceeds the front wheel minimum slip by a second predetermined limit. The first and second predetermined limits are determined based at least in part on the determined commanded lateral acceleration.

[0008] Further areas of applicability will become apparent from the description provided herein. It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

[0009] The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way.

[0010] Figure 1 A is a high level block diagram of typical major components of a hybrid electric vehicle (HEV) in which the regenerative braking system and method of the present disclosure is implemented:

[0011] Figure 1 B-1 C is an activity flow diagram illustrating operation of the present system and method;

[0012] Figure 2 is a chart presenting a summary of test cases and test conditions under which specific tests were conducted using a system and method in accordance with the present disclosure;

[0013] Figure 3A is a plot of torque and the rear wheels and the front wheels relative to time, under a straight line coasting condition without the use of the system and method of the present disclosure, and wherein the vehicle has lost its grip and begins to spin;

[0014] Figure 3B is a plot of the slip angle of the vehicle in degrees relative to time, under the same conditions as described above for Figure 3A;

[0015] Figure 3C shows graphs of the forward velocity of the vehicle

(VelocityForward) and accelerator pedal position (AccelPdPosn) relative to time, with the vehicle under the same conditions as described above for Figure 3A;

[0016] Figures 4A-4C show plots in relation to Figures 3A-3C, respectively, but with the system and method of the present disclosure being applied to control regenerative braking;

[0017] Figure 5 shows a chart of test conditions for tests conducted on a vehicle while coasting during cornering; [0018] Figures 6A-6C illustrate the performance parameters described above corresponding to Figures 3A-3C, respectively, but without use of the system and method of the present disclosure, and when the vehicle has lost its grip and spins while coasting during a cornering maneuver; and

[0019] Figures 7A-7C illustrate plots in relation to Figures 6A-6C, respectively, but with the system and the method of the present invention being applied to control regenerative braking.

DETAILED DESCRIPTION

[0020] The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features.

[0021] Referring to Figure 1 A a high level block diagram is shown of various components of a hybrid electric vehicle (HEV) 10 incorporating a regenerative braking system in accordance with the present disclosure. The HEV 10 in this example may include an electric motor control subsystem 12 having a torque control subsystem 14 and an inverter 16. An output of the inverter 16 may be fed into an electric motor 18. A speed sensor 20 may be used to monitor the speed of an output shaft 22 of the electric motor 18. The output shaft 22 may apply an input drive signal to a rear differential 24. The rear differential 24 has axles 26 and 28 which are used to drive the rear right wheel (RRW) 30 and rear left wheel (RLW) 32 respectively. Speed sensors 34 and 36 are used to detect the speed of each wheel 30 and 32, respectively.

[0022] The outputs of the speed sensors 34 and 36 are transmitted to a brake control subsystem 38. The brake control subsystem 38 transmits the speed signals sensed by the sensors 34 and 36 (α½ι, _wfr , α½·ι, and _wrr ), along with a brake pressure signal (PBrk) and a brake pedal position signal (aBrkPed) to a vehicle CAN (Controller Area Network) bus 40. A high voltage (HV) battery and controller subsystem 42 and a processor based hybrid control system 44 are also in communication with the CAN bus 40. The hybrid control system 44 may receive the following inputs: [0023]

Initial Inputs for Regenerative Braking

Brake pressure Brk

Brake pedal position CtBrkPed

Accelerator position 0(Sw

Steering wheel angle OtSw

Wheel angular speed FL Wwfl

Wheel angular speed FR UJwfr

Wheel angular speed RL UJwrl

Wheel angular speed RR ) _wrr

Vehicle Speed VVeh

[0024] The hybrid control system 44 uses the above-listed inputs to generate a torque request (T _mre q) signal which is input to the torque control subsystem 14. The Tmreq signal represents an internal signal on the CAN bus 40. Tmreg is the target for the torque control. The torque control controls the three phase AC current to achieve the target torque on the electric motor 18 axle input to the differential 24.

[0025] The CAN bus 40 also receives inputs from an inertial measurement system 46, a steering control subsystem 48, and an internal combustion engine (ICE) control subsystem 50. The ICE control system 50 is operatively associated with an internal combustion engine (ICE) 52 of the HEV 10 and able to receive inputs from sensors associated with the ICE 52, as well as to apply signals to various electronic and/or electromechanical components associated with the ICE 52.

