CN116442793A - Control system and method for improving energy feedback limitation of electric automobile - Google Patents
Control system and method for improving energy feedback limitation of electric automobile Download PDFInfo
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- CN116442793A CN116442793A CN202310224354.3A CN202310224354A CN116442793A CN 116442793 A CN116442793 A CN 116442793A CN 202310224354 A CN202310224354 A CN 202310224354A CN 116442793 A CN116442793 A CN 116442793A
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Classifications
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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
- B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
- B60L7/26—Controlling the braking effect
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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
- B60L7/22—Dynamic electric resistor braking, combined with dynamic electric regenerative braking
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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Abstract
The invention relates to a control system and a method for improving energy feedback limitation of an electric automobile, wherein the system comprises the following steps: the whole vehicle controller is used for acquiring power feedback information of the vehicle in real time; according to the power feedback information, calculating feedback power of the vehicle, judging a quadrant of a motor in the motor assembly, and sending a brake compensation request to a chassis brake controller or the motor assembly; the chassis brake controller is used for responding to a brake compensation request sent by the whole vehicle controller, executing hydraulic brake compensation and feeding corresponding first brake information back to the whole vehicle controller; and the motor component is used for responding to the braking compensation request sent by the whole vehicle controller, executing driving or feedback torque and feeding back corresponding second braking information to the whole vehicle controller. The invention ensures consistent deceleration feeling in the sliding/braking deceleration process through hydraulic braking compensation, improves high driving comfort, improves energy feedback, avoids overcharge warning of the high-voltage battery, and prolongs the service life of the high-voltage battery.
Description
Technical Field
The invention belongs to the technical field of vehicle power control, and particularly relates to a control system and method for improving energy feedback limitation of an electric automobile.
Background
The existing electric automobile generally has poor driving experience due to insufficient energy feedback capability of a power system in the following scenes:
scene 1: the high-voltage battery is close to full power, the feedback capability is insufficient, the throttle is loosened to slide and feedback (the user selects a strong feedback level), the deceleration sense is obviously weakened, and the normal deceleration sense is restored until the power consumption of the vehicle is more;
scene 2: the high SOC in the high-voltage battery is in a low-temperature environment below minus 10 ℃, the feedback capability is limited, the sliding feedback of the throttle is released (the user selects a strong feedback level), the deceleration sense is obviously weakened, and the normal deceleration sense is recovered after the high-voltage battery is heated;
scene 3: the high-voltage battery is close to full power, feedback capability is insufficient, the vehicle runs forward and the speed is greater than 3kph, a driver cuts R gear from D gear, and because the motor works in a fourth quadrant (the rotating speed is positive and the torque is negative), the motor negative torque request is limited in order to avoid the overcharge of the battery, particularly in a larger downhill road section, the vehicle forwards rushes, and the vehicle cannot fall down even if the driver steps on an accelerator.
Scene 4: the high-voltage battery is close to full power, feedback capability is insufficient, the vehicle backs and the vehicle speed is greater than 3kph, the driver cuts the D gear from the R gear, and because the motor works in the second quadrant (the rotating speed is negative and the torque is positive), the motor positive torsion request can be limited in order to avoid the overcharge of the battery, particularly in a larger downhill road section, the vehicle is backward-rushed, and the vehicle can not fall down even if the driver steps on the accelerator.
Scene 5: middle and low SOC, but limited capability degradation, insufficient system feedback capability, and loose throttle sliding feedback (the user selects a strong feedback level), and obviously reduced deceleration feel.
In view of the above, most existing electric vehicles generally deal with the following ways, but there are some drawbacks.
Mode one: when the electric automobile is detected to be in a torque reversing working condition and the driving motor is in an energy recovery state, the feedback capacity is improved by automatically starting an air conditioner and heat management equipment to increase the power consumption, but the electric automobile is mainly aimed at scenes 3 and 4, the risk of no falling exists on a large and long slope, and the air conditioner is started unexpectedly in an environment with proper temperature;
mode two: and the sliding deceleration target is sent to a braking system, the braking system performs electrohydraulic distribution, the hydraulic braking is matched with electric braking feedback to decelerate and park, and the hydraulic braking is compensated when the electric feedback capacity is insufficient. This is mainly for scenes 1 and 2 and 5, but scenes 3 and 4 are not considered.
