CN117863889A - New energy vehicle energy recovery control system - Google Patents

New energy vehicle energy recovery control system Download PDF

Info

Publication number
CN117863889A
CN117863889A CN202410244096.XA CN202410244096A CN117863889A CN 117863889 A CN117863889 A CN 117863889A CN 202410244096 A CN202410244096 A CN 202410244096A CN 117863889 A CN117863889 A CN 117863889A
Authority
CN
China
Prior art keywords
vehicle
energy recovery
speed
kinetic energy
rotor
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.)
Granted
Application number
CN202410244096.XA
Other languages
Chinese (zh)
Other versions
CN117863889B (en
Inventor
麦明珠
戚金凤
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.)
Guangzhou University of Science and Technology
Original Assignee
Guangzhou University of Science and Technology
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 Guangzhou University of Science and Technology filed Critical Guangzhou University of Science and Technology
Priority to CN202410244096.XA priority Critical patent/CN117863889B/en
Priority claimed from CN202410244096.XA external-priority patent/CN117863889B/en
Publication of CN117863889A publication Critical patent/CN117863889A/en
Application granted granted Critical
Publication of CN117863889B publication Critical patent/CN117863889B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

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
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • 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
    • 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
    • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses a new energy vehicle energy recovery control system, which relates to the technical field of new energy vehicles and comprises the following components: the device comprises a rotor detection unit, an inverter module and an MCU module; wherein the MCU module is configured to: receiving a driving behavior signal of a vehicle; when the driving behavior signal meets a preset kinetic energy recovery condition, adjusting the alternating current frequency f output by the inverter module according to the rotating speed of the rotor; the alternating current frequency f is led into a preset formulan s P is the pole number of the motor recorded in advance for the speed of the rotating magnetic field; let the rotating magnetic field speed n of the AC motor s Less than the rotational speed of the rotor. The energy recovery device has the effect of improving the energy recovery efficiency of the new energy vehicle.

