CN115384317A - 具有电动马达的车辆及其行驶控制方法 - Google Patents

具有电动马达的车辆及其行驶控制方法 Download PDF

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Publication number
CN115384317A
CN115384317A CN202111611896.3A CN202111611896A CN115384317A CN 115384317 A CN115384317 A CN 115384317A CN 202111611896 A CN202111611896 A CN 202111611896A CN 115384317 A CN115384317 A CN 115384317A
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control function
variable control
level
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inaccessible
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CN202111611896.3A
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赵真谦
文盛郁
金明佑
朴俊泳
金成德
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Hyundai Motor Co
Kia Corp
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Hyundai Motor Co
Kia Corp
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Publication of CN115384317A publication Critical patent/CN115384317A/zh
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    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract

本发明涉及一种具有电动马达的车辆及其行驶控制方法。根据一个实施例的将电动马达作为动力源的电动车辆的行驶控制方法包括判断可变控制功能是否可进入。可变控制功能包括利用再生制动力可变地控制滑行转矩级别的功能。当判断可变控制功能可进入时，执行与可变控制功能可进入的判断对应的控制；当判断可变控制功能不可进入时，判断可变控制功能不可进入的原因；以及执行与当判断可变控制功能不可进入时判断可变控制功能不可进入的原因对应的控制。

Description

具有电动马达的车辆及其行驶控制方法
技术领域
本发明涉及一种具有电动马达的车辆及其行驶控制方法。
背景技术
在字典意义上，滑行行驶是指在不输出驱动力的情况下利用车辆行驶惯性来继续行驶。通常，滑行行驶是指车辆在不操作加速踏板(APS)和制动踏板(BPS)的状态下行驶。
在滑行行驶期间施加在驱动轴上的转矩被称为滑行转矩。在一般的内燃机车辆中，即使在没有踏板操作的状态下，发动机的怠速转矩也通过变矩器和变速器传递到驱动轴。该转矩被称为蠕行(creep)转矩。
在滑行行驶期间，该蠕行转矩通过发动机传递到驱动轴，并且由于车速导致的行驶载荷沿与蠕行转矩的方向相反的方向施加。蠕行转矩和行驶转矩的总和构成滑行转矩。参照图1描述滑行转矩。
图1是示出在一般车辆执行滑行行驶的情况下滑行转矩与车速之间的关系的示例的曲线图。
参照图1，在车速较低的情况下，变速器一般处于低档。因此，在变速器的输入齿轮(input gear)的速度低于发动机怠速时的RPM的情况下，发动机的怠速转矩被传递，因此车辆以蠕行转矩行驶。相反，在高车速下，变速器处于相对较高的档位，因此变速器输入齿轮的速度高于发动机怠速时的RPM。在这种情况下，由于切断发动机的燃料供应(燃料切断)而引起的阻力(drag)被传递，因此产生滑行转矩。