Mode three: through reducing the power generation efficiency of the motor, the distribution proportion of the mechanical power of the motor to the electric energy and the heat energy is adjusted, so that the electric energy converted from the same mechanical energy is greatly reduced, the residual mechanical energy is absorbed by the environment by low-quality heat energy, and the deceleration requirement of the whole vehicle can be met even if the residual mechanical energy is limited by the recovery power of a battery. This is mainly applicable to scenarios 1 and 2, partly applicable to scenarios 3 and 4, but not to scenario 5, and for situations where the deceleration request is far beyond battery recovery power or long time deceleration, the motor may heat up severely, damaging the hardware.
Disclosure of Invention
In order to solve the problem of insufficient energy feedback capability of a power system of an electric vehicle in different scenes, the first aspect of the invention provides a control system for improving energy feedback limitation of the electric vehicle, which comprises a whole vehicle controller, a chassis brake controller and a motor component, wherein the whole vehicle controller is used for acquiring power feedback information of the vehicle in real time, and the power feedback information comprises an accelerator pedal opening signal, a movement direction, a gear signal and a charge state of a power battery; according to the power feedback information, calculating feedback power of the vehicle, judging a quadrant of a motor in the motor assembly, and sending a brake compensation request to a chassis brake controller or the motor assembly; the chassis brake controller is used for responding to a brake compensation request sent by the whole vehicle controller, executing hydraulic brake compensation and feeding corresponding first brake information back to the whole vehicle controller; the motor component is used for responding to a brake compensation request sent by the whole vehicle controller, executing driving or feedback torque and feeding back corresponding second brake information to the whole vehicle controller.
In some embodiments of the present invention, the whole vehicle controller includes: the power feedback information comprises an accelerator pedal opening signal, a movement direction, a gear signal and a state of charge of a power battery; the judging module is used for calculating feedback power of the vehicle and judging the quadrant of the motor in the motor assembly according to the power feedback information; and the braking request module is used for sending a braking compensation request to the chassis braking controller or the motor component according to the feedback capacity of the vehicle and the quadrant where the motor component is located.
Further, the brake request module includes: a first braking request unit for sending a braking compensation request to the chassis braking controller according to the difference between the feedback power of the own vehicle and the target torque request fed back by the current coasting; and the second braking request unit is used for sending a braking compensation request to the motor component according to the difference between the feedback power of the vehicle and the target torque request fed back by the current sliding.
In some embodiments of the invention, the chassis brake controller comprises: a first control unit for controlling a speed and a movement direction of the own vehicle; the second control unit is used for responding to a brake compensation request sent by the whole vehicle controller and executing hydraulic brake compensation; and the feedback unit is used for feeding back the hydraulic braking torque applied to the wheel end to the whole vehicle controller.
Further, the second control unit responds to a brake compensation request sent by the whole vehicle controller through a hydraulic compensation deceleration available mark and a hydraulic compensation deceleration activation mark to execute hydraulic brake compensation.
In the above embodiment, further comprising: and the battery management system is used for providing the charge state information of the power battery for the whole vehicle controller and controlling the power battery.
In a second aspect of the present invention, a control method for improving energy feedback limitation of an electric vehicle is provided, including: acquiring power feedback information of the vehicle in real time, wherein the power feedback information comprises an accelerator pedal opening signal, a movement direction, a gear signal and a state of charge of a power battery; according to the power feedback information, calculating feedback power of the vehicle, judging a quadrant of a motor in the motor assembly, and sending a brake compensation request to a chassis brake controller or the motor assembly; responding to a brake compensation request sent by the whole vehicle controller, executing hydraulic brake compensation, and feeding corresponding first brake information back to the whole vehicle controller; and responding to a brake compensation request sent by the whole vehicle controller, executing driving or feedback torque, and feeding back corresponding second brake information to the whole vehicle controller.
