CN114670648B - Electric automobile energy recovery method and electronic equipment - Google Patents
Electric automobile energy recovery method and electronic equipment Download PDFInfo
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- CN114670648B CN114670648B CN202011543986.9A CN202011543986A CN114670648B CN 114670648 B CN114670648 B CN 114670648B CN 202011543986 A CN202011543986 A CN 202011543986A CN 114670648 B CN114670648 B CN 114670648B
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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
Abstract
The invention discloses an electric automobile energy recovery method and electronic equipment, wherein the method comprises the following steps: in response 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 exiting operation of the energy recovery according to the type of the current driving road surface. The invention distinguishes the type of the current driving road surface, and controls the exiting 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 the wheel.
Description
Technical Field
The invention relates to the technical field related to electric automobiles, in particular to an electric automobile energy recovery method and electronic equipment.
Background
In order to improve the endurance mileage, the existing electric automobile is generally provided with an energy recovery function. The battery of the electric automobile is charged through recovering energy during braking or sliding, so that the driving range is increased.
In the prior art, in order to ensure vehicle stability, after an antilock brake system (Anti-lock Braking System, ABS) is activated, the vehicle controller (Vehicle Control Unit, VCU) may exit the energy recovery to ensure vehicle stability in order to avoid locking or instability of the front wheels of the vehicle.
However, the control logic for vehicle retraction is only suitable for the road surface with low attachment coefficient, and when the road surface is attached to the road surface with low attachment coefficient, if the energy is not retracted immediately, the vehicle can be dragged and locked by only needing smaller retraction torque, so that the vehicle loses steering capability, and even the vehicle is thrown out of the tail, and the stability of the vehicle is affected. On the road surface with high adhesion coefficient, the road surface adhesion coefficient is high, so that enough adhesion force can be generated on the wheels, and the vehicle can not be locked even if the vehicle does not exit from energy recovery. Therefore, the prior art still performs the energy recovery exit operation on the high road surface, and cannot fully utilize the energy recovery torque.
Disclosure of Invention
Accordingly, it is necessary to provide an electric vehicle energy recovery method and an electronic device, which solve the technical problem that the electric vehicle in the prior art cannot recycle the energy recovery torque.
The invention provides an energy recovery method of an electric automobile, which comprises the following steps:
in response 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 exiting operation of the energy recovery according to the type of the current driving road surface.
The invention distinguishes the type of the current driving road surface, and controls the exiting 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 the wheel.
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 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 present embodiment uses longitudinal acceleration to distinguish between different attachment coefficient pavements, and the calculation is simpler and quicker.
Further, the determining, according to the longitudinal acceleration, that the type of the current running road surface is a high-adhesion-coefficient road surface or a low-adhesion-coefficient road surface specifically includes:
if the longitudinal acceleration is greater than or equal to a preset threshold value, determining that the type of the current running road surface is a road surface with a high adhesion coefficient;
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 embodiment accurately distinguishes the type of the current driving road surface based on the comparison result of the longitudinal acceleration and the threshold value.
Still further, the threshold value is a product of a longitudinal peak adhesion coefficient of the low adhesion coefficient road surface and a gravitational acceleration.
The present embodiment accurately determines the threshold by the product of the longitudinal peak attachment coefficient and the gravitational acceleration.
Still further, the threshold is a product of a longitudinal peak adhesion coefficient of the wet asphalt pavement and a gravitational acceleration.
The embodiment adopts the product of the longitudinal peak attachment coefficient and the gravity acceleration of the wet asphalt pavement as a threshold value, and is more in line with the actual pavement condition.
Further, the determining, according to the longitudinal acceleration, that the type of the current running road surface is a high-adhesion-coefficient road surface or a low-adhesion-coefficient road surface specifically includes:
acquiring a gradient angle alpha of the electric automobile;
if the longitudinal acceleration is greater than or equal to the product of a preset threshold value and cos alpha, determining that the type of the current running road surface is a road surface with a high adhesion coefficient;
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 driving road surface is accurately distinguished according to the comparison result of the longitudinal acceleration and the threshold value and the gradient angle.
Still further, the threshold value is a product of a longitudinal peak adhesion coefficient of the low adhesion coefficient road surface and a gravitational acceleration.
The present embodiment accurately determines the threshold by the product of the longitudinal peak attachment coefficient and the gravitational acceleration.
Still further, the threshold is a product of a longitudinal peak adhesion coefficient of the wet asphalt pavement and a gravitational acceleration.
