CN114670648A - Electric automobile energy recovery method and electronic equipment - Google Patents
Electric automobile energy recovery method and electronic equipment Download PDFInfo
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- CN114670648A CN114670648A CN202011543986.9A CN202011543986A CN114670648A CN 114670648 A CN114670648 A CN 114670648A CN 202011543986 A CN202011543986 A CN 202011543986A CN 114670648 A CN114670648 A CN 114670648A
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- 230000005484 gravity Effects 0.000 claims description 18
- 239000010426 asphalt Substances 0.000 claims description 16
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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
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
- B60T8/1764—Regulation during travel on surface with different coefficients of friction, e.g. between left and right sides, mu-split or between front and rear
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
- B60W40/06—Road conditions
- B60W40/064—Degree of grip
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- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention discloses an electric automobile energy recovery method and electronic equipment, wherein the method comprises the following steps: responding to an antilock braking system activation event during energy recovery; determining the type of the current driving road surface as a high adhesion coefficient road surface or a low adhesion coefficient road surface; and controlling the exit operation of the energy recovery according to the type of the current running road. The invention distinguishes the type of the current driving road surface and controls the quitting operation of energy recovery according to the type of the current driving road surface, thereby fully utilizing the energy recovery torque and avoiding the locking of wheels.
Description
Technical Field
The invention relates to the related technical field of electric automobiles, in particular to an electric automobile energy recovery method and electronic equipment.
Background
The existing electric automobile is generally provided with an energy recovery function in order to improve the endurance mileage. The battery of the electric automobile is charged through recovering energy during braking or sliding so as to increase the driving range.
In the prior art, in order to ensure Vehicle stability, after an Anti-lock Braking System (ABS) is activated, a Vehicle Control Unit (VCU) may exit energy recovery to ensure Vehicle stability in order to avoid locking or instability of front wheels of the Vehicle.
However, the control logic for withdrawing and recovering is only suitable for the road surface with low adhesion coefficient, and when the road surface is low, because the adhesion coefficient of the road surface is low, if the energy recovery is not withdrawn immediately, the vehicle can be dragged and locked by a small recovering torque, so that the vehicle loses the steering capacity and even slips off the tail, and the stability of the vehicle is influenced. On the other hand, on the road surface with high adhesion coefficient, because the adhesion coefficient of the road surface is high, enough adhesion force can be generated on the wheels, and even if the vehicle does not quit energy recovery, the vehicle can not be locked. Therefore, the prior art still performs the energy recovery withdrawal operation on the high-adhesion road surface, and cannot fully utilize the energy recovery torque.
Disclosure of Invention
Accordingly, it is necessary to provide an energy recovery method for an electric vehicle and an electronic device, which solve the technical problem that the electric vehicle cannot reuse the energy recovery torque in the prior art.
The invention provides an electric automobile energy recovery method, which comprises the following steps:
responding to an antilock braking system activation event during energy recovery;
determining the type of the current driving road surface as a high adhesion coefficient road surface or a low adhesion coefficient road surface;
and controlling the exit operation of the energy recovery according to the type of the current running road.
The invention distinguishes the type of the current driving road surface and controls the quitting operation of energy recovery according to the type of the current driving road surface, thereby fully utilizing the energy recovery torque and avoiding the locking of wheels.
Further, the determining that the type of the current driving road surface is a high adhesion coefficient road surface or a low adhesion coefficient road surface specifically includes:
acquiring the longitudinal acceleration of the electric automobile;
and determining the type of the current running road surface as a high-adhesion-coefficient road surface or a low-adhesion-coefficient road surface according to the longitudinal acceleration.
The embodiment utilizes the longitudinal acceleration to distinguish the road surfaces with different adhesion coefficients, and the calculation is more simplified and quicker.
Furthermore, the determining the type of the current driving road surface as a high adhesion coefficient road surface or a low adhesion coefficient road surface according to the longitudinal acceleration specifically includes:
if the longitudinal acceleration is larger than or equal to a preset threshold value, determining that the type of the current running road surface is a high adhesion coefficient road surface;
and if the longitudinal acceleration is smaller than a preset threshold value, determining that the type of the current running road surface is a low adhesion coefficient road surface.
The present embodiment accurately distinguishes the type of the current running road surface based on the result of comparison of the longitudinal acceleration with the threshold value.
Still further, the threshold value is the product of the longitudinal peak adhesion coefficient of the low adhesion coefficient road surface and the gravitational acceleration.