Further, the calculating the feedback power of the vehicle and determining the quadrant of the motor in the motor assembly, and sending a brake compensation request to the chassis brake controller or the motor assembly, includes: according to the difference between the feedback power of the vehicle and the target torque request fed back by the current sliding, a brake compensation request is sent to a chassis brake controller; and sending a brake compensation request to the motor component according to the difference between the feedback power of the vehicle and the target torque request fed back by the current sliding.
In a third aspect of the present invention, there is provided an electronic apparatus comprising: one or more processors; and the storage device is used for storing one or more programs, and when the one or more programs are executed by the one or more processors, the one or more processors realize the control method for improving the energy feedback limitation of the electric automobile provided by the second aspect of the invention.
In a fourth aspect of the present invention, a computer readable medium is provided, on which a computer program is stored, wherein the computer program, when executed by a processor, implements the control method for improving energy feedback limitation of an electric vehicle provided in the second aspect of the present invention.
The beneficial effects of the invention are as follows: according to the scheme, when the feedback capacity of the power system is limited due to the fact that the high-voltage battery is full of electricity or the motor is degraded, the difference value part of the deceleration target request and the feedback capacity of the system can be sent to the braking system to carry out hydraulic braking, and therefore consistent deceleration feeling in the sliding/braking deceleration process is guaranteed. The scheme can also be used for limiting the feedback capacity of the power system when the vehicle speed direction is inconsistent with the gear, and preventing the motor from generating electricity to cause the overcharge of the high-voltage battery, responding to the operation of stepping on the accelerator, and applying hydraulic braking to the braking system by using the difference part of the acceleration target request and the feedback capacity of the system, so that the vehicle speed is quickly reduced to zero, the vehicle is helped to fall down, and the effect is obvious especially in the case of large downhill.
This scheme can be well adapted to the 5 above-mentioned scenes, compares current coping scheme to have more advantage:
in the second mode, the whole temperature area can be covered, and the normal work of the thermal management is not influenced;
compared with the third mode, the hydraulic braking system takes electric feedback as a main component and hydraulic compensation as an auxiliary component, increases the hydraulic braking scene of stepping on the accelerator during gear shifting, has initiative right in a power system instead of a chassis system, has more flexible control mode and reduces the dependence of suppliers; compared with the fourth mode, the motor efficiency reduction interval is limited, the hydraulic braking can respond to larger target speed reduction, and the gear shifting is more direct and effective when the accelerator is stepped on to stop, so that electric quantity waste is avoided.
Drawings
FIG. 1 is a schematic diagram of a basic structure of an electric vehicle improved energy feedback limited control system according to some embodiments of the present invention;
FIG. 2 is a schematic diagram illustrating an embodiment of an improved energy feedback limited control system for an electric vehicle according to the present invention;
FIG. 3 is a schematic flow chart of a control method for improving energy feedback limitation of an electric vehicle according to some embodiments of the invention;
FIG. 4 is a second flowchart of a control method for improving energy feedback limitation of an electric vehicle according to some embodiments of the invention;
FIG. 5 is a schematic diagram illustrating an improved energy feedback limited control method for an electric vehicle according to some embodiments of the present invention;
fig. 6 is a schematic structural diagram of an electronic device in some embodiments of the invention.
Detailed Description
The principles and features of the present invention are described below with reference to the drawings, the examples are illustrated for the purpose of illustrating the invention and are not to be construed as limiting the scope of the invention.