Description

New energy vehicle energy recovery control system
Technical Field
The application relates to the technical field of new energy automobiles, in particular to an energy recovery control system of a new energy automobile.
Background
The new energy vehicle is a vehicle which uses unconventional fuel as a power source or does not completely depend on transmission fuel as the power source, and mainly refers to an electric vehicle and a hybrid vehicle in China.
In order to prolong the endurance mileage of the electric vehicle, the battery technology is improved, and the electric vehicle can be realized through energy recovery. The electric vehicle energy recovery technology is a technology that allows a part of kinetic energy to be converted back into electric energy to be stored in a battery when the vehicle is decelerating or braked, thereby extending the driving range. The process mainly depends on the physical principle of a motor, which is a core component of the electric vehicle, and the motor not only can convert electric energy into mechanical energy to drive the vehicle, but also can convert the mechanical energy into electric energy (magnetic electricity generation) when the vehicle decelerates so as to realize energy recovery by matching with an alternating current-to-direct current technology and a battery charge-discharge management technology.
However, in the electric vehicle, the energy recovery is not required to be satisfied by only rotating the motor in a passive manner during the downhill sliding, and the energy recovery efficiency needs to be improved as much as possible in consideration of the cost and the actual utilization value. One way to improve the energy recovery efficiency is to: let the rotational speed of the rotor of motor be greater than the speed of its corresponding rotating magnetic field, in order to realize this kind of mode that improves energy recovery efficiency, this application proposes a new technical scheme.
Disclosure of Invention
In order to improve the energy recovery efficiency of the new energy vehicle, the application provides an energy recovery control system of the new energy vehicle.
The application provides a new energy vehicle energy recovery control system, adopts following technical scheme:
a new energy vehicle energy recovery control system, comprising:
a rotor detection unit for detecting a rotational speed of a rotor of an alternating current motor of the vehicle and outputting the rotational speed;
the inverter module is used for alternating current-direct current conversion and is electrically connected with the alternating current motor and the battery pack;
the MCU module is electrically connected with the rotor detection unit and the inverter module;
wherein the MCU module is configured to:
receiving a driving behavior signal of a vehicle;
when the driving behavior signal meets a preset kinetic energy recovery condition, adjusting the alternating current frequency f output by the inverter module according to the rotating speed of the rotor;
the alternating current frequency f is led into a preset formulan s P is the pole number of the motor recorded in advance for the speed of the rotating magnetic field;
let the rotating magnetic field speed n of the AC motor s Less than the rotational speed of the rotor.
Optionally, the kinetic energy recovery condition includes the occurrence of a braking signal.
Optionally, the system further comprises a vehicle-mounted computer, wherein the vehicle-mounted computer is used for networking and is electrically connected with the MCU module;
the vehicle-mounted computer is configured to:
when the pre-installed navigation software is in a use state, the road condition information in front is obtained through the navigation software;
if the next passing area of the vehicle in the road condition information accords with a predefined road deceleration area, initiating a kinetic energy recovery query;
when the feedback of the user on the kinetic energy recovery query is agreement or default agreement in a preselected kinetic energy recovery mode in the vehicle-mounted computer, outputting a forward passing through a predefined road deceleration area and generating a deceleration signal to the MCU module;
the kinetic energy recovery condition includes a forward passing through a predefined road deceleration zone and occurrence of a deceleration signal.
Optionally, the vehicle-mounted computer is configured to:
obtaining the distance between the vehicle and the next road deceleration zone through navigation software;
when the distance accords with the preset kinetic energy recovery triggering distance, outputting a speed reduction signal which is transmitted to the MCU module after passing through a predefined road speed reduction area.
Optionally, the vehicle-mounted computer is configured to:
invoking the rotating speed of the rotor, and calculating the vehicle speed based on the rotating speed;
updating the kinetic energy recovery triggering distance according to the average vehicle speed in the time period T1 before the current moment; the duration of the T1 is a preset value, and the update rule of the kinetic energy recovery trigger distance is preset.
Optionally, the MCU module is configured to: and when the driving behavior signal meets a preset active braking condition, performing auxiliary braking analysis based on the average vehicle speed, and determining whether to stop the recovery of the kinetic energy to the corresponding inverter control behavior according to the analysis result.
Optionally, the auxiliary brake analysis includes: and when the average vehicle speed is greater than the preset rotor small moment vehicle speed, stopping the inverter control behavior corresponding to the kinetic energy recovery.
Optionally, the vehicle-mounted range radar is used for detecting the distance between the vehicle-mounted range radar and the front obstacle and is electrically connected with the MCU module; the auxiliary brake comprises: when the distance between the vehicle-mounted range radar and the front obstacle, which is fed back by the vehicle-mounted range radar, is smaller than a dangerous distance threshold value, the inverter control behavior corresponding to the kinetic energy recovery is maintained when the vehicle speed is non-zero until the distance between the vehicle-mounted range radar and the front obstacle is unchanged or becomes larger.
In summary, the present application includes at least one of the following beneficial technical effects: the system can increase the amount of 'magnetism electricity generation' by timely adjusting the magnitude relation between the rotating speed of the rotor and the rotating speed of the rotating magnetic field so as to improve the energy recovery efficiency of the new energy vehicle.
Drawings
Fig. 1 is a schematic diagram of the system structure of the present application.
Detailed Description
The present application is described in further detail below in conjunction with fig. 1.
The embodiment of the application discloses a new energy vehicle energy recovery control system.
Referring to fig. 1, the new energy vehicle energy recovery control system includes a rotor detection unit, which in this embodiment may be an encoder, installed on an ac motor of a vehicle, for detecting and outputting a rotational speed of a rotor of the ac motor of the vehicle; the rotor detection unit is electrically connected to the MCU module. The inverter module is used for alternating current-direct current conversion and is electrically connected with the alternating current motor and the battery pack; the inverter module is also electrically connected with the MCU module so that the frequency of alternating current emitted by the MCU module can be adjusted.
As is known, the inverter comprises a PWM controller, i.e. the above-mentioned inverter module can be modulated by PWM waves; in PWM technology, the carrier frequency is usually fixed, and the frequency of the signal wave is adjustable, 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 ac power output by the inverter can be changed. The PWM control technique is a prior art, and thus will not be described in detail.
In this embodiment, the MCU module is configured to:
the driving behavior signal of the vehicle is received, the signal can be generated by vehicle constituent mechanisms such as a brake pedal and the like, and therefore, the MCU module can be electrically connected with a whole vehicle control system to acquire related signals.
When the driving behavior signal meets a preset kinetic energy recovery condition, for example: when a braking signal appears, the alternating current frequency f output by the inverter module is adjusted according to the rotating speed of the rotor;
the alternating current frequency f is led into a preset formulan s P is the pole number of the motor recorded in advance for the speed of the rotating magnetic field;
from the above formula, the velocity n of the rotating magnetic field can be obtained s The method comprises the steps of carrying out a first treatment on the surface of the When the kinetic energy recovery condition is met, the MCU module adjusts the alternating current frequency f output by the inverter module to enable the rotating magnetic field speed n of the alternating current motor s Less than the rotational speed of the rotor.
According to the arrangement, the system can increase the 'magnetic electricity generation' amount by timely adjusting the magnitude relation between the rotating speed of the rotor and the rotating speed of the rotating magnetic field so as to improve the energy recovery efficiency of the new energy vehicle.
In another embodiment of the system, the system further comprises a vehicle-mounted computer, namely a vehicle machine; in addition to meeting the entertainment needs of the user, the in-vehicle computer is configured to:
when the pre-installed navigation software (such as a certain map and a certain map) is in a use state, the road condition information of the front is obtained through the navigation software, and the road condition information comprises whether the front passes through an intersection, a school and the like, and even traffic light information.
If the next passing area of the vehicle in the road condition information accords with a road deceleration area (an intersection and a school entrance) predefined by a worker, a kinetic energy recovery query is initiated, the query can be sent by using a pre-recorded voice, or can be popup information, and if the popup information is a layout mode of an organic vehicle control function on a steering wheel in priority, the driving interference is reduced when the query is replied.
When the user feedback on the kinetic energy recovery query is the same, for example: voice reply consent; or default consent in a preselected kinetic energy recovery mode in the onboard computer, such as: and selecting a kinetic energy recovery mode A in the driving process of the vehicle on the vehicle, wherein the kinetic energy recovery mode A comprises reply to all kinetic energy recovery queries, outputting a forward passing through a predefined road deceleration zone and generating a deceleration signal to the MCU module.
On the basis of the above, the kinetic energy recovery condition includes that the vehicle passes through a predefined road deceleration zone in front and a deceleration signal appears, and the MCU module can enable the vehicle to decelerate in advance before passing through the road deceleration zone.
The arrangement ensures safer driving behavior, and can recycle more recovered kinetic energy; meanwhile, the system is more suitable for the actual use habit of a user because the kinetic energy recovery time can be manually defined.
Because the motor is decelerated, i.e. the vehicle is decelerated, by the moment that is generated when kinetic energy is recovered, in order to reduce disturbances to the normal driving experience, the on-board computer is further configured to:
obtaining the distance between the vehicle and the next road deceleration zone through navigation software;
when the distance accords with the preset kinetic energy recovery triggering distance, outputting a speed reduction signal which is transmitted to the MCU module after passing through a predefined road speed reduction area.
That is, the system does not blindly recover the kinetic energy according to the navigation road conditions, but also can trigger the recovery of the kinetic energy according to the distance between the estimated vehicle and the corresponding position when the distance meets the corresponding conditions, so that the problem that the driving experience is influenced due to the fact that the recovery of the kinetic energy is performed too early can be avoided.
In another embodiment of the system, the on-board computer is configured to:
invoking the rotating speed of the rotor, and calculating the vehicle speed based on the rotating speed; it can be understood that the electric vehicle is driven by the motor, so that the vehicle speed can be obtained by the transmission ratio provided by manufacturers or the relation data between the rotating speed of the rotor and the vehicle speed under the condition that the rotating speed of the rotor of the motor is known.
Updating the kinetic energy recovery triggering distance according to the average vehicle speed in the time period T1 before the current moment; wherein, the duration of T1 is a preset value, and the update rule of the kinetic energy recovery trigger distance is preset, for example: and a speed-distance relation data table is established in advance, a subsequent table is searched, and the speed-distance relation is that the faster the speed is, the larger the distance is.
According to the arrangement, when the kinetic energy recovery of the system is triggered, the vehicle speed can be referred to, so that the kinetic energy recovery effect is enhanced while the actual use requirement is met.
In one embodiment of the present system, the MCU module is configured to: and when the driving behavior signal meets a preset active braking condition, performing auxiliary braking analysis based on the average vehicle speed, and determining whether to stop the recovery of the kinetic energy to the corresponding inverter control behavior according to the analysis result.
It will be appreciated that in the arrangement of the foregoing embodiment, the situation where the kinetic energy recovery occurs is that the motor is decelerated although the kinetic energy recovery passes through the intersection, but the moment is changed, and the force is small when the vehicle speed is low, i.e. the deceleration effect is relatively poor when the vehicle speed is low, so it is necessary to determine whether to stop the kinetic energy recovery according to the actual vehicle speed.
Under the above-mentioned foundation, there are two cases:
1) The auxiliary brake analysis includes: when the average speed is greater than the preset rotor small torque speed, stopping the inverter control behavior corresponding to the kinetic energy recovery; that is, once the vehicle speed is too small, the kinetic energy recovery is not maintained when the deceleration effect on the rotor is poor, the interference on braking and low-speed braking is reduced, and the feeling of setback is reduced.
2) The system also comprises a vehicle-mounted range radar which is arranged above the vehicle roof or the front windshield, and is the prior art and is not repeated; the vehicle-mounted range radar is used for detecting the distance between the vehicle-mounted range radar and the obstacle in front and is electrically connected to the MCU module.
Correspondingly, the auxiliary brake comprises: when the distance between the vehicle-mounted range radar and the front obstacle, which is fed back by the vehicle-mounted range radar, is smaller than a dangerous distance threshold value, the inverter control behavior corresponding to the kinetic energy recovery is maintained when the vehicle speed is non-zero until the distance between the vehicle-mounted range radar and the front obstacle is unchanged or becomes larger.
According to the arrangement, the system can be used for assisting a driver in braking in time when the collision risk exists in the vehicle, so that the collision risk of the vehicle can be reduced.
The foregoing are all preferred embodiments of the present application, and are not intended to limit the scope of the present application in any way, therefore: all equivalent changes in structure, shape and principle of this application should be covered in the protection scope of this application.

