CN117863889A - New energy vehicle energy recovery control system - Google Patents
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
- B60L7/18—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
- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18109—Braking
- B60W30/18127—Regenerative braking
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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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/12—Speed
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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
- 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
- B60L2240/421—Speed
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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
本发明公开了一种新能源车能量回收控制系统，涉及新能源汽车技术领域，其包括：转子检测单元、逆变器模块和MCU模块；其中，MCU模块配置为：接收车辆的驾驶行为信号；当驾驶行为信号符合预设的动能回收条件，则根据转子的转速调整逆变器模块输出的交流电频率f；交流电频率f导入预设的公式ns为旋转磁场的速度，p为预先记录的电机的极数；令交流电机的旋转磁场速度ns小于转子的转速。本申请具有改善新能源车的能量回收效率的效果。
The present invention discloses an energy recovery control system for a new energy vehicle, which relates to the technical field of new energy vehicles, and comprises: a rotor detection unit, an inverter module and an MCU module; wherein the MCU module is configured to: receive a driving behavior signal of a vehicle; when the driving behavior signal meets a preset kinetic energy recovery condition, adjust the alternating current frequency f output by the inverter module according to the rotation speed of the rotor; the alternating current frequency f is introduced into a preset formula n s is the speed of the rotating magnetic field, and p is the pre-recorded number of poles of the motor; the rotating magnetic field speed n s of the AC motor is set to be less than the speed of the rotor. The present application has the effect of improving the energy recovery efficiency of new energy vehicles.
Description
技术领域Technical Field
本申请涉及新能源汽车技术领域，尤其是涉及一种新能源车能量回收控制系统。The present application relates to the technical field of new energy vehicles, and in particular to an energy recovery control system for new energy vehicles.
背景技术Background technique
新能源车是指使用非传统燃料作为动力来源或不完全依赖传动燃料作为动力来源的车辆，国内主要指电动车、混动车辆。New energy vehicles refer to vehicles that use non-traditional fuels as a power source or do not completely rely on transmission fuel as a power source. In China, they mainly refer to electric vehicles and hybrid vehicles.
为了延长上述电动车的续航里程，目前除了对电池技术进行改进外，还可以通过能源回收实现。电动车能源回收技术是一项允许车辆在减速或制动时将一部分动能转换回电能储存于电池中，从而延长行驶里程的技术。这一过程主要依赖于电动车的核心部件——电机的物理原理，电机不仅能将电能转化为机械能来驱动车辆，还能在车辆减速时将机械能转化为电能(“磁生电”)，以配合交流电转直流电技术、电池充放电管理技术实现能源回收。In order to extend the driving range of the above-mentioned electric vehicles, in addition to improving battery technology, it can also be achieved through energy recovery. Electric vehicle energy recovery technology is a technology that allows the vehicle to convert part of the kinetic energy back into electrical energy and store it in the battery when decelerating or braking, thereby extending the driving range. This process mainly relies on the physical principles of the motor, the core component of the electric vehicle. The motor can not only convert electrical energy into mechanical energy to drive the vehicle, but also convert mechanical energy into electrical energy ("magnetoelectricity") when the vehicle decelerates, in order to cooperate with AC to DC technology and battery charge and discharge management technology to achieve energy recovery.
然而，在电动车中能源回收并非仅仅只是在下坡滑行过程中令电机以被动的方式转动就能满足能量回收要求的，考虑成本和实际利用价值，需要尽可能的提高能量回收效率。现有的，提高能量回收效率的一种方式是：让电机的转子的转速大于其对应的旋转磁场的速度，为了实现该种提高能源回收效率的方式，本申请提出一种新的技术方案。However, energy recovery in electric vehicles is not just about turning the motor passively during downhill gliding to meet the energy recovery requirements. Considering the cost and actual utilization value, it is necessary to improve the energy recovery efficiency as much as possible. Existing, one way to improve the energy recovery efficiency is to make the motor's rotor speed greater than the speed of its corresponding rotating magnetic field. In order to achieve this way of improving the energy recovery efficiency, this application proposes a new technical solution.