Referring to fig. 1 and fig. 2, in a first aspect of the present invention, there is provided a control system for improving energy feedback limitation of an electric vehicle, including a whole vehicle controller 11, a chassis brake controller 12, and a motor assembly 13, where the whole vehicle controller 11 is configured to obtain power feedback information of a vehicle in real time, where the power feedback information includes an accelerator pedal opening signal, a movement direction, a gear signal, and a state of charge of a power battery; according to the power feedback information, calculating feedback power of the vehicle, judging the quadrant of the motor in the motor assembly 13, and sending a brake compensation request to the chassis brake controller 12 or the motor assembly 13; the chassis brake controller 12 is configured to respond to a brake compensation request sent by the vehicle controller 11, perform hydraulic brake compensation, and feed corresponding first brake information back to the vehicle controller 11; the motor assembly 13 is configured to respond to a brake compensation request sent by the vehicle controller 11, perform driving or feedback torque, and feed back corresponding second brake information to the vehicle controller 11.
In some embodiments of the present invention, the whole vehicle controller 11 includes: the power feedback information comprises an accelerator pedal opening signal, a movement direction, a gear signal and a state of charge of a power battery; the judging module is used for calculating feedback power of the vehicle and judging the quadrant of the motor in the motor component 13 according to the power feedback information; and the braking request module is used for sending a braking compensation request to the chassis braking controller 12 or the motor assembly 13 according to the feedback capacity of the vehicle and the quadrant where the motor assembly 13 is positioned.
Referring to fig. 2, in some specific embodiments, the vehicle controller 11 (VCU, vehicle Control Unit) is configured to calculate a minimum power system capacity (i.e., a system feedback capacity) according to the allowable charge power and SOC of the high-voltage battery and the maximum and minimum allowable torque of the motor; arbitrating whether the motor is in a second or fourth quadrant according to signals of the vehicle movement direction and the PRND gear direction; calculating a sliding feedback target torque request (the movement direction of the vehicle is consistent with the gear direction) and an accelerator torque request (the movement direction of the vehicle is inconsistent with the gear direction) according to the vehicle speed and the accelerator opening degree signal, then calculating a target difference value (a hydraulic compensation deceleration torque request) between the sliding feedback target torque request and the system feedback capacity, and performing hydraulic braking compensation by an outgoing IPB;
without loss of generality, the quadrants of the motor divide the motor operation interval into four quadrants according to the abscissa (motor speed) and the ordinate (motor torque): the first quadrant, the rotational speed is positive, the torque is positive, the electric acceleration advances the state; the second quadrant, the rotational speed is negative, the torque is positive, reverse braking state, generate electricity at this moment; a third quadrant, the rotating speed is negative, the torque is negative, and the electric acceleration is in a reverse state; and in the fourth quadrant, the rotating speed is positive, the torque is negative, and the vehicle advances to a braking state, and at the moment, power generation is performed.
Judging conditions that the IPB system supports hydraulic compensation (a hydraulic compensation deceleration available mark), the power system is fault-free, the target difference exceeds a set value and the like to send an enabling signal to the IPB (hydraulic compensation deceleration request enabling).
The power feedback information is mainly transmitted through a GSM gear selector and an AP accelerator pedal sensor, wherein: and the GSM gear selector is used for converting the gear shifting operation of the driver into a PRND gear signal. And the AP accelerator pedal sensor is used for converting the degree of the driver's loose stepping on the accelerator pedal into an accelerator opening signal in unit percent.
Further, the brake request module includes: a first braking request unit for issuing a braking compensation request to the chassis braking controller 12 according to a difference between the feedback power of the own vehicle and the target torque request of the current coasting feedback; a second braking request unit for issuing a braking compensation request to the motor assembly 13 according to a difference between the feedback power of the own vehicle and the target torque request of the current coasting feedback.
In some embodiments of the present invention, the chassis brake controller 12 includes: a first control unit for controlling a speed and a movement direction of the own vehicle; a second control unit for performing hydraulic brake compensation in response to a brake compensation request issued by the whole vehicle controller 11; and a feedback unit for feeding back the hydraulic braking torque applied to the wheel end to the vehicle controller 11.