The present embodiment accurately determines the threshold value by the product of the longitudinal peak attachment coefficient and the gravitational acceleration.
Still further, the threshold value is the product of the longitudinal peak adhesion coefficient of the wet asphalt pavement and the gravity acceleration.
The product of the longitudinal peak value adhesion coefficient and the gravity acceleration of the wet asphalt pavement is used as the threshold value, so that the method is more suitable for the real pavement condition.
Further, the determining, according to the longitudinal acceleration, that the type of the current driving road surface is a high adhesion coefficient road surface or a low adhesion coefficient road surface specifically includes:
obtaining a slope angle alpha of the electric automobile;
if the longitudinal acceleration is larger than or equal to the product of the preset threshold and cos alpha, determining that the type of the current running road surface is a high adhesion coefficient road surface;
and if the longitudinal acceleration is smaller than the product of the preset threshold value and cos alpha, determining that the type of the current running road surface is a low adhesion coefficient road surface.
According to the embodiment, the type of the current running road surface is accurately distinguished according to the comparison result of the longitudinal acceleration, the threshold value and the slope angle.
Still further, the threshold value is the product of the longitudinal peak adhesion coefficient of the low adhesion coefficient road surface and the gravitational acceleration.
The present embodiment accurately determines the threshold value by the product of the longitudinal peak attachment coefficient and the gravitational acceleration.
Still further, the threshold value is the product of the longitudinal peak adhesion coefficient of the wet asphalt pavement and the gravity acceleration.
The product of the longitudinal peak value adhesion coefficient and the gravity acceleration of the wet asphalt pavement is used as the threshold value, so that the method is more suitable for the real pavement condition.
Still further, the controlling the exit operation of energy recovery according to the type of the current driving road specifically includes:
if the type of the current running road surface is a high adhesion coefficient road surface, the exiting operation of energy recovery is not executed;
if the type of the current running road surface is a low adhesion coefficient road surface, an exit operation of energy recovery is performed.
The embodiment does not withdraw from energy recovery for the road surface with high adhesion coefficient, and withdraws from energy recovery for the road surface with low adhesion coefficient, so that the locking of wheels is avoided while the energy recovery torque is fully utilized.
The present invention provides an electronic device of an electric vehicle, the electronic device including:
at least one processor; and the number of the first and second groups,
a memory communicatively coupled to at least one of the processors; wherein,
the memory stores instructions executable by the at least one processor to enable the at least one processor to perform the electric vehicle energy recovery method as described above.
The invention distinguishes the type of the current driving road surface and controls the quitting operation of energy recovery according to the type of the current driving road surface, thereby fully utilizing the energy recovery torque and avoiding the locking of wheels.
Drawings
FIG. 1 is a flowchart illustrating an energy recovery method for an electric vehicle according to the present invention;
FIG. 2 is a system schematic of the preferred embodiment of the present invention;
FIG. 3 is a flowchart illustrating an energy recovery method for an electric vehicle according to a preferred embodiment of the present invention;
fig. 4 is a schematic diagram of a hardware structure of an electronic device of an electric vehicle according to the present invention.
Detailed Description
The invention is described in further detail below with reference to the figures and specific examples.
Fig. 1 is a flowchart illustrating an energy recovery method for an electric vehicle according to the present invention, including:
step S101, responding to an anti-lock brake system activation event in the process of energy recovery;
step S102, determining the type of the current driving road surface as a high adhesion coefficient road surface or a low adhesion coefficient road surface;
and step S103, controlling the exit operation of the energy recovery according to the type of the current running road surface.
Specifically, the present embodiment can be applied to an Electronic Control Unit (ECU) of an automobile, for example, a controller of a Vehicle Control Unit (VCU).
When the electric vehicle enters an energy recovery mode, for example, a brake pedal is depressed. When the ABS is activated, step S101 is triggered, and step S102 is executed to determine whether the type of the current driving road surface is a high adhesion coefficient road surface or a low adhesion coefficient road surface. And step S103 is executed to control the exit operation of the energy recovery according to the type of the current running road surface.
Fig. 2 shows a schematic diagram of a system according to a preferred embodiment of the present invention, which includes a longitudinal acceleration sensor 1, a brake pedal switch signal 2, a wheel speed sensor 3, an Electronic Stability Controller (ESC) Controller 4, an ABS status signal 5, a VCU Controller 6, a motor 7, and a brake 8. In the energy recovery of the electric automobile, the VCU controller 6 sends an energy recovery request to the motor 7, the motor 7 executes a corresponding energy recovery torque according to the request of the VCU controller 6, and the energy recovery torque of the part is converted into electric energy to realize the recovery. And the exit operation of the energy recovery is that the motor 7 stops executing the energy recovery torque.
