CN214215746U - Vehicle with energy recovery system - Google Patents
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- CN214215746U CN214215746U CN202120323115.XU CN202120323115U CN214215746U CN 214215746 U CN214215746 U CN 214215746U CN 202120323115 U CN202120323115 U CN 202120323115U CN 214215746 U CN214215746 U CN 214215746U
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Abstract
The utility model relates to a vehicle with energy recovery system, include: a fuel cell assembly configured to receive a reaction gas to provide electric power to a driving motor of a vehicle; a first gas compressor configured to compress a gas and deliver the compressed gas to the fuel cell assembly; a second gas compressor coupled to a transmission member connected to the driving motor via a clutch, the second gas compressor adapted to pre-compress gas and transmit the pre-compressed gas to the first gas compressor; and a controller configured to control the clutch to close in response to a braking request of the vehicle such that the second gas compressor is driven by the transmission component to provide pre-compressed gas to the first gas compressor. Through the embodiment of the disclosure, partial braking torque can be converted into potential energy of air, so that the power required by the first gas compressor is reduced, and the recycling of braking energy is realized.
Description
Technical Field
The utility model relates to a vehicle field, concretely relates to vehicle with energy recovery system.
Background
Fuel cell vehicles are a very interesting area in the automotive field. For example, taking a hydrogen fuel cell as an example, the hydrogen fuel cell uses hydrogen as fuel, and utilizes electricity generated by an electrochemical reaction between hydrogen and oxygen in a galvanic pile to drive a vehicle and/or charge a power battery, so that the hydrogen fuel cell has the advantages of high efficiency, no pollution and the like, and is an important development direction of a new energy automobile in the future.
In order to avoid the waste of braking energy, the current new energy automobile adopts an energy recovery mode. For example, the braking torque is used to drive a generator to generate electricity, which is stored in a battery. However, when the remaining capacity (soc value) of the power battery is higher than a certain value, the power battery cannot be charged, and a part of the braking energy cannot be recovered. Alternatively, when the vehicle is driven entirely by a fuel cell without a power battery, electricity generated using braking energy cannot be stored. Accordingly, there is a need to provide an improved vehicle or control method of a vehicle.
SUMMERY OF THE UTILITY MODEL
According to an example embodiment of the present disclosure, a vehicle having an energy recovery system is provided.
In a first aspect of the present disclosure, a vehicle having an energy recovery system is provided. The vehicle includes: a fuel cell assembly configured to receive a reaction gas to provide electric power to a driving motor of a vehicle; a first gas compressor configured to compress a gas and deliver the compressed gas to the fuel cell assembly; a second gas compressor coupled to a transmission member connected to the driving motor via a clutch, the second gas compressor adapted to pre-compress gas and transmit the pre-compressed gas to the first gas compressor; and a controller configured to control the clutch to close in response to a braking request of the vehicle such that the second gas compressor is driven by the transmission component to provide pre-compressed gas to the first gas compressor.
In some embodiments, the controller is configured to control the clutch to close in response to a braking request of the vehicle, including: the clutch is controlled to close in response to the vehicle being in a travel state.
In some embodiments, the vehicle further comprises: a normally closed valve coupled between the first gas compressor and the second gas compressor and configured to open under control of the controller to allow the second gas compressor to deliver pre-compressed gas to the first gas compressor.
In some embodiments, the controller is further configured to: determining a first boost amount for the second gas compressor based on the torque on the transmission member; determining a second boost amount for the second gas compressor based on a pressure value of the compressed gas currently required by the fuel cell assembly; determining a third boost amount for the second gas compressor based on at least one of: the pressure ratio of the first gas compressor, the rotating speed of the first gas compressor, the power of the first gas compressor, the pressure ratio of the second gas compressor and the deceleration of the vehicle; and determining a minimum value among the first, second, and third supercharging amounts as a target supercharging amount of the second gas compressor.
In some embodiments, the controller is further configured to: based on the target boost amount, the clutch is controlled to close to different degrees to deliver different drive torques to the second gas compressor.
