CN109808502B - Energy feedback quit control method suitable for pure electric vehicle - Google Patents
Energy feedback quit control method suitable for pure electric vehicle Download PDFInfo
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- CN109808502B CN109808502B CN201711173767.4A CN201711173767A CN109808502B CN 109808502 B CN109808502 B CN 109808502B CN 201711173767 A CN201711173767 A CN 201711173767A CN 109808502 B CN109808502 B CN 109808502B
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Abstract
The invention discloses an energy feedback quitting control method suitable for a pure electric vehicle, which is characterized by comprising the following steps of: a1, ABS starting; a2, judging whether the ABS message is an energy feedback exit message and whether the energy feedback exit message is valid; if not, continuing energy feedback; if yes, go to step A3; a3: and determining whether to exit the energy feedback system according to the rotating speed of the motor or the speed of the driving wheel. The method can effectively solve the problem that when the electric motor coach brakes on the road surface with low adhesion coefficient such as a wet road surface or the like after rain, the ABS starts to enable energy feedback to exit immediately, and then the braking force is reduced instantly to cause the vehicle to jump forwards. The method is simple and easy to implement, energy feedback and ABS performance are considered, forward running of the vehicle is avoided when the energy feedback exits, and driving of a driver and comfort of passengers are guaranteed.
Description
Technical Field
The disclosure relates to the field of control of pure electric vehicles, in particular to an energy feedback quitting control method suitable for the pure electric vehicle.
Background
The braking energy feedback system is based on the premise of ensuring safety, and under the working conditions of a braking mode, namely a braking feedback mode, and an accelerator feedback mode, namely an accelerator feedback mode, the driving motor is partially or completely electrically braked to generate reverse torque to decelerate or stop the vehicle, and meanwhile, the feedback energy is used for charging a battery, so that the utilization rate of energy is improved, and the abrasion of braking modes such as machinery, air pressure and the like is reduced.
An anti-lock control system of a pure electric vehicle, namely an ABS system, is provided, and in consideration of the safety of the vehicle, when the ABS system works, braking energy feedback must be quitted so as not to influence the work of the ABS system. The braking energy feedback exiting mode has great relation with the stability and smoothness of the automobile braking. The relationship between the current braking energy feedback exit strategy and the ABS system is as follows: when the vehicle brakes, if the ABS is activated, the braking energy feedback is immediately and directly quitted.
The publication number is CN2014107849, which is named as an energy feedback control method for a pure electric vehicle, and discloses the following technical contents: judging whether the ABS is started or not on the premise that the accelerator pedal is released and the vehicle is in a forward gear, and entering a feedback mode if the ABS is not started; a feedback mode selection step: after entering a feedback mode, judging whether a brake pedal is stepped on, if so, entering the brake feedback mode by the vehicle, and if not, entering a sliding feedback mode, calculating feedback torque by the vehicle controller, and storing the recovered energy into a power battery; when the vehicle is in a braking or sliding feedback mode, whether the ABS is started or not is monitored in real time, and if the ABS is started, the feedback mode is exited. The feedback torque is determined through the maximum receiving capacity of the power battery, the actual speed reduction working condition of the vehicle and the self feedback capacity of the motor, and the driving range of the pure electric vehicle is prolonged as far as possible on the premise of ensuring the safety of the vehicle. The energy feedback of the scheme is immediately exited when the ABS system is started. If the vehicle is slowly braked on wet and slippery road surfaces such as a water pit, a deceleration strip and the like after raining, the motor feeds back the braking torque and a small amount of air braking to participate in causing the rear wheels to tend to be locked, and the ABS is activated. The ABS is activated to immediately cut off the motor feedback brake, and because the motor braking torque is larger than the air pressure brake in the whole braking force, the vehicle can jump forward after the motor braking torque disappears instantly.