The embodiment adopts the product of the longitudinal peak attachment coefficient and the gravity acceleration of the wet asphalt pavement as a threshold value, and is more in line with the actual pavement condition.
Still further, the controlling the operation of exiting the energy recovery according to the type of the current driving road surface specifically includes:
if the type of the current driving road surface is a high-adhesion-coefficient road surface, the exiting operation of energy recovery is not performed;
if the type of the current running road surface is a low adhesion coefficient road surface, an exit operation of energy recovery is performed.
In the embodiment, for the road surface with high adhesive force coefficient, the energy recovery is not stopped, and for the road surface with low adhesive force coefficient, the energy recovery is stopped, the energy recovery torque is fully utilized, and meanwhile, the locking of the wheel is avoided.
The invention provides an electronic device of an electric automobile, comprising:
at least one processor; the method comprises the steps of,
a memory communicatively coupled to at least one of the processors; wherein, the liquid crystal display device comprises a liquid crystal display device,
the memory stores instructions executable by at least one of the processors to enable the at least one processor to perform the electric vehicle energy recovery method as previously described.
The invention distinguishes the type of the current driving road surface, and controls the exiting 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 the wheel.
Drawings
FIG. 1 is a flow chart of an electric vehicle energy recovery method of the present invention;
FIG. 2 is a schematic diagram of a system in accordance with a preferred embodiment of the present invention;
FIG. 3 is a flowchart showing an energy recovery method for an electric vehicle according to a preferred embodiment of the present invention;
fig. 4 is a schematic hardware structure of an electronic device of an electric automobile according to the present invention.
Detailed Description
The invention will now be described in further detail with reference to the drawings and to specific examples.
Fig. 1 is a working flow chart of an energy recovery method of an electric automobile, which comprises the following steps:
step S101, responding to an anti-lock braking system activation event in the process of energy recovery;
step S102, determining the type of the current running road surface as a high-adhesion-coefficient road surface or a low-adhesion-coefficient road surface;
step S103, controlling the exiting operation of the energy recovery according to the type of the current driving road surface.
In particular, the present embodiment may be applied to an electronic control unit (Electronic Control Unit, ECU) of an automobile, such as a controller of a vehicle control unit (Vehicle Control Unit, VCU).
When the electric vehicle enters an energy recovery mode, such as depressing a brake pedal. When the ABS is activated, step S101 is triggered at this time, and then step S102 is performed to determine whether the type of the current running road surface is a high adhesion coefficient road surface or a low adhesion coefficient road surface. And step S103 is performed to control the exit operation of the energy recovery according to the type of the current running road surface.
Referring to fig. 2, a schematic system diagram of a preferred embodiment of the present invention is shown, which includes a longitudinal acceleration sensor 1, a brake pedal switch signal 2, a wheel speed sensor 3, an electronic stability control system (Electronic Stability Controller, ESC) controller 4, an ABS status signal 5, a VCU controller 6, a motor 7, and a brake 8. The energy recovery of the electric automobile is realized by sending an energy recovery request to the motor 7 by the VCU controller 6, executing corresponding energy recovery torque by the motor 7 according to the request of the VCU controller 6, and converting the energy recovery torque of the part into electric energy. And the energy recovery exit operation 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 exiting 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 the wheel.
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 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 present embodiment uses longitudinal acceleration to distinguish between different attachment coefficient pavements, and the calculation is simpler and quicker.
In one embodiment, the determining, according to the longitudinal acceleration, that the type of the current running road surface is a high-adhesion-coefficient road surface or a low-adhesion-coefficient road surface specifically includes:
if the longitudinal acceleration is greater than or equal to a preset threshold value, determining that the type of the current running road surface is a road surface with a high adhesion coefficient;
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 theory of automobiles, the road surface maximum braking force F b ≤F z φ≤Gφ≤mgφ＝ma max The theoretical maximum deceleration a of the road surface can be obtained max ＝gφ。
Wherein F is z The normal reaction force of the ground to the wheels is denoted by G, the gravity is denoted by m, the vehicle mass is denoted by m, and the gravity acceleration is denoted by G.
The ABS aims to control the wheel slip rate so that the wheels are not locked, and maintain the state of rolling while sliding (maintaining the slip rate s=15% -20%), so that the maximum ground braking force can be obtained by using the peak attachment coefficient phi, and the maximum deceleration of the road surface can be obtained in the same way.