In some embodiments, the clutch comprises: a friction clutch; and an actuation motor configured to be controlled by the controller to move different distances to bring the friction clutch into different degrees of closure. The actuation motor may in particular be a stepper motor, for example.
In some embodiments, the transmission components include a reduction gear, a differential, a transmission, a drive axle, and a propeller shaft for driving the wheels of the vehicle in rotation.
According to a second aspect of the present disclosure, a method of controlling a fuel cell vehicle is provided. The method comprises the following steps: causing a fuel cell assembly of the vehicle to receive the reaction gas to provide electric power for a drive motor of the vehicle; causing a first gas compressor of the vehicle to compress gas and deliver the compressed gas to the fuel cell assembly; determining a braking request of the vehicle according to the received state of a brake pedal of the vehicle; and in accordance with a determination that the vehicle has a braking request, closing a clutch coupling a second gas compressor of the vehicle to a transmission connected to the drive motor such that the second gas compressor is driven by the transmission to provide pre-compressed gas to the first gas compressor.
In some embodiments, closing the clutch comprises: in accordance with a determination that the vehicle is in a travel state, the clutch is closed.
In some embodiments, the vehicle further comprises a normally closed valve coupled between the first gas compressor and the second gas compressor; the method further comprises the following steps: in accordance with a determination that the vehicle has a braking request, the normally closed valve is controlled to open to allow the second gas compressor to deliver pre-compressed gas to the first gas compressor.
In some embodiments, the method further comprises: determining a first boost amount for the second gas compressor based on the received torque on the transmission member; determining a second pressurization amount of a second gas compressor according to the received pressure value of the compressed gas currently required by the fuel cell assembly; determining a third boost amount for the second gas compressor based on the received at least one of: the pressure ratio of the first gas compressor, the rotating speed of the first gas compressor, the power of the first gas compressor, the pressure ratio of the second gas compressor and the deceleration of the vehicle; comparing the first boost amount, the second boost amount, and the third boost amount; and determining a minimum value among the first, second, and third supercharging amounts as a target supercharging amount of the second gas compressor according to the comparison.
In some embodiments, the method further comprises: the degree of clutch closure is determined based on the target boost amount to provide different drive torques for the second gas compressor.
In some embodiments, the clutch comprises: a friction clutch; and an actuation motor, the method further comprising: based on the determined degree of closure of the clutch, the distance of movement of the actuator motor is determined so that the friction clutch is at different degrees of closure. The actuation motor may in particular be a stepper motor, for example.
In some embodiments, the transmission components include a reduction gear, a differential, a transmission, a drive axle, and a propeller shaft for driving the wheels of the vehicle in rotation.
In a third aspect of the present disclosure, a computer readable storage medium is provided, on which a computer program is stored, which when executed by a processor, performs the method according to the second aspect of the present disclosure.
The summary is provided to introduce a selection of concepts in a simplified form that are further described below in the detailed description. The summary is not intended to identify key features or essential features of the disclosure, nor is it intended to limit the scope of the disclosure.
Drawings
The above and other features, advantages and aspects of various embodiments of the present disclosure will become more apparent by referring to the following detailed description when taken in conjunction with the accompanying drawings. In the drawings, like or similar reference characters designate like or similar elements, and wherein:
FIG. 1 shows a schematic block diagram of a vehicle of an embodiment of the present disclosure;
FIG. 2 illustrates a block diagram of a second gas compressor and clutch of the vehicle of an embodiment of the present disclosure; and
FIG. 3 shows a flowchart of an example method for controlling a fuel cell vehicle, according to an embodiment of the disclosure.
Detailed Description
Embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While certain embodiments of the present disclosure are shown in the drawings, it is to be understood that the present disclosure may be embodied in various forms and should not be construed as limited to the embodiments set forth herein, but rather are provided for a more thorough and complete understanding of the present disclosure. It should be understood that the drawings and embodiments of the disclosure are for illustration purposes only and are not intended to limit the scope of the disclosure.
The term "include" and variations thereof as used herein is meant to be inclusive in an open-ended manner, i.e., "including but not limited to". Unless specifically stated otherwise, the term "or" means "and/or". The term "based on" means "based at least in part on". The terms "one example embodiment" and "one embodiment" mean "at least one example embodiment". The term "another embodiment" means "at least one additional embodiment". The terms "first," "second," and the like may refer to different or the same object. Other explicit and implicit definitions are also possible below.