发明内容Summary of the invention
为了改善新能源车的能量回收效率，本申请提供一种新能源车能量回收控制系统。In order to improve the energy recovery efficiency of new energy vehicles, the present application provides an energy recovery control system for new energy vehicles.
本申请提供一种新能源车能量回收控制系统，采用如下的技术方案：This application provides an energy recovery control system for new energy vehicles, which adopts the following technical solutions:
一种新能源车能量回收控制系统，包括：A new energy vehicle energy recovery control system, comprising:
转子检测单元，其用于检测车辆的交流电机的转子的转速并输出；A rotor detection unit, which is used to detect the rotation speed of the rotor of the AC motor of the vehicle and output it;
逆变器模块，其用于交直流转换，并电连接交流电机和电池组；An inverter module, which is used for AC-DC conversion and electrically connects the AC motor and the battery pack;
MCU模块，其电连接转子检测单元和逆变器模块；An MCU module electrically connected to the rotor detection unit and the inverter module;
其中，所述MCU模块配置为：Wherein, the MCU module is configured as follows:
接收车辆的驾驶行为信号；Receiving a driving behavior signal of a vehicle;
当驾驶行为信号符合预设的动能回收条件，则根据转子的转速调整逆变器模块输出的交流电频率f；When the driving behavior signal meets the preset kinetic energy recovery conditions, the AC frequency f output by the inverter module is adjusted according to the rotor speed;
交流电频率f导入预设的公式ns为旋转磁场的速度，p为预先记录的电机的极数；The AC frequency f is imported into the preset formula n s is the speed of the rotating magnetic field, and p is the number of poles of the motor recorded in advance;
令交流电机的旋转磁场速度ns小于转子的转速。Let the rotating magnetic field speed n s of the AC motor be less than the rotor speed.
可选的，所述动能回收条件包括出现制动信号。Optionally, the kinetic energy recovery condition includes the occurrence of a braking signal.
可选的，还包括车载计算机，所述车载计算机用于联网且电连接于MCU模块；Optionally, it also includes an on-board computer, which is used for networking and electrically connected to the MCU module;
所述车载计算机配置为：The vehicle-mounted computer is configured as follows:
当预先安装的导航软件处于使用状态，则通过导航软件得到前方的路况信息；When the pre-installed navigation software is in use, the traffic information ahead is obtained through the navigation software;
若路况信息中车辆下一个经过区域符合预定义的道路减速区，则发起动能回收问询；If the next area that the vehicle will pass through in the road condition information meets the predefined road deceleration zone, a kinetic energy recovery query is initiated;
当用户对动能回收问询的反馈为同意或车载计算机中预选的动能回收模式中默认同意，则输出前方经过预定义的道路减速区且出现减速信号至MCU模块；When the user agrees to the kinetic energy recovery inquiry or the kinetic energy recovery mode preselected in the vehicle computer is agreed by default, a signal indicating that the road ahead has passed through a predefined road deceleration zone and a deceleration signal has occurred is output to the MCU module;
所述动能回收条件包括前方经过预定义的道路减速区且出现减速信号。The kinetic energy recovery condition includes passing a predefined road deceleration zone ahead and a deceleration signal appearing.
可选的，所述车载计算机配置为：Optionally, the vehicle-mounted computer is configured as follows:
通过导航软件获取车辆与下一个道路减速区的距离；Obtain the distance between the vehicle and the next road deceleration zone through navigation software;
当距离符合预设的动能回收触发距离时，输出前方经过预定义的道路减速区且出现减速信号至MCU模块。When the distance meets the preset kinetic energy recovery trigger distance, the predefined road deceleration zone is output and a deceleration signal is sent to the MCU module.