Thus, it can be considered from the above analysis that the vehicle attains the maximum road surface deceleration a=a at the time of ABS activation max As can be seen from the formula, the deceleration at ABS activation is equivalent to the product of the road peak attachment coefficient and the gravitational acceleration.
Therefore, by judging the comparison result of the longitudinal acceleration and the threshold value, the type of the current running road surface can be accurately distinguished as a high-adhesion-coefficient road surface or a low-adhesion-coefficient road surface.
The embodiment accurately distinguishes the type of the current driving road surface based on the comparison result of the longitudinal acceleration and the threshold value.
In one embodiment, the threshold is the product of the longitudinal peak adhesion coefficient of the low adhesion coefficient road surface and the gravitational acceleration.
Maximum road surface deceleration a=a as described above max GΦ, i.e. the maximum deceleration of the road surface is equivalent to the gravitational acceleration multiplied by the road surface peak adhesion coefficient, whereas gravitational acceleration can be considered as a constant value, i.e. the deceleration is equivalent to the adhesion coefficient. The large deceleration means that the adhesion coefficient is large, corresponding to a high adhesion road surface, and the small deceleration corresponds to a small adhesion coefficient, corresponding to a low adhesion road surface.
The present embodiment accurately determines the threshold by the product of the longitudinal peak attachment coefficient and the gravitational acceleration.
In one embodiment, the threshold is the product of the longitudinal peak adhesion coefficient of the wet asphalt pavement and the gravitational acceleration.
The road adhesion coefficients used are as follows:
ice/wet tile: phi=0.1-0.2
Snow/wet basalt: phi=0.3-0.4
Wet asphalt: phi=0.6-0.7
Dry asphalt: phi=0.8-1.0
From the above common road adhesion coefficient, it can be seen that a road adhesion coefficient lower than that of a wet asphalt road is a low adhesion road, i.e., an icy road and a snowy road. The adhesion coefficient is low, and the vehicle can be dragged and locked by the smaller recovery torque, so that the recovery torque cannot be intervened, and the stability of the vehicle is affected; the vehicle is higher than wet asphalt pavement, is a common urban road, the recovery torque has no influence on the stability of the vehicle, the endurance can be improved, and the intervention of the recovery torque is needed. The longitudinal peak adhesion coefficient of the wet asphalt pavement is defined as a boundary line.
The embodiment adopts the product of the longitudinal peak attachment coefficient and the gravity acceleration of the wet asphalt pavement as a threshold value, and is more in line with the actual pavement condition.
In one embodiment, the determining, according to the longitudinal acceleration, that the type of the current running road surface is a high-adhesion-coefficient road surface or a low-adhesion-coefficient road surface specifically includes:
acquiring a gradient angle alpha of the electric automobile;
if the longitudinal acceleration is greater than or equal to the product of a preset threshold value and cos alpha, determining that the type of the current running road surface is a road surface with a high adhesion coefficient;
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 theory of automobiles, the road surface maximum braking force F b ≤F z φ≤Gφ≤mgφ＝ma max The theoretical maximum deceleration a of the road surface can be obtained max ＝gφ。
Wherein F is z The normal reaction force of the ground to the wheels is denoted by G, the gravity is denoted by m, the vehicle mass is denoted by m, and the gravity acceleration is denoted by G.
When the road gradient is considered, the road surface with the gradient angle alpha can be obtained, and the theoretical maximum deceleration a of the road surface max ＝gφcosα。
The ABS aims to control the wheel slip rate so that the wheels are not locked, and maintain the state of rolling while sliding (maintaining the slip rate s=15% -20%), so that the maximum ground braking force can be obtained by using the peak attachment coefficient phi, and the maximum deceleration of the road surface can be obtained in the same way.
Thus, it can be considered from the above analysis that the vehicle attains the maximum road surface deceleration a=a at the time of ABS activation max The combined formula shows that the deceleration at ABS activation is equivalent to the product of the road peak adhesion coefficient, the gravitational acceleration and cos α.
Therefore, by judging the comparison result of the longitudinal acceleration with the threshold value and cos alpha, the type of the current running road surface can be accurately distinguished as a high-adhesion-coefficient road surface or a low-adhesion-coefficient road surface when the gradient angle is alpha.
According to the embodiment, the type of the current driving road surface is accurately distinguished according to the comparison result of the longitudinal acceleration and the threshold value and the gradient angle.
In one embodiment, the threshold 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 by the product of the longitudinal peak attachment coefficient and the gravitational acceleration.