The fuel cell automobile is an important development direction of new energy automobiles in the future. For example, a fuel cell automobile using hydrogen as fuel uses electricity generated by an electrochemical reaction of hydrogen and oxygen in a fuel cell assembly (e.g., a stack) to drive the vehicle. In order to avoid the waste of braking energy, the braking torque is used for driving the generator to generate electricity, and the generated electricity is stored in the power battery. However, when the remaining capacity (soc value) of the power battery is higher than a certain value, the power battery cannot be charged; in a full power fuel cell vehicle, the vehicle is completely driven by a fuel cell, and without a power cell, electricity generated by braking energy cannot be stored. Accordingly, there is a need for an improved vehicle to improve energy recovery.
Fig. 1 shows a schematic block diagram of a vehicle of an embodiment of the present disclosure. As shown in fig. 1, the fuel cell vehicle generally includes a fuel cell assembly 10, a first gas compressor 20, a second gas compressor 30, and a controller 40.
The fuel cell assembly 10 can receive the reaction gas to provide electric power to a drive motor 105 of the vehicle. In some embodiments, the fuel cell vehicle may be a hydrogen fuel cell vehicle, which may include a stack where hydrogen reacts with air (or oxygen), a boost DC/DC101, an inverter 103. The electric energy generated in the stack passes through the boost DC/DC101 and the inverter 103 in sequence and then can be used to drive a driving motor 105 of the vehicle. The rotational motion of the drive motor 105 may drive rotation of a transmission member 107 of the vehicle, and the transmission member 107 is coupled to wheels 109 of the vehicle and may drive the wheels 109 to rotate, thereby driving the vehicle to travel.
In some embodiments, the transmission component 107 may include a transmission assembly for driving the wheels 109 of the vehicle to rotate, specifically including a speed reducer, a differential, a transmission, a drive axle, and a propeller shaft.
To achieve the generation of the electrical power required by the vehicle in the fuel cell assembly 10, the first gas compressor 20 is capable of compressing a gas (e.g., air) and delivering the compressed gas to the fuel cell assembly 10.
The second gas compressor 30 is coupled to the transmission 107 via the clutch 60, and the second gas compressor 30 can pre-compress gas and deliver the pre-compressed gas to the first gas compressor 20. In some embodiments, the clutch 60 may include a friction clutch 61 and an actuator motor 62. The actuator motor 62 may be moved different distances under the control of the controller 40 to bring the friction clutch 61 to different degrees of closure. The actuation motor 62 may specifically be, for example, a stepper motor.
In some embodiments, a normally closed valve 50 is disposed between the first gas compressor 20 and the second gas compressor 30, and the normally closed valve 50 is normally closed, blocking gas communication between the first gas compressor 20 and the second gas compressor 30. The normally closed valve 50 may be opened under the control of the controller 40, thereby allowing the second gas compressor 30 to deliver pre-compressed gas to the first gas compressor 20.
The second gas compressor 30 pre-compresses the air in advance, so that the work done by the first gas compressor 20 on the air can be reduced, the power and the power consumption of the first gas compressor 20 are reduced, and the aim of saving energy is fulfilled. Furthermore, with embodiments of the present disclosure, a portion of the braking torque may be converted into potential energy of air, thereby reducing the power required by the first gas compressor. In some embodiments, the vehicles have high mass, high braking torque and higher recovery efficiency for fuel cell vehicles with bus or truck type.
When the operator of the vehicle depresses the brake pedal or the autonomous driving controller initiates a braking action, the controller 40 will control the clutch 60 to close in response to a braking request from the vehicle. With the clutch 60 closed, the second gas compressor 30 is driven by the transmission 107 to begin compressing gas, which in turn may provide pre-compressed gas to the first gas compressor 20.
