CN111391672A - Self-adaptive energy recovery method for pure electric vehicle - Google Patents
Self-adaptive energy recovery method for pure electric vehicle Download PDFInfo
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- CN111391672A CN111391672A CN202010157495.4A CN202010157495A CN111391672A CN 111391672 A CN111391672 A CN 111391672A CN 202010157495 A CN202010157495 A CN 202010157495A CN 111391672 A CN111391672 A CN 111391672A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/421—Speed
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Abstract
In order to solve the technical problem that the output power of a motor cannot be adjusted in a self-adaptive mode according to actual working conditions or intention of a driver in the conventional energy recovery method, the invention provides the self-adaptive energy recovery method for the pure electric vehicle. The invention combines energy recovery and actual working conditions while increasing energy recovery and reducing the energy consumption of the whole vehicle, adjusts the energy level according to the intention of a driver, meets the requirement of the driver on the power of the whole vehicle, and simultaneously considers the economy and the power of the whole vehicle.
Description
Technical Field
The rapid development of the automobile industry brings about increasingly serious problems of environmental and petroleum resource exhaustion. The electric automobile has obvious advantages in the aspects of energy conservation, environmental protection and the like, but the short endurance mileage of one-time charging still is the bottleneck of the development of the electric automobile, and particularly in the field of commercial vehicles, the economical efficiency of energy consumption is directly related to the operation cost. At present, a mature solution is an energy recovery technology, which recovers energy in braking and sliding processes to a battery through a motor, improves the energy utilization rate, and achieves the purpose of increasing the endurance mileage.
The existing energy recovery method can only output preset specific motor torque for energy recovery, and cannot carry out energy recovery in a self-adaptive mode according to actual working conditions or intention of a driver, so that the energy recovery efficiency and the dynamic property cannot be considered at the same time.
Background
Disclosure of Invention
The invention provides a self-adaptive energy recovery method of a pure electric vehicle, aiming at solving the technical problem that the output power of a motor cannot be self-adaptively adjusted according to the actual working condition or the intention of a driver by the existing energy recovery method.
The technical scheme of the invention is as follows:
the self-adaptive energy recovery method of the pure electric vehicle is characterized by comprising the following steps of:
step 1) judging an energy recovery mode
Judging the energy recovery mode according to the accelerator signal, the foot brake signal and the motor rotating speed signal, wherein the judgment logic is as follows:
if the rotating speed of the motor is less than 100rpm, the energy recovery mode is not started;
if the rotating speed of the motor is greater than or equal to 100rpm, judging an accelerator signal and a foot brake signal at the moment, entering a sliding energy recovery mode when the accelerator signal and the foot brake signal are in a non-enabled state, and turning to the step 2); when the foot brake signal is in an enabling state, entering a brake energy recovery mode, and turning to the step 3);
step 2) calculating the expected energy recovery torque in the sliding energy recovery mode
2.1) obtaining the energy recovery grade set by the driver
According to handle signal, service brake signal, manual brake signal, gearbox output shaft rotational speed signal and throttle signal, judge whether the driver increases or reduces the energy recuperation grade, the judgement logic is:
if the conditions that the foot brake signal and the hand brake signal are enabled, the opening degree of an accelerator is more than 30 percent, the rotating speed of an output shaft of the gearbox is less than 100rpm, a handle is in a neutral gear and the signal states are kept t1If the time is more than second, the energy recovery grade mode is set by the driver and then the judgment is madeThe handle signal, the driver dials the handle to increase the first-level energy recovery grade, the driver dials the handle to decrease the gear, and if the handle is larger than t2If the driver does not act for a second, the driver exits the energy recovery grade setting mode, namely the setting is considered to be finished, and the currently set energy recovery grade is output;
if one item is not met, the driver is not set by default, and the energy recovery grade is 0;
2.2) calculating the acceleration of the vehicle according to the current rotating speed of the output shaft of the gearbox;
2.3) adding the acceleration of the vehicle obtained in 2.2) and the acceleration corresponding to the energy recovery grade obtained in 2.1); the acceleration corresponding to the energy recovery level is preset;
2.4) inputting the addition result of the 2.3) into a PID adjusting module to obtain an energy recovery torque adjusting value;