Disclosure of Invention
The invention aims to provide an energy feedback quitting control method suitable for a pure electric vehicle, which can effectively avoid the situation that when accidental conditions occur, an ABS is activated, so that the energy feedback quitting instant braking force is suddenly reduced to cause the vehicle to move forward.
In order to solve the technical problem, the present disclosure provides the following technical solutions:
an energy feedback quit control method suitable for a pure electric vehicle is characterized by comprising the following steps:
a1, ABS starting;
a2, judging whether the ABS message is an energy feedback exit message and whether the energy feedback exit message is valid; if not, continuing energy feedback; if yes, go to step A3;
a3: and determining whether to exit the energy feedback system according to the rotating speed of the motor or the speed of the driving wheel.
In step a2, it is determined whether the ABS transmission message is an energy feedback exit message and whether the energy feedback exit message is valid, specifically:
when the messages continuously sent by the ABS are energy feedback exit messages and the quantity of the energy feedback exit messages continuously sent by the ABS is greater than or equal to a preset message threshold value, the energy feedback exit messages are effective;
when the message sent by the ABS is not an energy feedback exit message; or the message sent by the ABS is an energy feedback exit message, and if the quantity of the energy feedback exit message is less than a preset message threshold value, the energy feedback exit message is invalid.
The step a2 specifically includes:
when the messages continuously sent by the ABS are energy feedback exit messages and the quantity of the energy feedback exit messages continuously sent by the ABS is more than or equal to 3, the energy feedback exit messages are effective;
and when the message sent by the ABS is an energy feedback exit message and the quantity of the energy feedback exit messages continuously sent is less than 3, the energy feedback exit message is invalid.
The energy feedback exit message in step a2 is specifically an ABS triggered retarder cut-off message or an ABS activation message.
The step a3 specifically includes:
comparing the motor rotating speed with a preset motor rotating speed threshold value, or comparing the driving wheel speed with a preset driving wheel speed threshold value, and when the motor rotating speed is greater than the preset motor rotating speed threshold value, or the driving wheel speed is greater than the preset driving wheel speed threshold value, continuing energy feedback;
and when the rotating speed of any motor is less than or equal to a preset motor rotating speed threshold value, or the rotating speed of any driving wheel is less than or equal to a preset driving wheel speed threshold value, the energy feedback is quitted.
The step a3 specifically includes:
when the rotating speed of the motor is greater than 700 revolutions per minute, continuing energy feedback;
and when the rotating speed of any motor is less than or equal to 700 revolutions per minute, the energy feedback is quitted.
Further comprising step a 4:
when the rotating speed of any motor is smaller than a preset motor rotating speed threshold value or the rotating speed of any driving wheel is smaller than a preset driving wheel speed threshold value, the motor quits energy feedback according to an energy feedback quitting command and a preset smooth parameter so as to gradually reduce the braking energy feedback torque of the motor.
The step a4 specifically includes:
a41: presetting a corresponding relation between a plurality of groups of smooth parameters and a vehicle speed range;
a42: when an energy feedback exit command is received, acquiring the real-time speed of the vehicle, determining the preset speed range of the real-time speed of the vehicle, and further determining a first smoothing parameter corresponding to the real-time speed of the vehicle;
a43: the motor reduces braking energy feedback withdrawal torque according to the first smoothing parameter;
a44: when the real-time vehicle speed of the vehicle is measured to be reduced to a preset second vehicle speed range, the motor reduces braking energy feedback exit torque according to a second smooth parameter corresponding to the second vehicle speed range;
a45: and when the motor does not completely quit the energy feedback, continuously monitoring whether the real-time vehicle speed of the vehicle is reduced to other preset vehicle speed ranges, and if so, reducing the braking energy feedback quitting torque according to smooth parameters corresponding to other vehicle speed ranges until the energy feedback is completely quitted.
Step a2 further includes:
and when the energy feedback exit message sent by the ABS is not received within the specified time, the ABS communication is determined to be abnormal, and the energy feedback exits.