According to an embodiment of the present disclosure, at least a portion of the braking torque will be converted by the second gas compressor 30 into potential energy for compressing the gas, which pressurized gas enters the first gas compressor 20. Therefore, the power consumption of the first gas compressor 20 can be reduced under the same gas pile-entering pressure, and the purpose of energy conservation is achieved. On the other hand, the mode of recovering energy of this disclosure is not open source, but throttle (reduce the energy consumption), need not store, and recovery is used promptly, and energy recuperation efficiency is high.
In some embodiments, the controller 40 controlling the clutch 60 to close in response to a braking request of the vehicle includes controlling the clutch 60 to close in response to the vehicle being in a travel state. Thus, when there is a braking request for the vehicle, the controller 40 also determines whether the vehicle is in a traveling state, and if so, the controller 40 controls the clutch 60 to close; if the vehicle is not in a drive state, the controller clutch 60 is not closed.
In some embodiments, the controller 40 may calculate a braking coefficient based on the magnitude of the braking request. The braking coefficient may be determined by the controller 40 based on the rotational angle of the brake pedal.
In some embodiments, the controller 40 may determine a first amount of boost for the second gas compressor 30 based on the torque on the transmission 107; determining a second amount of boost of the second gas compressor 30 based on a pressure value of the compressed gas currently required by the fuel cell assembly 10; determining a third boost amount for the second gas compressor 30 based on at least one of: stack pressure, pressure ratio of the first gas compressor 20, rotational speed of the first gas compressor 20, power of the first gas compressor 20, pressure ratio of the second gas compressor 30, efficiency of the second gas compressor 30, torque on the transmission 107, and deceleration of the vehicle. Thus, the controller 40 may determine the minimum value among the first, second, and third pressurization amounts as the target pressurization amount of the second gas compressor 30.
In some embodiments, the controller 40 may also control the closing of the clutch 60 to different degrees based on the target boost amount, whereby the transmission member 107 will provide different drive torques to the second gas compressor 30. Specifically, the controller 40 may control the actuator motor 62 to move different distances based on the target boost amount, thereby causing the friction clutch 61 to be closed differently to provide different drive torques for the second gas compressor 30. In this way, the second gas compressor 30 can pre-compress the gas to different pressures. It should be understood that the target boost amount may be the pressure ratio of the gas before and after passing through the second gas compressor 30.
In some embodiments, the compressed gas may pass through an air filter before entering the first gas compressor 20.
According to an embodiment of the present disclosure, there is provided a method of controlling a vehicle as described above, which may be, for example, a method of controlling a fuel cell vehicle. FIG. 3 shows a flowchart of an example method 300 for controlling a fuel cell vehicle, according to an embodiment of the present disclosure.
In block 302, causing a fuel cell assembly 10 of a vehicle to receive a reactant gas to power a drive motor 105 of the vehicle;
causing the first gas compressor 20 of the vehicle to compress the gas and deliver the compressed gas to the fuel cell assembly 10 in block 304;
in block 306, determining a braking request of the vehicle based on the received state of the brake pedal of the vehicle; and
in block 308, in accordance with a determination that a braking request is present for the vehicle, the clutch 60 coupling the second gas compressor 30 of the vehicle to the transmission 107 connected to the drive motor 105 is closed such that the second gas compressor 30 is driven by the transmission 107 to provide pre-compressed gas to the first gas compressor 20.
In some embodiments, closing the clutch 60 includes: in response to determining that the vehicle is in a travel state, the clutch 60 is closed.
In some embodiments, the vehicle further includes a normally closed valve 50 coupled between the first gas compressor 20 and the second gas compressor 30; wherein the method 300 further comprises: in response to determining that a vehicle braking request is present, the normally closed valve 50 is controlled to open to allow the second gas compressor 30 to deliver pre-compressed gas to the first gas compressor 20.
In some embodiments, the method 300 further comprises: determining a first boost amount for the second gas compressor 30 based on the received torque on the transmission 107; determining a second pressurization amount of the second gas compressor 30 according to the received pressure value of the compressed gas currently required by the fuel cell assembly 10; determining a third amount of boost for the second gas compressor 30 based on the received at least one of: the pressure ratio of the first gas compressor 20, the rotational speed of the first gas compressor 20, the power of the first gas compressor 20, the pressure ratio of the second gas compressor 30, and the deceleration of the vehicle; comparing the first boost amount, the second boost amount, and the third boost amount; and determining the minimum value among the first, second, and third supercharging amounts as the target supercharging amount of the second gas compressor 30 based on the comparison.