Specifically, the chassis brake controller 12 is configured to provide vehicle speed, vehicle direction of movement (stationary, forward, reverse); setting a hydraulic compensation deceleration available mark according to whether an internal braking system is normal (without faults affecting hydraulic braking); if the PDCM sets the hydraulic-pressure-compensation deceleration request enable, hydraulic-pressure braking compensation is performed in response to the hydraulic-pressure-compensation deceleration torque request, and a feedback function is activated (hydraulic-pressure-compensation deceleration activation flag); the hydraulic braking torque actually applied to the wheel end by the chassis (chassis actual hydraulic braking torque) is supplied to the PDCM.
Further, the second control unit performs hydraulic brake compensation in response to a brake compensation request issued by the whole vehicle controller 11 through the hydraulic-compensation-deceleration-available flag and the hydraulic-compensation-deceleration-activation flag.
In the above embodiment, further comprising: a Battery management system (Battery ManagementSystem, BMS) for providing the state of charge information of the power Battery to the vehicle controller 11 and controlling the power Battery. Namely: providing allowable battery discharge power and SOC to the PDCM computing system for feedback capability, and limiting the allowable battery discharge power to be very low in order to protect the battery from being overcharged, so that the service life of the battery is too fast; at medium-high SOC, the chemical activity of the battery can be influenced by the low-temperature environment below minus 10 ℃, the allowable discharge power of the battery can be limited to be very low, and the phenomenon of overcharge is avoided.
Example 2
Referring to fig. 5, in a second aspect of the present invention, a control method for improving energy feedback limitation of an electric vehicle is provided, including: s100, acquiring power feedback information of a vehicle in real time, wherein the power feedback information comprises an accelerator pedal opening signal, a movement direction, a gear signal and a state of charge of a power battery; s200, according to the power feedback information, calculating feedback power of the vehicle, judging a quadrant of a motor in a motor assembly, and sending a brake compensation request to a chassis brake controller or the motor assembly; s300, responding to a brake compensation request sent by the whole vehicle controller, executing hydraulic brake compensation, and feeding corresponding first brake information back to the whole vehicle controller; s400, responding to a brake compensation request sent by the whole vehicle controller, executing driving or feedback torque, and feeding back corresponding second brake information to the whole vehicle controller.
Further, in step S200, the calculating the feedback power of the vehicle and determining the quadrant of the motor in the motor assembly, and sending a brake compensation request to the chassis brake controller or the motor assembly includes: according to the difference between the feedback power of the vehicle and the target torque request fed back by the current sliding, a brake compensation request is sent to a chassis brake controller; and sending a brake compensation request to the motor component according to the difference between the feedback power of the vehicle and the target torque request fed back by the current sliding.
Referring to fig. 3, in some embodiments of the present invention, the initial state D range coasting feedback capability is limited, the high voltage battery is full or low temperature environment, and the feedback limited hydraulic compensation deceleration is improved, which specifically includes:
step 1: d, sliding by loosening the throttle at a higher speed;
step 2: the IPB judges that the braking system is normal and does not affect hydraulic braking fault, and informs the PDCM of setting of a hydraulic compensation deceleration available mark;
step 3: the PDCM calculates the minimum capacity of the power system (i.e., the system feedback capacity) in real time according to the allowable charge power and SOC of the high-voltage battery and the maximum and minimum allowable torque of the motor, calculates the current coasting feedback target torque request according to the vehicle speed and the accelerator, and then obtains the absolute value of the difference between the two.
Step 4: PDCM judges that the following conditions are all satisfied, sets an enable flag (hydraulic-pressure-compensation-deceleration-available flag=cure), and gives a target difference to the hydraulic-pressure-compensation deceleration torque request to IPB. A1, hydraulic compensation deceleration available mark=cure; b1, no fault exists in a power system; c1, non-P/N gear; d1, |target difference| exceeds a set value;
step 5: the IPB responds to the hydraulic compensation retarding torque request, performs hydraulic braking compensation, and feeds back the following signals: A. hydraulic compensation deceleration activation flag = Active; B. providing hydraulic braking torque actually applied to wheel ends by the chassis;
step 6: the vehicle keeps consistent deceleration feel before feedback is limited;
step 7: the driver steps on the accelerator or parks the vehicle, and the target difference value can be reduced to 0Nm;
step 8: PDCM will cancel the enable flag (hydraulic offset retard available flag=false) and issue a hydraulic offset retard torque request to IPB of 0Nm;
step 9: the IPB releases the hydraulic brake, feeding back the following signals: A. hydraulic pressure compensation deceleration activation flag = Inactive; B. the actual hydraulic braking torque of the chassis is 0Nm;
step 10: the flow ends.