Step a0 is also included before step a1:
and C, monitoring the locking tendency of any rear wheel or the wheel speed of any one of the four wheels, and executing the step A1 when the locking tendency of any rear wheel or the wheel speed of any one of the four wheels is monitored to be lower than the reference vehicle speed.
Compared with the prior art, the method has the following beneficial effects:
the method can effectively solve the problem that when the electric motor coach brakes on the road surface with low adhesion coefficient such as a wet slippery road surface or the like after raining, the ABS starts to send the energy feedback exit message and then enables the energy feedback to exit immediately so that the braking force is reduced instantly to cause the vehicle to jump forward. The method is simple and easy to implement, energy feedback and ABS performance are considered, forward running of the vehicle is avoided when the energy feedback exits, and driving of a driver and comfort of passengers are guaranteed.
Drawings
Fig. 1 is a flowchart of an energy feedback exit control method suitable for a pure electric vehicle according to the present disclosure;
fig. 2 is a flowchart of an energy feedback exit control method suitable for a pure electric vehicle according to an embodiment of the present disclosure.
Detailed Description
Reference will now be made in detail to the embodiments of the present disclosure, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the drawings are exemplary and intended to be illustrative of the present disclosure, and should not be construed as limiting the present disclosure.
The present disclosure will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.
An energy feedback quit control method suitable for a pure electric vehicle is characterized by comprising the following steps:
a1, ABS starting;
a2, judging whether the ABS message is an energy feedback exit message and whether the energy feedback exit message is valid; if not, continuing energy feedback; if yes, go to step A3;
a3: and determining whether to exit the energy feedback system according to the rotating speed of the motor or the speed of the driving wheel.
Step a0 is also included before step a1:
and C, monitoring the locking tendency of any rear wheel or the wheel speed of any one of the four wheels, and executing the step A1 when the locking tendency of any rear wheel or the wheel speed of any one of the four wheels is monitored to be lower than the reference vehicle speed.
In step a2, the specific steps of determining whether the ABS transmission message is an energy feedback exit message and whether the energy feedback exit message is valid are:
when the messages continuously sent by the ABS are energy feedback exit messages and the quantity of the energy feedback exit messages continuously sent by the ABS is greater than or equal to a preset message threshold value, the energy feedback exit messages are effective;
when the message sent by the ABS is not an energy feedback exit message; or the message sent by the ABS is an energy feedback exit message, and if the quantity of the energy feedback exit message is less than a preset message threshold value, the energy feedback exit message is invalid.
The energy feedback exit message is specifically an ABS trigger retarder cut-off message or an ABS activation message. When the electric vehicle is a two-wheel drive vehicle, whether any wheel speed of the rear wheel tends to be locked or not is monitored, if yes, the ABS is started and an ABS trigger retarder cut-off message is sent. When the electric vehicle is a four-wheel drive vehicle, the wheel speed of any one of the four wheels is monitored, and when the wheel speed of any one wheel is lower than the reference wheel speed, the ABS is started and an ABS activation message is sent.
Preferably, when the messages continuously sent by the ABS are ABS triggered retarder cut-off messages and the number of the ABS triggered retarder cut-off messages continuously sent by the ABS is greater than or equal to 3 frames, the ABS triggered retarder cut-off messages are effective;
when the message sent by the ABS is not the ABS triggered retarder cut-off message; or the message sent by the ABS is an ABS triggered retarder cut-off message, and when the number of the continuous ABS triggered retarder cut-off messages is less than 3 frames, the ABS triggered retarder cut-off message is invalid.
By judging whether the number of the energy feedback exit messages reaches the preset message threshold value or not, the problem that the vehicle flees forward due to the fact that the energy feedback exits immediately and the braking force is reduced instantly as long as the energy feedback exit messages are sent when the ABS is started in an accidental situation can be avoided. When the number of continuous ABS triggered retarder cut-off messages sent by the ABS is 1 frame or 2 frames, i.e. the number of energy feedback exit messages does not reach the preset message threshold, it may be that the ABS is started and then the ABS triggered retarder cut-off message is sent, for example, especially on wet and slippery road surface in rainy days due to frequent braking. In this case, the ABS will automatically adjust to allow the vehicle to re-enter normal conditions and the vehicle will continue to provide energy feedback.