In some embodiments, the method 300 further comprises: the degree of closing of the clutch 60 is determined according to the target supercharging amount to provide different driving torques for the second gas compressor 30.
In some embodiments, the clutch 60 includes: a friction clutch 61 and an actuator motor 62; wherein the method further comprises: based on the determined degree of closure of the clutch 60, the distance of movement of the actuator motor 62 is determined so that the friction clutch 61 is in different degrees of closure. The actuation motor 62 may specifically be, for example, a stepper motor.
In some embodiments, the transmission component 107 includes a reduction gear, a differential, a transmission, a drive axle, and a propeller shaft for driving the wheels 109 of the vehicle to rotate.
According to an embodiment of the present disclosure, there is also provided a computer-readable storage medium. The computer readable storage medium has stored thereon a computer program which, when executed by a processor, implements the method 300 as disclosed above.
The various processes and processes described above, such as method 300, may be performed by a processing device. For example, in some embodiments, the method 300 may be implemented as a computer software program tangibly embodied in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and/or installed onto the electronic device via the ROM and/or the communication unit. When the computer program is loaded into RAM and executed by a CPU, one or more acts of method 300 described above may be performed.
The computer readable storage medium may be a tangible device that can hold and store the instructions for use by the instruction execution device. The computer readable storage medium may be, for example, but not limited to, an electronic memory device, a magnetic memory device, an optical memory device, an electromagnetic memory device, a semiconductor memory device, or any suitable combination of the foregoing. More specific examples (a non-exhaustive list) of the computer readable storage medium would include the following: 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), a Static Random Access Memory (SRAM), a portable compact disc read-only memory (CD-ROM), a Digital Versatile Disc (DVD), a memory stick, a floppy disk, a mechanical coding device, such as punch cards or in-groove projection structures having instructions stored thereon, and any suitable combination of the foregoing. Computer-readable storage media as used herein is not to be construed as transitory signals per se, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through a waveguide or other transmission medium (e.g., optical pulses through a fiber optic cable), or electrical signals transmitted through electrical wires.
The computer-readable program instructions described herein may be downloaded from a computer-readable storage medium to a respective computing/processing device, or to an external computer or external storage device via a network, such as the internet, a local area network, a wide area network, and/or a wireless network. The network may include copper transmission cables, fiber optic transmission, wireless transmission, routers, firewalls, switches, gateway computers and/or edge servers. The network adapter card or network interface in each computing/processing device receives computer-readable program instructions from the network and forwards the computer-readable program instructions for storage in a computer-readable storage medium in the respective computing/processing device.
The computer program instructions for carrying out operations of the present disclosure may be assembler instructions, Instruction Set Architecture (ISA) instructions, machine-related instructions, microcode, firmware instructions, state setting data, or source or object code written in any combination of one or more programming languages, including an object oriented programming language such as Smalltalk, C + + or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The computer-readable program instructions may execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet service provider). In some embodiments, the electronic circuitry that can execute the computer-readable program instructions implements aspects of the present disclosure by utilizing the state information of the computer-readable program instructions to personalize the electronic circuitry, such as a programmable logic circuit, a Field Programmable Gate Array (FPGA), or a Programmable Logic Array (PLA).
Various aspects of the present disclosure are described herein with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the disclosure. It will be understood that each block of the flowchart illustrations and/or block diagrams, and combinations of blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer-readable program instructions.
These computer-readable program instructions may be provided to a processing device of a general purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processing device of the computer or other programmable data processing apparatus, create means for implementing the functions/acts specified in the flowchart and/or block diagram block or blocks. These computer-readable program instructions may also be stored in a computer-readable storage medium that can direct a computer, programmable data processing apparatus, and/or other devices to function in a particular manner, such that the computer-readable medium storing the instructions comprises an article of manufacture including instructions which implement the function/act specified in the flowchart and/or block diagram block or blocks.
The computer readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other devices to cause a series of operational steps to be performed on the computer, other programmable apparatus or other devices to produce a computer implemented process such that the instructions which execute on the computer, other programmable apparatus or other devices implement the functions/acts specified in the flowchart and/or block diagram block or blocks.
The flowchart and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present disclosure. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of instructions, which comprises one or more executable instructions for implementing the specified logical function(s). In some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.
Having described embodiments of the present disclosure, the foregoing description is intended to be exemplary, not exhaustive, and not limited to the disclosed embodiments. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments. The terms used herein were chosen in order to best explain the principles of the embodiments, the practical application, or technical improvements to the techniques in the marketplace, or to enable others of ordinary skill in the art to understand the embodiments disclosed herein.
Claims (5)
1. A vehicle having an energy recovery system, comprising:
a fuel cell assembly (10) configured to receive a reaction gas to provide power to a drive motor (105) of the vehicle;
a first gas compressor (20) configured to compress a gas and deliver the compressed gas to the fuel cell assembly (10);
a second gas compressor (30) coupled to a transmission member (107) connected to the drive motor (105) via a clutch (60), the second gas compressor (30) adapted to pre-compress gas and deliver the pre-compressed gas to the first gas compressor (20); and
a controller (40) configured to control the clutch (60) to close in response to a braking request of the vehicle such that the second gas compressor (30) is driven by the transmission component (107) to provide the pre-compressed gas to the first gas compressor (20).
2. A vehicle having an energy recovery system in accordance with claim 1, further comprising:
a normally closed valve (50) coupled between the first gas compressor (20) and the second gas compressor (30) and configured to be openable under control of the controller (40) to allow the second gas compressor (30) to deliver the pre-compressed gas to the first gas compressor (20).
3. A vehicle having an energy recovery system according to claim 1, wherein said controller (40) is further configured to:
determining a first amount of boost of the second gas compressor (30) based on the torque on the transmission member (107);
determining a second amount of boost of the second gas compressor (30) based on a pressure value of the compressed gas currently required by the fuel cell assembly (10);
determining a third amount of boost of the second gas compressor (30) based on at least one of: -the pressure ratio of the first gas compressor (20), the rotational speed of the first gas compressor (20), the power of the first gas compressor (20), the pressure ratio of the second gas compressor (30) and the deceleration of the vehicle; and
determining a minimum value of the first, second, and third pressurization amounts as a target pressurization amount of the second gas compressor (30).
4. A vehicle having an energy recovery system according to claim 3, wherein said clutch (60) comprises:
a friction clutch (61); and
an actuation motor (62) configured to be controlled by the controller (40) to move different distances to bring the friction clutch (61) into different degrees of closure.
5. A vehicle having an energy recovery system according to claim 4, said transmission members (107) comprising a retarder, a differential, a transmission, a transaxle and a propeller shaft for driving the wheels of the vehicle in rotation.
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| CN202120323115.XU CN214215746U (en) | 2021-02-05 | 2021-02-05 | Vehicle with energy recovery system |
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| CN202120323115.XU CN214215746U (en) | 2021-02-05 | 2021-02-05 | Vehicle with energy recovery system |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112644437A (en) * | 2021-02-05 | 2021-04-13 | 北京亿华通科技股份有限公司 | Vehicle with energy recovery system, control method and readable storage medium |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112644437A (en) * | 2021-02-05 | 2021-04-13 | 北京亿华通科技股份有限公司 | Vehicle with energy recovery system, control method and readable storage medium |
| CN112644437B (en) * | 2021-02-05 | 2024-05-17 | 北京亿华通科技股份有限公司 | Vehicle with energy recovery system, control method and readable storage medium |
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Effective date of registration: 20211202 Address after: 075051 No. 28, Zhanqian East Street, Qiaodong District, Zhangjiakou City, Hebei Province Patentee after: Yihuatong Power Technology Co.,Ltd. Address before: 100192 room c701, 7 / F, block C, B-6, Dongsheng Science Park, Zhongguancun, 66 xixiaokou Road, Haidian District, Beijing Patentee before: BEIJING SINOHYTEC Co.,Ltd. |
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