WO2012083777A1 - 一种纯电动汽车能量回收方法和装置 - Google Patents

一种纯电动汽车能量回收方法和装置 Download PDF

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Publication number
WO2012083777A1
WO2012083777A1 PCT/CN2011/082613 CN2011082613W WO2012083777A1 WO 2012083777 A1 WO2012083777 A1 WO 2012083777A1 CN 2011082613 W CN2011082613 W CN 2011082613W WO 2012083777 A1 WO2012083777 A1 WO 2012083777A1
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Prior art keywords
brake pedal
signal
drive motor
brake
braking torque
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PCT/CN2011/082613
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English (en)
French (fr)
Inventor
王金磊
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Wuhu Power Technology Research Co Ltd
Chery Automobile Co Ltd
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Wuhu Power Technology Research Co Ltd
Chery Automobile Co Ltd
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Publication of WO2012083777A1 publication Critical patent/WO2012083777A1/zh
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • 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
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/10—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • 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

Definitions

  • the invention belongs to the field of pure electric vehicle control, and in particular relates to a pure electric vehicle energy recovery method and device. Background technique
  • Electric vehicles can be divided into pure electric vehicles and hybrid electric vehicles. When the electric vehicle releases the throttle and depresses the brakes, it is necessary to recover the mechanical energy to increase the mileage of the electric vehicle while ensuring a safe braking distance.
  • the usual deceleration is:
  • the controller When the driver presses the brake, the controller will directly send the braking torque opposite to the direction of the speed to stop the electric car.
  • the braking torque is usually linearly controlled according to the depth of the brake pedal.
  • this method brings three problems: 1
  • the output signal of the ordinary linear pedal is an analog quantity of 0 to 1. As the pedal depth increases, the analog quantity increases linearly, so the user will feel To an obvious braking action, there is a "forward leaning" phenomenon; 2 energy recovery efficiency is low, usually less than 5%; 3 motor and controller will withstand a short period of inrush current, affecting the life and safety of the system. Summary of the invention
  • the present invention provides a method and apparatus for energy recovery of a pure electric vehicle to improve energy recovery efficiency, brake comfort and safety when the throttle is released and the brake is depressed.
  • the energy recovery method for a pure electric vehicle includes: determining whether the following conditions are simultaneously satisfied: the driving motor is in an operating state, the large battery is in a connected state, the accelerator pedal is released, and the entire vehicle is not faulty; If it is satisfied, the corresponding braking torque is given according to the signal of the brake pedal and the rotational speed of the driving motor to obtain the predetermined braking comfort and energy recovery efficiency. Otherwise, the braking torque is not given and the main program is returned.
  • the brake pedal is a two-position brake pedal; the drive motor is a permanent magnet synchronous motor or an induction motor.
  • the maximum allowable rotation with the driving motor is given according to the level to which the current speed of the driving motor belongs.
  • the moment is a predetermined ratio of braking torque.
  • the predetermined braking torque is given according to the level to which the current rotational speed of the drive motor belongs.
  • a pure electric vehicle energy recovery device comprising: a judging unit, configured to determine whether At the same time, the following conditions are met: the driving motor is in the running state, the large battery is in the connected state, the accelerator pedal is released, and the whole vehicle is not faulted; the energy recovery unit is configured to be used according to the brake pedal if the determining unit determines that the condition is satisfied The speed of the signal and the drive motor gives the corresponding braking torque to obtain the predetermined braking comfort and energy recovery efficiency. Otherwise, the braking torque is not given and the main program is returned.
  • the energy recovery unit performs the following steps: when the signal of the brake pedal is valid or when the signal of the brake pedal is invalid and the current speed of the drive motor is greater than a predetermined value, according to the level to which the current speed of the drive motor belongs a braking torque that is proportional to a maximum torque allowed by the driving motor, when the signal of the brake pedal is invalid and the current rotational speed of the driving motor is not greater than a predetermined value, the predetermined amount is given according to the level to which the current rotational speed of the driving motor belongs Braking torque.
  • the invention provides three working modes by comprehensively analyzing the driving motor speed, the accelerator pedal and the brake pedal state, the large battery connection state, and the vehicle fault state, so as to adapt to different working conditions of the pure electric vehicle, thereby realizing an efficient and reliable pure.