In one embodiment, the threshold is the product of the longitudinal peak adhesion coefficient of the wet asphalt pavement and the gravitational acceleration.
The embodiment adopts the product of the longitudinal peak attachment coefficient and the gravity acceleration of the wet asphalt pavement as a threshold value, and is more in line with the actual pavement condition.
In one embodiment, the controlling the operation of exiting the energy recovery according to the type of the current driving road surface specifically includes:
if the type of the current driving road surface is a high-adhesion-coefficient road surface, the exiting operation of energy recovery is not performed;
if the type of the current running road surface is a low adhesion coefficient road surface, an exit operation of energy recovery is performed.
In the embodiment, for the road surface with high adhesive force coefficient, the energy recovery is not stopped, and for the road surface with low adhesive force coefficient, the energy recovery is stopped, the energy recovery torque is fully utilized, and meanwhile, the locking of the wheel is avoided.
As shown in fig. 3, which is a workflow diagram of an energy recovery method for an electric vehicle according to a preferred embodiment of the present invention, the system shown in fig. 2 is adopted, the ESP system is normal, no degradation occurs, and the VCU system is normal, and the method includes:
step S301, the brake pedal switch 2 is in a depressed (Pressed) state;
step S302, the slip rate reaches a threshold, and the ABS state signal 5 is activated;
step S303, if the longitudinal acceleration sensor is less than 0.6g, the vehicle is judged to be on a road surface with low adhesion coefficient (low adhesion road surface), step S304 is executed, otherwise, the longitudinal acceleration sensor is more than or equal to 0.6g, the vehicle is judged to be on a road surface with high adhesion coefficient (high adhesion road surface), and step S306 is executed;
step S304, the VCU controller 6 requests the motor 7 to withdraw from energy recovery to prevent front wheels from locking according to the signal longitudinal acceleration sensor 1 < 0.6g, and the vehicle loses steering capability;
step S305, the motor 7 exits the energy recovery according to the VCU request torque;
step S306, VCU requests the motor 7 to keep energy recovery torque according to the fact that the longitudinal acceleration sensor 1 is more than or equal to 0.6g, so that the energy recovery torque is superposed on the basis of the hydraulic brake 8, the braking of the vehicle is assisted, the braking distance is shortened, the brake cylinder pressure during ABS locking is reduced, and the braking stability and pedal feel are improved;
in step S307, the VCU system 6 continues to request motor torque and the motor 8 continues to execute the recovery torque according to the VCU request.
Specifically, the common road surface longitudinal peak attachment coefficient phi is as follows (certain deviation exists according to the actual road surface condition):
ice/wet tile: phi=0.1-0.2
Snow/wet basalt: phi=0.3-0.4
Wet asphalt: phi=0.6-0.7
Dry asphalt: phi=0.8-1.0
According to the automobile theory, the maximum braking force F of the road surface b ≤F z φ≤Gφ≤mgφ＝ma max The theoretical maximum deceleration a of the road surface can be obtained max ＝gφ。
Wherein F is z The normal reaction force of the ground to the wheels is denoted by G, the gravity is denoted by m, the vehicle mass is denoted by m, and the gravity acceleration is denoted by G.
The ABS aims to control the wheel slip rate so that the wheels are not locked, and maintain the state of rolling while sliding (maintaining the slip rate s=15% -20%), so that the maximum ground braking force can be obtained by using the peak attachment coefficient phi, and the maximum deceleration of the road surface can be obtained in the same way.
Thus, it can be considered from the above analysis that the vehicle attains the maximum road surface deceleration a=a at the time of ABS activation max As can be seen from the formula, the deceleration at ABS activation is equivalent to the product of the road peak attachment coefficient and the gravitational acceleration. The longitudinal acceleration sensor 1 is used for referring to the longitudinal peak value of the common road surfaceAdhesion coefficient, the logic for distinguishing the high and low adhesion surfaces by deceleration is formulated as follows:
a. when the longitudinal acceleration sensor is smaller than 0.6g, the sensor is considered to be positioned on a low-traction road surface, wherein g is gravity acceleration;
b. when the longitudinal acceleration sensor is more than or equal to 0.6g, the sensor is considered to be on a high-altitude road surface, wherein g is 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-attachment road surface and optimizing the braking stability and pedal feel of the high-attachment road surface after the ABS is activated.