Claims (8)

1. The utility model provides a new energy vehicle energy recuperation control system which characterized in that includes:
a rotor detection unit for detecting a rotational speed of a rotor of an alternating current motor of the vehicle and outputting the rotational speed;
the inverter module is used for alternating current-direct current conversion and is electrically connected with the alternating current motor and the battery pack;
the MCU module is electrically connected with the rotor detection unit and the inverter module;
wherein the MCU module is configured to:
receiving a driving behavior signal of a vehicle;
when the driving behavior signal meets a preset kinetic energy recovery condition, adjusting the alternating current frequency f output by the inverter module according to the rotating speed of the rotor;
the alternating current frequency f is led into a preset formulan s P is the pole number of the motor recorded in advance for the speed of the rotating magnetic field;
make the rotating magnetic field speed of the AC motorDegree n s Less than the rotational speed of the rotor.
2. The new energy vehicle energy recovery control system according to claim 1, wherein: the kinetic energy recovery condition includes the occurrence of a braking signal.
3. The new energy vehicle energy recovery control system according to claim 1, wherein: the system also comprises a vehicle-mounted computer, wherein the vehicle-mounted computer is used for networking and is electrically connected with the MCU module;
the vehicle-mounted computer is configured to:
when the pre-installed navigation software is in a use state, the road condition information in front is obtained through the navigation software;
if the next passing area of the vehicle in the road condition information accords with a predefined road deceleration area, initiating a kinetic energy recovery query;
when the feedback of the user on the kinetic energy recovery query is agreement or default agreement in a preselected kinetic energy recovery mode in the vehicle-mounted computer, outputting a forward passing through a predefined road deceleration area and generating a deceleration signal to the MCU module;
the kinetic energy recovery condition includes a forward passing through a predefined road deceleration zone and occurrence of a deceleration signal.
4. The new energy vehicle energy recovery control system of claim 3, wherein the on-board computer is configured to:
obtaining the distance between the vehicle and the next road deceleration zone through navigation software;
when the distance accords with the preset kinetic energy recovery triggering distance, outputting a speed reduction signal which is transmitted to the MCU module after passing through a predefined road speed reduction area.
5. The new energy vehicle energy recovery control system of claim 4, wherein the on-board computer is configured to:
invoking the rotating speed of the rotor, and calculating the vehicle speed based on the rotating speed;
updating the kinetic energy recovery triggering distance according to the average vehicle speed in the time period T1 before the current moment; the duration of the T1 is a preset value, and the update rule of the kinetic energy recovery trigger distance is preset.
6. The new energy vehicle energy recovery control system of claim 5, wherein the MCU module is configured to: and when the driving behavior signal meets a preset active braking condition, performing auxiliary braking analysis based on the average vehicle speed, and determining whether to stop the recovery of the kinetic energy to the corresponding inverter control behavior according to the analysis result.
7. The new energy vehicle energy recovery control system of claim 6, wherein the auxiliary brake analysis comprises: and when the average vehicle speed is greater than the preset rotor small moment vehicle speed, stopping the inverter control behavior corresponding to the kinetic energy recovery.
8. The new energy vehicle energy recovery control system according to claim 6, wherein: the vehicle-mounted range radar is used for detecting the distance between the vehicle-mounted range radar and a front obstacle and is electrically connected with the MCU module; the auxiliary brake comprises: when the distance between the vehicle-mounted range radar and the front obstacle, which is fed back by the vehicle-mounted range radar, is smaller than a dangerous distance threshold value, the inverter control behavior corresponding to the kinetic energy recovery is maintained when the vehicle speed is non-zero until the distance between the vehicle-mounted range radar and the front obstacle is unchanged or becomes larger.
CN202410244096.XA 2024-03-04 New energy vehicle energy recovery control system Active CN117863889B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202410244096.XA CN117863889B (en) 2024-03-04 New energy vehicle energy recovery control system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202410244096.XA CN117863889B (en) 2024-03-04 New energy vehicle energy recovery control system