The invention distinguishes the type of the current driving road surface and controls the quitting operation of energy recovery according to the type of the current driving road surface, thereby fully utilizing the energy recovery torque and avoiding the locking of wheels.
In one embodiment, the determining that the type of the current driving road surface is a high adhesion coefficient road surface or a low adhesion coefficient road surface specifically includes:
acquiring the longitudinal acceleration of the electric automobile;
and determining the type of the current running road surface as a high-adhesion-coefficient road surface or a low-adhesion-coefficient road surface according to the longitudinal acceleration.
The embodiment utilizes the longitudinal acceleration to distinguish the road surfaces with different adhesion coefficients, and the calculation is more simplified and quicker.
In one embodiment, the determining, according to the longitudinal acceleration, that the type of the current driving road surface is a high adhesion coefficient road surface or a low adhesion coefficient road surface specifically includes:
if the longitudinal acceleration is larger than or equal to a preset threshold value, determining that the type of the current running road surface is a high adhesion coefficient road surface;
and if the longitudinal acceleration is smaller than a preset threshold value, determining that the type of the current running road surface is a low adhesion coefficient road surface.
Specifically, according to the automotive theory, the maximum road braking force Fb≤Fzφ≤Gφ≤mgφ＝mamaxThe theoretical road surface maximum deceleration a can be obtainedmax＝gφ。
Wherein FzWhich represents the normal reaction force of the ground to the wheels, G represents gravity, m represents the vehicle mass, and G is the gravitational acceleration.
The ABS is aimed to control the wheel slip ratio so that the wheels are not locked and maintain the state of rolling while slipping (the slip ratio S is maintained at 15% -20%), so that the maximum ground braking force can be obtained by using the peak adhesion coefficient phi, and the maximum deceleration of the road surface can be obtained in the same way.
Therefore, it can be considered from the above analysis that the vehicle obtains the maximum road surface deceleration a ═ a when the ABS is activatedmaxThe deceleration when the ABS is activated is equivalent to the product of the peak road adhesion coefficient and the gravitational acceleration, as can be seen from the equation.
Therefore, by judging the result of comparison between the longitudinal acceleration and the threshold value, it is possible to accurately distinguish whether the type of the current running road surface is a high-adhesion-coefficient road surface or a low-adhesion-coefficient road surface.
The present embodiment accurately distinguishes the type of the current running road surface based on the result of comparison of the longitudinal acceleration with the threshold value.
In one embodiment, the threshold value is the product of the longitudinal peak adhesion coefficient and the gravitational acceleration of the low adhesion coefficient road surface.
As described above, the maximum road surface deceleration a ═ amaxI.e. the maximum deceleration of the road surface is equivalent to the acceleration of gravity times the peak adhesion coefficient of the road surface, whereas the acceleration of gravity can be considered constant, i.e. the deceleration is equivalent to the adhesion coefficient. A large deceleration means a large adhesion coefficient, corresponding to a high adhesion surface, and a small deceleration corresponds to a small adhesion coefficient, corresponding to a low adhesion surface.
The present embodiment accurately determines the threshold value by the product of the longitudinal peak attachment coefficient and the gravitational acceleration.
In one embodiment, the threshold value is the product of the longitudinal peak adhesion coefficient of the wet asphalt pavement and the acceleration of gravity.
The road adhesion coefficients commonly used are as follows:
ice/wet tile: phi is 0.1-0.2
Snow/wet basalt: phi is 0.3-0.4
Wet asphalt: phi 0.6-0.7
Dry asphalt: phi 0.8-1.0
According to the common pavement adhesion coefficient, the pavement adhesion coefficient is lower than that of a wet asphalt pavement, namely a low-adhesion pavement, namely an ice surface and a snow surface. The adhesion coefficient is low, and the vehicle can be dragged and locked by a small recovery torque, so that the recovery torque cannot be involved, and the stability of the vehicle is influenced; and be higher than wet bituminous paving just is common urban road, retrieves the moment of torsion and does not have the influence to vehicle stability, and can promote continuation of the journey, needs the intervention of retrieving the moment of torsion. The longitudinal peak adhesion coefficient of the wet asphalt pavement is defined as a boundary.