Step a2 further includes:
and when the energy feedback exit message sent by the ABS is not received within the specified time, the ABS communication is determined to be abnormal, and the energy feedback exits.
The step a3 specifically includes:
comparing the motor rotating speed with a preset motor rotating speed threshold value, or comparing the driving wheel speed with a preset driving wheel speed threshold value, and when the motor rotating speed is greater than the preset motor rotating speed threshold value, or the driving wheel speed is greater than the preset driving wheel speed threshold value, continuing energy feedback;
and when the rotating speed of any motor is less than or equal to a preset motor rotating speed threshold value, or the rotating speed of any driving wheel is less than or equal to a preset driving wheel speed threshold value, the energy feedback is quitted.
And when the energy feedback exit messages are sent and the quantity of the continuously sent energy feedback exit messages is more than or equal to the preset message threshold value, further judging by combining the rotating speed of the motor or the rotating speed of the driving wheel. If the rotating speed of the motor is larger than the preset rotating speed threshold value at the moment, the ABS can be automatically adjusted, so that the vehicle can enter the normal road again and return to the reference vehicle speed. Therefore, in this case, the energy feedback does not need to be exited, and the problem of vehicle forward running when the energy feedback is immediately exited can be further avoided. And only when the number of continuous ABS-triggered retarder cut-off messages sent by the ABS is greater than or equal to a preset message threshold value, combining the rotating speed of the motor and the speed of the driving wheel, and quitting the energy feedback when the two conditions are met. Therefore, the ABS adjusting function can be utilized, and the problem that when accidental conditions such as wet and slippery road surface in rainy days occur, frequent braking of the vehicle easily triggers the retarder to cut off messages so that the vehicle rushes forward is effectively avoided.
Preferably, step a3 is specifically: when the rotating speed of the motor is greater than 700 revolutions per minute, continuing energy feedback; and when the rotating speed of any motor is less than 700 revolutions per minute, the energy feedback is quitted.
Under normal working conditions, when the ABS triggers the retarder to cut off messages and the messages are continuously 3 frames, the rotating speed of a motor is larger than 700 revolutions per minute, the ABS adjusts the ABS and enables a vehicle to enter a normal road to return to a reference vehicle speed again, and the vehicle cannot fall below 700 revolutions per minute, so that energy feedback can not be caused to exit, the problem of vehicle forward rushing is avoided, the situations of vehicle locking and the like can not occur, normal vehicle using requirements are met, rule tests are also met, and an ideal braking effect is achieved.
The present disclosure also includes step a 4: and when the rotating speed of any motor is less than a preset motor rotating speed threshold value or the rotating speed of any driving wheel is less than a preset driving wheel speed threshold value, the motor quits energy feedback according to an energy feedback quitting command and a preset smooth parameter so as to gradually reduce the braking energy feedback torque of the motor.
When the energy feedback quit is determined, the EBS system sends an energy feedback quit command to the vehicle control unit, and the vehicle control unit controls the motor to quit the energy feedback according to a preset smooth parameter so as to gradually reduce the braking energy feedback torque of the motor. When braking force is suddenly reduced due to feedback and quit of vehicle braking energy, the ECU of the EBS sends a control command to the bridge control module, and the process that the bridge control module compensates air braking in time is very short, so that the braking energy is smoothly and slowly quitted to give feedback time to the EBS, and the problem of vehicle forward rush caused by feedback and quit of ABS activation energy can be further solved.