由于对环境的日益关注，已经开发出利用电动马达作为驱动源的电动车辆，例如混合动力电动车辆(hybrid electric vehicle，HEV)或电动车辆(electric vehicle，EV)。
电动车辆未配备发动机，或者电动车辆的发动机并非一直在运行。因此，不会出现由发动机引起的蠕行转矩。然而，通常，为了实现一般内燃机的特性，执行通过驱动马达产生蠕行转矩的控制。因此，在配备有电动马达的车辆中，如图1所示，在低速情况下，模拟由于内燃机在怠速时的驱动力和变矩器的转矩倍增效应而产生的正向转矩。此外，在高速情况下，模拟由于燃料供应被切断的发动机的阻力而产生的反向转矩。将模拟正向转矩的区间称为蠕行区间，将模拟反向转矩的区间称为滑行区间。在这种情况下，反向转矩可以实现为再生制动。
在电动车辆中，在制动期间，马达和液压摩擦制动器一起作为发电机运行。因此，车辆的动能被转换为电能，从而产生制动。这种类型的制动称为再生制动。
在电动车辆中，通过可调节再生制动量的装置(例如，拨片式换档杆)改变再生制动量，即滑行级别。因此，提供了享受驾驶乐趣和在实际道路上提高燃料效率的功能。参照图2描述该功能。
图2是示出滑行级别的一般概念的曲线图。
参照图2，以彼此不同的五个滑行转矩示出图1所示的车速和施加在车轴上的总转矩之间的关系。具体地，每次拉动拨片式换档杆的负号(“-”)侧，再生制动量增加一级，因此车辆减速度增加。每次拉动正号(“+”)侧，再生制动量减小一级，因此车辆减速度减小。因此，在车辆中，滑行级别越高且车速越低，由于再生制动而发生的减速越大。
然而，在电动车辆中，在电池或马达因高速行驶或高负载行驶而处于高温的情况下或者在电池的充电状态(SOC)大于或等于预定值的情况下，再生制动是不可能的。因此，尽管驾驶员希望执行滑行级别控制功能，但不能进入滑行级别控制功能。
发明内容
本发明涉及一种具有电动马达的电动车辆及其行驶控制方法。具体实施例涉及一种能够扩大执行控制再生制动级别的功能的可能性范围的电动车辆以及电动车辆的行驶控制方法。
本发明的实施例提供一种能够扩大进入滑行级别控制功能的可能性范围的电动车辆以及电动车辆的行驶控制方法。
本发明的另一实施例旨在提供一种在驾驶员有可能执行滑行级别控制功能的情况下设置进入滑行级别控制功能的条件的电动车辆以及电动车辆的行驶控制方法。
本发明不限于上述技术实施例。通过以下描述，本发明所属领域的普通技术人员将理解其它技术实施例。
根据本发明的实施例，提供一种将电动马达作为动力源的电动车辆的行驶控制方法，该方法包括判断进入可变控制功能的可能性，可变控制功能包括利用再生制动力可变地控制滑行转矩级别的功能；当判断可变控制功能不可进入时，判断可变控制功能不可进入的原因；以及以与进入可变控制功能的可能性和可变控制功能不可进入的原因对应的方式执行用于解决可变控制功能不可进入的原因的控制。
根据本发明的另一实施例，提供一种包括电动马达和控制单元的电动车辆，其中控制单元包括判断单元，其判断进入可变控制功能的可能性，可变控制功能包括利用再生制动力可变地控制滑行转矩级别的功能，并且当判断可变控制功能不可进入时，判断可变控制功能不可进入的原因；和控制器，其以与进入可变控制功能的可能性和可变控制功能不可进入的原因对应的方式执行用于解决可变控制功能不可进入的原因的控制。
根据本发明的至少一个实施例的如上所述配置的电动车辆可以扩大进入滑行级别控制功能的可能性范围。
特别地，通过预测驾驶员执行滑行级别控制功能的可能性，然后通过采取措施解决滑行级别控制功能不可进入的原因，可以扩大进入滑行级别控制功能的可能性范围。
本发明的实施例不限于上述实施例。根据以下描述，其它实施例对于本发明所属领域的普通技术人员将是显而易见的。
附图说明
可以参照以下附图详细描述布置和实施例，其中相同的附图标记指代相同的元件，并且其中：
图1是示出在一般车辆中执行滑行行驶的情况下滑行转矩与车速之间的关系的示例的曲线图；
图2是示出滑行级别的一般概念的曲线图；
图3是示出根据本发明实施例的控制过程的曲线图；
图4是示出根据本发明实施例的控制器的配置示例的示图；
图5是示出根据本发明实施例的表示功能可进入的通知信息的示例的视图；以及
