CN115195485B - Vehicle power recovery method and system and vehicle - Google Patents

Vehicle power recovery method and system and vehicle Download PDF

Info

Publication number
CN115195485B
CN115195485B CN202211110357.6A CN202211110357A CN115195485B CN 115195485 B CN115195485 B CN 115195485B CN 202211110357 A CN202211110357 A CN 202211110357A CN 115195485 B CN115195485 B CN 115195485B
Authority
CN
China
Prior art keywords
braking mode
torque
vehicle
motor
subsystem
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN202211110357.6A
Other languages
Chinese (zh)
Other versions
CN115195485A (en
Inventor
李沛阳
李汶轩
王经纬
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Dafenqi Power Technology Beijing Co ltd
Original Assignee
Dafenqi Power Technology Beijing Co ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Dafenqi Power Technology Beijing Co ltd filed Critical Dafenqi Power Technology Beijing Co ltd
Priority to CN202211110357.6A priority Critical patent/CN115195485B/en
Publication of CN115195485A publication Critical patent/CN115195485A/en
Application granted granted Critical
Publication of CN115195485B publication Critical patent/CN115195485B/en
Priority to PCT/CN2023/115631 priority patent/WO2024055841A1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • 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
    • B60L7/18—Controlling the braking effect
    • 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
    • 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
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
    • 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
    • B60L2240/423—Torque
    • 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

The embodiment of the application provides a power recovery method and system for a vehicle and the vehicle, which belong to the technical field of automatic control of the vehicle, and specifically comprise the following steps: the sensor subsystem acquires the current wheel speed; the accelerator subsystem acquires a target vehicle body speed; and the control subsystem determines that the vehicle reaches a target rear wheel torque corresponding to the target vehicle body speed according to the current wheel speed and the target vehicle body speed, wherein under the condition that the target rear wheel torque is a deceleration torque, the control subsystem selects a braking mode according to a braking priority algorithm to decelerate the vehicle, and the braking mode comprises at least one of a regenerative braking mode, a reverse moment braking mode of a motor and a friction braking mode. By the scheme, the opportunity of adopting the regenerative braking mode is accurately judged, the energy recovery effect is improved, and the electric energy obtained by converting the regenerative braking mode can be stored.