[0026] Referring further to Figure 1 A, the ICE 52 has an output shaft 54 which drives a front transmission/differential subsystem 56. The transmission/differential subsystem 56 in turn applies rotational torque to each of drives axles 58 and 60 associated with the front right wheel (FRW) 62 and front left wheel (FLW) 64. Speed sensors 66 and 68 sense the angular speeds of the FRW 62 and the FLW 64, respectively, and send electrical signals in accordance therewith to the brake control subsystem 38. Regenerative Braking Algorithm

[0027] The present disclosure is not focused simply on defining a regenerative brake torque based on a driver request (i.e., from the accelerator and brake pedal position), but rather on more effectively limiting a request for regenerative brake torque to better avoid instability when braking the vehicle. The present disclosure is further related to how to eventually cancel regenerative braking in the event the margin for brake instability is determined to be too low. In one aspect, the regenerative braking control methodology of the present disclosure effectively makes use of the commanded lateral acceleration to help limit regenerative braking. Referring to Figure 1 B-1 C, an activity diagram 100 is shown which represents an algorithm (i.e., methodology) by which the system 10 operates. In summary, and with reference to the activity diagram 100, the present disclosure involves monitoring and/or controlling:

[0028] the Commanded Lateral Acceleration, i.e., the steady state Lateral Acceleration the vehicle would reach at the actual Vehicle Speed and Steering Wheel Angle, is monitored (101 );

[0029] the Max Allowed Regenerative Brake Torque (102), which is a function of Commanded Lateral Acceleration, to improve brake stability during cornering;

[0030] is rate limited with individually calibrations for increasing (103a) and decreasing (103b) regenerative braking scenarios, to provide the final Max Allowed Regenerative Brake Torque (103c). This Max allowed torque is the limit when no rear rear brake instability have been detected. Typically, a fast decrease rate is allowed to avoid brake instability and a slow increase rate is used to improve drivability;

[0031] Rear Brake stability is estimated by monitoring Rear Wheel Slip (max of left/right) (105a) and Front Wheel Slip (min of left/right) (105b);

[0032] Driver Requested Regenerative Brake Torque (1 13) is not allowed to increase (e.g., as a function of brake pedal) providing a limited Driver Requested Regenerative Brake torque (106a) if rear wheel slip exceeds a limit (R_RrBrkSlipHoldLim, 106b) or if rear wheel max slip exceeds front wheel slip with another limit (R_RrFrtBrkSlipDiffHoldLim) (106c). Thus, either condition of rear slip exceeding R_RrBrkSlipHoldLim or rear/front difference exceeding R_RrFrtBrkSlipDiffHoldLim can lead to a "Hold condition" (i.e., when Regen brake torque isn't allowed to increase);

[0033] The Hold condition(109a) is latched until the driver releases the brake pedal and applies some degree of accelerator input.

[0034] The potentially Limited driver request, due to Hold Condition, is then limited with final Max Allowed Regenerative Brake Torque (1 1 1 ).

[0035] The Max Positive rate of change (104), of the limited regeneration request (1 14), will be a function of Brake Pedal Rate. The Rate is obtained from The Brake Pedal Position via time derivation and low pass filtering;

[0036] A low Brake pedal rate => Low Regenerative Brake Torque change rate. By doing so, increased maximum allowed regenerative brake torque can be smoothly made available when the driver hold the brake pedal still. If on the other hand a change in brake pedal rate is sensed, the request will be followed with higher response, and therefore improved controllability;

[0037] Regenerative braking is disabled (108a) if rear wheel slip (max of left/right) exceeds a limit (R_RrBrkSlipAlwdLim) (1 12a) or if rear wheel max slip exceeds front wheel slip (min of left/right) with another limit (R_RrFrtBrkSlipDiffAlwdLim) (1 12b) => Regeneration Disable (108b);

[0038] The Disable (109b) conditions is latched until the driver releases the brake pedal and applies some degree of accelerator input;

[0039] The rate of disabling regenerative brake torque (1 10b) is a function of how serious the brake instability is. The measure for brake instability is the Slip Error (1 10a) (i.e., how much the rear slip or rear/front slip difference have changed after the Regen Hold Condition (1 10a)). If Regenerative torque is not disabled a High Negative rate is allowed (1 10c);

[0040] Allowed regenerative brake torque is reduced (107a) with the increase of foundation brake torque (107b) occurring after the hold condition (109a);

[0041] The limits R_RrBrkSlipHoldLim, R_RrFrtBrkSlipDiffHoldLim, R_RrBrkSlipAlwdLim and R_RrFrtBrkSlipDiffAlwdLim are all a function of commanded lateral acceleration (not shown in Figure 1 B-1 C) to improve brake stability during cornering. Listing of Inputs, Outputs and Internal States

[0042] The following is a detailed listing of inputs, outputs, and internal states that are used by a regenerative braking algorithm (i.e., methodology) implemented by the present disclosure:

Transformations to Initial Inputs to Produce Inputs For Figure 1 A Activity Flow Diagram

M_DrvRegReq = f(as _w , v _e h)

r_RrBrkSlip = f( _wr i, _wrr , v _Ve h,)

r_FrtBrkSlip = ί(α½ι, ¾, v _Ve h, a _Sw )

a_LatCmd = f(v _Ve h, a _Sw )

Inputs

M_DrvRegReq Driver Requested Regen Brake Torque r_RrBrkSlip Rear Brake Slip (maximum of Left and

Right Rear Brake Slip)

r_FrtBrkSlip Front Brake Slip (minimum of Left and

Right Front Brake Slip)

a LatCmd Commanded Lateral Acceleration. The steady state Lateral acceleration the vehicle would reach at the actual vehicle speed and steering wheel angle.

r BrkPed Brake pedal position

r AccPed Accelerator pedal position

P Brk Press Master Cylinder Brake pressure

Output

M_ReqReq Final Regen Brake Torque request [0043] AAM Regen Braking Algorithm Internal States.

Internal variables

r_RrBrkSlipHoldl_im Hold Rear Brake Longitudinal Slip limit.

This is defined as a base calibration multiplied by one or more factors that are functions of, e.g., a_LatCmd

r_RrFrtBrkSlipDiffHoldl_im Hold Rear/Front Brake Slip Differential limit

Is defined as a base calibration multiplied by one or more factors that are functions of, e.g., a_LatCmd

r_RrBrkSlipAlwdl_im Allowed Rear Brake Longitudinal Slip. Is defined as a base calibration multiplied by one or more factors that are functions of, e.g., a_LatCmd r_RrFrtBrkSlipDiffAlwdLim _ANowed Rear/Front Slip Longitudinal

Differential. Is defined as a base calibration multiplied by one or more factors that are functions of, e.g., a_LatCmd r_RrBrkSlipErr Rear Brake Slip error b_RegHold Logical state that r_RrBrkSlip or

r_RrBrkSlip-r_FrtBrkSlip exceeds a hold level (below)

b_RegDsbl Logical state that r_RrBrkSlip or

r_RrBrkSlip-r_FrtBrkSlip exceeds an allowed level (below)

M_RegMaxAlldw Max allowed Regeneative Torque. A

function of Commanded Lateral

Acceleration M_DrvRegl_im Limited M_DrvRegReq due to Hold

condition

M_RegRegl_im Final Limited Regeneration Request before reduction with Mechanic brake increase after Hold Condition

M_DrvRegReqHold M_DrvRegReq sampled and stored at

b_RegHold condition

M RrMechBrk Mechanical rear Brake Torque =

K ^* BrakePressure where K depends on rear wheel brake cylinder diameter, rear brake disc effective radius, and rear brake pad friction coefficient

M RrMechBrkHold M_RrMechBrk sampled at b_RegHold

condition

M RrMechBrklnc Max increase of Mechanical rear Brake

Torque since b_RegHold condition

[0044] In the following description of the regenerative braking algorithm of the present disclosure, Brake Slip and Regenerative Brake Torque are positive at braking. This doesn't have to be the case in actual implementation and should not limit this application.

[0045] The Max Allowed Regenerative Torque (M_RegMaxAlldw, 102) is set as a function of Commanded Lateral Acceleration (aJatCmd, 101 ). The rate of change is limited separately for increasing (103a) and decreasing (103b) (calibrations) providing the final M_RegMaxAlldw (103c). This Max allowed torque is the limit when no rear rear brake instability have been detected.

[0046] The Brake Slip of the front and rear wheels are continuously monitored to determine the maximum (i.e., the greater one of) the left and right front brake slip (r_FrtBrkSlip,105a) and the maximum of the left and right rear brake slip (r_RrBrkSlip,105b). [0047] If r_RrBrkSlip is higher than r_RrBrkSlipHoldl_im (106b) or r_RrBrkSlip-r_FrtBrkSlip is higher_RFrtrBrkSlipDiffHoldLim (106c) then b_RegHold will be set = true b_RegHold will be latched (109a) for the active brake cycle i.e. until the Brake pedal is released and some Accelerator is applied (removing Coast brake request).

[0048] The Driver Requested Regenerative Torque (1 13) is not allowed to increase if b_RegHold is true providing a limited Driver Requested Regenerative Brake torque (M_Drv_Regl_im, 106a).

[0049] M_Drv_Regl_im is further limited by M_RegMaxAlldw (1 1 1 ).

[0050] If Regeneration is not disabled by b_RegDsbl (109b), described below, M_Drv_Regl_im is then rate limited providing M_RegReql_im (1 14).