2.4) according to the current motor rotating speed and the current gear of the gearbox, multiplying the energy recovery torque regulating value output by the PID regulating module by a regulating coefficient k1Obtaining the expected energy recovery torque in the sliding energy recovery mode, and entering the step 4); the adjustment coefficient k1More than 0 and less than or equal to 1, and the larger the rotating speed of the motor is, the larger the adjustment coefficient k is1The larger the adjustment factor k, i.e. when the motor speed approaches 100rpm1Close to 0, when the rotating speed of the motor reaches the peak rotating speed of the motor, the coefficient k is adjusted1Is 1;
step 3) calculating expected energy recovery torque under braking energy recovery mode
3.1) setting corresponding maximum energy recovery torque according to the vehicle type;
3.2) adjustment factor k2Multiplying the maximum energy recovery torque set by 1.4.1) to obtain the expected energy recovery torque in the brake energy recovery mode, and entering the step 4); the adjustment coefficient k2More than 0 and less than or equal to 1, and the larger the rotating speed of the motor is, the larger the adjustment coefficient k is2The larger the adjustment factor k, i.e. when the motor speed approaches 100rpm2Close to 0, when the rotating speed of the motor reaches the peak rotating speed of the motor, the coefficient k is adjusted2Is 1;
step 4) rationalizing the desired energy recovery torque
4.1) obtaining the maximum energy recovery torque which can be responded by the motor according to the current motor curve;
4.2) calculating the mechanical torque of the battery according to the current voltage of the battery, the maximum chargeable current and the rotating speed of the motor;
4.3) taking the minimum value of the expected energy recovery torque, the maximum energy recovery torque which can be responded by the motor and the mechanical torque of the battery as the actual energy recovery torque;
step 5) energy recovery
And (4) sending the actual energy recovery torque obtained in the step 4) to a motor controller for energy recovery.
Further, t in 2.1) above1＝3，t2＝5。
Further, in the 2.3), when the energy recovery level is 0, the corresponding acceleration is 0; when the energy recovery grade is increased by one grade, the corresponding acceleration is increased by 6m/s2。
Further, the actual energy recovery torque in step 5) is sent to the motor controller through the can network.
The invention has the advantages that:
1. the invention carries out corresponding energy recovery strategy adjustment by judging whether the whole vehicle signal meets the condition of braking energy recovery or sliding energy recovery, and adaptively adjusts the torque output of the current energy recovery by adding parameters such as the energy recovery grade set by a driver.
2. The invention can combine energy recovery with actual working conditions while increasing energy recovery and reducing the energy consumption of the whole vehicle, and adjust the energy level according to the intention of a driver, thereby meeting the requirement of the driver on the whole vehicle power and simultaneously considering the economy and the dynamic property of the whole vehicle.
3. The energy recovery method is simple and convenient to operate, after-sales service personnel or equipment is not needed, a driver can complete customized setting of the energy recovery function, different requirements of different drivers on energy recovery and driving experience can be completely met, and the cost of the after-sales service personnel is saved.
4. The invention is applied to the system control program of the pure electric vehicle, the actual operation result shows that in the working conditions of more downhill sections such as mining areas and the like, the energy recovery effect is obvious by using the invention, a driver sets the energy recovery grade by himself to meet the operation requirement, and one-time charging can even be operated for ten days.
Drawings
FIG. 1 is a flow chart of the adaptive energy recovery method of the present invention.
Detailed Description
The invention is further described below with reference to the accompanying drawings.
As shown in fig. 1, the self-adaptive energy recovery method for the pure electric vehicle provided by the invention can self-adaptively adjust an energy recovery strategy according to a vehicle signal and a current driver intention, and the specific scheme is as follows:
step 1) judging an energy recovery mode
According to throttle signal, service brake signal and motor speed signal, judge the energy recuperation mode, the judgement logic is:
if the rotating speed of the motor is less than 100rpm, the energy recovery mode is not entered, namely the following implementation steps are not entered;
if the rotating speed of the motor is greater than or equal to 100rpm, judging the accelerator and the foot brake, entering a sliding energy recovery mode when the signals of the accelerator and the foot brake are both 0 (the signal 0 represents a non-enabled state), and turning to the step 2); and when the foot brake signal is 1 (the signal 1 represents an enabling state), entering a braking energy recovery mode and turning to the step 3).