Referring to fig. 4, in some scenarios, in an initial state, where the vehicle speed direction is inconsistent with the gear, the high-voltage battery is full of electricity or in a low-temperature environment, feedback is limited, and hydraulic compensation deceleration is implemented by the following steps:
step 21: the vehicle moves forwards, and R gear is cut from D; or the vehicle moves backwards, and D gear is cut from R;
step 22: the IPB judges that the braking system is normal and does not affect hydraulic braking fault, and informs the PDCM of setting of a hydraulic compensation deceleration available mark;
step 23: PDCM arbitrates whether the motor is in the second or fourth quadrant depending on the vehicle direction of motion and PRND gear: a first quadrant, in which the vehicle is moving forward and D-gear; the second quadrant, the vehicle is backward and D gear; third quadrant, vehicle is backward and R gear; fourth quadrant, vehicle forward and R gear. It is understood that the gears of a general vehicle include D-forward gear, P-park gear, R-reverse gear, N-neutral, S-motion gear, L-low gear, etc.;
step 24: the PDCM calculates the minimum capacity of the power system (namely the feedback capacity of the system) in real time according to the allowable charging power and the SOC of the high-voltage battery and the maximum and minimum allowable torque of the motor, calculates the current accelerator torque request according to the vehicle speed and the accelerator, and then obtains the absolute value of the difference value of the vehicle speed and the accelerator torque request;
step 25: PDCM judges that the following conditions are all satisfied, sets an enable flag (hydraulic-pressure-compensation-deceleration-available flag=cure), and gives a target difference to the hydraulic-pressure-compensation deceleration torque request to IPB. Condition A1, hydraulic pressure compensated retard available flag=cure; b1, a power system has no fault C1 and is in a non-P/N gear; d1, |target difference| exceeds a set value;
step 26: the IPB responds to the hydraulic compensation retarding torque request, performs hydraulic braking compensation, and feeds back the following signals: A. hydraulic compensation deceleration activation flag = Active; B. providing hydraulic braking torque actually applied to wheel ends by the chassis;
step 27: the trend of the vehicle in the opposite direction is that the hydraulic braking is restrained, and the vehicle speed is reduced to about 0 kph;
step 28: the PDCM judges that the motor is close to the first quadrant or the third quadrant quickly, and sets the target difference value to 0Nm;
step 29: PDCM will cancel the enable flag (hydraulic offset retard available flag=false) and issue a hydraulic offset retard torque request to IPB of 0Nm;
step 30: the IPB releases the hydraulic brake, feeding back the following signals: A. hydraulic pressure compensation deceleration activation flag = Inactive; B. the actual hydraulic braking torque of the chassis is 0Nm;
step 31: the vehicle is completely dropped, and the PDCM is driven in the shift direction in response to the driver's acceleration operation.
Example 3
Referring to fig. 6, a third aspect of the present invention provides an electronic device, including: one or more processors; and the storage device is used for storing one or more programs, and when the one or more programs are executed by the one or more processors, the one or more processors realize the control method for improving the energy feedback limitation of the electric automobile in the second aspect.
The electronic device 500 may include a processing means (e.g., a central processing unit, a graphics processor, etc.) 501 that may perform various appropriate actions and processes in accordance with programs stored in a Read Only Memory (ROM) 502 or loaded from a storage 508 into a Random Access Memory (RAM) 503. In the RAM503, various programs and data required for the operation of the electronic apparatus 500 are also stored. The processing device 501, the ROM502, and the RAM503 are connected to each other via a bus 504. An input/output (I/O) interface 505 is also connected to bus 504.