[0051] The Allowed rate of change for increasing torque (1 04) is a function of Brake Pedal rate. A low pedal rate => Low Regenerative Brake Torque change rate.

[0052] When Regeneration is not disabled the allowed decreasing torque rate is a constant High Neg Rate(calibration).

[0053] The Mechanical Rear Brake Torque (M_RrMechBrk, 107d) torque is continuously calculated from Brake Pressure (P_Brk_Press).

[0054] When the hold condition b_RegHold gets true the M_RrMechBrk is sampled in M_RrMechBrkHold (107c).

[0055] If now the driver brakes harder the M_RrMechBrk will increase, after b_RegHold. The increase of mechanical brake M_RrMechBrklnc (107b) is kept track of according to: ((n) is used to indicate sample number n)

M_RrMechBrklnc (n) = max(M_RrMechBrklnc (n-1 ), M_RrMechBrk(n) - M_RrMechBrkHold).

[0056] To avoid even higher rear brake slip, the Regen Brake Torque M_ReqReql_im is then reduced with the increase in M_RrMechBrk (but is not allowed to go negative) providing the final limited Regeneration Request M_RegReq (1 15):

[0057] M_ReqReq = max(0, M_DrvRegReql_im - M_RrMechBrklnc).

[0058] Normally this will keep the Rear Brake Slip well limited, but if r_RfBrkSlip r_RrBrkSlipAlwdl_im or if r_RrBrkSlip - r_FrtBrkSlip exceeds r_RFrtrBrkSlipDiffAlwd, a regeneration diable condition b_RegDsbl (108a) is set b_RegDsbl will be latched for the active brake cycle i.e. until the Brake pedal is released and some Accelerator is applied (removing Coast brake request) (109b).

[0059] At b_RegDsbl the Regenerative braking is cancelled by ramping out the M_RegReql_im (1 14) at a rate defined by calibration and with a scaling factor that is a function of the Rear Brake Slip error (r_RrBrkSlipErr,1 10a):

[0060] r_RrBrkSlipErr = max(r_RrBrkSlip - r_RrBrkSlipHold, r_RrBrkSlip - r_FrtBrkSlip - r_RFrtrBrkSlipDiffHold). A high r_RrBrkSlipErr means that r RrBrkSlip or r RrBrkSlip - r FrtBrkSlip exceeds its hold level by a significant margin. A low r_RrBrkSlipErr means M_RegReq can be ramped out slowly for better comfort. A high r_RrBrkSlipErr will call for fast ramp out in favor of brake stability.

[0061] Figure 2 shows a summary table of test results using the system and algorithm of the present disclosure for regenerative braking during a system straight line coasting condition, and where Rblim is turned off. In the following discussion the acronym "Rblim" represents the use of the algorithm (i.e., methodology) of the present disclosure for limiting brake torque Figures 3A-3C provide graphs illustrating front and rear torque (Figure 3A), slip angle (Figure 3B) and forward velocity relative to accelerator pedal position (AccelPdIPosn) (Figure 3C) when coast braking a hybrid vehicle moving straight ahead on a low μ surface, with an electric coast torque of 750 Nm, with Rblim off. The Vehicle Slip Angle indicates if the vehicle spins in this test. Figures 4A-4C illustrate graphs of the same performance parameters but with Rblim on, and a maximum body slip angle of less than 1 degree, and with the vehicle on a low μ (0, 4) surface. In this example the vehicle stays stable. Note the body slip angle is defined as the angle between the vehicle velocity vector and the vehicle body forward direction. For straight line driving, the vehicle velocity shall point in the forward direction (i.e., the slip angle is close to 0).

[0062] Figure 5 illustrates a table of test results for regenerative coast braking during cornering. Figures 6A-6C illustrate the rear torque and the front torque each plotted relative to time (Figure 6A), the slip angle and StW_Angl each plotted relative to time (Figure 6B), and the VelocityForward and AccelPdPosn both plotted relative to time(Figure 6C) with electric coast torque of 750Nm in a corner from 40 kph with Rblim off. The Body Slip Angle indicates the vehicle spins in this test.

[0063] Figures 7A-7C illustrate the change in performance from the graphs of Figures 6A-6C when Rblim is turned on. The vehicle stays stable with a Body Slip Angle less than 5 degrees.

[0064] While various embodiments have been described, those skilled in the art will recognize modifications or variations which might be made without departing from the present disclosure. The examples illustrate the various embodiments and are not intended to limit the present disclosure. Therefore, the description and claims should be interpreted liberally with only such limitation as is necessary in view of the pertinent prior art.