Description

Vehicle power recovery method and system and vehicle
Technical Field
The application relates to the technical field of vehicle automatic control, in particular to a power recovery method and system for a vehicle and the vehicle.
Background
With the continuous development of vehicle technology, a plurality of deceleration technologies are provided to ensure the safety of the deceleration braking process of the vehicle, and the deceleration of the vehicle is realized by controlling the magnitude of kinetic energy. In the prior art, in order to improve the utilization rate of energy, a power recovery system is generally installed on a vehicle. The existing power recovery scheme has the problem of low energy recovery efficiency.
Disclosure of Invention
In view of the above, embodiments of the present disclosure provide a power recovery method and system for a vehicle, and a vehicle, which at least partially solve the problems in the prior art.
In a first aspect, an embodiment of the present disclosure provides a power recovery method for a vehicle, the method including:
the sensor subsystem acquires the current wheel speed;
the accelerator subsystem acquires a target vehicle body speed;
the control subsystem determines that the vehicle reaches a target rear wheel torque corresponding to the target vehicle body speed according to the current wheel speed and the target vehicle body speed,
wherein the control subsystem selects a braking mode to decelerate the vehicle according to a braking priority algorithm in the event that the target rear wheel torque is a deceleration torque, the braking mode including at least one of a regenerative braking mode, a reverse torque braking mode of the electric machine, and a friction braking mode.
According to a specific implementation manner of the embodiment of the disclosure, the step of selecting a braking mode to decelerate the vehicle according to the braking priority algorithm by the control subsystem comprises the following steps:
judging whether a high-voltage battery subsystem can store the electric energy obtained by the regenerative braking deceleration conversion and whether the transient charging current of the high-voltage battery subsystem exceeds the preset upper limit of the charging current of the high-voltage battery,
when the high-voltage battery subsystem can store electric energy obtained through regenerative braking deceleration conversion, and the transient charging current of the high-voltage battery subsystem does not exceed the preset upper limit of the charging current of the high-voltage battery, the control subsystem selects the regenerative braking mode to decelerate the vehicle; and
wherein, when the high-voltage battery subsystem is unable to store the electric energy obtained through the regenerative braking deceleration conversion and/or the transient charging current of the high-voltage battery subsystem exceeds the preset upper limit of the charging current of the high-voltage battery, the control subsystem selects a reverse torque braking mode of the motor to decelerate the vehicle, wherein when the maximum torque provided by the reverse torque braking mode of the motor is smaller than the torque required for braking, the control subsystem selects to decelerate the vehicle by superposing the torque of the friction braking mode on the basis of the maximum torque of the reverse torque braking mode of the motor, and wherein when the maximum torque of the reverse torque braking mode of the motor is 0, the control subsystem selects to decelerate the vehicle by completely superposing the friction braking mode.
According to a specific implementation of the embodiment of the present disclosure, when the following equation 1 is satisfied:
Figure 87357DEST_PATH_IMAGE002
… … equation 1
Determining that the high voltage battery subsystem is capable of storing electrical energy resulting from a regenerative braking mode transition, wherein,
Figure 801235DEST_PATH_IMAGE004
in order to achieve the efficiency of power recovery,
Figure 377710DEST_PATH_IMAGE006
the energy of the vehicle is used as the kinetic energy of the vehicle,
Figure 507340DEST_PATH_IMAGE008
the SOC is the state of charge of the battery, which is the battery capacity.
According to a specific implementation of the embodiment of the present disclosure, when the following equation 2 is satisfied:
Figure 587291DEST_PATH_IMAGE010
… … equation 2
Judging that the transient charging current of the high-voltage battery subsystem does not exceed a preset upper limit of the charging current of the high-voltage battery, wherein,
Figure 206491DEST_PATH_IMAGE012
is the charging current in the power recovery,
Figure 4683DEST_PATH_IMAGE014
charging the high voltage battery with an upper limit of a charging current, the charging current
Figure 321DEST_PATH_IMAGE012
With braking torque
Figure 934779DEST_PATH_IMAGE016
Related, upper limit of the battery charging current
Figure 928143DEST_PATH_IMAGE014
The current state of charge (SOC) of the battery and the temperature of the batteryTAnd (4) correlating.
According to a specific implementation manner of the embodiment of the present disclosure, when the vehicle is decelerated by using the reverse torque braking mode of the motor, the following equation 3 is further satisfied:
Figure 213630DEST_PATH_IMAGE018
… … equation 3
Wherein the content of the first and second substances,
Figure 747380DEST_PATH_IMAGE020
the maximum torque for the reverse torque braking mode of the motor,
Figure 804853DEST_PATH_IMAGE022
in order to achieve a flow rate of the cooling liquid,cin order to obtain the specific heat capacity of the cooling liquid,
Figure 765856DEST_PATH_IMAGE024
the upper limit of the temperature of the motor is,
Figure 476323DEST_PATH_IMAGE026
is the current temperature of the motor and is,
Figure 548184DEST_PATH_IMAGE028
the wheel speed at braking.
According to one specific implementation of the disclosed embodiment, the maximum torque when the electric machine is in the reverse torque braking mode
Figure 722814DEST_PATH_IMAGE029
Superimposed friction braking mode torque less than said required braking torque
Figure 854718DEST_PATH_IMAGE031
The speed of the motor is reduced, and the speed of the motor is reduced,
wherein the maximum torque when the reverse torque braking mode of the motor
Figure 114798DEST_PATH_IMAGE020
At =0, the braking torque is provided entirely by the friction braking mode.
According to the disclosed embodimentsIn one embodiment, the method further comprises maximizing torque for a reverse torque braking mode of the electric machine
Figure 928033DEST_PATH_IMAGE020
And (5) correcting:
the corrected maximum torque of the reverse torque braking mode of the motor is
Figure 957169DEST_PATH_IMAGE033
：
Figure 994395DEST_PATH_IMAGE035
… … equation 4
Wherein the content of the first and second substances,
Figure 741771DEST_PATH_IMAGE037
is a thermal inertia correction term of the motor,
Figure 155435DEST_PATH_IMAGE039
is a correction term for the inconsistency of the heat conduction of the motor,
Figure 304657DEST_PATH_IMAGE037
>1 and
Figure 778363DEST_PATH_IMAGE039
>1。