Fig. 4 is a schematic hardware structure diagram of an electronic device of an electric automobile according to the present invention, where the electronic device includes:
at least one processor 401; the method comprises the steps of,
a memory 402 communicatively coupled to at least one of the processors 401; wherein, the liquid crystal display device comprises a liquid crystal display device,
the memory 402 stores instructions executable by at least one of the processors 401, the instructions being executable by at least one of the processors 401 to enable at least one of the processors 401 to perform the electric vehicle energy recovery method as described above.
In particular, the electronic device may be an electronic control unit (Electronic Control Unit, ECU) of a car, such as a controller of a VCU. One processor 401 is illustrated in fig. 4.
The processor 401, the memory 402 may be connected by a bus or other means, in the figures by way of example.
The memory 402 is used as a non-volatile computer readable storage medium, and may be used to store a non-volatile software program, a non-volatile computer executable program, and modules, such as program instructions/modules corresponding to the electric vehicle energy recovery method in the embodiment of the present application, for example, a method flow shown in fig. 1. The processor 401 executes various functional applications and data processing by running nonvolatile software programs, instructions and modules stored in the memory 402, that is, implements the electric vehicle energy recovery method in the above-described embodiment.
Memory 402 may include a storage program area that may store an operating system, at least one application program required for functionality, and a storage data area; the storage data area may store data created according to the use of the electric vehicle energy recovery method, and the like. In addition, 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, memory 402 may optionally include memory remotely located relative to processor 401, which may be connected via a network to a device performing 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 are stored in the memory 402, which when executed by the one or more processors 401, perform the electric vehicle energy recovery method of any of the method embodiments described above.
The invention distinguishes the type of the current driving road surface, and controls the exiting 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 the wheel.
The foregoing examples illustrate only a few embodiments of the invention and are described in detail herein without thereby limiting the scope of the invention. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the invention, which are all within the scope of the invention. Accordingly, the scope of protection of the present invention is to be determined by the appended claims.
Claims (6)
1. An electric vehicle energy recovery method, characterized by comprising:
in response 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;
controlling the exit operation of the energy recovery according to the type of the current driving road surface;
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 comprises:
acquiring longitudinal acceleration of the electric automobile;
according to the longitudinal acceleration, determining that the type of the current running road surface is a high-adhesion-coefficient road surface or a low-adhesion-coefficient road surface;
the determining, according to the longitudinal acceleration, that the type of the current running road surface is a high-adhesion-coefficient road surface or a low-adhesion-coefficient road surface specifically includes:
if the longitudinal acceleration is greater than or equal to a preset threshold value, determining that the type of the current running road surface is a road surface with a high adhesion coefficient;
if the longitudinal acceleration is smaller than a preset threshold value, determining that the type of the current running road surface is a road surface with a low adhesion coefficient;
the threshold value is the product of the longitudinal peak attachment coefficient of the low-attachment-coefficient road surface and the gravity acceleration;
the control of the energy recovery exit operation according to the type of the current driving road surface specifically comprises:
if the type of the current driving road surface is a high-adhesion-coefficient road surface, the exiting operation of energy recovery is not performed;
if the type of the current running road surface is a low adhesion coefficient road surface, an exit operation of energy recovery is performed.
2. The method of claim 1, wherein the threshold is a product of a longitudinal peak adhesion coefficient of a wet asphalt pavement and a gravitational acceleration.
3. The method for recovering energy of an electric vehicle according to claim 1, wherein the determining that the type of the current running road surface is a high-adhesion-coefficient road surface or a low-adhesion-coefficient road surface according to the longitudinal acceleration specifically includes:
acquiring a gradient angle alpha of the electric automobile;
if the longitudinal acceleration is greater than or equal to the product of a preset threshold value and cos alpha, determining that the type of the current running road surface is a road surface with a high adhesion coefficient;
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.
4. The method of claim 3, wherein the threshold is a product of a longitudinal peak adhesion coefficient of a low adhesion coefficient road surface and a gravitational acceleration.
5. The method of claim 4, wherein the threshold is a product of a longitudinal peak adhesion coefficient of the wet asphalt pavement and a gravitational acceleration.
6. An electronic device of an electric automobile, the electronic device comprising:
at least one processor; the method comprises the steps of,
a memory communicatively coupled to at least one of the processors; wherein, the liquid crystal display device comprises a liquid crystal display device,
the memory stores instructions executable by at least one of the processors to enable the at least one of the processors to perform the electric vehicle energy recovery method of any one of claims 1 to 5.
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| 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 | A kind of brake control method of electric car, braking control system 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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