可选的，所述车载计算机配置为：Optionally, the vehicle-mounted computer is configured as follows:
调用转子的转速，并基于转速计算车速；Call the rotor speed and calculate the vehicle speed based on the speed;
根据当前时刻之前T1时长内的平均车速更新动能回收触发距离；其中，所述T1时长为预设值，所述动能回收触发距离的更新规则为预设。The kinetic energy recovery trigger distance is updated according to the average vehicle speed within T1 time period before the current moment; wherein the T1 time period is a preset value, and the updating rule of the kinetic energy recovery trigger distance is preset.
可选的，所述MCU模块配置为：当驾驶行为信号符合预设的主动刹车条件，则基于平均车速进行辅助刹车分析，并根据分析结果确定是否中止动能回收对应的逆变器控制行为。Optionally, the MCU module is configured as follows: when the driving behavior signal meets the preset active braking condition, an auxiliary braking analysis is performed based on the average vehicle speed, and according to the analysis result, it is determined whether to terminate the inverter control behavior corresponding to the kinetic energy recovery.
可选的，所述辅助刹车分析包括：当平均车速大于预设的转子小力矩车速，则中止动能回收对应的逆变器控制行为。Optionally, the auxiliary braking analysis includes: when the average vehicle speed is greater than a preset rotor low-torque vehicle speed, terminating the inverter control behavior corresponding to kinetic energy recovery.
可选的，还包括车载测距雷达，所述车载测距雷达用于检测与前方障碍物的距离且电连接于MCU模块；所述辅助刹车包括：当车载测距雷达反馈的与前方障碍物的距离小于危险距离阈值，则在车速非零时维持动能回收对应的逆变器控制行为直到与前方障碍物的距离不变或变大。Optionally, it also includes a vehicle-mounted ranging radar, which is used to detect the distance to the obstacle in front and is electrically connected to the MCU module; the auxiliary braking includes: when the distance to the obstacle in front fed back by the vehicle-mounted ranging radar is less than the danger distance threshold, then when the vehicle speed is non-zero, the inverter control behavior corresponding to the kinetic energy recovery is maintained until the distance to the obstacle in front remains unchanged or increases.
综上所述，本申请包括以下至少一种有益技术效果：本系统可以通过及时调整转子转速、旋转磁场转速两者大小关系的方式，增加“磁生电”量，以改善新能源车的能量回收效率。To summarize, the present application includes at least one of the following beneficial technical effects: the system can increase the amount of "magnetoelectricity" by timely adjusting the relationship between the rotor speed and the rotating magnetic field speed to improve the energy recovery efficiency of new energy vehicles.
附图说明BRIEF DESCRIPTION OF THE DRAWINGS
图1是本申请的系统结构示意图。FIG1 is a schematic diagram of the system structure of the present application.
具体实施方式Detailed ways
以下结合附图1对本申请作进一步详细说明。The present application is further described in detail below in conjunction with FIG1 .
本申请实施例公开一种新能源车能量回收控制系统。The embodiment of the present application discloses an energy recovery control system for a new energy vehicle.
参照图1，新能源车能量回收控制系统包括转子检测单元、逆变器模块和MCU模块，其中，转子检测单元在本实施例中可以是编码器，其安装于车辆的交流电机上，用于检测车辆的交流电机的转子的转速并输出；转子检测单元电连接于MCU模块。逆变器模块，用于交直流转换，并电连接交流电机和电池组；逆变器模块还电连接于MCU模块，以使其放出的交流电频率可以进行调整。Referring to Figure 1, the energy recovery control system for new energy vehicles includes a rotor detection unit, an inverter module and an MCU module, wherein the rotor detection unit in this embodiment may be an encoder, which is installed on the AC motor of the vehicle and is used to detect the speed of the rotor of the AC motor of the vehicle and output it; the rotor detection unit is electrically connected to the MCU module. The inverter module is used for AC/DC conversion and is electrically connected to the AC motor and the battery pack; the inverter module is also electrically connected to the MCU module so that the frequency of the AC power it emits can be adjusted.