according to a specific implementation manner of the embodiment of the present disclosure, the method further includes performing motor temperature prediction:
predicting a braking process based on equation 5 belowkMotor temperature at time + 1
Figure 747456DEST_PATH_IMAGE041
：
Figure 902494DEST_PATH_IMAGE043
… … equation 5
Wherein, the first and the second end of the pipe are connected with each other,
Figure 906222DEST_PATH_IMAGE045
as to the mass of the motor,
Figure 285251DEST_PATH_IMAGE047
in order to melt the materials in an equivalent ratio,
Figure 7219DEST_PATH_IMAGE049
is composed of kThe required braking torque at the moment + 1,
Figure 765615DEST_PATH_IMAGE051
is composed of kThe wheel speed at the time of braking at + 1,
Figure 623850DEST_PATH_IMAGE053
is the motor temperature at the starting moment, and
Figure 642622DEST_PATH_IMAGE055
is composed of kThe motor temperature at the moment.
In a second aspect, an embodiment of the present disclosure provides a power recovery system for a vehicle, the system including:
a sensor subsystem for acquiring a current wheel speed;
the accelerator subsystem is used for acquiring the target vehicle body speed;
and a control subsystem for selecting a braking mode to decelerate the vehicle according to the method of the first aspect, when the target rear wheel torque is a deceleration torque.
In a third aspect, the disclosed embodiments provide a vehicle characterized by comprising the power recovery system of the vehicle as described in the second aspect above.
According to the power recovery method and system for the vehicle and the vehicle, the required braking mode is accurately predicted and selected to decelerate the vehicle by calculating the torque required by braking, and the electric energy obtained by regenerative braking deceleration conversion through the high-voltage battery subsystem is stored, so that the power recovery is performed while the energy recovery effect is improved and the service life of the friction braking mode system is prolonged, and the subsequent use is facilitated.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
FIG. 1 is a schematic flow chart illustrating a method for recovering power of a vehicle according to an embodiment of the present disclosure;
fig. 2 is a schematic flowchart of step S103 of a power recovery method for a vehicle according to an embodiment of the present application;
FIG. 3 is a schematic structural diagram of a power recovery system of a vehicle according to an embodiment of the present disclosure; and
fig. 4 is another schematic structural diagram of a power recovery system of a vehicle according to an embodiment of the present application.
Detailed Description
The embodiments of the present application will be described in detail below with reference to the accompanying drawings.
The following embodiments of the present application are described by specific examples, and other advantages and effects of the present application will be readily apparent to those skilled in the art from the disclosure of the present application. It is to be understood that the embodiments described are only a few embodiments of the present application and not all embodiments. The present application is capable of other and different embodiments and its several details are capable of modifications and/or changes in various respects, all without departing from the spirit of the present application. It is to be noted that the features in the following embodiments and examples may be combined with each other without conflict. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
It is noted that various aspects of the embodiments are described below within the scope of the appended claims. It should be apparent that the aspects described herein may be embodied in a wide variety of forms and that any specific structure and/or function described herein is merely illustrative. Based on the present application, one skilled in the art should appreciate that one aspect described herein may be implemented independently of any other aspects and that two or more of these aspects may be combined in various ways. For example, an apparatus may be implemented and/or a method practiced using any number of the aspects set forth herein. Additionally, such an apparatus may be implemented and/or such a method may be practiced using other structure and/or functionality in addition to one or more of the aspects set forth herein.
It should be noted that the drawings provided in the following embodiments are only for illustrating the basic idea of the present application, and the drawings only show the components related to the present application rather than the number, shape and size of the components in actual implementation, and the type, amount and ratio of the components in actual implementation may be changed arbitrarily, and the layout of the components may be more complicated.
In addition, in the following description, specific details are provided to facilitate a thorough understanding of the examples. However, it will be understood by those skilled in the art that the aspects may be practiced without these specific details.
The embodiment of the application provides a power recovery method of a vehicle.
Referring to fig. 1, an embodiment of the present disclosure provides a power recovery method for a vehicle.
At step S101, the sensor subsystem acquires the current wheel speed.
In this embodiment, the power recovery method of the vehicle may be performed by a power recovery system of the vehicle, where the power recovery system of the vehicle includes a sensor subsystem, an accelerator subsystem, a control subsystem, a high-voltage battery subsystem, and a rear wheel drive subsystem, and the control subsystem is connected to the sensor subsystem, the accelerator subsystem, the high-voltage battery subsystem, and the rear wheel drive subsystem, respectively.
In the embodiment, the vehicle is provided with a sensor subsystem, the sensor subsystem comprises a plurality of sensors for collecting vehicle state information, and the vehicle state information can be collected in real time through the sensors. In particular, the sensor subsystem may include a speed sensor by which a current wheel speed may be collected, for example, the current wheel speed is 20 kilometers per hour.
At step S102, the throttle subsystem acquires a target body speed.
Optionally, step S102 includes: the throttle subsystem receives a target body speed input by a driver.
In this embodiment, when the driver needs to adjust the speed of the vehicle, the driver inputs a target vehicle body speed to be adjusted through the accelerator subsystem and inputs the target vehicle body speed into the control subsystem, the control subsystem performs deceleration or acceleration processing according to the current wheel speed and the target vehicle body speed, and during the deceleration processing, the power recovery process is preferentially performed. For example, when the target vehicle body speed is 10 km/hr and the current wheel speed is 20 km/hr, the control subsystem performs deceleration processing while preferentially performing the power recovery process.