图6是示出根据本发明实施例的车辆行驶控制方法的示例的流程图。
具体实施方式
下面将参照附图详细描述本发明的实施例，以使得本发明所属领域的普通技术人员能够在没有过度实验的情况下进行实践。本发明可以以各种不同的形式实施并且不限于以下描述的实施例。附图中省略了在清楚地描述本发明时不必要的图示，并且在整个说明书中相同的构成元件具有相同的附图标记。
除非另有说明，否则在整个说明书中使用的表述“包括构成元件”表示可以进一步包括任意其它构成元件，而不是排除任意其它构成元件。另外，在整个说明书中被赋予相同附图标记的构成元件是相同的。
根据本发明的实施例，在通过操作车辆中的预定装置以利用根据车速的可变再生制动量来可变地控制滑行转矩级别的功能时，当该功能不可进入时，驾驶员可以通过考虑执行该功能的可能性以采取措施解决功能不可进入的原因，从而扩大进入功能的可能性范围。
在下文中，为了便于描述，车辆中用于设置滑行转矩级别的预定装置假设为出于说明目的而选择的拨片式换档杆，但并不必限于此。对于本领域的普通技术人员来说显而易见的是，可以利用诸如拨盘、按键按钮和开关的各种形式的操作装置中的一种来代替拨片式换档杆。另外，为方便起见，将上述控制滑行转矩级别的功能称为“滑行级别可变控制功能”，或者假设拨片式换档杆应用于控制滑行转矩级别的功能，将上述控制滑行转矩级别的功能称为“拨片再生控制”。另外，应用本发明的实施例的电动车辆可以包括混合动力电动车辆(hybrid electric vehicle，HEV)、电动车辆(electric vehicle，EV)和燃料电池电动车辆(fuel cell electric vehicle，FCEV)。本发明的实施例可以应用于能够利用马达作为其驱动源并控制再生制动转矩的任意类型的电动车辆。
图3是示出根据本发明实施例的控制过程的曲线图。
图3的上部的曲线图示出在拨片再生控制期间通常出现的问题。图3的下部的曲线图示出根据本发明实施例的用于扩大进入拨片再生控制的可能性范围的控制过程。图3中的两个曲线图中的每一个的横轴表示时间，两个曲线图中的每一个的纵轴表示电池温度。然而，纵轴可以表示马达温度或电池的SOC而不是电池温度。
首先，参照图3的上部的曲线图，在电池温度下降到“开启(on)”基准以下的情况下，通过驾驶员操作拨片式换档杆，可以进入拨片再生控制。随后，当电池温度由于车辆使用马达行驶或再生制动而上升至“关闭(off)”基准时，拨片再生控制关闭。一般电动车辆不执行单独的电池冷却操作。因此，尽管驾驶员稍后再次试图操作拨片式换档杆，但拨片再生控制不可进入。
根据本发明的实施例，当拨片再生控制不可进入时，例如如图3的下部的曲线图所示，当电池温度上升到“关闭”基准时，判断是否有可能执行拨片再生控制。当判断结果满足预设条件时，通过执行主动电池冷却控制使电池温度下降到“开启”基准以下。因此，当驾驶员请求拨片再生控制时，可以立即进入拨片再生控制。因此，可以扩大进入拨片再生控制的可能性范围。
图4是示出根据本发明实施例的控制器的配置示例的示图。
参照图4，根据本发明实施例的用于执行扩大进入拨片再生控制的可能性范围的控制的控制单元100可以包括判断单元110和控制器120。
另外，输入到控制单元100中的多条信息可以包括关于车辆是否准备好行驶的信息(对应于内燃发动机车辆的点火(IG)开启(on)的HEV就绪、EV就绪等)、是否可执行拨片再生控制的信息、进入拨片再生控制的请求、前方减速事件的信息(交通拥堵、转弯车道、测速摄像头等)、拨片再生控制不可进入的原因等。其中，拨片再生控制不可进入的原因可能是例如电池过充电、马达或电池温度过高等，但不限于此。
另外，由控制单元100输出的多条信息可以包括用于操作点控制的信息、用于限制通过马达再生制动的信息、电池充电和放电的信息等。
电动车辆(EV)的控制单元100可以被实现为例如车辆控制单元(vehicle controlunit，VCU)的一种功能，但不限于此。混合动力电动车辆(HEV)的控制单元100可以被实现为例如混合动力控制单元(hybrid control unit，HCU)，但不限于此。作为另一个实施示例，控制单元100可以是与VCU或HCU分开设置的控制单元。