  • the electric vehicle energy recovery method not only improves the energy recovery efficiency and brake comfort when the throttle is released and the brakes are depressed, but also improves the safety and reliability when the throttle is released and the brake is depressed.
  • FIG. 1 is a schematic structural view of a drive motor, a drive wheel and a controller of a pure electric vehicle
  • FIG. 2 is a schematic block diagram of an energy recovery device for a pure electric vehicle of the present invention
  • FIG. 3 is a flow chart of an energy recovery method for a pure electric vehicle of the present invention.
  • the technical idea of the present invention is to replace the conventional linear pedal with a simple two-position brake pedal, and to adopt different recovery strategies according to the driving motor speed and the two-position brake pedal signal, thereby improving energy recovery efficiency and braking comfort.
  • Figure 1 is a schematic view showing the structure of a drive motor, a drive wheel and a controller of a pure electric vehicle.
  • the drive wheel 5 is driven by the drive motor 1
  • the control of the controller 4 is based on the signals of the brake pedal 2 and the accelerator pedal 3, and whether or not the brake pedal 2 is depressed to control the drive motor 1.
  • the drive motor 1 refers to a permanent magnet synchronous motor or an induction motor used in a pure electric vehicle.
  • the brake pedal 2 is a two-position brake pedal, ⁇ ⁇ , the output signal of the brake pedal is only 1 and 0, output 1 when the brake pedal signal is valid, and 0 when the brake pedal signal is invalid.
  • the present invention provides an energy recovery apparatus for a pure electric vehicle that employs different recovery strategies based on the speed of the drive motor and the signal of the two-position brake pedal.
  • the energy recovery device includes a judging unit 10 and an energy recovery unit 20, wherein the judging unit 10 is configured to judge whether the following conditions are satisfied at the same time: the driving motor 1 is in an operating state, the large battery is in a connected state, and the accelerator pedal 3 is The battery is unpowered, and the large battery refers to the power supply battery on the pure electric vehicle.
  • the energy recovery unit 20 is configured to use the signal of the brake pedal 2 and the motor 1 according to the signal of the brake pedal 2 when the determination unit 10 determines that the above conditions are satisfied.
  • the speed is given, and the corresponding braking torque is given to obtain the predetermined braking comfort and energy recovery efficiency. Otherwise, the braking torque is not given and the main program is returned.
  • the braking torque can be given as follows:
  • the brake pedal 2 signal is active (ie, the brake pedal
  • the pure electric vehicle energy recovery device of the present invention can be realized by hardware or software, and can be embedded in the controller 4, or can be connected as a separate device to the controller 4, as shown in Fig. 2.
  • the energy recovery device acquires the operating state of the driving motor 1, the brake pedal 2, the accelerator pedal 3, the connection state of the large battery, and the vehicle failure signal from the controller 4, and the braking torque given by the controller 4 according to the energy recovery device
  • the brake torque is issued to stop the drive wheel 5 from rotating.
  • FIG. 3 is a flow chart of an energy recovery method for a pure electric vehicle of the present invention.
  • step S301 it is judged whether or not the drive motor 1 is in the running state, and if so, step S302 is performed, otherwise the main routine is returned.
  • step S302 it is determined whether the large battery is in the connected state, and if so, step S303 is performed, otherwise the main program operation is returned.
  • step S303 it is judged whether or not the accelerator pedal 3 is released. If yes, step 304 is performed, otherwise the main routine is returned.
  • step S304 it is judged whether the whole vehicle is not faulty, and if so, step S305 is performed, otherwise the main program is returned to run. That is, the following steps are performed only when the drive motor 1 is in operation, the large battery is connected, the accelerator pedal 3 is released, and the vehicle is not malfunctioning.
  • step S305 it is determined whether or not the brake pedal 2 is depressed, that is, whether the signal of the brake pedal 2 is valid. If the brake pedal 2 is depressed, ⁇ ⁇ , the signal of the brake pedal 2 is valid, then steps S306-S308 are performed. If the brake pedal 2 is not depressed, that is, the signal of the brake pedal 2 is invalid, steps S309-S315 are performed.
  • step S306 the energy recovery mode 1 is entered, and in step S307, according to the following formulas (1) and (2), according to the current rotational speed of the drive motor 1 The level gives the braking torque, and then in step S308, the application acquires the torque and returns to the main routine operation.
  • T is the braking torque and T maxl is the maximum torque allowed by the driving motor 1 when the brake pedal 2 is depressed.
  • FactOTl is the scale factor and is valued according to the following formula (2):
  • step S309 it is determined whether the driving motor rotation speed is greater than a certain threshold, for example, the threshold is taken as 1000, and if so, steps S310-S312 are performed, otherwise the executing step is in step S310. , entering the energy recovery mode 2, and in step S311, according to the following formulas (3) and (4), the braking torque is given according to the level to which the current rotational speed of the drive motor 1 belongs, and then in step S312, the application is obtained. Dynamic torque and return to the main program run.
  • a certain threshold for example, the threshold is taken as 1000
  • T max 2 is the maximum torque allowed by the drive motor when the signal of the brake pedal is invalid
  • Fact Q1 2 is a scale factor, which is obtained according to the following formula (4):
  • step S310 the energy recovery mode 2 is entered, and in step S311, according to the following formulas (3) and (4), the braking torque is given according to the level to which the current rotational speed of the drive motor 1 belongs, and then in step S312. In the application The braking torque is obtained and the main program is returned.
  • step S313 the energy recovery mode 3, the limit torque mode is entered, and in step S314, the braking torque is given according to the current rotational speed of the drive motor 1 according to the following formula (5), and then in step S315, Apply for braking torque and return to main program operation.
  • formulas (2), (4) and (5) can be implemented as the following three speed torque tables:
  • the corresponding scale factors are obtained by querying Tables 1 and 2 in steps S307 and S311, respectively, and the obtained scale factor is multiplied by the maximum torque allowed by the drive motor 1 to obtain the corresponding brake torque.
  • the table 3 is queried in step S314 to directly obtain the braking torque.
  • Changes in cruising range are used in the test to describe changes in energy recovery efficiency.
  • the test method is as follows: For the same model, under the same working conditions, observe the change of cruising range without using energy recovery strategy and adopting traditional energy recovery strategy and adopting the new energy recovery control strategy of the invention. It can be observed that the cruising range changes are 100km (without energy recovery strategy), 104km (using traditional energy recovery strategy) and 111km (using the new energy recovery control strategy of the present invention). From these data, it can be seen that the energy recovery efficiency is greater than 10% in the case of the novel energy recovery control strategy of the present invention.
  • the present invention can obtain the following beneficial technical effects:
  • the present invention has been described in detail above with reference to the drawings and embodiments. However, it should be understood that the present invention is not limited to the specific embodiments disclosed herein. Any modifications based on the technical solutions disclosed in the present specification are included in the present invention. Within the scope of protection.
  • the threshold value for determining whether the vehicle speed is low speed, the scale factor in Table 1 and Table 2, and the braking torque in Table 3 are not limited to the values shown in the above embodiments, but may be selected according to actual application conditions, such as For a specific level of drive motor speed, the corresponding scale factor or braking torque can be selected within its upper and lower limits according to a specific function or algorithm.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Description

一种纯电动汽车能量回收方法和装置
技术领域
本发明属于纯电动汽车控制领域，尤其涉及一种纯电动汽车能量回收方法和装置。 背景技术
目前， 人们日益重视环境的保护和能源的有效、 合理使用。 因此， 高效、 节能、 环保的电动汽车就成为汽车行业的发展趋势。 电动汽车可以分为纯电动汽车和混合动 力汽车。 在电动车辆松开油门和踩下刹车时需要回收机械能量， 以提高电动汽车的续 航里程， 同时还要保证安全的刹车距离。
通常减速的做法是： 在驾驶员踩下刹车时， 控制器将直接发出与转速方向相反的 制动转矩使电动汽车停下来， 制动转矩通常根据刹车踏板深度线性控制。 但通过实验 发现， 这种方法会带来三个方面的问题： ①普通线性踏板的输出信号是 0至 1的模拟 量， 随着踏板深度的增加， 此模拟量线性增加， 因此， 用户会感觉到一个明显的刹车 动作， 有 "前倾"的现象； ②能量回收效率低， 通常小于 5% ; ③电机和控制器会承受 一个短时间的冲击电流， 影响系统的寿命和安全性。 发明内容
为解决上述问题， 本发明提供一种纯电动汽车能量回收方法和装置， 以提高松开 油门和踩下刹车时的能量回收效率、 刹车舒适度和安全性。
为实现以上目的， 本发明提供的纯电动汽车能量回收方法包括： 判断是否同时满 足以下条件： 驱动电机处于运转状态、 大电池处于连接状态、 油门踏板松开、 整车无 故障； 如果所述条件满足， 则根据刹车踏板的信号和驱动电机的转速给出相应的制动 转矩， 以获得预定的刹车舒适度和能量回收效率， 否则不给出制动转矩， 返回主程序 运行。
优选地， 所述刹车踏板为两位式刹车踏板； 驱动电机为永磁同步电机或感应电机。 优选地， 当所述刹车踏板的信号有效时或者当所述刹车踏板的信号无效并且驱动 电机的当前转速大于预定值时， 根据驱动电机的当前转速所属的等级给出与驱动电机 允许的最大转矩成预定比例的制动转矩， 当所述刹车踏板的信号无效时并且驱动电机 的当前转速不大于预定值时，根据驱动电机的当前转速所属的等级给出预定制动转矩。
相应地， 提供一种纯电动汽车能量回收装置， 包括： 判断单元， 其用于判断是否 同时满足以下条件： 驱动电机处于运转状态、 大电池处于连接状态、 油门踏板松开、 整车无故障； 能量回收单元， 其用于在判断单元判断所述条件满足的情况下， 根据刹 车踏板的信号和驱动电机的转速给出相应的制动转矩， 以获得预定的刹车舒适度和能 量回收效率， 否则不给出制动转矩， 返回主程序运行。
优选地， 能量回收单元执行以下步骤： 当所述刹车踏板的信号有效时或者当所述 刹车踏板的信号无效并且驱动电机的当前转速大于预定值时， 根据驱动电机的当前转 速所属的等级给出与驱动电机允许的最大转矩成预定比例的制动转矩， 当所述刹车踏 板的信号无效时并且驱动电机的当前转速不大于预定值时， 根据驱动电机的当前转速 所属的等级给出预定制动转矩。
本发明通过综合分析驱动电机转速、油门踏板和刹车踏板状态、大电池连接状态、 整车故障状态给出三种工作模式， 以适应纯电动汽车的不同工况， 从而实现一种高效 可靠的纯电动汽车能量回收方法， 不仅提高松开油门和踩下刹车时的能量回收效率和 刹车舒适度， 而且还提高松开油门和踩下刹车时的安全性和可靠性。 附图说明
图 1是纯电动汽车的驱动电机、 驱动轮和控制器的结构示意图；
图 2是本发明纯电动汽车能量回收装置的示意框图；
图 3是本发明纯电动汽车能量回收方法的流程图。
附图标记：
1.驱动电机 2.刹车踏板 3.油门踏板 4.控制器
5.驱动轮 10.判断单元 20.能量回收单元 具体实施方式
本发明的技术构思在于利用简单的两位式刹车踏板代替传统的线性踏板， 并根据 驱动电机转速和两位式刹车踏板信号采取不同的回收策略， 提高能量回收效率和刹车 舒适度。 下面将参照附图和实施例对本发明进行描述。
图 1是纯电动汽车的驱动电机、 驱动轮和控制器的结构示意图。 如图 1所示， 驱 动轮 5通过驱动电机 1驱动，控制器 4的控制是根据刹车踏板 2和油门踏板 3的信号， 艮卩， 刹车踏板 2是否被踩下来对驱动电机 1进行控制。 这里， 驱动电机 1是指纯电动 汽车所使用的永磁同步电机或感应电机。
在本发明中， 刹车踏板 2为一个两位式刹车踏板， δΡ， 刹车踏板的输出信号只有 1和 0， 刹车踏板信号有效时输出 1， 刹车踏板信号无效时输出 0。
另外， 本发明提供一种纯电动汽车的能量回收装置， 其用于根据驱动电机转速和 两位式刹车踏板的信号采取不同的回收策略。 如图 2所示， 该能量回收装置包括判断 单元 10和能量回收单元 20， 其中， 判断单元 10用于判断以下条件同时是否满足： 驱 动电机 1处于运转状态、 大电池处于连接状态、 油门踏板 3松开、 整车无故障， 大电 池是指纯电动汽车上的动力供电电池； 能量回收单元 20用于在判断单元 10判断上述 条件均满足的情况下根据刹车踏板 2的信号和驱动电机 1的转速， 给出相应的制动转 矩， 以获得预定的刹车舒适度和能量回收效率， 否则不给出制动转矩， 返回主程序运 行。
例如， 可按照以下方式给出制动转矩： 当刹车踏板 2的信号有效 （即， 刹车踏板
2被踩下） 时或者当刹车踏板 2的信号无效 （即， 刹车踏板 2没有被踩下） 并且驱动 电机 1的当前转速大于预定值时， 根据驱动电机 1的当前转速所属的等级， 给出与驱 动电机 1允许的最大转矩成预定比例的制动转矩； 当刹车踏板 2的信号无效 （即， 刹 车踏板 2没有被踩下） 时并且驱动电机 1的当前转速不大于预定值时， 根据驱动电机 1的当前转速所属的等级， 给出预定制动转矩。
本发明纯电动汽车能量回收装置可以通过硬件或软件来实现， 并可以嵌入到控制 器 4中， 或者也可以作为单独的装置与控制器 4连接， 如图 2所示。 能量回收装置从 控制器 4获取驱动电机 1、 刹车踏板 2、 油门踏板 3三者的工作状态、 大电池的连接状 态和整车故障信号， 控制器 4根据能量回收装置给出的制动转矩发出制动转矩， 使驱 动轮 5停止转动。
图 3是本发明纯电动汽车能量回收方法的流程图。
具体地讲， 在步骤 S301中， 判断驱动电机 1是否处于运转状态， 如果是， 则执行 步骤 S302, 否则返回主程序运行。 在步骤 S302中， 判断大电池是否处于连接状态， 如果是， 则执行步骤 S303 , 否则返回主程序运行。 在步骤 S303 中， 判断油门踏板 3 是否松开， 如果是， 则执行步骤 304， 否则返回主程序运行。 在步骤 S304中， 判断整 车是否无故障， 如果是， 则执行步骤 S305 , 否则返回主程序运行。 也就是说， 只有在 驱动电机 1处于运转状态、 大电池处于连接状态、 油门踏板 3松开并且整车无故障的 情况下， 才执行以下步骤。
在步骤 S305中，判断刹车踏板 2是否被踩下，即判断刹车踏板 2的信号是否有效。 如果刹车踏板 2被踩下， δΡ， 刹车踏板 2的信号有效， 则执行步骤 S306-S308。 如果 刹车踏板 2没有被踩下， 即刹车踏板 2的信号无效， 则执行步骤 S309-S315。 在刹车踏板 2被踩下的情况下， 首先， 在步骤 S306中， 进入能量回收模式 1， 并 在步骤 S307中， 按照以下公式 (1)和 (2)， 根据驱动电机 1的当前转速所属的等级给出 制动转矩， 然后在步骤 S308中， 申请获得转矩并返回主程序运行。
T = Factorl xT max 1 (1)
其中， T为制动转矩， T maxl为刹车踏板 2被踩下时驱动电机 1允许的最大转矩，
FactOTl为比例因子， 按照以下公式 (2)取值：
0 0 < S < 800
0 800 < S < 1000
0.4 1000 < S < 1300
0.8 1300 < S < 1500
Factorl
0.85 1500 < S < 2000
0.9 2000 < S < 3000
1 3000 < S < 4000
1 S > 4000 (2)
其中， s为电机的当前转速。
在刹车踏板 2没有被踩下的情况下， 首先， 在步骤 S309中， 判断驱动电机转速是 否大于特定阈值， 例如阈值取 1000， 如果是， 则执行步骤 S310-S312, 否则执行步骤 在步骤 S310中， 进入能量回收模式 2， 并在步骤 S311中， 按照以下公式 (3)和 (4)， 根据驱动电机 1的当前转速所属的等级给出制动转矩， 然后在步骤 S312中， 申请获得 制动转矩并返回主程序运行。
T = Factor 2 xT max 2 (3)
其中， T max 2为所述刹车踏板的信号无效时驱动电机允许的最大转矩， FactQ12 为比例因子， 按照以下公式 (4)取值：
0 0 < S < 930
0 930 < S < 1000
0.2 1000 < S < 1300
0.4 1300 < S < 1500
Factor 2
0.8 1500 < S < 2000
0.9 2000 < S < 2500
1 2500 < S < 3000
1 S > 3000
(4)
在步骤 S310中， 进入能量回收模式 2， 并在步骤 S311中， 按照以下公式 (3)和 (4)， 根据驱动电机 1的当前转速所属的等级， 给出制动转矩， 然后在步骤 S312中， 申请获 得制动转矩并返回主程序运行。
在步骤 S313中， 进入能量回收模式 3， 即限转矩模式， 并在步骤 S314中， 按照 以下公式 (5)， 根据驱动电机 1 的当前转速给出制动转矩， 然后在步骤 S315中， 申请 获得制动转矩并返回主程序运行。
Figure imgf000007_0001
在具体实现时， 可以将公式 (2)、 （4)和 (5)实现为如下三个速度转矩表：
表 1
Figure imgf000007_0002
在这种情况下，分别在步骤 S307和 S311中查询表 1和表 2获得对应的比例因子， 并将获得的比例因子与驱动电机 1允许的最大转矩相乘， 获得对应的制动转矩， 在步 骤 S314中查询表 3， 直接获得制动转矩。
在试验中采用续航里程的变化来描述能量回收效率的变化。 试验方法为： 对于相 同的车型在相同工况的情况下， 分别在不采用能量回收策略以及采用传统能量回收策 略和采用本发明的新型能量回收控制策略的三种情况下观察续航里程的变化， 可观察 到续航里程变化分别为 100km (不采用能量回收策略）、 104km (采用传统能量回收策 略）和 111km (采用本发明的新型能量回收控制策略）。 从这些数据可看出， 在采用本 发明的新型能量回收控制策略的情况下， 能量回收效率大于 10%
通过以上描述可看出， 本发明可获得如下有益技术效果：
(1) 通过综合分析驱动电机转速、 大电池的状态、 刹车踏板信号和整车故障信号， 可避免车载系统误动作， 从而提高了车载系统的安全性； (2) 根据驱动电机转速和两位式刹车踏板信号， 采取不同的回收策略， 提高能量 回收效率 ( >10 )；
(3) 用简单的两位式刹车踏板代替传统的线性踏板， 降低成本， 同时提高车载系 统的可靠性， 而且， 用户不会感觉到明显的刹车动作， 舒适度会比较合适。
以上已参照附图和实施例对本发明进行详细描述， 但是， 应该理解， 本发明并不 限于以上所公开的具体实施例， 任何基于本说明书所公开的技术方案的变型都应包括 在本发明的保护范围内。 例如， 判断车速是否为低速的阈值、 表 1和表 2中的比例因 子、 表 3中的制动扭矩并不限于以上实施例中所示的值， 而是可以根据实际应用情况 进行选取， 比如， 对于特定等级的驱动电机转速， 可根据特定函数或算法在其上限和 下限范围内选取相应的比例因子或制动转矩。

Claims

权利要求书
1. 一种纯电动汽车能量回收方法， 其特征在于， 包括以下步骤：
判断是否同时满足以下条件： 驱动电机处于运转状态、 大电池处于连接状态、 油 门踏板松开、 整车无故障； 如果所述条件满足， 根据刹车踏板的信号和驱动电机的转 速， 给出相应的制动转矩， 以获得预定的刹车舒适度和能量回收效率， 否则不给出制 动转矩， 返回主程序运行。
2. 根据权利要求 1所述的方法， 其特征在于， 所述刹车踏板为两位式刹车踏板。
3. 根据权利要求 1所述的方法， 其特征在于， 所述驱动电机为永磁同步电机或者 感应电机。
4. 根据权利要求 1所述的方法， 其特征在于， 当所述刹车踏板的信号有效时或者 当所述刹车踏板的信号无效并且驱动电机的当前转速大于预定值时， 根据驱动电机的 当前转速所属的等级， 给出与驱动电机允许的最大转矩成预定比例的制动转矩；
当所述刹车踏板的信号无效时并且驱动电机的当前转速小于或等于预定值时， 根 据驱动电机的当前转速所属的等级， 给出预定制动转矩。
5. 根据权利要求 4所述的方法， 其特征在于，
当所述刹车踏板的信号有效时， 按照以下公式 (1)给出制动转矩：
T = Factor lxT max 1 (1)
其中， T为制动转矩， T max l为所述刹车踏板的信号有效时驱动电机允许的最大 转矩， FactOTl为比例因子， 按照以下公式 (2)取值：
0 0 < S < 800
0 800 < S < 1000
0.4 1000 < S < 1300
0.8 1300 < S < 1500
Factorl
0.85 1500 < S < 2000
0.9 2000 < S < 3000
1 3000 < S < 4000
1 S > 4000
(2)
其中， S为驱动电机的当前转速， 当所述刹车踏板的信号无效并且驱动电机的当前转速大于 1000时，按照以下公式 (3)给出制动转矩：
T = Factor 2 xT max 2 (3)
其中， T max 2为所述刹车踏板的信号无效时驱动电机允许的最大转矩， FactQ12 为比例因子， 按照以下公式 (4)取值：
0 0 < S < 930
0 930 < S < 1000
0.2 1000 < S < 1300
0.4 1300 < S < 1500
Factor 2
0.8 1500 < S < 2000
0.9 2000 < S < 2500
1 2500 < S < 3000
1 S > 3000
(4)
当所述刹车踏板的信号无效并且驱动电机的当前转速小于或等于 1000时，按照以 下公式 (5)给出制动转矩：
Figure imgf000010_0001
6. 一种纯电动汽车能量回收装置， 其特征在于， 包括：
判断单元： 用于判断是否同时满足以下条件： 驱动电机处于运转状态、 大电池处 于连接状态、 油门踏板松开、 整车无故障；
能量回收单元： 用于在判断单元判断所述条件满足的情况下根据刹车踏板的信号 和驱动电机的转速， 给出相应的制动转矩， 以获得预定的刹车舒适度和能量回收效率， 否则不给出制动转矩， 返回主程序运行。
7. 根据权利要求 6所述的装置， 其特征在于， 所述刹车踏板为两位式刹车踏板。
8. 根据权利要求 6所述的装置， 其特征在于， 驱动电机为永磁同步电机或者感应 电机。
9. 根据权利要求 6所述的装置， 其特征在于， 能量回收单元执行以下步骤： 当所述刹车踏板的信号有效时或者当所述刹车踏板的信号无效并且驱动电机的当 前转速大于预定值时， 根据驱动电机的当前转速所属的等级， 给出与驱动电机允许的 最大转矩成预定比例的制动转矩，
当所述刹车踏板的信号无效时并且驱动电机的当前转速小于或等于预定值时， 根 据驱动电机的当前转速所属的等级， 给出预定制动转矩。
10. 根据权利要求 9所述的装置， 其特征在于，
能量回收单元执行以下步骤：
当所述刹车踏板的信号有效时， 按照以下公式 (1)给出制动转矩：
T = Factor l xT max 1 (1)
其中， T为制动转矩， T max l为所述刹车踏板的信号有效时驱动电机允许的最大 转矩， FactOTl为比例因子， 按照以下公式 (2)取值：
0 0 < S < 800
0 800 < S < 1000
0.4 1000 < S < 1300
0.8 1300 < S < 1500
Factorl
0.85 1500 < S < 2000
0.9 2000 < S < 3000
1 3000 < S < 4000
1 S > 4000
(2)
其中， S为驱动电机的当前转速，
当所述刹车踏板的信号无效并且驱动电机的当前转速大于 1000时，按照以下公式 (3)给出制动转矩：
T = Factor2 xT max 2 (3)
其中， T max 2为所述刹车踏板的信号无效时驱动电机允许的最大转矩， FactQ12 为比例因子， 按照以下公式 (4)取值： 0 0 < S < 930
0 930 < S < 1000
0.2 1000 <S < 1300
0.4 1300 <S < 1500
Factor 2
0.8 1500 <S < 2000
0.9 2000 <S < 2500
1 2500 <S < 3000
1 S > 3000
(4)
当所述刹车踏板的信号无效并且驱动电机的当前转速小于或等于 1000时，按照以 下公式 (5)给出制动转矩：
0 0<S<800
0 80QcS≤820
-5 82&S≤840
T -15 84&S≤860 (5)
-20 86&S≤880
-25 88&S≤900
-30 90&S<100
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