At step S103, the control subsystem determines that the vehicle reaches a target rear wheel torque corresponding to the target vehicle body speed according to the current wheel speed and the target vehicle body speed, wherein, in the case that the target rear wheel torque is a deceleration torque, the control subsystem selects a braking mode according to a braking priority algorithm to decelerate the vehicle, wherein the braking mode includes at least one of a regenerative braking mode, a reverse torque braking mode of the motor, and a friction braking mode.
The braking process preferably adopts regenerative braking (or power recovery method) to brake. Because the power recovery method is constrained by the capacity of the electric energy which can be stored by the battery and the transient charging current, when the torque generated by the power recovery method cannot meet the torque required by the braking torque, the reverse current is applied to the motor by adopting a reverse torque braking mode of the motor to realize braking. However, when the reverse torque braking mode of the motor is used for braking, kinetic energy can be converted into heat energy at the motor end, so that the torque provided by the reverse torque braking mode of the motor is constrained by the current motor temperature and the motor limit temperature.
When the torque required by braking can not be completely met by the torque generated by the reverse torque braking mode of the motor, the torque needs to be supplemented by the traditional friction braking mode, and the braking torque is provided by the reverse torque braking mode and the friction braking mode of the motor together.
When the motor overheats or the electric system fails, the braking force can be provided only by means of the friction braking mode. Therefore, the priority sequence of the braking modes is as follows: a regenerative braking mode, a reverse torque braking mode of the electric machine, a combined reverse torque braking mode and friction braking mode of the electric machine, a friction braking mode.
More specifically, the control subsystem selecting a braking mode to decelerate the vehicle according to the braking priority algorithm includes the steps of:
judging whether the high-voltage battery subsystem can store the electric energy obtained by the regenerative braking deceleration conversion and whether the transient charging current of the high-voltage battery subsystem exceeds the preset upper limit of the charging current of the high-voltage battery,
when the high-voltage battery subsystem can store electric energy obtained through regenerative braking deceleration conversion, and the transient charging current of the high-voltage battery subsystem does not exceed the preset upper limit of the charging current of the high-voltage battery, the control subsystem selects the regenerative braking mode to decelerate the vehicle; and
wherein, when the high-voltage battery subsystem is unable to store the electric energy obtained through the regenerative braking deceleration conversion and/or the transient charging current of the high-voltage battery subsystem exceeds the preset upper limit of the charging current of the high-voltage battery, the control subsystem selects a reverse torque braking mode of the motor to decelerate the vehicle, wherein when the maximum torque provided by the reverse torque braking mode of the motor is smaller than the torque required for braking, the control subsystem selects to decelerate the vehicle by superposing the torque of the friction braking mode on the basis of the maximum torque of the reverse torque braking mode of the motor, and wherein when the maximum torque of the reverse torque braking mode of the motor is 0, the control subsystem selects to decelerate the vehicle by completely superposing the friction braking mode.
In this embodiment, the motor is a liquid-cooled motor.
Further, in the embodiment of the present invention, when the following equation 1 is satisfied:
Figure 586307DEST_PATH_IMAGE002
… … equation 1
Determining that the high voltage battery subsystem is capable of storing electrical energy resulting from a regenerative braking mode transition, wherein,
Figure 879885DEST_PATH_IMAGE004
in order to achieve the efficiency of power recovery,
Figure 858205DEST_PATH_IMAGE056
the energy of the vehicle is used as the kinetic energy of the vehicle,
Figure 844616DEST_PATH_IMAGE008
the SOC is the state of charge of the battery, which is the battery capacity. The formula (1) shows that the electric energy required to be recovered cannot exceed the upper energy storage limit of the battery.
When the following equation 2 is satisfied:
Figure 275597DEST_PATH_IMAGE010
… … equation 2
Judging that the transient charging current of the high-voltage battery subsystem does not exceed a preset upper limit of the charging current of the high-voltage battery, wherein,
Figure 372866DEST_PATH_IMAGE012
is the charging current in the power recovery,
Figure 143376DEST_PATH_IMAGE014
charging the high voltage battery with an upper limit of a charging current, the charging current
Figure 300688DEST_PATH_IMAGE012
With braking torque
Figure 218965DEST_PATH_IMAGE016
Related, upper limit of the battery charging current
Figure 119925DEST_PATH_IMAGE014
Current state of charge of the batterySOCAnd battery temperatureTBoth are related and are normalized.
When the expressions (1) and (2) are both satisfied, a power recovery mode is adopted for braking, and when any one of the expressions (1) and (2) is not satisfied, a reverse torque braking mode of the motor is preferentially selected.
When the vehicle is decelerated using the reverse torque braking mode of the motor, the following equation 3 is also satisfied:
Figure 807259DEST_PATH_IMAGE057
… … equation 3
Wherein the content of the first and second substances,
Figure 135472DEST_PATH_IMAGE020
is the maximum torque of the reverse torque braking mode of the motor,
Figure 478728DEST_PATH_IMAGE022
in order to achieve a flow rate of the cooling liquid, cthe specific heat capacity of the cooling liquid is,
Figure 183379DEST_PATH_IMAGE058
is the upper limit of the temperature of the motor,
Figure 725219DEST_PATH_IMAGE026
as the current temperature of the motor is being set,
Figure 489913DEST_PATH_IMAGE028
the wheel speed at braking.
The derivation of equation 3 is as follows:
the braking torque of the reverse torque braking mode of the electric machine is constrained by:
Figure 120133DEST_PATH_IMAGE060
… … equation 3-1
Wherein the content of the first and second substances,
Figure 97316DEST_PATH_IMAGE028
is the rotating speed when braking,
Figure 759242DEST_PATH_IMAGE062
the heat power that the motor can bear (the maximum heat power of the motor). Since the process of reverse torque braking mode braking of the motor is short and heat energy is mainly concentrated at the motor end, the upper thermal power limit for the motor can be estimated by the following formula:
Figure DEST_PATH_IMAGE064
… … equations 3-2
Wherein the content of the first and second substances,
Figure 163678DEST_PATH_IMAGE062
is the maximum thermal power of the motor,
Figure 278265DEST_PATH_IMAGE022
in order to achieve a flow rate of the cooling liquid, cin order to obtain the specific heat capacity of the cooling liquid,