关于输入信息的来源，关于车辆是否准备好行驶的信息、关于是否可执行拨片再生控制的信息等可由HCU自身判断/保留，并且可以从导航系统获得关于前方减速事件的信息。另外，可以从电池控制单元(例如电池管理系统(battery management system，BMS))和马达控制单元(motor control unit，MCU)获得拨片再生控制不可进入的原因。
另外，各种输出信息可以被传送到控制动力传动系的高级控制单元，例如，HCU或VCU。
包括在马达控制单元(MCU)和混合动力控制单元(HCU)等的术语控制单元仅被广泛用于指控制车辆特定功能的控制器，因此并不表示通用功能单元。例如，每个控制单元可以包括通信接口装置、存储器和一个或多个处理器以执行分配给它的功能控制。通信接口与例如传感器的另一个控制单元通信。操作系统、逻辑命令语言、输入信息、输出信息等存储在存储器中。一个或多个处理器执行功能控制所需的判断、计算、确定等。
下面将描述判断单元110和控制器120的各自功能。
判断单元110可以包括进入判断单元111、执行判断单元112和原因判断单元113。
进入判断单元111判断拨片再生控制是否可进入。更具体地，在大多数情况下，在电动车辆中，在电池过充电状态或在过高温度情况下拨片再生控制不可进入。在电池过充电状态下，不能通过拨片再生控制对高压电池进行进一步充电。当由于高速/高负荷行驶而过度使用电动车辆的动力传动系电动(power train electric，PE)组件进而使马达、电池和逆变器中的至少一个上升到预定温度值以上时，发生过高温度情况。
执行判断单元112可以利用多个控制级别来判断执行拨片再生控制的最终可能性。多个控制级别是所设置的控制级别的级别的总和。对于与进入拨片再生控制的可能性相关的每个事件，控制级别逐级提高。例如，在有两个事件与进入拨片再生控制的可能性相关的情况下，可以将进入拨片再生控制的可能性设置为0级、1级或2级。具体地，在驾驶员试图通过操作拨片式换档杆进入拨片再生控制，但拨片再生控制为不可进入的情况下，驾驶员很可能会在短时间内再次试图进入拨片再生控制。在这种情况下，执行判断单元112将控制级别提高一级。另外，在通过导航交通信息提醒驾驶员前方发生交通拥堵或减速事件(转弯、摄像头、IC等)的情况下，驾驶员很可能将重新试图进入拨片再生控制。在这种情况下，执行判断单元112也可以将控制级别提高一级。
原因判断单元113可以判断拨片再生控制不可进入是由于电池过充电还是由于例如电池、逆变器或马达的PE组件的温度过高引起的。
判断单元110可以将由执行判断单元112判断的进入拨片再生控制的级别和由原因判断单元113判断的拨片再生控制不可进入的原因发送到控制器120。
控制器120可以包括放电控制单元121、PE冷却控制单元122和进入可能性通知单元123。
在电池过充电和PE组件温度过高导致拨片再生控制不可进入的情况下，控制器120可以首先通过PE冷却控制单元122执行电池、逆变器、马达等的冷却控制，然后可以通过放电控制单元121执行SOC放电控制。这是因为PE组件在放电控制之前需要被冷却。
在电池过充电导致拨片再生控制不可进入的情况下，放电控制单元121可以执行SOC放电控制。例如，在(P)HEV中，在控制级别为1级的情况下，通过执行操作点控制来获得低SOC，该操作点控制在产生驾驶员所需的转矩时以高于发动机输出转矩的方式增加马达的输出转矩。另外，在控制级别为2级的情况下，作为限制在制动期间由马达产生的再生制动量的方法，通过防止对电池进一步充电来抑制获得高SOC。
在由于电池、逆变器、马达等温度过高导致拨片再生控制不可进入的情况下，PE冷却控制单元122执行PE组件的冷却控制。例如，在控制级别为1级的情况下，限制电池的充电/放电以控制降低PE组件的温度。另外，在控制级别为2级的情况下，限制在制动期间马达产生的再生制动量，从而防止PE组件的温度因由马达充电而进一步升高。
当通过放电控制单元121的放电控制或通过PE冷却控制单元122的冷却控制获得拨片再生控制可进入的状态时，通知单元123可以控制预定的输出单元以通知驾驶员拨片再生控制变为可进入。参照图5描述该通知。
图5是示出根据本发明实施例的表示功能可进入的通知信息的示例的视图。