Step a4 further includes:
a41: presetting a corresponding relation between a plurality of groups of smooth parameters and a vehicle speed range;
a42: when an energy feedback exit command is received, acquiring the real-time speed of the vehicle, determining the preset speed range of the real-time speed of the vehicle, and further determining a first smoothing parameter corresponding to the real-time speed of the vehicle;
a43: the motor reduces braking energy feedback withdrawal torque according to the first smoothing parameter;
a44: when the real-time vehicle speed of the vehicle is measured to be reduced to a preset second vehicle speed range, the motor reduces braking energy feedback exit torque according to a second smooth parameter corresponding to the second vehicle speed range;
a45: and when the motor does not completely quit the energy feedback, continuously monitoring whether the real-time vehicle speed of the vehicle is reduced to other preset vehicle speed ranges, and if so, reducing the braking energy feedback quitting torque according to smooth parameters corresponding to other vehicle speed ranges until the energy feedback is completely quitted.
Two vehicle speed ranges are preset in the embodiment of the disclosure: the first vehicle speed range: 0-V1; the second vehicle speed range: V1-V2. The first vehicle speed range 0-V1 corresponds to a smoothing parameter of B1, and the second vehicle speed range V1-V2 corresponds to a smoothing parameter of B2. B1< B2, smoothing parameters B1, unit of B2 is N/ms. V1 generally takes the range of 20km/h to 30km/h, more preferably V1 is 25 km/h. V2 is preferably the maximum allowable vehicle speed for the vehicle +10 km/h. The larger the vehicle speed range, the larger the corresponding smoothing parameter. When an energy feedback exit command is received, if the real-time vehicle speed of the vehicle is within the vehicle speed range of V1-V2, the motor gradually reduces the braking energy feedback torque according to the smooth parameter B2; when the real-time vehicle speed of the vehicle is reduced to the vehicle speed range of 0-V1, the motor gradually reduces the braking energy feedback torque to zero according to the smooth parameter B1.
When the vehicle speed range and the corresponding smooth parameters B1 and B2 are determined, the maximum braking energy feedback torque allowed by the motor is determined at first, and the fact that the time when the braking energy feedback torque is completely withdrawn does not influence the ABS adjusting effect is guaranteed. The normal exit time is set to 1000ms or less, and is set within a range of 500ms to 1000 ms. For example, the maximum braking energy feedback torque allowed by the motor is 800N, the maximum vehicle speed is 70Km/h, the time t for all withdrawing of the maximum braking energy feedback torque allowed by the motor is 600ms, V1 is 20Km/h, V2 is 80Km/h, when the ABS is activated, when the energy feedback is withdrawn at any vehicle speed, the vehicle has no front impact.
As shown in fig. 2, a specific control implementation method of the present disclosure is as follows:
the finished vehicle controller receives a retarder torque control message ID which is 0x2651.0-1.1 value 3 and is sent by the ABS, the message is continuous for 3 frames, and when the rotating speed of a motor on any side is less than or equal to 700, feedback is stopped; the retarder torque control message ID is 0x2651.0-1.1, and the value is 3, namely the retarder cut-off message;
if the message ID is 0x2651.0-1.1 and the value is 3, but the continuous messages are 1 or 2 frames, allowing feedback;
if the message ID is 0x2651.0-1.1 and the value is not 3, allowing feedback;
and the power-on default is in a feedback-allowed state, and if the ID 0x2651.0-1.1 message is not received for more than 2s, the feedback is withdrawn if the communication with the ABS is abnormal.
It can be understood that the retarder torque control message ID of 0x2651.0-1.1 can be set as a retarder cut-off message when other values are set according to different vehicle types.
The following actual measurement working condition conditions are judged by taking the motor rotating speed as 700 revolutions per minute as a preset motor rotating speed:
and under the first actual test condition, when the rotating speed judgment is not added, a section of data tested under the condition of simulating the road condition of the speed bump is tested, when the speed is 40km/h, the speed bump brake is applied by 50-60% of brake depth, the ABS is activated, the retarder is triggered to cut off the message effectively, energy feedback exits according to the requirement, and a driver has a forward rush feeling.