Figure 324718DEST_PATH_IMAGE024
the upper limit of the temperature of the motor is,
Figure DEST_PATH_IMAGE065
as the current temperature of the motor is being set, dTthe difference between the upper limit of the motor temperature and the current motor temperature is obtained. Combining equations 3-1 and 3-2, it can be seen that the maximum torque of the reverse torque braking mode of the electric machine is achieved without overheating the electric machine
Figure 372308DEST_PATH_IMAGE029
The above equation 3 is satisfied.
When the braking torque is required
Figure 416488DEST_PATH_IMAGE016
Greater than maximum torque of reverse torque braking mode of the motor
Figure 18370DEST_PATH_IMAGE029
Time, required braking torque
Figure 602936DEST_PATH_IMAGE016
If the torque cannot be satisfied by the torque of the reverse torque braking mode of the motor, the torque of the friction braking mode needs to be superposed
Figure DEST_PATH_IMAGE066
And decelerating, and meeting the following conditions when a reverse torque braking mode and a friction braking mode of the motor work together:
Figure DEST_PATH_IMAGE068
… … equations 3-3
Wherein the torque generated when the reverse torque braking mode of the motor
Figure 505032DEST_PATH_IMAGE029
At =0, the required braking torque is provided entirely by the friction braking mode, i.e.
Figure DEST_PATH_IMAGE070
… … equations 3-4.
In the embodiment of the invention, because the motor has certain thermal inertia and the monitoring point of the motor temperature is not necessarily the highest temperature point, the problems of thermal conduction inconsistency, thermal inertia and the like of the motor need to be considered at the torque point of the intervention of the friction braking mode.
In order to reduce the error of the brake mode selection caused by the temperature detection error, the maximum torque of the reverse torque brake needs to be corrected, and the corrected maximum torque of the reverse torque brake mode of the motor is
Figure DEST_PATH_IMAGE071
：
Figure DEST_PATH_IMAGE072
… … equation 4
Wherein the content of the first and second substances,
Figure 375905DEST_PATH_IMAGE037
is a thermal inertia correction term of the motor,
Figure 402767DEST_PATH_IMAGE039
is a correction term for the inconsistency of the heat conduction of the motor,
Figure 782234DEST_PATH_IMAGE037
>1 and
Figure 7679DEST_PATH_IMAGE039
>1。
maximum torque when braking by reverse torque
Figure 455978DEST_PATH_IMAGE029
Under-correction causes the intervention of the friction braking mode to be too late, thereby causing the problems of shaking, prolonged braking distance and the like caused by discontinuous braking torque transition, and over-correction causes the problems of premature intervention of the friction braking mode, thereby reducing the service life of the friction braking system and the like. Therefore, in the embodiment of the invention, the mode switching is carried out more quickly by predicting the temperature of the motor in advance in the reverse torque braking process, so that the intervention time of the friction braking mode can be more accurate to a certain extent, and the braking performance is improved.
In an embodiment of the present invention, the braking process may be predicted based on equation 5 belowkMotor temperature at time + 1
Figure 32453DEST_PATH_IMAGE041
：
Figure DEST_PATH_IMAGE073
… … equation 5
Wherein, the first and the second end of the pipe are connected with each other,
Figure 693241DEST_PATH_IMAGE045
as to the mass of the motor,
Figure 773193DEST_PATH_IMAGE047
in order to melt the materials in an equivalent ratio,
Figure 392393DEST_PATH_IMAGE049
is composed of kThe required braking torque at the moment + 1,
Figure 456164DEST_PATH_IMAGE051
is composed of kThe wheel speed at the time of braking at + 1,
Figure 920643DEST_PATH_IMAGE053
is the motor temperature at the starting moment, and
Figure DEST_PATH_IMAGE074
is composed of kThe motor temperature at the moment.
Considering that the liquid-cooled motor needs to satisfy thermal equilibrium during the reverse torque braking mode of the motor, i.e.
Figure DEST_PATH_IMAGE076
… … Eq.5-1
Wherein the content of the first and second substances,
Figure 386260DEST_PATH_IMAGE045
is the mass of the motor,
Figure 441940DEST_PATH_IMAGE047
In order to melt the materials in an equivalent ratio,
Figure DEST_PATH_IMAGE078
in order to be the temperature of the cooling liquid,
Figure DEST_PATH_IMAGE080
the heat is released from the motor, and the temperature of the cooling liquid is not greatly influenced in a short braking process, so that the temperature of the motor at the beginning of braking can be approximately regarded as the cooling liquidTemperature, therefore combining equation 5-1, braking processkMotor temperature at time + 1
Figure DEST_PATH_IMAGE081
Can be predicted by equation 5.
Alternatively, referring to FIG. 2, the control subsystem in step 103 decelerates the vehicle using the regenerative braking mode.
At step 1031, the control subsystem inputs a regenerative braking mode signal and the target rear wheel torque to a rear wheel drive subsystem.
At step 1032, the rear wheel drive subsystem adjusts the torque of the rear wheels of the vehicle to the target rear wheel torque and converts kinetic energy during deceleration to electrical energy via an inverter according to the regenerative braking mode signal.
Therefore, the control subsystem adopts the regenerative braking mode to decelerate the vehicle, and converts kinetic energy in the deceleration process into electric energy, so as to achieve the effect of recycling the energy.
Optionally, the determining, by the control subsystem in step S103, that the vehicle reaches the target rear wheel torque corresponding to the target vehicle body speed according to the current wheel speed and the target vehicle body speed includes: the control subsystem calculates a difference between the current wheel speed and the target body speed, and determines a target rear wheel torque required for the vehicle to reach the target body speed based on the difference.
The method further comprises the following steps: the control subsystem determines the target rear wheel torque as a deceleration torque when the direction of the target rear wheel torque is opposite to the direction of the current torque of the rear wheels.
For example, if the target vehicle body speed is 20 km/h, and the current wheel speed is 40 km/h, the control subsystem calculates the difference between the current wheel speed and the target vehicle body speed to be 20 km/h, and determines the target rear wheel torque required for the vehicle to reach the target vehicle body speed of 20 km/h according to the difference of 20 km/h, and the target rear wheel torque required for the target vehicle body speed of 20 km/h is a deceleration torque since the target rear wheel torque required for the target vehicle body speed of 20 km/h is opposite to the direction of the current torque.
At step S104, the high-voltage battery subsystem stores the electric energy converted from regenerative braking deceleration.