The product of the longitudinal peak value adhesion coefficient and the gravity acceleration of the wet asphalt pavement is used as the threshold value, so that the method is more suitable for the real pavement condition.
In one embodiment, the determining, according to the longitudinal acceleration, that the type of the current driving road surface is a high adhesion coefficient road surface or a low adhesion coefficient road surface specifically includes:
obtaining a slope angle alpha of the electric automobile;
if the longitudinal acceleration is larger than or equal to the product of the preset threshold value and cos alpha, determining that the type of the current running road surface is a high adhesion coefficient road surface;
and if the longitudinal acceleration is smaller than the product of the preset threshold value and cos alpha, determining that the type of the current running road surface is a low adhesion coefficient road surface.
Specifically, according to the automotive theory, the maximum road braking force Fb≤Fzφ≤Gφ≤mgφ＝mamaxThe theoretical road surface maximum deceleration a can be obtainedmax＝gφ。
Wherein FzWhich represents the normal reaction force of the ground to the wheels, G represents gravity, m represents the vehicle mass, and G is the gravitational acceleration.
When the road surface gradient is considered, the theoretical road surface maximum deceleration a of the road surface with the gradient angle alpha can be obtainedmax＝gφcosα。
The ABS is aimed to control the wheel slip ratio so that the wheels are not locked and maintain the state of rolling while slipping (the slip ratio S is maintained at 15% -20%), so that the maximum ground braking force can be obtained by using the peak adhesion coefficient phi, and the maximum deceleration of the road surface can be obtained in the same way.
Therefore, it can be considered from the above analysis that the vehicle obtains the maximum road deceleration a ═ a when the ABS is activatedmaxThe deceleration when ABS is activated is equivalent to the product of the peak road adhesion coefficient and the acceleration of gravity and cos α, as can be seen from the equation.
Therefore, by determining the comparison result between the longitudinal acceleration and the threshold value and cos α, it is possible to accurately distinguish whether the type of the current running road surface is a high adhesion coefficient road surface or a low adhesion coefficient road surface when the slope angle is α.
According to the embodiment, the type of the current driving road surface is accurately distinguished according to the comparison result of the longitudinal acceleration, the threshold value and the slope angle.
In one embodiment, the threshold value is the product of the longitudinal peak adhesion coefficient and the gravitational acceleration of a low adhesion coefficient road surface.
The present embodiment accurately determines the threshold value by the product of the longitudinal peak attachment coefficient and the gravitational acceleration.
In one embodiment, the threshold value is the product of the longitudinal peak adhesion coefficient of the wet asphalt pavement and the acceleration of gravity.
The product of the longitudinal peak value adhesion coefficient and the gravity acceleration of the wet asphalt pavement is used as the threshold value, so that the method is more suitable for the real pavement condition.
In one embodiment, the controlling the exit operation of energy recovery according to the type of the current driving road specifically includes:
if the type of the current running road surface is a high adhesion coefficient road surface, the exiting operation of energy recovery is not executed;
if the type of the current running road surface is a low adhesion coefficient road surface, an exit operation of energy recovery is performed.
The embodiment does not withdraw from energy recovery for the road surface with high adhesion coefficient, and withdraws from energy recovery for the road surface with low adhesion coefficient, so that the locking of wheels is avoided while the energy recovery torque is fully utilized.
Fig. 3 is a flowchart illustrating an energy recovery method for an electric vehicle according to a preferred embodiment of the present invention, in which the ESP system is normal, without degradation, and the VCU system is normal, with the system shown in fig. 2, the method includes:
step S301, the brake pedal switch 2 is in a Pressed state;
step S302, when the slip ratio reaches a threshold, an ABS state signal 5 is activated;
step S303, if the longitudinal acceleration sensor is less than 0.6g, the vehicle can be judged to be on a low-adhesion-coefficient road surface (low-adhesion road surface), step S304 is executed, otherwise, the longitudinal acceleration sensor is more than or equal to 0.6g, the vehicle can be judged to be on a high-adhesion-coefficient road surface (high-adhesion road surface), and step S306 is executed;
step S304, the VCU controller 6 requests the motor 7 to quit energy recovery to prevent the front wheels from locking and the vehicle loses the steering capacity according to the signal that the longitudinal acceleration sensor 1 is less than 0.6 g;
step S305, the motor 7 exits energy recovery according to the torque requested by the VCU;
step S306, the VCU requests the motor 7 to keep energy recovery torque according to the condition that the longitudinal acceleration sensor 1 is more than or equal to 0.6g, so that the vehicle is enabled to superpose energy recovery torque on the basis of the hydraulic brake 8, the vehicle braking is assisted, the braking distance is shortened, the pressure of a brake wheel cylinder when the ABS is locked is reduced, and the braking stability and pedal feeling are improved;
in step S307, the VCU system 6 continues to request the motor torque, and the motor 8 continues to execute the recovery torque according to the VCU request.