In the second practical test working condition, when the rotating speed is added for judgment, a section of data tested under the condition of the bus road condition in rainy days is obtained, when the vehicle speed is 40km/h, the brake is deeply braked by about 50%, ABS is activated, the retarder is triggered to cut off the message effectively, and the rotating speed of a left motor drops from about 3100 to about 2500 revolutions; the energy feedback is not exited according to the requirement, and the driver has no forward rush feeling.
The practical test working condition three is that when the rotating speed is added for judgment, a section of data of a bus arrival test is simulated on the condition of the bus road in rainy days, when the speed is 40km/h, the brake is deeply braked by about 60%, ABS is activated, a retarder is triggered to cut off a message effectively, and the rotating speed of a left motor drops from about 3000 revolutions to about 2100 revolutions; the energy feedback is not exited according to the requirement, and the driver has no forward rush feeling.
The practical test working condition is four, when the rotating speed is added for judgment, a section of data of an emergency brake test is simulated in a crossroad paint area on a rainy day, when the vehicle speed is 40km/h, the vehicle is braked by about 40% of brake depth, ABS is activated, a retarder is triggered to cut off a message effectively, and the rotating speed of a left motor falls from about 2400 revolutions to about 2200 revolutions; the energy feedback is not exited according to the requirement, and the driver has no sense of forward rush.
The practical test working condition is five, when the rotating speed is added for judgment, a section of data tested on the ABS watering road surface is subjected to braking at the brake depth of about 40% when the vehicle speed is 40km/h, the ABS is activated, the retarder is triggered to cut off the message effectively, and the rotating speed of the left motor drops to below 700 revolutions from about 4100 revolutions; the energy feedback exits according to the requirement, the ABS road surface brake driver can control, and the braking effect is good.
According to the implementation of the test result, the contradiction between the energy feedback and the ABS of the electric motor coach is effectively avoided, the ABS activates and triggers the retarder to be cut off, the problem of vehicle forward rush caused by the fact that the retarder is switched off is solved, the energy feedback and the ABS performance are considered, and the comfort of driver driving and passenger traveling is guaranteed.
Although embodiments of the present disclosure have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present disclosure, and that changes, modifications, substitutions and alterations may be made to the above embodiments by those of ordinary skill in the art within the scope of the present disclosure.
Claims (10)
1. An energy feedback quit control method suitable for a pure electric vehicle is characterized by comprising the following steps:
a1, ABS starting;
a2, judging whether the ABS message is an energy feedback exit message and whether the energy feedback exit message is valid; if not, continuing energy feedback; if yes, go to step A3;
a3: and determining whether to exit the energy feedback system according to the rotating speed of the motor or the speed of the driving wheel.
2. The energy feedback exit control method suitable for the pure electric vehicle according to claim 1, wherein: in step a2, it is determined whether the ABS transmission message is an energy feedback exit message and whether the energy feedback exit message is valid, specifically:
when the messages continuously sent by the ABS are energy feedback exit messages and the quantity of the energy feedback exit messages continuously sent by the ABS is greater than or equal to a preset message threshold value, the energy feedback exit messages are effective;
when the message sent by the ABS is not an energy feedback exit message; or the message sent by the ABS is an energy feedback exit message, and if the quantity of the energy feedback exit message is less than a preset message threshold value, the energy feedback exit message is invalid.
3. The energy feedback exit control method suitable for the pure electric vehicle according to claim 2, characterized in that: the step a2 specifically includes:
when the messages continuously sent by the ABS are energy feedback exit messages and the quantity of the energy feedback exit messages continuously sent by the ABS is more than or equal to 3, the energy feedback exit messages are effective;
and when the message sent by the ABS is an energy feedback exit message and the quantity of the energy feedback exit messages continuously sent is less than 3, the energy feedback exit message is invalid.