The following devices may be connected to the I/O interface 505 in general: input devices 506 including, for example, a touch screen, touchpad, keyboard, mouse, camera, microphone, accelerometer, gyroscope, etc.; an output device 507 including, for example, a Liquid Crystal Display (LCD), a speaker, a vibrator, and the like; storage 508 including, for example, a hard disk; and communication means 509. The communication means 509 may allow the electronic device 500 to communicate with other devices wirelessly or by wire to exchange data. While fig. 6 shows an electronic device 500 having various means, it is to be understood that not all of the illustrated means are required to be implemented or provided. More or fewer devices may be implemented or provided instead. Each block shown in fig. 6 may represent one device or a plurality of devices as needed.
In particular, according to embodiments of the present disclosure, the processes described above with reference to flowcharts may be implemented as computer software programs. For example, embodiments of the present disclosure include a computer program product comprising a computer program embodied on a computer readable medium, the computer program comprising program code for performing the method shown in the flowcharts. In such an embodiment, the computer program may be downloaded and installed from a network via the communication means 509, or from the storage means 508, or from the ROM 502. The above-described functions defined in the methods of the embodiments of the present disclosure are performed when the computer program is executed by the processing device 501. It should be noted that the computer readable medium described in the embodiments of the present disclosure may be a computer readable signal medium or a computer readable storage medium or any combination of the two. The computer readable storage medium can be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or a combination of any 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 an embodiment of 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. Whereas in embodiments of the present disclosure, the computer-readable signal medium may comprise a data signal propagated in baseband or as part of a carrier wave, with computer-readable program code embodied therein. Such a propagated data signal may take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination of the foregoing. A computer readable signal medium may also be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. Program code embodied on a computer readable medium may be transmitted using any appropriate medium, including but not limited to: electrical wires, fiber optic cables, RF (radio frequency), and the like, or any suitable combination of the foregoing.
The computer readable medium may be contained in the electronic device; or may exist alone without being incorporated into the electronic device. The computer readable medium carries one or more computer programs which, when executed by the electronic device, cause the electronic device to:
computer program code for carrying out operations of embodiments of the present disclosure may be written in one or more programming languages, including an object oriented programming language such as Java, smalltalk, C ++, python 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 kind of network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or may be connected to an external computer (for example, through the Internet using an Internet service provider).
The flowcharts 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 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 foregoing description of the preferred embodiments of the invention is not intended to limit the invention to the precise form disclosed, and any such modifications, equivalents, and alternatives falling within the spirit and scope of the invention are intended to be included within the scope of the invention.
Claims (10)
1. The control system for improving energy feedback limitation of the electric automobile comprises a whole automobile controller, a chassis brake controller and a motor component, and is characterized in that,
the whole vehicle controller is used for acquiring power feedback information of the vehicle in real time, wherein the power feedback information comprises an accelerator pedal opening signal, a movement direction, a gear signal and a state of charge of a power battery; according to the power feedback information, calculating feedback power of the vehicle, judging a quadrant of a motor in the motor assembly, and sending a brake compensation request to a chassis brake controller or the motor assembly;
the chassis brake controller is used for responding to a brake compensation request sent by the whole vehicle controller, executing hydraulic brake compensation and feeding corresponding first brake information back to the whole vehicle controller;
the motor component is used for responding to a brake compensation request sent by the whole vehicle controller, executing driving or feedback torque and feeding back corresponding second brake information to the whole vehicle controller.
2. The control system for improving energy feedback limitation of an electric vehicle according to claim 1, wherein the whole vehicle controller comprises:
the power feedback information comprises an accelerator pedal opening signal, a movement direction, a gear signal and a state of charge of a power battery;
the judging module is used for calculating feedback power of the vehicle and judging the quadrant of the motor in the motor assembly according to the power feedback information;
and the braking request module is used for sending a braking compensation request to the chassis braking controller or the motor component according to the feedback capacity of the vehicle and the quadrant where the motor component is located.