Specifically, the longitudinal peak adhesion coefficient Φ of a common road surface is as follows (a certain deviation exists according to the actual road surface condition):
ice/wet tile: phi is 0.1-0.2
Snow/wet basalt: phi is 0.3-0.4
Wet asphalt: phi 0.6-0.7
Dry asphalt: phi 0.8-1.0
According to the automotive theory, road surfacesMaximum braking force Fb≤Fzφ≤Gφ≤mgφ＝mamaxThe theoretical road surface maximum deceleration a can be obtainedmax＝gφ。
Wherein FzWhich represents the normal reaction force of the ground to the wheels, G represents gravity, m represents the vehicle mass, and G is the gravitational acceleration.
The ABS is aimed to control the wheel slip ratio so that the wheels are not locked and maintain the state of rolling while slipping (the slip ratio S is maintained at 15% -20%), so that the maximum ground braking force can be obtained by using the peak adhesion coefficient phi, and the maximum deceleration of the road surface can be obtained in the same way.
Therefore, it can be considered from the above analysis that the vehicle obtains the maximum road deceleration a ═ a when the ABS is activatedmaxThe deceleration when the ABS is activated is equivalent to the product of the peak road adhesion coefficient and the gravitational acceleration, as can be seen from the equation. Then, by using the longitudinal acceleration sensor 1, referring to the longitudinal peak adhesion coefficient of the common road surface, the following logic for distinguishing the high and low adhesion road surfaces through deceleration is made:
a. when the longitudinal acceleration sensor is less than 0.6g, the vehicle can be considered to be on a low-attachment road surface at the moment, wherein g is the gravity acceleration;
b. when the longitudinal acceleration sensor is more than or equal to 0.6g, the vehicle can be considered to be on a high-attachment road surface at the moment, wherein g is the gravity acceleration.
The invention can judge the current road surface state according to the longitudinal acceleration signal and formulate different energy recovery control logics, thereby shortening the braking distance of the high-adhesion road surface and optimizing the braking stability and pedal feeling of the activated ABS of the high-adhesion road surface.
Fig. 4 is a schematic diagram of a hardware structure of an electronic device of an electric vehicle according to the present invention, where the electronic device includes:
at least one processor 401; and the number of the first and second groups,
a memory 402 communicatively coupled to at least one of the processors 401; wherein,
the memory 402 stores instructions executable by the at least one processor 401 to enable the at least one processor 401 to perform the electric vehicle energy recovery method as described above.
Specifically, the Electronic device may be an Electronic Control Unit (ECU) of an automobile, such as a controller of a VCU. In fig. 4, one processor 401 is taken as an example.
The processor 401 and the memory 402 may be connected by a bus or other means, such as a bus connection.
The memory 402, which is a non-volatile computer-readable storage medium, can be used to store non-volatile software programs, non-volatile computer-executable programs, and modules, such as program instructions/modules corresponding to the energy recovery method of an electric vehicle in the embodiment of the present application, for example, the method flow shown in fig. 1. The processor 401 executes various functional applications and data processing by executing nonvolatile software programs, instructions and modules stored in the memory 402, so as to implement the electric vehicle energy recovery method in the above embodiment.
The memory 402 may include a storage program area and a storage data area, wherein the storage program area may store an operating system, an application program required for at least one function; the storage data area may store data created according to the use of the electric vehicle energy recovery method, and the like. Further, the memory 402 may include high speed random access memory, and may also include non-volatile memory, such as at least one magnetic disk storage device, flash memory device, or other non-volatile solid state storage device. In some embodiments, the memory 402 may optionally include memory located remotely from the processor 401, and these remote memories may be connected over a network to a device that performs the electric vehicle energy recovery method. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.
The one or more modules stored in the memory 402, when executed by the one or more processors 401, perform the electric vehicle energy recovery method of any of the above method embodiments.
The invention distinguishes the type of the current driving road surface and controls the quitting operation of energy recovery according to the type of the current driving road surface, thereby fully utilizing the energy recovery torque and avoiding the locking of wheels.