已知，逆变器包括PWM控制器，即上述逆变器模块可以通过PWM波进行调制；在PWM技术中，载波频率通常是固定的，而信号波的频率是可以调整的，输出电压的频率与信号波的频率相同，因此通过改变信号波的频率，就可以改变逆变器输出交流电的频率。PWM控制技术为现有技术，因此不再赘述。It is known that the inverter includes a PWM controller, that is, the inverter module can be modulated by a PWM wave; in PWM technology, the carrier frequency is usually fixed, while the frequency of the signal wave can be adjusted, and the frequency of the output voltage is the same as the frequency of the signal wave, so by changing the frequency of the signal wave, the frequency of the inverter output AC power can be changed. PWM control technology is an existing technology, so it will not be described in detail.
在本实施例中，MCU模块配置为：In this embodiment, the MCU module is configured as follows:
接收车辆的驾驶行为信号，该信号可以是刹车踏板等车辆组成机构产生，为此MCU模块可以电连接整车控制系统，以取得相关信号。Receive the vehicle's driving behavior signal, which may be generated by vehicle components such as the brake pedal. For this purpose, the MCU module can be electrically connected to the vehicle control system to obtain relevant signals.
当驾驶行为信号符合预设的动能回收条件，例如：出现制动信号，则根据转子的转速调整逆变器模块输出的交流电频率f；When the driving behavior signal meets the preset kinetic energy recovery conditions, for example, a braking signal appears, the AC frequency f output by the inverter module is adjusted according to the rotor speed;
交流电频率f导入预设的公式ns为旋转磁场的速度，p为预先记录的电机的极数；The AC frequency f is imported into the preset formula n s is the speed of the rotating magnetic field, and p is the number of poles of the motor recorded in advance;
根据上述公式，可以求旋转磁场的速度ns；在动能回收条件满足时，MCU模块通过调整逆变器模块输出的交流电频率f，令交流电机的旋转磁场速度ns小于转子的转速。According to the above formula, the speed of the rotating magnetic field n s can be calculated; when the kinetic energy recovery conditions are met, the MCU module adjusts the AC power frequency f output by the inverter module to make the rotating magnetic field speed n s of the AC motor smaller than the rotor speed.
根据上述设置，本系统可以通过及时调整转子转速、旋转磁场转速两者大小关系的方式，增加“磁生电”量，以改善新能源车的能量回收效率。According to the above settings, the system can increase the amount of "magnetoelectricity" by timely adjusting the relationship between the rotor speed and the rotating magnetic field speed, so as to improve the energy recovery efficiency of new energy vehicles.
在本系统的另一个实施例中，本系统还包括车载计算机，即车机；车载计算机除了满足用户的娱乐需求外，还被配置为：In another embodiment of the system, the system further includes an onboard computer, i.e., a vehicle computer; in addition to satisfying the user's entertainment needs, the onboard computer is also configured to:
当预先安装的导航软件(如：某德地图、某度地图)处于使用状态，则通过导航软件得到前方的路况信息，路况信息包括前方是否经过路口、学校等信息，甚至是红绿灯信息。When the pre-installed navigation software (such as: De Map, Baidu Map) is in use, the traffic information ahead can be obtained through the navigation software. The traffic information includes whether there is an intersection, a school, etc. ahead, and even traffic light information.
若路况信息中车辆下一个经过区域符合工作人员预定义的道路减速区(路口、学校出入口)，则发起动能回收问询，该问询可以使用预先录好的语音发出，也可以是弹窗信息，如果是弹窗信息优先方向盘上有车机控制功能的布设方式，以在答复问询时，减少驾驶干扰。If the next area the vehicle will pass through in the traffic information meets the road deceleration zone (intersection, school entrance and exit) predefined by the staff, a kinetic energy recovery inquiry will be initiated. The inquiry can be issued using a pre-recorded voice or a pop-up message. If it is a pop-up message, the layout of the car control function on the steering wheel will be prioritized to reduce driving interference when answering the inquiry.