Step 2) calculating the expected energy recovery torque in the sliding energy recovery mode
2.1) obtaining the energy recovery grade set by the driver
According to handle signal, service brake signal, manual brake signal, gearbox output shaft rotational speed signal and throttle signal, judge whether the driver increases or reduces the energy recuperation grade, the judgement logic is:
if the conditions that the foot brake signal and the hand brake signal are 1 (enabling state), the accelerator opening (determined according to the accelerator signal) is more than 30%, the rotating speed of an output shaft is less than 100rpm, a handle is in a neutral gear, and the signal states are kept for more than 3 seconds are met at the same time, entering a driver setting energy recovery grade mode, and if one of the conditions is not met, defaulting that the driver is not set, namely outputting the currently set energy recovery grade to be 0;
if the driver enters the energy recovery grade setting mode of the driver, judging the handle signal, increasing the first-level energy recovery grade when the driver dials the handle to shift up, decreasing the first-level energy recovery grade when the driver dials the handle to shift down, and if the handle signal is greater than 5 seconds and does not act, exiting the energy recovery grade setting mode of the driver, namely, considering that the setting is finished, and outputting the currently set energy recovery grade.
2.2) calculating the acceleration of the vehicle according to the current rotating speed of the output shaft;
2.3) converting the energy recovery grade obtained in the step 2.1) into an acceleration value according to the preset corresponding relation between the energy recovery grade and the acceleration (when the energy recovery grade is 0, the corresponding acceleration is 0; when the energy recovery grade is increased by one grade, the corresponding acceleration is increased by 6m/s2The value can be calibrated according to different vehicle types), and then the value is added with the vehicle acceleration obtained in the step 2.2);
2.4) inputting the addition result of the step 2.3) into a PID regulating module, wherein the output of the PID regulating module is an energy recovery torque regulating value;
2.5) according to the current motor rotating speed and the current gear of the gearbox, multiplying the energy recovery torque regulating value output by the PID regulating module by a regulating coefficient k1(adjustment coefficient k)1Greater than 0 and less than or equal to 1; adjustment coefficient k1The setting principle is as follows: the larger the motor rotating speed is, the larger the adjusting coefficient is, the calibration can be carried out on different vehicle types, the calibration method is the existing known method, and the calibration follows in principle: when the rotating speed of the motor is close to 100rpm, the coefficient k is adjusted1Close to 0, when the rotating speed of the motor reaches the peak rotating speed of the motor, the coefficient k is adjusted11) to obtain the desired energy recovery torque in the coasting energy recovery mode, and then the step 4).
Step 3) calculating expected energy recovery torque under braking energy recovery mode
3.1) setting corresponding maximum energy recovery torque according to the vehicle type (generally, the maximum output torque of a motor, the maximum chargeable current of a battery, the maximum bearable input shaft torque of a gearbox, the maximum output shaft torque and other factors are considered at the same time for setting);
3.2) adjustment factor k2(adjustment coefficient k)2Greater than 0 and less than or equal to 1; adjustment coefficient k2The setting principle is as follows: adjusting coefficient k when rotating speed of motor is larger2The larger the vehicle model is, the calibration can be carried out on different vehicle models, the calibration method is the existing known method, and the calibration follows in principle: when the rotating speed of the motor is close to 100rpm, the coefficient k is adjusted2Close to 0, when the rotating speed of the motor reaches the peak rotating speed of the motor, the coefficient k is adjusted21) to obtain the expected energy recovery torque in the braking energy recovery mode.
Step 4) rationalizing the expected energy recovery torque to obtain the actual energy recovery torque
4.1) obtaining the maximum energy recovery torque which can be responded by the motor by combining the current motor curve;
4.2) calculating the mechanical torque of the battery according to the current voltage of the battery, the maximum chargeable current and the rotating speed of the motor;
4.3) taking the minimum value of the expected energy recovery torque, the maximum energy recovery torque which can be responded by the motor and the mechanical torque of the battery as the actual energy recovery torque;
step 5) energy recovery
And (4) sending the actual energy recovery torque obtained in the step 4) to a motor controller through a can network for energy recovery.