The above-mentioned embodiments only express several embodiments of the present invention, and the description thereof is more specific and detailed, but not construed as limiting the scope of the present invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (10)
1. An energy recovery method for an electric vehicle, comprising:
responding to an antilock braking system activation event during energy recovery;
determining the type of the current driving road surface as a high adhesion coefficient road surface or a low adhesion coefficient road surface;
and controlling the exit operation of the energy recovery according to the type of the current running road.
2. The energy recovery method for the electric vehicle according to claim 1, wherein the determining of the type of the current driving road surface is a high adhesion coefficient road surface or a low adhesion coefficient road surface specifically comprises:
acquiring the longitudinal acceleration of the electric automobile;
and determining the type of the current running road surface as a high-adhesion-coefficient road surface or a low-adhesion-coefficient road surface according to the longitudinal acceleration.
3. The energy recovery method of the electric vehicle according to claim 2, wherein the determining the type of the current driving road surface as a high adhesion coefficient road surface or a low adhesion coefficient road surface according to the longitudinal acceleration specifically comprises:
if the longitudinal acceleration is larger than or equal to a preset threshold value, determining that the type of the current running road surface is a high adhesion coefficient road surface;
and if the longitudinal acceleration is smaller than a preset threshold value, determining that the type of the current running road surface is a low adhesion coefficient road surface.
4. The energy recovery method for electric vehicles according to claim 3, wherein the threshold value is the product of the longitudinal peak adhesion coefficient and the gravitational acceleration of the low adhesion coefficient road surface.
5. The energy recovery method for electric vehicles according to claim 4, wherein the threshold value is the product of the longitudinal peak adhesion coefficient of the wet asphalt pavement and the acceleration of gravity.
6. The energy recovery method of the electric vehicle according to claim 2, wherein the determining the type of the current driving road surface as a high adhesion coefficient road surface or a low adhesion coefficient road surface according to the longitudinal acceleration specifically comprises:
obtaining a slope angle alpha of the electric automobile;
if the longitudinal acceleration is larger than or equal to the product of the preset threshold value and cos alpha, determining that the type of the current running road surface is a high adhesion coefficient road surface;
and if the longitudinal acceleration is smaller than the product of the preset threshold value and cos alpha, determining that the type of the current running road surface is a low adhesion coefficient road surface.
7. The energy recovery method for electric vehicles according to claim 6, wherein the threshold value is the product of the longitudinal peak adhesion coefficient and the gravitational acceleration of the low adhesion coefficient road surface.
8. The energy recovery method for electric vehicles according to claim 7, wherein the threshold value is the product of the longitudinal peak adhesion coefficient of the wet asphalt pavement and the acceleration of gravity.
9. The energy recovery method of the electric vehicle according to any one of claims 1 to 8, wherein the controlling of the exit operation of the energy recovery according to the type of the current driving road surface specifically comprises:
if the type of the current running road surface is a high adhesion coefficient road surface, the exiting operation of energy recovery is not executed;
if the type of the current running road surface is a low adhesion coefficient road surface, an exit operation of energy recovery is performed.
10. An electronic device of an electric vehicle, the electronic device comprising:
at least one processor; and the number of the first and second groups,
a memory communicatively coupled to at least one of the processors; wherein,
the memory stores instructions executable by the at least one processor to enable the at least one processor to perform the method of energy recovery for an electric vehicle of any one of claims 1 to 9.
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| CN111994083A (en) * | 2020-10-30 | 2020-11-27 | 北京理工大学 | Distributed electrically-driven automobile pavement adhesion coefficient determination system and method |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN109808502A (en) * | 2017-11-22 | 2019-05-28 | 比亚迪股份有限公司 | A kind of energy feedback withdrawal control method suitable for pure electric vehicle |
| CN108688474A (en) * | 2018-03-22 | 2018-10-23 | 刘清河 | Braking energy of electric automobiles recycles control algolithm |
| CN109131306A (en) * | 2018-08-31 | 2019-01-04 | 北京新能源汽车股份有限公司 | Brake control method and brake control system of electric automobile and automobile |
| CN111284491A (en) * | 2018-12-06 | 2020-06-16 | 博世汽车部件(苏州)有限公司 | Adjustment method and adjustment device for coasting recovery torque and vehicle |
| CN111994083A (en) * | 2020-10-30 | 2020-11-27 | 北京理工大学 | Distributed electrically-driven automobile pavement adhesion coefficient determination system and method |
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