参照图5，可以在可以进行图形显示的组合仪表400的显示区域410上输出拨片再生控制变为可进入的信息。然而，这里提供图形显示是为了说明的目的，因此可以以警告灯的形式输出通知信息而不是图形显示。另外，当然，显示在组合仪表400的显示区域410上的通知信息可以显示在作为预定输出单元的平视显示器(HUD)或主机单元(head unit)的显示器上。
以上描述的控制方法以图6中的流程图的形式概括。
图6是示出根据本发明实施例的车辆行驶控制方法的示例的流程图。在图6中，为方便起见，拨片再生控制功能简称为“功能”。
参照图6，在获得车辆可以行驶的状态的情况下(S601中的“是”)，进入判断单元111判断拨片再生控制功能是否可进入(S602)。当判断拨片再生控制功能可进入时(S602中的“是”)，激活拨片再生控制功能。当判断拨片再生控制功能不可进入时(S602中的“否”)，执行判断单元112判断控制级别。
具体地，初始控制级别为0级(S603)。在驾驶员试图通过操作诸如拨片式换档杆的操作单元来进入拨片再生控制功能的情况下(S604中的“是”)，将控制级别提高一级(S605)。
另外，前方的预定距离以内发生减速事件的情况下(S606中的“是”)，可以将控制级别提高一级(S607)。
例如，前方未发生减速事件但驾驶员试图进入拨片再生控制功能的情况下，控制级别为1级。在驾驶员未试图进入拨片再生控制功能但是前方发生减速事件的情况下，控制级别也为1级。在驾驶员试图进入拨片再生控制功能并且前方也发生减速事件的情况下，控制级别为2级。当然，在没有发生减速事件且驾驶员未试图进入拨片再生控制的情况下，控制级别为0级。在控制级别被设置为“0”的情况下，控制器120可以既不执行放电控制也不执行PE组件的冷却控制。
原因判断单元113可以判断拨片再生控制不可进入的原因。在判断PE组件温度过高导致拨片再生控制不可进入的情况下(S608中的“是”)，原因判断单元113可以执行对应于控制级别的PE组件的冷却控制。例如，在控制级别为1级的情况下(S609中的“是”)，PE冷却控制单元122可以限制电池充电/放电的功率(S610)。在控制级别为2级的情况下(S611中的“是”)，PE冷却控制单元122可以限制马达的再生制动(S612)。根据本发明的另一实施例，步骤S609可以改为“控制级别是否为1级以上？”。在这种情况下，当控制级别为2级时，可以同时限制电池充电/放电和马达的再生制动。
另外，在原因判断单元113判断电池过充电导致拨片再生控制不可进入的情况下(S613)，可以执行对应于控制级别的放电控制。例如，在控制级别为1级(S614中的“是”)且电动车辆为(P)HEV的情况下，放电控制单元121可以执行控制使得所需转矩中的马达份额增加(S615)。在控制级别为2级的情况下(S616中的“是”)，放电控制单元121可以限制马达的再生制动(S617)。根据本发明的另一实施例，步骤S614可以改为“控制级别是否为1级以上？”。在这种情况下，当控制级别为2级时，可以增加所需转矩中的马达份额，同时可以限制马达的再生制动。另外，在电动车辆没有电动马达以外的驱动源的情况下(例如电动车辆为EV的情况)，可以省略步骤S614和步骤S615。
随后，在拨片再生控制不可进入的原因都被PE冷却控制或放电控制解决的情况下(S618中的“是”)，通过预定的输出单元，通知进入可能性通知单元123可以输出表示拨片再生控制可进入的通知信息(S619)。
通过以上描述的电动车辆控制方法，基于交通信息和驾驶员的意图扩大了进入拨片再生控制的可能性范围。因此，拨片再生控制具有无需任何硬件改变即可执行的优点。
根据本发明实施例的上述方法可以通过作为计算机可读代码存储在计算机可读介质上来实现。计算机可读介质包括存储可由计算机系统读取的数据的所有类型的记录装置。计算机可读介质的示例包括硬盘驱动器(HDD)、固态盘(SSD)、硅盘驱动器(SDD)、ROM、RAM、CD-ROM、磁带、软盘、光学数据存储装置等。
因此，在所有方面，不应以限制方式，而是应以说明的方式解释本公开。本发明的范围由所附权利要求书的合理组合确定。对本发明实施例所作的所有等同修改均属于本发明的范围。

Claims (19)

1.一种将电动马达作为动力源的电动车辆的行驶控制方法，包括：