In this embodiment, the electric energy storage capacity of the high-voltage battery subsystem has a preset upper limit, and when the stored electric energy reaches the preset upper limit, the electric energy obtained by the regenerative braking deceleration conversion cannot be stored, so that it is necessary to determine whether the electric energy converted by the regenerative braking mode can be stored in the high-voltage battery subsystem in step S103, so as to avoid that the electric energy converted by the regenerative braking mode cannot be stored and the electric energy in the regenerative braking mode is wasted.
Optionally, the power recovery method for a vehicle according to the present embodiment further includes: and when the high-voltage battery subsystem can not store the electric energy obtained by the conversion of the regenerative braking mode, the control subsystem selects a friction braking mode or a reverse torque braking mode of the motor to decelerate the vehicle according to a braking priority algorithm.
In this way, the vehicle is decelerated using the reverse torque braking mode and/or the friction braking mode of the electric machine when the high voltage battery subsystem is unable to store electrical energy resulting from the conversion of the regenerative braking mode. The other braking modes are provided, so that the vehicle can conveniently complete the braking process, and the safe driving of the vehicle is ensured.
In correspondence with the above method embodiment, referring to fig. 3, the disclosed embodiment also provides a power recovery system 200 of a vehicle, the system 200 comprising:
a sensor subsystem 201 for acquiring current wheel speed;
the accelerator subsystem 202 is used for acquiring a target vehicle body speed;
and a control subsystem 203 for selecting a braking mode to decelerate the vehicle according to the method from step S101 to step S104, if the target rear wheel torque is a deceleration torque.
In this embodiment, the vehicle power recovery system 200 further includes a high voltage battery subsystem 204 for storing electrical energy converted from regenerative braking deceleration.
Optionally, the control subsystem 203 is further configured to select a reverse torque braking mode and/or a friction braking mode of the electric machine to decelerate the vehicle according to a braking priority algorithm when the high voltage battery subsystem is unable to store the electrical energy converted from the regenerative braking mode.
Optionally, referring to fig. 4, the control subsystem 203 is further configured to input a regenerative braking mode signal and the retarding torque to a rear wheel drive subsystem 205;
the rear wheel drive subsystem 205 is further configured to adjust the torque of the rear wheels of the vehicle to the target rear wheel torque, and convert kinetic energy during deceleration into electrical energy via an inverter according to the regenerative braking mode signal.
Optionally, the control subsystem 203 is further configured to calculate a difference between the current wheel speed and the target body speed, and determine a target rear wheel torque required by the vehicle to reach the target body speed according to the difference; and when the direction of the target rear wheel torque is opposite to the direction of the current torque of the rear wheel, determining that the target rear wheel torque is a deceleration torque.
The power recovery system of the vehicle provided in this embodiment can correspondingly execute the contents in the above-mentioned power recovery method embodiment of the vehicle, and the details of the parts not described in detail in this embodiment refer to the contents described in the above-mentioned method embodiment, which are not described again here.
The embodiment of the disclosure also provides a vehicle, which comprises the power recovery system of the vehicle provided in the embodiment.
The vehicle of the present embodiment may correspondingly execute the contents in the foregoing method embodiments, and details of the parts of the present embodiment that are not described in detail refer to the contents described in the foregoing method embodiments, which are not described again here.
Embodiments of the present disclosure also provide a computer-readable storage medium storing a computer program that, when run on a processor, performs the method of power recovery of a vehicle in the aforementioned method embodiments.
The computer-readable storage medium provided in the embodiments of the present disclosure may correspondingly execute the contents in the above method embodiments, and details of the parts not described in detail in this embodiment refer to the contents described in the above method embodiments, which are not described herein again.
The disclosed embodiments also provide a computer program product comprising a computer program stored on a non-transitory computer readable storage medium, the computer program comprising program instructions which, when executed by a computer, cause the computer to perform the method of power recovery of a vehicle in the aforementioned method embodiments.
The computer program product of the present embodiment may correspondingly execute the contents of the embodiment of the power recovery method for a vehicle, and details of the embodiment are not described herein with reference to the contents described in the embodiment of the method.
It should be noted that the computer readable medium in the present disclosure can be a computer readable signal medium or a computer readable storage medium or any combination of the two. A computer readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the foregoing. More specific examples of the computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the present disclosure, a computer readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. The computer readable medium may be embodied in an electronic device; or may be present alone without being incorporated into the electronic device.
Computer program code for carrying out operations for aspects of the present disclosure may be written in any combination of one or more programming languages, including an object oriented programming language such as java, smalltalk, C + +, and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code may execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet service provider).
The flowchart and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present disclosure. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.
The units described in the embodiments of the present disclosure may be implemented by software or hardware. Where the name of an element does not in some cases constitute a limitation on the element itself.
It should be understood that portions of the present disclosure may be implemented in hardware, software, firmware, or a combination thereof.
The above description is only for the specific embodiments of the present disclosure, but the scope of the present disclosure is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present disclosure should be covered within the scope of the present disclosure. Therefore, the protection scope of the present disclosure shall be subject to the protection scope of the claims.