当用户对动能回收问询的反馈为同，例如：语音回复同意；或，车载计算机中预选的动能回收模式中默认同意，例如：车机上选择车辆驾驶过程中动能回收模式A，动能回收模式A包括对所有动能回收问询以同意做答复，则输出前方经过预定义的道路减速区且出现减速信号至MCU模块。When the user's feedback to the kinetic energy recovery inquiry is the same, for example: voice reply agrees; or the kinetic energy recovery mode pre-selected in the vehicle computer agrees by default, for example: kinetic energy recovery mode A is selected on the vehicle computer during driving, and kinetic energy recovery mode A includes responding to all kinetic energy recovery inquiries with agreement, then an output is sent to the MCU module indicating that the road ahead has passed through a predefined deceleration zone and a deceleration signal has occurred.
在上述基础上，动能回收条件包括前方经过预定义的道路减速区且出现减速信号，则MCU模块则可以让车辆在经过道路减速区前进行提前减速。On the basis of the above, the kinetic energy recovery conditions include passing through a predefined road deceleration zone ahead and the appearance of a deceleration signal. The MCU module can then allow the vehicle to decelerate in advance before passing through the road deceleration zone.
上述设置一方面让驾驶行为更为安全，另一方面，可以更多的回收动能进行再利用；同时，因为可以人工定义何时进行动能回收，所以本系统也更为贴合用户的实际使用习惯。On the one hand, the above settings make driving behavior safer, and on the other hand, more kinetic energy can be recovered for reuse; at the same time, because the time for kinetic energy recovery can be manually defined, the system is more in line with the user's actual usage habits.
因为在进行动能回收时会产生力矩对电机减速，即对车辆进行减速，为了减小对正常驾驶体验的干扰，车载计算机还配置为：Because when kinetic energy recovery is performed, torque is generated to decelerate the motor, that is, to decelerate the vehicle. In order to reduce interference with the normal driving experience, the on-board computer is also configured as follows:
通过导航软件获取车辆与下一个道路减速区的距离；Obtain the distance between the vehicle and the next road deceleration zone through navigation software;
当距离符合预设的动能回收触发距离时，输出前方经过预定义的道路减速区且出现减速信号至MCU模块。When the distance meets the preset kinetic energy recovery trigger distance, the predefined road deceleration zone is output to the MCU module and a deceleration signal occurs.
即，本系统并非盲目的根据导航路况进行动能回收，还会根据评估车辆与对应位置的距离，在距离满足对应条件时才会触发动能回收，从而可以避免过早进行动能回收而影响驾驶体验的问题。That is, the system does not blindly recover kinetic energy based on navigation road conditions, but also evaluates the distance between the vehicle and the corresponding position. It will trigger kinetic energy recovery only when the distance meets the corresponding conditions, thereby avoiding the problem of premature kinetic energy recovery affecting the driving experience.
在本系统的另一个实施例中，车载计算机配置为：In another embodiment of the system, the onboard computer is configured as follows:
调用转子的转速，并基于转速计算车速；可以理解的是，电动车是通过电机带动的，所以在已知电机转子的转速情况下，有厂家提供的传动比或转子转速与车速关系数据，即可得到车速。The rotor speed is called, and the vehicle speed is calculated based on the speed; it is understandable that electric vehicles are driven by motors, so when the motor rotor speed is known, the vehicle speed can be obtained with the transmission ratio or rotor speed and vehicle speed relationship data provided by the manufacturer.
根据当前时刻之前T1时长内的平均车速更新动能回收触发距离；其中，T1时长为预设值，动能回收触发距离的更新规则为预设，如：预先建立速度-距离关系数据表，后续查表即可，速度-距离的关系应当是速度越快，距离越大。The kinetic energy recovery trigger distance is updated according to the average vehicle speed within T1 time before the current moment; wherein T1 time is a preset value, and the updating rule of the kinetic energy recovery trigger distance is preset, such as: pre-establishing a speed-distance relationship data table, and then looking up the table, the speed-distance relationship should be that the faster the speed, the greater the distance.