Claims (4)
1. A self-adaptive energy recovery method of a pure electric vehicle is characterized by comprising the following steps:
step 1) judging an energy recovery mode
Judging the energy recovery mode according to the accelerator signal, the foot brake signal and the motor rotating speed signal, wherein the judgment logic is as follows:
if the rotating speed of the motor is less than 100rpm, the energy recovery mode is not started;
if the rotating speed of the motor is greater than or equal to 100rpm, judging an accelerator signal and a foot brake signal at the moment, entering a sliding energy recovery mode when the accelerator signal and the foot brake signal are in a non-enabled state, and turning to the step 2); when the foot brake signal is in an enabling state, entering a brake energy recovery mode, and turning to the step 3);
step 2) calculating the expected energy recovery torque in the sliding energy recovery mode
2.1) obtaining the energy recovery grade set by the driver
According to handle signal, service brake signal, manual brake signal, gearbox output shaft rotational speed signal and throttle signal, judge whether the driver increases or reduces the energy recuperation grade, the judgement logic is:
if the conditions that the foot brake signal and the hand brake signal are enabled, the opening degree of an accelerator is more than 30 percent, the rotating speed of an output shaft of the gearbox is less than 100rpm, a handle is in a neutral gear and the signal states are kept t1And if the time is more than the second, entering a mode of setting the energy recovery grade by the driver, judging a handle signal, increasing the first-grade energy recovery grade when the driver dials the handle to shift up, decreasing the first-grade energy recovery grade when the driver dials the handle to shift down, and if the handle is more than t2If the driver does not act for a second, the driver exits the energy recovery grade setting mode, namely the setting is considered to be finished, and the currently set energy recovery grade is output;
if one item is not met, the driver is not set by default, and the energy recovery grade is 0;
2.2) calculating the acceleration of the vehicle according to the current rotating speed of the output shaft of the gearbox;
2.3) adding the acceleration of the vehicle obtained in 2.2) and the acceleration corresponding to the energy recovery grade obtained in 2.1); the acceleration corresponding to the energy recovery level is preset;
2.4) inputting the addition result of the 2.3) into a PID adjusting module to obtain an energy recovery torque adjusting value;
2.4) according to the current motor rotating speed and the current gear of the gearbox, multiplying the energy recovery torque regulating value output by the PID regulating module by a regulating coefficient k1Obtaining the expected energy recovery torque in the sliding energy recovery mode, and entering the step 4); the adjustment coefficient k1More than 0 and less than or equal to 1, and the larger the rotating speed of the motor is, the larger the adjustment coefficient k is1The larger;
step 3) calculating expected energy recovery torque under braking energy recovery mode
3.1) setting corresponding maximum energy recovery torque according to the vehicle type;
3.2) adjustment factor k2Multiplying the maximum energy recovery torque set by 1.4.1) to obtain the expected energy recovery torque in the brake energy recovery mode, and entering the step 4); the adjustment coefficient k2More than 0 and less than or equal to 1, and the larger the rotating speed of the motor is, the larger the adjustment coefficient k is2The larger;
step 4) rationalizing the desired energy recovery torque
4.1) obtaining the maximum energy recovery torque which can be responded by the motor according to the current motor curve;
4.2) calculating the mechanical torque of the battery according to the current voltage of the battery, the maximum chargeable current and the rotating speed of the motor;
4.3) taking the minimum value of the expected energy recovery torque, the maximum energy recovery torque which can be responded by the motor and the mechanical torque of the battery as the actual energy recovery torque;
step 5) energy recovery
And (4) sending the actual energy recovery torque obtained in the step 4) to a motor controller for energy recovery.
2. The self-adaptive energy recovery method of the pure electric vehicle according to claim 1, characterized in that:
t in said 2.1)1＝3，t2＝5。
3. The self-adaptive energy recovery method of the pure electric vehicle according to claim 1, characterized in that: in the step 2.3), when the energy recovery level is 0, the corresponding acceleration is 0; when the energy recovery grade is increased by one grade, the corresponding acceleration is increased by 6m/s2。
4. The self-adaptive energy recovery method of the pure electric vehicle according to claim 1, characterized in that:
the actual energy recovery torque in step 5) is sent to the motor controller through the can network.
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| CN111959476A (en) * | 2020-07-24 | 2020-11-20 | 东风商用车有限公司 | Intelligent management method for braking mode of hybrid commercial vehicle |
| CN112158075A (en) * | 2020-10-10 | 2021-01-01 | 广州小鹏汽车科技有限公司 | Energy recovery method, energy recovery device, vehicle and storage medium |
| CN112677945A (en) * | 2020-12-31 | 2021-04-20 | 拿森汽车科技(杭州)有限公司 | Braking energy recovery control method and system |
| TWI756937B (en) * | 2020-11-06 | 2022-03-01 | 大陸商廣東高標電子科技有限公司 | Electric vehicle braking energy recovery method |
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