3. The electric vehicle improved energy feedback limited control system of claim 2, wherein the brake request module comprises:
a first braking request unit for sending a braking compensation request to the chassis braking controller according to the difference between the feedback power of the own vehicle and the target torque request fed back by the current coasting;
and the second braking request unit is used for sending a braking compensation request to the motor component according to the difference between the feedback power of the vehicle and the target torque request fed back by the current sliding.
4. The control system for improving energy feedback limitation of an electric vehicle of claim 1, wherein the chassis brake controller comprises:
a first control unit for controlling a speed and a movement direction of the own vehicle;
the second control unit is used for responding to a brake compensation request sent by the whole vehicle controller and executing hydraulic brake compensation;
and the feedback unit is used for feeding back the hydraulic braking torque applied to the wheel end to the whole vehicle controller.
5. The control system for improving energy feedback limitation of an electric vehicle according to claim 4, wherein the second control unit performs hydraulic brake compensation in response to a brake compensation request issued by the vehicle control unit through a hydraulic compensation deceleration available flag and a hydraulic compensation deceleration activation flag.
6. The control system for improving energy feedback limitation of an electric vehicle according to any one of claims 1 to 5, further comprising:
and the battery management system is used for providing the charge state information of the power battery for the whole vehicle controller and controlling the power battery.
7. The control method for improving energy feedback limitation of the electric automobile is characterized by comprising the following steps of:
acquiring power feedback information of the vehicle in real time, wherein the power feedback information comprises an accelerator pedal opening signal, a movement direction, a gear signal and a state of charge of a power battery;
according to the power feedback information, calculating feedback power of the vehicle, judging a quadrant of a motor in the motor assembly, and sending a brake compensation request to a chassis brake controller or the motor assembly;
responding to a brake compensation request sent by the whole vehicle controller, executing hydraulic brake compensation, and feeding corresponding first brake information back to the whole vehicle controller;
and responding to a brake compensation request sent by the whole vehicle controller, executing driving or feedback torque, and feeding back corresponding second brake information to the whole vehicle controller.
8. The method of claim 7, wherein calculating the feedback power of the vehicle and determining the quadrant in which the motor in the motor assembly is located, and sending a brake compensation request to the chassis brake controller or the motor assembly comprises:
according to the difference between the feedback power of the vehicle and the target torque request fed back by the current sliding, a brake compensation request is sent to a chassis brake controller;
and sending a brake compensation request to the motor component according to the difference between the feedback power of the vehicle and the target torque request fed back by the current sliding.
9. An electronic device, comprising: one or more processors; storage means for storing one or more programs that, when executed by the one or more processors, cause the one or more processors to implement the method of improving energy feedback limited control of an electric vehicle according to any one of claims 7 to 8.
10. A storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the control method for improving energy feedback limitation of an electric vehicle according to any one of claims 7 to 8.
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| CN202310224354.3A CN116442793A (en) | 2023-03-08 | 2023-03-08 | Control system and method for improving energy feedback limitation of electric automobile |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117416213A (en) * | 2023-11-20 | 2024-01-19 | 燕山大学 | Dual-mode coupling driving type automobile feedback braking failure composite control system and method |
| CN117681666A (en) * | 2023-12-29 | 2024-03-12 | 武汉路特斯汽车有限公司 | Sliding recovery control method, whole vehicle controller and electric vehicle |
-
2023
- 2023-03-08 CN CN202310224354.3A patent/CN116442793A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117416213A (en) * | 2023-11-20 | 2024-01-19 | 燕山大学 | Dual-mode coupling driving type automobile feedback braking failure composite control system and method |
| CN117681666A (en) * | 2023-12-29 | 2024-03-12 | 武汉路特斯汽车有限公司 | Sliding recovery control method, whole vehicle controller and electric vehicle |
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