根据上述设置，本系统的动能回收何时触发还会参考车速，以在符合实际使用需求的同时，增强动能回收效果。According to the above settings, the vehicle speed will also be referenced when the kinetic energy recovery of this system is triggered, so as to enhance the kinetic energy recovery effect while meeting actual usage needs.
在本系统的一个实施例中，MCU模块配置为：当驾驶行为信号符合预设的主动刹车条件，则基于平均车速进行辅助刹车分析，并根据分析结果确定是否中止动能回收对应的逆变器控制行为。In one embodiment of the system, the MCU module is configured as follows: when the driving behavior signal meets the preset active braking conditions, an auxiliary braking analysis is performed based on the average vehicle speed, and based on the analysis results, it is determined whether to terminate the inverter control behavior corresponding to the kinetic energy recovery.
可以理解的，在前述实施例的设置下，发生动能回收的场景是经过路口等区域，而动能回收虽然会让电机减速，但是其力矩是变化的，在车速交低时，力较小，即车速低时减速效果相对不佳，因此有必要根据实际车速判断是否中止动能回收。It can be understood that under the setting of the aforementioned embodiment, the scenario in which kinetic energy recovery occurs is passing through areas such as intersections. Although kinetic energy recovery will slow down the motor, its torque is variable. When the vehicle speed is low, the force is smaller, that is, the deceleration effect is relatively poor when the vehicle speed is low. Therefore, it is necessary to determine whether to terminate kinetic energy recovery based on the actual vehicle speed.
在上述基础下分两种情况：Based on the above, there are two situations:
1)、辅助刹车分析包括：当平均车速大于预设的转子小力矩车速，则中止动能回收对应的逆变器控制行为；即，一旦车速过小，对转子的减速效果不佳时就不再维持动能回收，减少对刹停、低速刹车的干扰，减小顿挫感。1) Auxiliary braking analysis includes: when the average vehicle speed is greater than the preset rotor low torque speed, the inverter control behavior corresponding to the kinetic energy recovery is terminated; that is, once the vehicle speed is too low and the deceleration effect on the rotor is not good, the kinetic energy recovery will no longer be maintained, reducing the interference with braking and low-speed braking, and reducing the sense of frustration.
2)、本系统还包括车载测距雷达，车载测距雷达安装于车顶或车前挡风玻璃的上方，其为现有技术，不再赘述；车载测距雷达用于检测与前方障碍物的距离且电连接于MCU模块。2) The system also includes a vehicle-mounted ranging radar, which is installed on the roof or above the front windshield of the vehicle. It is a prior art and will not be described in detail. The vehicle-mounted ranging radar is used to detect the distance to the obstacle in front and is electrically connected to the MCU module.
对应的，辅助刹车包括：当车载测距雷达反馈的与前方障碍物的距离小于危险距离阈值，则在车速非零时维持动能回收对应的逆变器控制行为直到与前方障碍物的距离不变或变大。Correspondingly, auxiliary braking includes: when the distance to the obstacle ahead fed back by the on-board ranging radar is less than the danger distance threshold, the inverter control behavior corresponding to the kinetic energy recovery is maintained when the vehicle speed is not zero until the distance to the obstacle ahead remains unchanged or increases.
根据上述设置，本系统还可以在车辆存在碰撞风险时用于帮助司机及时刹车，从而可以用于降低车辆的碰撞风险。According to the above configuration, the system can also be used to help the driver brake in time when the vehicle is at risk of collision, thereby reducing the risk of collision of the vehicle.
以上均为本申请的较佳实施例，并非依此限制本申请的保护范围，故：凡依本申请的结构、形状、原理所做的等效变化，均应涵盖于本申请的保护范围之内。The above are all preferred embodiments of the present application, and the protection scope of the present application is not limited thereto. Therefore, any equivalent changes made according to the structure, shape, and principle of the present application should be included in the protection scope of the present application.
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