Publications (2)

Publication Number Publication Date
CN117863889A true CN117863889A (en) 2024-04-12
CN117863889B CN117863889B (en) 2024-11-05

Family

ID=

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110588656A (en) * 2019-09-30 2019-12-20 的卢技术有限公司 Self-adaptive kinetic energy recovery method and system based on road and road condition information
CN113212174A (en) * 2021-05-31 2021-08-06 台州市佑吉车业科技股份有限公司 Energy-saving endurance type electric vehicle
CN117360243A (en) * 2023-10-26 2024-01-09 重庆赛力斯新能源汽车设计院有限公司 Self-adaptive control method, device, equipment and medium for energy recovery intensity

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110588656A (en) * 2019-09-30 2019-12-20 的卢技术有限公司 Self-adaptive kinetic energy recovery method and system based on road and road condition information
CN113212174A (en) * 2021-05-31 2021-08-06 台州市佑吉车业科技股份有限公司 Energy-saving endurance type electric vehicle
CN117360243A (en) * 2023-10-26 2024-01-09 重庆赛力斯新能源汽车设计院有限公司 Self-adaptive control method, device, equipment and medium for energy recovery intensity

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
隐世科学: "新能源汽车电能如何回收？再生制动系统的工作原理", Retrieved from the Internet <URL:https://www.bilibili.com/video/BV1Eh4y1m76c/?spm_id_from=333.880.my_history.page.click&vd_source=090f1b1b4698ec6cc3246d941e29c86b> *

Similar Documents

Publication Publication Date Title
US10239526B2 (en) Adaptive cruise control system
CN105936278B (en) Vehicle with a steering wheel
CN102897155B (en) Collision avoidance system and automatic braking method of electric automobile
CN110936822B (en) Control method and control system for coasting energy feedback and vehicle
CN108045268B (en) Energy recovery method and system for pure electric vehicle
CN102616235B (en) A kind of collaborative collision avoidance device based on truck traffic and collision avoidance method
CN101357616B (en) Intelligent environment-friendly type vehicle structure
US9969391B2 (en) Vehicle travel control apparatus
CN108001238B (en) Control method and device for energy recovery mode of automobile and automobile
ATE280053T1 (en) VEHICLE WITH SUPER CAPACITOR FOR BRAKE ENERGY RECOVERY
JP5756822B2 (en) Power generation control device for hybrid vehicle
CN201841967U (en) Motor vehicle brake energy recycle control device
CN103043056A (en) Method of controlling vehicle wheel axle torque and control system for same
CN108372854B (en) Device and method for controlling braking of vehicle
JP2007168502A (en) Inter-vehicle controller for hybrid vehicle
CN101353011A (en) Intelligent full-wheel electric drive automobile structure
WO2009106852A1 (en) A method of controlling vehicle speed change
KR20200052999A (en) Method for controlling deceleration of environmentally friendly vehicle
JP2005160252A (en) Travel control unit for vehicle
CN114274956A (en) Vehicle cruise control method and device, vehicle and readable storage medium
CN114179804B (en) Vehicle braking energy recovery method, device, equipment and storage medium
CN107234961B (en) Apparatus and method for shift control of vehicle
CN117863889B (en) New energy vehicle energy recovery control system
CN112549974A (en) Energy feedback management system and management method for hydrogen energy automobile
CN106553651A (en) A kind of electric automobile electric braking force distribution method

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