判断进入可变控制功能的可能性，所述可变控制功能包括利用再生制动力可变地控制滑行转矩级别的功能；
当判断所述可变控制功能不可进入时，判断所述可变控制功能不可进入的原因；以及
以与进入所述可变控制功能的可能性和所述可变控制功能不可进入的原因对应的方式执行用于解决所述可变控制功能不可进入的原因的控制。
2.根据权利要求1所述的方法，其中，基于驾驶员进入所述可变控制功能的意图和导航信息，将进入所述可变控制功能的可能性分类为多个级别。
3.根据权利要求2所述的方法，其中，所述驾驶员进入所述可变控制功能的意图基于用于激活所述可变控制功能而输入的命令判断，所述导航信息基于前方的预定距离以内是否发生减速事件判断。
4.根据权利要求2所述的方法，其中，所述可变控制功能不可进入的原因包括动力传动系电动组件的过高温度或电池的过充电。
5.根据权利要求4所述的方法，其中，响应于所述可变控制功能不可进入的原因为所述动力传动系电动组件的过高温度并且进入所述可变控制功能的可能性为第一级，执行所述控制包括限制所述电池充电和放电的功率。
6.根据权利要求4所述的方法，其中，响应于所述可变控制功能不可进入的原因为所述动力传动系电动组件的过高温度并且进入所述可变控制功能的可能性为高于第一级的第二级，执行所述控制进一步包括限制所述电动马达的再生制动。
7.根据权利要求4所述的方法，其中，响应于所述可变控制功能不可进入的原因为所述电池的过充电并且进入所述可变控制功能的可能性为第一级，执行所述控制包括控制以增加所需转矩中的所述电动马达的份额。
8.根据权利要求4所述的方法，其中，响应于所述可变控制功能不可进入的原因为所述电池的过充电并且进入所述可变控制功能的可能性为高于第一级的第二级，执行所述控制进一步包括限制所述电动马达的再生制动。
9.根据权利要求1所述的方法，进一步包括：
解决所述可变控制功能不可进入的原因；以及
响应于解决所述可变控制功能不可进入的原因，通过输出单元输出所述可变控制功能可进入的通知。
10.一种非暂时性计算机可读记录介质，其上记录有用于执行根据权利要求1所述的方法的程序。
11.一种电动车辆，包括：
电动马达；以及
控制单元，被配置为：
判断进入可变控制功能的可能性，所述可变控制功能包括利用再生制动力可变地控制滑行转矩级别的功能；
当判断所述可变控制功能不可进入时，判断所述可变控制功能不可进入的原因；以及
以与进入所述可变控制功能的可能性和所述可变控制功能不可进入的原因对应的方式执行用于解决所述可变控制功能不可进入的原因的控制。
12.根据权利要求11所述的电动车辆，其中，进入所述可变控制功能的可能性包括基于驾驶员进入所述可变控制功能的意图和导航信息分类的多个级别。
13.根据权利要求12所述的电动车辆，其中，所述驾驶员进入所述可变控制功能的意图基于用于激活所述可变控制功能而输入的命令判断，所述导航信息基于前方的预定距离以内是否发生减速事件判断。
14.根据权利要求12所述的电动车辆，其中，所述可变控制功能不可进入的原因包括动力传动系电动组件的过高温度或电池的过充电。
15.根据权利要求14所述的电动车辆，其中，响应于所述可变控制功能不可进入的原因为所述动力传动系电动组件的过高温度并且进入所述可变控制功能的可能性为第一级，所述控制单元限制所述电池充电和放电的功率。
16.根据权利要求14所述的电动车辆，其中，响应于所述可变控制功能不可进入的原因为所述动力传动系电动组件的过高温度并且进入所述可变控制功能的可能性为高于第一级的第二级，所述控制单元限制所述电动马达的再生制动。
17.根据权利要求14所述的电动车辆，其中，响应于所述可变控制功能不可进入的原因为所述电池的过充电并且进入所述可变控制功能的可能性为第一级，所述控制单元执行控制以增加所需转矩中的所述电动马达的份额。
18.根据权利要求14所述的电动车辆，其中，响应于所述可变控制功能不可进入的原因为所述电池的过充电并且进入所述可变控制功能的可能性为高于第一级的第二级，所述控制单元限制所述电动马达的再生制动。
19.根据权利要求11所述的电动车辆，其中，响应于解决所述可变控制功能不可进入的原因，所述控制单元通过输出单元输出所述可变控制功能可进入的通知。
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