Claims (7)

1. A method of recovering power of a vehicle, characterized by comprising:
the sensor subsystem acquires the current wheel speed;
the accelerator subsystem acquires a target vehicle body speed;
the control subsystem determines that the vehicle reaches a target rear wheel torque corresponding to the target vehicle body speed according to the current wheel speed and the target vehicle body speed,
wherein, in the event that the target rear wheel torque is a retarding torque, the control subsystem selects a braking mode to retard the vehicle in accordance with a braking priority algorithm, the braking mode including at least one of a regenerative braking mode, a reverse torque braking mode of the electric machine, and a friction braking mode;
the control subsystem selecting a braking mode to decelerate the vehicle according to a braking priority algorithm comprises:
judging whether the high-voltage battery subsystem can store the electric energy obtained by the deceleration conversion of the regenerative braking mode and whether the transient charging current of the high-voltage battery subsystem exceeds the preset upper limit of the charging current of the high-voltage battery subsystem,
when the high-voltage battery subsystem can store electric energy obtained through the speed reduction conversion of the regenerative braking mode, and the transient charging current of the high-voltage battery subsystem does not exceed the preset upper limit of the charging current of the high-voltage battery, the control subsystem selects the regenerative braking mode to decelerate the vehicle; and
wherein the control subsystem selects a reverse torque braking mode of the electric machine to decelerate the vehicle when the high-voltage battery subsystem is unable to store electric energy obtained by the regenerative braking mode deceleration conversion and/or a transient charging current of the high-voltage battery subsystem exceeds a preset upper limit of a charging current of the high-voltage battery, wherein the control subsystem selects to decelerate the vehicle by superimposing a torque of a friction braking mode on a maximum torque of the reverse torque braking mode of the electric machine when the maximum torque provided by the reverse torque braking mode of the electric machine is less than a braking required torque, and wherein the control subsystem selects to decelerate the vehicle by the friction braking mode entirely when the maximum torque of the reverse torque braking mode of the electric machine is 0;
when the vehicle is decelerated using the reverse torque braking mode of the motor, the following equation 3 is also satisfied:
Figure 429409DEST_PATH_IMAGE001
… … equation 3
Wherein the content of the first and second substances,
Figure 965432DEST_PATH_IMAGE002
is the maximum torque of the reverse torque braking mode of the motor,
Figure 137788DEST_PATH_IMAGE003
in order to control the flow rate of the cooling liquid,cthe specific heat capacity of the cooling liquid is,
Figure 292825DEST_PATH_IMAGE004
the upper limit of the temperature of the motor is,
Figure 358870DEST_PATH_IMAGE005
as the current temperature of the motor is being set,
Figure 206741DEST_PATH_IMAGE006
wheel speed at braking;
the method further includes performing a motor temperature prediction:
predicting a braking process based on equation 5 belowkMotor temperature at time + 1
Figure 866392DEST_PATH_IMAGE007
：
Figure 949755DEST_PATH_IMAGE008
… … equation 5
Wherein the content of the first and second substances,
Figure 480093DEST_PATH_IMAGE009
as to the mass of the motor,
Figure 498865DEST_PATH_IMAGE010
in order to melt the materials in an equivalent ratio,
Figure 507797DEST_PATH_IMAGE011
is composed ofkThe required braking torque at the moment + 1,
Figure 270216DEST_PATH_IMAGE012
is composed ofkThe wheel speed at the time of braking at + 1,
Figure 186220DEST_PATH_IMAGE013
is the motor temperature at the starting moment, and
Figure 234947DEST_PATH_IMAGE014
is composed ofkThe motor temperature at the moment.
2. The power recovery method of a vehicle according to claim 1,
when the following equation 1 is satisfied:
Figure 603612DEST_PATH_IMAGE015
… … equation 1
Determining that the high voltage battery subsystem is capable of storing electrical energy resulting from a regenerative braking mode transition, wherein,
Figure 904143DEST_PATH_IMAGE017
in order to achieve the efficiency of power recovery,
Figure 799287DEST_PATH_IMAGE018
in order to provide the kinetic energy for the vehicle,
Figure 894282DEST_PATH_IMAGE019
the SOC is the state of charge of the battery, which is the battery capacity.
3. The power recovery method of a vehicle according to claim 1,
when the following equation 2 is satisfied:
Figure 15821DEST_PATH_IMAGE020
… … equation 2
Judging that the transient charging current of the high-voltage battery subsystem does not exceed a preset upper limit of the charging current of the high-voltage battery, wherein,
Figure 979098DEST_PATH_IMAGE021
is the charging current in the power recovery,
Figure 604114DEST_PATH_IMAGE022
charging the high voltage battery with an upper limit of a charging current, the charging current
Figure 135590DEST_PATH_IMAGE021
With braking torque
Figure 603480DEST_PATH_IMAGE024
In connection therewith, the battery charging current upper limit
Figure 245814DEST_PATH_IMAGE022
The current state of charge (SOC) of the battery and the temperature of the batteryTAnd (4) correlating.
4. The power recovery method of a vehicle according to claim 1,
maximum torque when reverse torque braking mode of electric machine
Figure 990916DEST_PATH_IMAGE025
The torque of the superimposed friction braking mode is less than the torque required for braking
Figure 817927DEST_PATH_IMAGE026
The speed of the motor is reduced, and the speed of the motor is reduced,
wherein the maximum torque when the reverse torque braking mode of the motor
Figure 382901DEST_PATH_IMAGE002
Where =0, the braking required torque is completely provided by the friction braking mode.
5. The power recovery method of a vehicle according to claim 1, characterized in that the method further comprises a torque capacity for a reverse torque braking mode of the electric machine
Figure 828925DEST_PATH_IMAGE002
And (5) correcting:
the corrected maximum torque of the reverse torque braking mode of the motor is
Figure 553168DEST_PATH_IMAGE027
：
Figure 426446DEST_PATH_IMAGE028
… … equation 4
Wherein the content of the first and second substances,
Figure 478715DEST_PATH_IMAGE029
is a thermal inertia correction term of the motor,
Figure 587486DEST_PATH_IMAGE030
a correction term for the inconsistency of the heat conduction of the motor,
Figure 41601DEST_PATH_IMAGE029
>1 and
Figure 959483DEST_PATH_IMAGE030
>1。
6. a power recovery system for a vehicle, the system comprising:
a sensor subsystem for acquiring a current wheel speed;
the accelerator subsystem is used for acquiring the target vehicle body speed;
a control subsystem for selecting a braking mode to decelerate the vehicle in accordance with one of the methods of claims 2-5, when the target rear wheel torque is a deceleration torque.
7. A vehicle characterized by comprising the power recovery system of the vehicle of claim 6.
CN202211110357.6A 2022-09-13 2022-09-13 Vehicle power recovery method and system and vehicle Active CN115195485B (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN202211110357.6A CN115195485B (en) 2022-09-13 2022-09-13 Vehicle power recovery method and system and vehicle
PCT/CN2023/115631 WO2024055841A1 (en) 2022-09-13 2023-08-30 Vehicle power recovery method and system, and vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202211110357.6A CN115195485B (en) 2022-09-13 2022-09-13 Vehicle power recovery method and system and vehicle