4. The energy feedback exit control method suitable for a pure electric vehicle according to any one of claims 1 to 3, wherein: the energy feedback exit message in step a2 is specifically an ABS triggered retarder cut-off message or an ABS activation message.
5. The energy feedback exit control method suitable for a pure electric vehicle according to any one of claims 1 to 3, wherein: the step a3 specifically includes:
comparing the motor rotating speed with a preset motor rotating speed threshold value, or comparing the driving wheel speed with a preset driving wheel speed threshold value, and when the motor rotating speed is greater than the preset motor rotating speed threshold value, or the driving wheel speed is greater than the preset driving wheel speed threshold value, continuing energy feedback;
and when the rotating speed of any motor is less than or equal to a preset motor rotating speed threshold value, or the rotating speed of any driving wheel is less than or equal to a preset driving wheel speed threshold value, the energy feedback is quitted.
6. The energy feedback exit control method suitable for a pure electric vehicle according to any one of claims 1 to 3, wherein: the step a3 specifically includes:
when the rotating speed of the motor is greater than 700 revolutions per minute, continuing energy feedback;
and when the rotating speed of any motor is less than or equal to 700 revolutions per minute, the energy feedback is quitted.
7. The energy feedback exit control method suitable for a pure electric vehicle according to any one of claims 1 to 3, wherein: further comprising step a 4:
when the rotating speed of any motor is less than or equal to a preset motor rotating speed threshold value or the rotating speed of any driving wheel is less than or equal to a preset driving wheel speed threshold value, the motor quits energy feedback according to an energy feedback quitting command and a preset smooth parameter so as to gradually reduce the braking energy feedback torque of the motor.
8. The energy feedback exit control method suitable for the pure electric vehicle according to claim 7, wherein: the step a4 specifically includes:
a41: presetting a corresponding relation between a plurality of groups of smooth parameters and a vehicle speed range;
a42: when an energy feedback exit command is received, acquiring the real-time speed of the vehicle, determining the preset speed range of the real-time speed of the vehicle, and further determining a first smoothing parameter corresponding to the real-time speed of the vehicle;
a43: the motor reduces braking energy feedback withdrawal torque according to the first smoothing parameter;
a44: when the real-time vehicle speed of the vehicle is measured to be reduced to a preset second vehicle speed range, the motor reduces braking energy feedback exit torque according to a second smooth parameter corresponding to the second vehicle speed range;
a45: and when the motor does not completely quit the energy feedback, continuously monitoring whether the real-time vehicle speed of the vehicle is reduced to other preset vehicle speed ranges, and if so, reducing the braking energy feedback quitting torque according to smooth parameters corresponding to other vehicle speed ranges until the energy feedback is completely quitted.
9. The energy feedback exit control method suitable for the pure electric vehicle according to claim 2, wherein: step a2 further includes:
and when the energy feedback exit message sent by the ABS is not received within the specified time, the ABS communication is determined to be abnormal, and the energy feedback exits.
10. The energy feedback exit control method suitable for the pure electric vehicle according to claim 1, wherein: step a0 is also included before step a1:
and C, monitoring the locking tendency of any rear wheel or the wheel speed of any one of the four wheels, and executing the step A1 when the locking tendency of any rear wheel or the wheel speed of any one of the four wheels is monitored to be lower than the reference vehicle speed.
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| CN111469670A (en) * | 2020-04-14 | 2020-07-31 | 桂林电子科技大学 | Electric automobile regenerative braking control strategy based on road surface identification |
| CN112339569A (en) * | 2020-11-17 | 2021-02-09 | 奇瑞商用车（安徽）有限公司 | New energy vehicle braking energy recovery control method |
| CN114670649A (en) * | 2020-12-24 | 2022-06-28 | 威马智慧出行科技(上海)股份有限公司 | Electric automobile energy recovery method and electronic equipment |
| CN114670648B (en) * | 2020-12-24 | 2023-06-16 | 威马智慧出行科技(上海)股份有限公司 | Electric automobile energy recovery method and electronic equipment |
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