Publications (2)

Publication Number Publication Date
CN115195485A CN115195485A (en) 2022-10-18
CN115195485B true CN115195485B (en) 2022-12-27

Family

ID=83573501

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202211110357.6A Active CN115195485B (en) 2022-09-13 2022-09-13 Vehicle power recovery method and system and vehicle

Country Status (2)

Country Link
CN (1) CN115195485B (en)
WO (1) WO2024055841A1 (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115195485B (en) * 2022-09-13 2022-12-27 达芬骑动力科技(北京)有限公司 Vehicle power recovery method and system and vehicle
CN116301090B (en) * 2023-05-15 2023-10-31 北京阿帕科蓝科技有限公司 Motor temperature control system and method and electric vehicle

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6709075B1 (en) * 2000-08-07 2004-03-23 Ford Global Technologies, Llc System and method for braking an electric drive vehicle on a low Mu surface
CN203902310U (en) * 2014-04-09 2014-10-29 万向电动汽车有限公司 Parallel connection type regenerative braking system of electric automobile
US10308120B2 (en) * 2017-04-12 2019-06-04 Ford Global Technologies, Llc Optimizing regenerative braking efficiency in a hybrid vehicle
CN107719131B (en) * 2017-08-30 2021-01-12 浙江工业大学之江学院 Electric automobile braking force distribution method based on braking time identification
DE102020110741A1 (en) * 2020-04-21 2021-10-21 Bayerische Motoren Werke Aktiengesellschaft Apparatus and method for effecting deceleration of a vehicle
CN111907500A (en) * 2020-08-07 2020-11-10 格陆博科技有限公司 Novel electro-hydraulic combined braking system and braking method thereof
CN113320394B (en) * 2021-06-22 2022-03-25 东风汽车集团股份有限公司 Adaptive multi-mode energy recovery method and system based on road condition identification
CN113335288A (en) * 2021-08-06 2021-09-03 达芬骑动力科技(北京)有限公司 Vehicle power recovery method and system and vehicle
CN217048286U (en) * 2021-12-15 2022-07-26 无锡江南智造科技股份有限公司 Control system for long-distance continuous downhill braking in automatic driving
CN114906107A (en) * 2022-05-27 2022-08-16 苏州山岚动力技术有限公司 Secondary braking assistance and multi-section type deceleration torque control system of vehicle
CN115195485B (en) * 2022-09-13 2022-12-27 达芬骑动力科技(北京)有限公司 Vehicle power recovery method and system and vehicle

Also Published As

Publication number Publication date
CN115195485A (en) 2022-10-18
WO2024055841A1 (en) 2024-03-21

Similar Documents

Publication Publication Date Title
CN115195485B (en) Vehicle power recovery method and system and vehicle
KR102241376B1 (en) Vehicle control device and control method
JP5514661B2 (en) Drive control device for electric vehicle
KR102012159B1 (en) Torque control method and torque control device
US9849870B2 (en) Hybrid vehicle having switch control function of travel mode based on map information
JP5319860B1 (en) Electric vehicle
JP2007253715A (en) Vehicle controller and vehicle control method
JP2007189764A (en) Motor controller and electric vehicle with it
JP2016120780A (en) Control system of hybrid vehicle
JP2020065379A (en) Brake control device of vehicle
JP6295919B2 (en) Control device
KR102138328B1 (en) Apparatus and method for driving car
JP6075018B2 (en) Electric vehicle control device, electric vehicle including the same, and electric vehicle control method
JP2014039415A (en) Charge control device
JP2013115937A (en) Control system for electric vehicle
JP6652804B2 (en) Electric motor control device
JP2009077549A (en) Power supply device
CN113335288A (en) Vehicle power recovery method and system and vehicle
JP2007221914A (en) Controller for secondary battery for vehicle
KR101525730B1 (en) Method for engine generation controlling of hybrid electric vehicle
JP6194847B2 (en) vehicle
JP7183614B2 (en) Drive control device for vehicle drive system
JP6874652B2 (en) Battery system
JP6424731B2 (en) Vehicle control device
JP2018061370A (en) Power supply system control device

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant